MULTIMODAL TRANSPORTATION SSESSMENT · 2020-06-24 · Major Transportation Features ... Inbound trips were assigned to the 101 12th Street S garage until the 85% occupancy threshold

February 21, 2020

MULTIMODAL TRANSPORTATION ASSESSMENT

ARLINGTON, VA

101 12TH STREET S

Prepared by:

1140 Connecticut Avenue NW Suite 600

Washington, DC 20036 Tel: 202.296.8625 Fax: 202.785.1276

3914 Centreville Road Suite 330

Chantilly, VA 20171 Tel: 703.787.9595 Fax: 703.787.9905

15125 Washington Street Suite 212

Haymarket, VA 20169 Tel: 571.248.0992 Fax: 703.787.9905

www.goroveslade.com

This document, together with the concepts and designs presented herein, as an instrument of services, is intended for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization by Gorove/Slade Associates, Inc., shall be without liability to Gorove/Slade Associates, Inc.

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Contents

List of Figures ............................................................................................................................................................................................. v

List of Tables ............................................................................................................................................................................................. vi

Executive Summary .................................................................................................................................................................................... 7

Introduction ............................................................................................................................................................................................. 11

Purpose of Study .................................................................................................................................................................................. 11

Study Tasks .......................................................................................................................................................................................... 11

Project Summary .................................................................................................................................................................................. 11

Contents of Study ................................................................................................................................................................................ 12

Study Area Overview ............................................................................................................................................................................... 20

Major Transportation Features ............................................................................................................................................................ 20

Future Projects ..................................................................................................................................................................................... 24

Project Design .......................................................................................................................................................................................... 30

Adjacent and Internal Roadways ......................................................................................................................................................... 30

Site Access and Circulation .................................................................................................................................................................. 33

Loading ................................................................................................................................................................................................. 33

Parking ................................................................................................................................................................................................. 33

Curbside Management ........................................................................................................................................................................ 34

Bicycle and Pedestrian Facilities .......................................................................................................................................................... 34

Transit ...................................................................................................................................................................................................... 40

Metrorail Service .................................................................................................................................................................................. 40

Bus Service ........................................................................................................................................................................................... 41

Planned Transit Facilities ..................................................................................................................................................................... 41

Pedestrian Facilities ................................................................................................................................................................................. 48

Pedestrian Study Area.......................................................................................................................................................................... 48

Existing Pedestrian Facilities ................................................................................................................................................................ 48

Planned Pedestrian Facilities ............................................................................................................................................................... 48

Bicycle Facilities ....................................................................................................................................................................................... 54

Existing Bicycle Facilities ...................................................................................................................................................................... 54

Planned Bicycle Facilities ..................................................................................................................................................................... 54

Travel Demand Assumptions ................................................................................................................................................................... 58

Mode Split Methodology ..................................................................................................................................................................... 58

Trip Generation Methodology ............................................................................................................................................................. 58

Traffic Operations .................................................................................................................................................................................... 62

Study Area, Scope, & Methodology ..................................................................................................................................................... 62

Traffic Volume Assumptions ................................................................................................................................................................ 64

Geometry and Operations Assumptions .............................................................................................................................................. 73

Vehicular Analysis Results .................................................................................................................................................................... 78

Transportation Management Plan ........................................................................................................................................................... 82

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Participation and Funding .................................................................................................................................................................... 82

Facilities and Improvements ................................................................................................................................................................ 82

Carpool and Vanpool Parking .............................................................................................................................................................. 82

Promotions, Services, Policies.............................................................................................................................................................. 82

Performance and Monitoring .............................................................................................................................................................. 83

Summary and Conclusions ....................................................................................................................................................................... 84

List of Appendices

Appendix A – Signed Scoping Document

Appendix B – Site Visit Notes

Appendix C – Existing Turning Movement Counts

Appendix D – Existing (2019) Capacity Analysis Worksheets

Appendix E – Background Development Trips

Appendix F – Future (2023) Conditions without Development Capacity Analysis Worksheets

Appendix G – Re-Routed Existing Volumes

Appendix H – Future (2023) Conditions with Development Capacity Analysis Worksheets

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List of Figures

Figure 1: Major Regional Transportation Facilities .................................................................................................................................. 13

Figure 2: Site Location .............................................................................................................................................................................. 14

Figure 3: Parcel Map (Source: Arlington County Real Estate Map, September 2016) ............................................................................. 15

Figure 4: Planned Land Uses (Source: Arlington General Land Use Plan (GLUP), June 2017) ................................................................. 16

Figure 5: Zoning Map (Source: Arlington County) ................................................................................................................................... 17

Figure 6: Site Plan .................................................................................................................................................................................... 18

Figure 7: Study Intersections ................................................................................................................................................................... 19

Figure 8: Major Local Transportation Facilities ........................................................................................................................................ 22

Figure 9: Summary of Walkscore and Bikescore ...................................................................................................................................... 23

Figure 11: Street Typology (Source: Arlington Master Transportation Plan, 2011) ................................................................................. 28

Figure 12: Existing and Planned Bike Facilities (Source: Arlington Master Transportation Plan, 2019) .................................................. 29

Figure 13: Typical Cross-Section of 10th Street S ...................................................................................................................................... 31

Figure 14: Typical Cross-Section of 12th Street S ...................................................................................................................................... 32

Figure 15: Site Access ............................................................................................................................................................................... 36

Figure 16: Circulation Plan ....................................................................................................................................................................... 37

Figure 17: Existing Curbside Management .............................................................................................................................................. 38

Figure 18: Proposed Curbside Management ........................................................................................................................................... 39

Figure 19: Existing Transit Service ............................................................................................................................................................ 42

Figure 20: Annual Metro Ridership at Pentagon City and Crystal City Metro Stations (Source: 22202 Transportation Study) .............. 43

Figure 21: Peak Boardings and Alightings by Stop ................................................................................................................................... 46

Figure 22: Future Transit Facilities ........................................................................................................................................................... 47

Figure 23: Pedestrian Pathways ............................................................................................................................................................... 50

Figure 24: Existing Pedestrian Facilities ................................................................................................................................................... 51

Figure 25: 2019 Existing Peak Hour Pedestrian Volumes ........................................................................................................................ 52

Figure 26: Planned and Proposed Pedestrian Improvements ................................................................................................................. 53

Figure 27: Existing Bicycle Facilities ......................................................................................................................................................... 56

Figure 28: Future Bicycle Facilities ........................................................................................................................................................... 57

Figure 29: Transportation Analysis District (TAD) in Study Area .............................................................................................................. 60

Figure 30: Origins of Driving Commuters with Destinations in project TAD ............................................................................................ 61

Figure 31: 2019 Existing Peak Hour Traffic Volumes ............................................................................................................................... 67

Figure 32: Future Background Developments ......................................................................................................................................... 68

Figure 33: 2023 Background Peak Hour Traffic Volumes (without the proposed development) ............................................................ 69

Figure 34: Inbound and Outbound Trip Distribution ............................................................................................................................... 70

Figure 35: 2023 Primary Site-Generated Peak Hour Traffic Volumes ...................................................................................................... 71

Figure 36: 2023 Future Peak Hour Traffic Volumes (with the proposed development) .......................................................................... 72

Figure 37: 2019 Existing Lane Configurations and Traffic Controls ......................................................................................................... 75

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Figure 38: 2023 Background Lane Configuration and Traffic Controls (without the proposed development) ....................................... 76

Figure 39: 2023 Future Lane Configuration and Traffic Controls (with the proposed development) ..................................................... 77

List of Tables

Table 1: Carshare Locations ..................................................................................................................................................................... 23

Table 2: Proposed 101 12th Street S Parking Supply ................................................................................................................................ 33

Table 3: Bus Stop Inventory ..................................................................................................................................................................... 44

Table 4: Bus Route Information ............................................................................................................................................................... 44

Table 5: Bus Stop Boarding and Alighting Weekday Information – Peak Hours ...................................................................................... 45

Table 6: Sidewalk Recommendations per Arlington County Master Transportation Plan ...................................................................... 49

Table 7: Summary of Office Mode Split Data ........................................................................................................................................... 58

Table 8: Summary of Neighborhood Retail Mode Split Data ................................................................................................................... 58

Table 9: Summary of Mode Split Assumptions by Land Use .................................................................................................................... 58

Table 10: Multi-Modal Trip Generation ................................................................................................................................................... 59

Table 11: Existing Roadway Network ....................................................................................................................................................... 63

Table 12: Traffic Generated by 2023 Background Developments ........................................................................................................... 65

Table 13: Capacity Analysis Results ......................................................................................................................................................... 80

Table 14: Queuing Results ....................................................................................................................................................................... 81

101 12th Street S MMTA

7 February 21, 2020

EXECUTIVE SUMMARY

The following report is a Multimodal Transportation

Assessment (MMTA) for the 101 12th Street S development in

the Crystal City area of Arlington, Virginia.

Site Location and Study Area

The proposed development site is located in the Crystal City

area of Arlington, Virginia and is bounded by 10th Street S to

the north, CSX tracks to the east, 12th Street S to the south, and

a commercial property to the west, as shown in Figure 2. The

general extents of the study area are Long Bridge Drive to the

west, Crystal Drive to the east, 10th Street S to the north, and

15th Street S to the south.

The vehicular study area consists of 10 intersections along Long

Bridge Drive, 10th Street S, 12th Street S, 15th Street S, and

Crystal Drive, as vetted and approved by Arlington County.

The proposed development site currently consists of an existing

park. The site is currently zoned as C-O-1.5: Commercial Office

Building, Hotel, and Apartment District and is shown as a mix of

high-medium residential and medium office-apartment-hotel

land uses in the General Land Use Plan (GLUP).

Proposed Project

The proposed development will consist of one mixed-use

building with approximately 234,500 square feet of office space

and 5,200 square feet of neighborhood-serving ground floor

retail space.

The proposed development will provide 68 parking spaces in a

below-grade parking garage. The below-grade garage in the

neighboring 201 12th Street S building will serve as additional

off-site parking for the proposed 101 12th Street S

development. Vehicular access to the below-grade garage at

101 12th Street S will be provided along the 10th Street S

roundabout north of the site via 10th Street S. The additional

off-site parking garage in the 201 12th Street S building is

accessible via Long Bridge Drive and 10th Street S.

The proposed development will provide one (1) 40-foot loading

berth and one (1) 30-foot loading berth. The number of loading

facilities on-site will accommodate the practical needs of the

development.

Policies and Goals

The Arlington County Master Transportation Plan (MTP),

adopted in 2011 and updated in 2019, outlines goals to

improve various modes of transportation throughout the

County. Similarly, the Crystal City Sector Plan, adopted by the

County Board in 2010, developed a series of goals and

objectives specifically for Crystal City. The 101 12th Street S

development achieves several of the goals and policies of both

the MTP, Sector Plan, and other guiding documents for the

County.

Multi-Modal Overview

Transit

The subject site is well-served by transit:

▪ The site is located 0.5 miles from the Crystal City Metro

Station which is served by the Blue and Yellow lines, and

0.5 miles from the Pentagon City Metro Station which is

served by the Blue and Yellow lines.

▪ The Crystal City Metro is served by eight (8) bus routes

provided by WMATA (Metrobus), Metroway, ART, and

other regional bus routes. The Pentagon City Metro is

served by 10 bus routes provided by WMATA (Metrobus),

Metroway, ART, and other regional bus routes.

▪ There are six (6) bus stops within a quarter-mile of the site.

These stops are directly served by WMATA (Metrobus),

Metroway, Arlington Transit (ART), OmniRide, Fairfax

Connector, and Loudoun County Commuter routes.

▪ Metroway is a premium bus service that connects the

Pentagon City, Crystal City, and Potomac Yards

neighborhood (National Landing), as well as the Braddock

Road neighborhood in Alexandria, VA. Metroway buses

travel in mixed traffic adjacent to the site along Crystal

Drive and in other segments; however, there are also

sections of the route in Crystal City and Potomac Yards

where Metroway buses operate in dedicated bus-only

lanes. The nearest stop to the site is at the corner of 18th

Street S and Crystal Drive for northbound traveling buses

and the Crystal City Metro station for southbound traveling

buses.

▪ Planned improvements to Metroway are included as part

of the Transitway Extension to Pentagon City project. As

part of this project, the existing transitway will be

extended between the Crystal City Metrorail station and

the Pentagon City Metrorail station. Improvements will

initially include additional dedicated bus lanes and five (5)


8 February 21, 2020

new transitway stations, with two (2) additional stations

included in later phases. With the extension, the

transitway will run from the Braddock Road Metrorail

station to the Pentagon City Metrorail station.

▪ A VRE station is located approximately 0.3 miles south of

the proposed development site on the east side of Crystal

Drive.

Bus stops adjacent to the site are well used, with the Metroway

– Potomac Yard line seeing the highest boardings and alightings

at bus stops near the site.

Pedestrian

The site is surrounded by a well-connected pedestrian network.

The pedestrian facilities around the site provide a quality

walking environment. There are a number of gaps in

infrastructure, such as temporary asphalt sidewalks on the east

side of S Eads Street. Some barriers exist west of the site due to

Route 1, north of the site due to I-395, and east of the site due

to railroad tracks, but overall there is good connectivity and

quality infrastructure.

A number of planned and approved projects will improve

pedestrian infrastructure and connectivity in the vicinity of the

proposed development. This includes improvements to

sidewalks and streetscape as part of the S Eads Street

Complete Street project, adding crosswalks and shortening

existing crosswalks on Army Navy Drive as part of the Army

Navy Drive Complete Street project, and the addition of a

rectangular rapid-flashing beacon (RRFB) at the intersection of

12th Street S and Crystal Drive as part of the Crystal Drive/12th

Street S RRFB project.

As a result of the proposed development, pedestrian facilities

along the perimeter of the site will be improved by adding and

improving sidewalks adjacent to the site so that they meet or

exceed Arlington County and ADA standards. In addition, the

development will create porosity by creating a north-south

extension of 10th Street S along the west frontage of the site

that will connect to the existing 12th Street S south of the site,

as is consistent with the Crystal City Sector Plan.

Bicycle

The site has access to several on- and off-street bicycle

facilities, including the Mount Vernon Trail and bike lanes on

Long Bridge Drive, Crystal Drive, S Eads Street and portions of

12th Street S and 18th Street S. These, in turn, provide regional

access to destinations within Virginia and the District.

Several of the existing bike facilities have been identified by the

Arlington Master Transportation Plan and Crystal City Sector

Plan to be upgraded in the future. This includes adding bike

lanes along Army Navy Drive between S Joyce Street and 12th

Street S, adding bike lanes along S Eads Street between Army

Navy Drive and 12th Street S, and adding off-street bike facilities

along S Clark Street/S Bell Street between 12th Street S and 18th

Street S.

The recently adopted Bicycle Element of the Arlington Master

Transportation Plan identifies 15th Street S as a Primary Bicycle

Corridor. The plan makes the following recommendation for

roadways in the vicinity of the site:

▪ Bi-directional, protected bike lanes along Army Navy Drive

from S Joyce Street to 12th Street S.

▪ Construct an off-street cycle track connecting the planned

Army Navy Drive protected bike lane at 12th Street S to

18th Street S and the Crystal City Metrorail station

▪ Reconstruct 18th Street S between Richmond Highway

(Route 1) and Crystal Drive to include an enhanced on-

street bicycle facility and improve the connection with the

Crystal City Connector Trail. This is also identified in the

Crystal City Sector Plan.

A number of planned or approved projects will improve bicycle

infrastructure and connectivity in the vicinity of the proposed

development:

▪ As part of the Army Navy Drive Complete Street project,

buffered two-way bike lanes will be installed along the

south side of Army Navy Drive.

▪ As part of the S Eads Street Complete Street project,

buffered bike lanes will also be installed on both sides of S

Eads Street from Army Navy Drive to 12th Street S.

▪ As part of the S Eads Street Protected Bike Lanes

Extension, protected bike lanes will be installed along both

sides of S Eads Street from 12th Street S to 15th Street S and

the S Eads Street and 15th Street S intersection will be

reconfigured as a protected intersection.

▪ As part of the 12th Street S Complete Street project, shared

lanes are planned from S Eads Street to S Clark Street/Long

Bridge Drive, connecting to the existing bike lanes on

Crystal Drive south of the site.


9 February 21, 2020

▪ As part of the 12th Street S/S Clark-Bell Street Realignment

project, separated lanes will be installed along the west

side of S Clark Street.

▪ As part of the Metropolitan Park 6, 7, 8 project, separated

bike lanes will be installed along the west side of S Eads

Street from 12th Street S to 15th Street S.

Vehicular

The site is well connected via several principal arterials such as

Route 1, VA-27 (Washington Boulevard), VA-244 (Columbia

Pike), and VA-110. The arterials create connections to I-395, I-

66, George Washington Memorial Parkway, and ultimately the

Capital Beltway (I-495) and I-95. These principal arterials bring

vehicular traffic within one half-mile or less of the site, at which

point minor arterials, collectors, and local roads can be used to

access the site directly.

Existing Conditions

Intersection capacity analyses were performed for the morning

and afternoon peak hours at study area intersections. Synchro

version 10 was used to analyze the study intersections based

on the Highway Capacity Manual (HCM) 2000 methodology.

The existing conditions analysis shows that all intersections and

movements operate at an acceptable level of service during the

morning and afternoon peak hours. LOS E is typically used as

the acceptable LOS threshold in the County; although LOS F is

generally accepted in urbanized areas if vehicular

improvements would be a detriment to safety or to non-auto

modes of transportation. The capacity analysis results also

show that one (1) intersection has 95th percentile queues that

exceed the available storage length in one or more peak hour

in existing conditions.

Travel Demand Assumptions

Mode split (also called mode share) is the percentage of

travelers using a particular type (or mode) of transportation

when traveling. The main source of mode split information for

this report was based on Census data using Transportation

Analysis Districts (TADs) and data contained in the 2016 State

of the Commute, the Crystal City Multimodal Transportation

Study, and the WMATA Ridership Survey. The following mode

splits were assumed in the analysis, as vetted and approved by

Arlington County:

▪ Office

o Auto – 30%, Transit – 54%, Bike – 6%, Walk – 10%

▪ Neighborhood-Serving Retail

o Auto – 5%, Transit – 15%, Bike – 5%, Walk – 75%

Weekday peak hour trip generation is calculated based on the

methodology outlined in the Institute of Transportation

Engineers’ (ITE) Trip Generation, 10th Edition.

Office trip generation is based on the development program of

234,500 square feet. Office trip generation was calculated

based on ITE Land Use 710 (General Office Building), using the

setting/location of Center City Core, splitting trips into different

modes using assumptions outlined in the mode split section of

this report.

Neighborhood-serving retail trip generation is based on the

development program of 5,200 square feet of neighborhood-

serving ground floor retail. Retail trip generation was calculated

based on ITE’s baseline vehicular trips for Land Use 820

(Shopping Center), using the setting/location of General

Urban/Suburban (limited data is available for person trips),

splitting trips into different modes using assumptions outlined

in the mode split section of this report.

Future Improvements

A number of planned transportation improvements in the

vicinity of the 101 12th Street S are expected to be complete by

2023. The full list of improvements is detailed in the report, but

examples include:

▪ S Eads Street Complete Street

▪ Army Navy Drive Complete Street

▪ 12th Street Complete Street

▪ Transitway Extension to Pentagon City

▪ 15th Street S/S Clark-Bell Street Realignment

▪ I-395 HOT Lanes

Future Traffic Operations

A capacity analysis was developed to compare the future

roadway network without the proposed development to the

future roadway network with the proposed development.

Intersection capacity analyses were performed for the morning

and afternoon peak hours at study area intersections. Synchro

version 10 was used to analyze the study intersections based

on the Highway Capacity Manual (HCM) 2000 methodology.


10 February 21, 2020

Traffic projections for 2023 are based on existing volumes, plus

traffic generated by approved nearby background

developments to account for local growth, and traffic

generated by the proposed 101 12th Street S development. The

methodology of using background development trips to

account for local growth is consistent with other MMTAs in

Arlington County and has been vetted and approved by the

County.

Mitigations

Mitigation measures were identified based on Arlington County

standards and as outlined in the approved scoping document.

The proposed development is considered to have an impact at

an intersection if any of the following conditions are met:

▪ The overall intersection or any movement operates at LOS

F in the future conditions with the proposed development

where it operates at LOS E or better in the background

conditions without the proposed development;


F during the background condition and the delay increases

by more than 10% in the future conditions with the

proposed development; or

▪ If any 95th percentile queue length in the future condition

exceeds the available capacity and increases by more than

150 feet compared to background conditions.

Following these guidelines, no intersections require mitigation

as a result of the proposed development.

Transportation Management Plan

A Transportation Management Plan (TMP) will be provided for

the project based on the County’s requirements, and a

framework for a TMP is included in this report. This TMP will

include typical components such as the establishment of a TMP

coordinator, the distribution of transit literature, the

establishment of ride-sharing programs, and the on-site sale of

discounted fare media. Management measures taken by the

101 12th Street S project can be monitored and adjusted as

needed to continually create opportunities to reduce the

amount of vehicular traffic generated by the site.

Summary and Recommendations

This report concludes that the proposed development will not

have a detrimental impact to the surrounding transportation

and roadway network, assuming that all planned site design

elements and recommended mitigation measures are

implemented.

The development has many positive elements contained within

its design that minimize potential transportation impacts,

including:

▪ The proposed development’s close proximity to the Crystal

City Metro Station, Pentagon City Metro Station, Crystal

City VRE Station, and multiple bus lines.

▪ Improvements to the pedestrian facilities adjacent to the

site that meet or exceed Arlington County and ADA

requirements.

▪ The inclusion of secure-long-term bicycle parking

exceeding zoning requirements.

▪ The installation of short-term bicycle parking spaces

around the perimeter of the site that meet zoning

requirements.

▪ The inclusion of shower and locker facilities within the

building that meet zoning requirements.

▪ A Transportation Management Plan (TMP) that aims to

reduce the demand of single-occupancy, private vehicles

to/from the proposed development during peak period

travel times or shifts single-occupancy vehicular demand to

off-peak periods.



INTRODUCTION

This report presents the findings of a Multimodal

Transportation Assessment (MMTA) conducted for the

proposed 101 12th Street S development in Arlington, VA.

The development site currently consists of an existing park, and

the proposed development will redevelop the site to include

approximately 234,500 square feet of office space and 5,200

square feet of neighborhood-serving ground floor retail. The

proposed project build-out year is 2023.

This site is currently zoned C-O-1.5: Commercial Office Building,

Hotel, and Apartment District and is shown as a mix of high

office-apartment-hotel land use in the General Land Use Plan

(GLUP). As part of the proposed redevelopment, the site is to

be re-zoned from C-O-1.5 to C-O Crystal City: Mixed-Use

District.

PURPOSE OF STUDY The purpose of this study is to evaluate the transportation

network in the vicinity of the site and identify any potential

transportation impacts that may result from the proposed

redevelopment. Elements of this report include a description

of the proposed development, an evaluation of the existing

multimodal transportation network, and evaluations of the

future transportation network with and without the proposed

development.

STUDY TASKS The following tasks were completed as part of this study:

▪ A scoping meeting was held on November 6, 2019 with

representatives from Arlington County. An updated scope

dated November 12, 2019 was submitted by Gorove/Slade

to Arlington County. This scope includes discussions about

the parameters of the study and relevant background

information. A copy of the signed scoping document is

included in the Technical Appendix.

▪ Field reconnaissance in the vicinity of the site was

performed to collect information related to the existing

traffic controls, signal timings, roadway geometry, traffic

flow characteristics, sidewalk conditions, bicycle facilities,

and transit stop amenities. Notes related to the site visit

are included in the Technical Appendix.

▪ Traffic counts at the study area intersections were

conducted on Wednesday, February 6, 2019, and

Wednesday, April 24, 2019 during the morning and

evening peak periods.

▪ As outlined in the scoping document, a number of

proposed developments in the vicinity of the site were

assumed to be in place for the Background (2023) and

Future (2023) Conditions.

▪ Proposed site traffic volumes were generated based on the

methodology outlined in Trip Generation, 10th Edition

published by the Institute of Transportation Engineers

(ITE).

▪ Intersection capacity analyses were performed using the

software package Synchro, Version 10 based on the

Highway Capacity Manual (HCM) methodology. Traffic

analyses were performed for existing conditions (2019),

future conditions (2023) with and without development.

▪ A Transportation Management Plan framework was

developed as a TMP will be necessary to meet County

requirements.

PROJECT SUMMARY

Site Location

The project site is located in the Crystal City area of Arlington,

Virginia. Figure 1 shows the regional location of the project.

The project site is bounded by 10th Street S to the north, CSX

tracks to the east, 12th Street S to the south, and a commercial

property to the west. The site location is shown in Figure 2.

Parcel Information

The existing site is currently occupied by an existing park. A

parcel map showing the location of the property is presented in

Figure 3.

General Land Use Plan Recommendations According to Arlington County’s General Land Use Plan (GLUP),

this site is listed as a mix of high office-apartment-hotel land

uses. The GLUP map for the site is shown in Figure 4. The site is

currently zoned C-O-1.5: Commercial Office Building, Hotel, and

Apartment District. As part of the proposed development, the

site is to be re-zoned from C-O-1.5 to C-O Crystal City: Mixed

Use District. The zoning map is shown in Figure 5.

Proposed Site Plan

The proposed development site currently consists of an existing

park. The proposed development will redevelop the site to



include one mixed-use building with a total of approximately

234,500 square feet of office space and 5,200 square feet of

neighborhood-serving ground floor retail space. Approximately

68 parking spaces will be provided in a below-grade parking

garage. The below-grade garage in the neighboring 201 12th

Street S building will serve as additional off-site parking for the

proposed 101 12th Street S development. Vehicular access to

the below-grade garage will be provided along the 10th Street S

roundabout north of the site via 10th Street S. Additionally, the

additional off-site parking garage in the 201 12th Street S

building is accessible via Long Bridge Drive and 10th Street S.

The proposed build-out year is 2023. The proposed site plan is

shown in Figure 6.

Scope and Limits of the Study Area

The study area is generally bounded by Long Bridge Drive to

the west, Crystal Drive to the east, 10th Street S to the north,

and 15th Street S to the south. The following intersections were

identified for inclusion in the vehicular study area, as shown in

Figure 7.

1. Long Bridge Drive and 10th Street S

2. S Ball Street and 10th Street S

3. 10th Street S and Alley (Roundabout)

4. Long Bridge Drive and Garage Entrance


6. Garage Entrance and 12th Street S

7. Crystal Drive and 12th Street S


9. 10th Street S/12th Street S (Planned)

10. 10th Street S/Roundabout (Planned)

Data Sources

Sources of data for this study include Arlington County, the

Virginia Department of Transportation (VDOT), the Institute of

Transportation Engineers (ITE) Trip Generation, 10th Edition,

Census Transportation Planning Products (CTPP), JBG Smith,

Studios Architecture, Bowman Consulting, and the office files

and field reconnaissance efforts of Gorove/Slade Associates,

Inc.

CONTENTS OF STUDY This report contains nine (9) chapters as follows:

▪ Study Area Overview

This chapter reviews the area near and adjacent to the

project and includes an overview of the site location.

▪ Transit

This chapter summarizes the existing and future transit

service adjacent to the site, reviews how the project’s

transit demand will be accommodated, outlines impacts,

and presents recommendations as needed.

▪ Pedestrian Facilities

This chapter summarizes existing and future pedestrian

access to the site, reviews walking routes to and from the

project site, outlines impacts, and presents

recommendations as needed.

▪ Bicycle Facilities

This chapter summarizes existing and future bicycle access

to the site, reviews the quality of cycling routes to and

from the project site, outlines impacts, and presents

recommendations as needed.

▪ Project Design

This chapter reviews the transportation components of the

project, including the site plan and access.

▪ Travel Demand Assumptions

This chapter outlines the travel demand of the proposed

project. It summarizes the expected mode splits and

multimodal trip generation of the project.

▪ Traffic Operations

This chapter provides a summary of the existing roadway

facilities and an analysis of the existing and future roadway

capacity in the study area. It summarizes the routing

assumptions used in the analysis. This chapter highlights

the vehicular impacts of the project, including presenting

mitigation measures for minimizing impacts as needed.

▪ Transportation Management Plan

This chapter outlines the components of the proposed

development’s Transportation Management Plan (TMP).

▪ Summary and Conclusions

This chapter presents a summary of the recommended

mitigation measures by mode and presents overall findings

and conclusions.



Figure 1: Major Regional Transportation Facilities



Figure 2: Site Location



Figure 3: Parcel Map (Source: Arlington County Real Estate Map, September 2016)



Figure 4: Planned Land Uses (Source: Arlington General Land Use Plan (GLUP), June 2017)



Figure 5: Zoning Map (Source: Arlington County)



Figure 6: Site Plan



Figure 7: Study Intersections



STUDY AREA OVERVIEW

This chapter reviews the existing conditions of the surrounding

transportation network and includes an overview of the site

location, including a summary of the major transportation

characteristics of the area and of future regional projects.

Detailed characteristics of each mode and their subsequent

study areas will be defined in the following chapters.

The following conclusions are reached within this chapter:

▪ The site is surrounded by an extensive regional and local

transportation system that will accommodate the

employees and patrons of the proposed development.

▪ The site is well-served by public transportation with access

to the Metrorail’s Blue and Yellow lines and several local

and regional bus lines.

▪ The site is surrounded by a well-connected pedestrian

environment. In the vicinity of the site, sidewalks generally

meet standards recommended by the Arlington County

Master Transportation Plan with some gaps in the system.

▪ The site has access to several on- and off-street bicycle

facilities, including bike lanes on 12th Street S, Crystal Drive,

Long Bridge Drive, and S Eads Street which connect to the

Mt. Vernon Trail and Four Mile Run Trail to the south.

▪ Several local initiatives will positively impact the study

area, including the 12th Street Complete Street project, S

Clark-Bell Street demolition, 15th Street S/S Clark-Bell

Street Realignment, and the S Eads Street Complete Street

project.

MAJOR TRANSPORTATION FEATURES Overview of Regional Access

Under existing conditions, the proposed development site has

ample access to regional vehicular and transit-based

transportation options, as shown in Figure 1, that connect the

site to destinations within Virginia, the District, and Maryland.

The site is accessible from several principal arterials such as

Route 1, VA-27 (Washington Boulevard), and VA-110. The

arterials create connections to VA-244 (Columbia Pike), I-395, I-


Capital Beltway (I-495) and I-95. These principal arterial

roadways bring vehicular traffic within one half-mile of the site,

at which point minor arterials, collectors, and local roads can

be used to access the site directly.

The site has access to the Blue and Yellow Lines via the

Pentagon City Metro Station and Crystal City Metro Station,

which provide connections to areas in Virginia, the District, and

Maryland. The Blue Line connects Springfield, VA with Largo,

MD and the Yellow Line connects Huntington, VA with

Greenbelt, MD while providing access to the District core. Both

lines provide connections to the Red Line, which provides a

direct connection to Union Station, a hub for commuter rail –

such as Amtrak, MARC, and VRE – in addition to all additional

Metrorail lines, allowing for access to much of the DC

Metropolitan area. The site is located approximately 0.3 miles

north of the Crystal City VRE station.

The proposed development is located approximately 0.7 miles

from the Mount Vernon Trail, an 18-mile off-street bicycle trail

running along the Potomac River from George Washington’s

Mount Vernon estate to Theodore Roosevelt Island, just across

the river from downtown Washington, DC. The Mount Vernon

Trail connects to the W&OD, Four Mile Run, and Custis Trails in

Arlington County, as well as the Capital Crescent Trail in

Washington, DC, providing regional bicycle connectivity to

Rosslyn and the District. A detailed review of existing bicycle

infrastructure is provided in a later chapter of this report.

Overall, the site has access to several regional roadways,

transit, and bicycle options, making it convenient to travel

between the site and destinations in the Virginia, the District,

and Maryland.

Overview of Local Access

There are several local transportation options near the site that

serve vehicular, transit, walking, and cycling trips under existing

conditions, as shown on Figure 8.

In addition to several principal arterials, the site is served by a

local vehicular network that includes several minor arterials

and collectors such as Long Bridge Drive, 12th Street S, Crystal

Drive, and S Clark Street. In addition, there is an existing

network of local roadways that provide access to the site.

Several bus systems provide local transit service in the vicinity

of the site, including connections to several neighborhoods

within Virginia, the District, and additional Metro stations. As

shown in Figure 8, there are multiple bus routes that serve the

site. In the vicinity of the site, the majority of routes travel

along Army Navy Drive, S Eads Street, 15th Street S, and Crystal

Drive.



There are existing bicycle facilities that connect the site to

areas within Arlington, Virginia, and the District, most notably

the Mount Vernon Trail. There are bike lanes on 12th Street S

east of Long Bridge Drive, Crystal Drive, and Long Bridge Drive

and protected and buffered bike lanes along a portion of S Eads

Street west of the site, between 12th Street S and 15th Street S.

There are also signed bicycle routes along 12th Street S west of

Long Bridge Drive. A detailed review of existing and proposed

bicycle facilities and connectivity is provided in a later chapter

of this report.

In the vicinity of the site, most sidewalks meet the Americans

with Disabilities Act (ADA) standards and standards

recommended by the Arlington Master Transportation Plan.

Anticipated pedestrian routes, such as those to public

transportation stops, retail zones, nearby residential areas, and

community amenities, provide well-connected pedestrian

facilities. A detailed review of existing and proposed pedestrian

access and infrastructure is provided in a later chapter of this

report.

Overall, the site is surrounded by an extensive local

transportation network that allows for efficient transportation

options via transit, bicycle, walking, or vehicular modes.



Figure 8: Major Local Transportation Facilities



Car-sharing

Two car-sharing companies provide service in Arlington: Zipcar

and Free2Move. These services are private companies that

provide registered users access to a variety of automobiles.

Zipcar has designated spaces for their vehicles. One (1) Zipcar

location is located within a quarter mile of the site. This

location and the number of available vehicles is listed in Table

1.

Car-sharing is also provided by Free2Move, which provides

point-to-point car sharing. Unlike Zipcar, which requires two-

way trips, Free2Move can be used for one-way rentals.

Free2Move currently has a fleet of vehicles located throughout

Arlington County and the District. Free2Move vehicles may

park in any non-restricted metered curbside parking space or

Residential Permit Parking (RPP) location in any zone

throughout the defined “Home Area”. Members do not have to

pay meters or pay stations. Free2Move does not have

permanent designated spaces for their vehicles; however,

availability is tracked through their website and mobile phone

application, which provides an additional option for car-sharing

patrons.

E-Scooters and Dockless E-Bicycles

Eight (8) electric-assist scooter (e-scooter) and electric-assist

bicycle (e-bike) companies provide Shared Mobility Device

(SMD) service in Arlington County: Bird, Bolt, JUMP, Lime, Lyft,

Razor, Skip, and Spin. These SMDs are provided by private

companies that give registered users access to a variety of e-

scooter and e-bike options. These devices are used through

each company-specific mobile phone application. Many SMDs

do not have designated stations where pick-up/drop-off

activities occur like with Capital Bikeshare; instead, many SMDs

are parked in public space, most commonly in the “furniture

zone” (the portion of sidewalk between where people walk and

the curb, often where you’ll find other street signs, street

furniture, trees, parking meters, etc.). At this time, SMD

pilot/demonstration programs are underway in Arlington

County, the District, Fairfax County, the City of Alexandria, and

Montgomery County.

Walk Score and Bike Score

Walkscore.com is a website that provides scores and rankings

for the walking, biking, and transit conditions for an area. This

project site is located in an area that has a walk score of 84 (or

“Very Walkable”), transit score of 75 (or “Excellent Transit”),

and a bike score of 84 (or “Very Bikeable”). Figure 9 shows the

neighborhood borders in relation to the site location and

displays a heat map for walkability and bikeability.

The site is situated in an area with a “very walkable” walk score

because of the abundance of neighborhood serving retail

locations, where daily errands can be completed by walking.

The proposed development is located in an area with an

“excellent transit” transit score because of its proximity to the

Pentagon City Metro Station and the Crystal City Metro Station

as well as its proximity to other bus lines.

The site is situated in an area with a “very bikeable” bike score

due to its proximity to low volume roadways, a number of bike

lanes and trails, including the Mount Vernon Trail, and flat

topography.

Carshare Location Number of Vehicles

Zipcar

1221 S Eads Street 1 vehicle

Total 1 vehicle

Table 1: Carshare Locations

Figure 9: Summary of Walkscore and Bikescore



FUTURE PROJECTS There are several County-wide initiatives, local initiatives, and

planned improvements located in the vicinity of the site. These

planned projects are summarized below.

County-wide Initiatives

Arlington Master Transportation Plan (2011)

The Arlington County Master Transportation Plan (MTP),

adopted in 2011 and updated in 2019, outlines goals to

improve various modes of transportation throughout the

County. The MTP identifies goals and objectives for each mode

to improve safety and access for all users, particularly for

pedestrians, bicyclists, and transit users. The Arlington Master

Transportation Plan’s recommended policies for transportation

in the County that apply to the 101 12th Street development are

outlined as follows:

▪ Streets (2016) – The County will address the street system

and enhance the transportation network by: (1) Utilizing

the plan’s street typology to guide street planning and

ensure each street type supports the general policies of

complete streets and adjacent land uses; (2) Including

appropriate facilities to meet and balance the needs of all

modes; (3) Constructing/converting some local streets to a

pedestrian priority or a shared street; (4) Accommodating

travel growth through shifts to non-auto modes; (5)

Designing streets to favor lower vehicular speeds; and (6)

Maintaining a grid-style network to enhance connectivity.

The planned improvements included in the MTP in the

vicinity of the site are shown in Figure 10.

▪ Transit (2016) – The County will address the transit system

by: (1) Developing a Premium Transit Network of high-

frequency service connecting major destinations; (2)

Operating a Secondary Transit Network of fixed route

services that improves access to destinations across

Arlington; (3) Making transit more accessible and

convenient to all through enhanced facilities and transit-

oriented land use policies; (4) Improving Metrorail services

and stations; and (5) Expanding pedestrian access to

transit facilities.

▪ Pedestrian (2011) – The County will address the pedestrian

system by: (1) Completing the walkway network with

appropriate facilities on both sides of arterial streets and

at least one side of neighborhood streets; (2) Upgrading

existing pedestrian facilities to comply with current

standards; (3) Implementing measures aimed at changing

motorist behavior to manage vehicular speed and

minimize vehicle/pedestrian conflicts; and (4) Developing

strategies to encourage more people to walk.

▪ Bicycle (2019) – The County will address the bicycle system

by: (1) Making existing streets safer and more comfortable

for bicycling by all users; (2) Expanding travel safety

education programs; (3) Providing a network of low-traffic-

stress bicycle routes that connect all land uses; (4)

Accommodating bicycle infrastructure as part of all street

improvement projects; (5) Establishing bicycles as a

mainstream travel mode; and (6) Encouraging bicycle

facilities, including parking, showers, and lockers. The

improvements planned for the bicycle facilities

surrounding the site as part of the Plan are shown in Figure

11.

▪ Parking and Curb Space (2009) – The County will address

the parking system by: (1) Prioritizing the use of curb

space, matching the various types of uses to the most

appropriate locations; (2) Promoting on-street parking

within residential neighborhoods and on commercial

streets to calm traffic; (3) Ensuring the minimum parking

needs are met and limit excessive parking; (4) Discouraging

off-street surface parking; and (5) Allowing reduced

parking space requirements for new developments in close

proximity to frequent transit service and requiring

enhanced TDM measures.

▪ Transportation Demand Management (2008) – The County

will address transportation demand management by: (1)

Incorporating comprehensive TDM plans for all site plans

to minimize vehicular trips and maximize the use of other

modes; (2) Exploring strategies and incentives to achieve

TDM measures in existing private buildings; and (3)

Applying TDM programs to non-work travel, as well as

commuting, through marketing strategies.

A number of elements in the proposed development are

consistent with these policies:

▪ Streets:

o 10th Street S will be extended to 12th Street S and is

envisioned to be an urban, tree-lined street that

provides a safe pedestrian environment and

accommodates multiple modes.

▪ Pedestrian:



o Improvements to the adjacent sidewalks.

▪ Bicycle:

o Short-term bicycle parking will be provided along the

perimeter of the site.

o Bike rooms will be provided on-site, to include secure,

long-term parking, showers, and lockers.

▪ Parking and Curb Space:

o On-site parking will be located in an off-street, below-

grade parking garage.

o The proposed development will take advantage of

underutilized parking in an adjacent property to limit

excessive parking.

▪ Transportation Demand Management:

o A TMP will be implemented for the development to

discourage auto travel and encourage the travel by

other modes.

The MTP also identifies the following recommendations in the

vicinity of the 101 12th Street S development:

▪ Transit:

o Expansion of the Crystal City/Potomac Yard transitway

into Pentagon City, currently in the vicinity of the

development site.

▪ Bicycle:

o Bi-directional, protected bike lanes along Army Navy

Drive from S Joyce Street to 12th Street S.

o Construct an off-street cycle track connecting the

planned Army Navy Drive protected bike lane at 12th

Street S to 18th Street S and the Crystal City Metrorail

station.

o Reconstruct 18th Street S between Richmond Highway

(Rt. 1) and Crystal Drive to include an enhanced on-

street bicycle facility and improve the connection with

the Crystal City Connector Trail.

In direct relation to the 101 12th Street S development, these

recommendations would create additional multi-modal

capacity and connectivity to/from the site.

Local Initiatives

Crystal City Sector Plan (2010)

The Crystal City Sector Plan, adopted in 2010, outlines the

vision to transform Crystal City with more ground floor retail,

high-quality office space, and more housing options through

improvements to existing street, sidewalk, and bicycle

networks. The key transportation-related goals of the Sector

Plan include:

▪ Creating a high-quality public realm that strengthens the

sense of community

▪ Providing a mix of office, residential, retail, cultural, and

civic uses

▪ Preserving the integrity of the single-family neighborhoods

▪ Enhancing multimodal access and connectivity

The 101 12th Street S development is consistent with the

outlined goals. The development includes ground floor retail

and high-quality office space and provides ample bicycle

accommodations on-site. Additionally, recommendations in the

Sector Plan may positively impact the connectivity of the

development to the surrounding areas. Recommendations

include a new 10th Street S connection between existing 10th

Street S and 12th Street S, bike lanes on 12th Street S and Long

Bridge Drive, cycle tracks on S Clark Street, and signed bicycle

routes on 15th Street S.

Crystal City Multimodal Transportation Study (2010)

The Crystal City Multimodal Transportation Study is a

supporting document of the Crystal City Sector Plan that

further evaluates the existing and future multimodal

transportation network in Crystal City. The study highlights

recommendations to improve accommodations for all travel

modes, including a Complete Streets program, with

recommendations for sidewalks, crosswalks, bicycle lanes,

transit facilities, on-street parking, and left-turn lanes.

Given that the 101 12th Street S development is located in

Crystal City along 12th Street S, multiple recommendations are

made near the development. The study recommends: (1) 5-

foot wide bicycle lanes on Crystal Drive, (2) 7- to 8-foot wide

parallel parking lanes on sections of 12th Street S and Crystal

Drive, and (3) construction of a cycle track along S Clark Street

between 12th Street S and 27th Street S.

22202 Study (2016)

In response to community concerns regarding the development

impacts in Crystal City and Pentagon City, Arlington County

completed a study including transportation material, data, and

plans for the 22202 Zip Code. The study presents data on past,

present, and projected vehicular traffic and multimodal trends

for the entire zip code. Among the data presented in the report

is the Journey to Work Mode Split information by census tract,



which shows a 35% auto mode split in the Crystal City area and

a 28% auto mode split in the Pentagon City area, which

supports the mode splits assumed in this report.

Neighborhood Conservation Program (1964)

The Neighborhood Conservation Program, established in 1964,

was created to improve and enhance Arlington neighborhoods.

The goal of the program is to encourage residents to discuss

and share ideas for improving the neighborhoods in which they

reside. The program also provides funding for a variety of

improvements, such as the installation of sidewalks, curbs and

gutters, streetlights, and signs. Each neighborhood decides to

develop a plan and when it is ready to initiate the update

process; each plan typically serves a community for 10 years.

The 101 12th Street S development is not located within a

neighborhood that has a Conservation Plan.

Planned Improvements

South Eads Street Complete Street (2014)

Arlington County began implementing a S Eads Street complete

streets project between 15th Street S and 23rd Street S in 2014.

This project included the conversion of the four-lane roadway

into three lanes, with two through vehicular travel lanes, a

center two-way left turn lane, and new protected bike facilities.

Pedestrian crossings were improved, and parking lanes were

reconfigured. The next phase of the project includes

improvements along S Eads Street between 12th Street S and

Army Navy Drive.

In direct relation to the 101 12th Street S development,

improvements will include a new protected bike lane, sidewalk,

streetscape and lighting near the development on S Eads

Street, improving the multimodal connectivity to/from the site.

South Eads Street Protected Bike Lanes Extension (2019)

As part of the Metropolitan Park 6, 7, 8 development,

provisions were made for new protected bike lanes on both

sides of S Eads Street from 12th Street S to 15th Street S.

Additionally, the intersection of S Eads Street and 15th Street S

will be reconfigured as a protected intersection, which provides

physical separation between bicycles and vehicles. Protected

intersections include elements such as corner islands that

create queuing space for bicycles, bike lane setbacks which

improve sight lines, and pedestrian islands which reduce

pedestrian crossing distances and provide queuing space for

pedestrians.

In direct relation to the 101 12th Street S development,

improvements will include a new protected bike lane in the

vicinity of the development on S Eads Street, improving the

multimodal connectivity to/from the site.

Crystal Drive/12th Street S Rectangular Rapid-Flashing Beacon

(RRFB) (2019)

Per discussions with County staff, a Rectangular Rapid-Flashing

Beacon (RRFB) is planned at the intersection of Crystal

Drive/12th Street S. The project will improve pedestrian

connectivity and comfort along 12th Street S and Crystal Drive.

In direct relation to the 101 12th Street S development, this

project will improve pedestrian connectivity and comfort

between the development site and the rest of Crystal City.

Army Navy Drive Complete Street (2017)

Army Navy Drive Complete Street is a project by Arlington

County to improve Army Navy Drive between S Joyce Street

and 12th Street S for all modes of travel; to be complete by

2022.


project includes a physically separated two-way bicycle lanes

along the south side of Army Navy Drive, shorter and safer

pedestrian crossings, and will accommodate future dedicated

transit lanes. Vehicular travel lanes will be reduced where

appropriate and will be narrowed for a slower urban context.

The project will also extend the Crystal City/Potomac Yard

Transitway into Pentagon City by adding one dedicated transit

lane in each direction along Army Navy Drive between S Joyce

Street and S Hayes Street. The existing raised medians will be

re-built as planted medians.

12th Street South Complete Street (2016)

This project is planned in conjunction with the Crystal City

Potomac Yard Transitway extension and will include

landscaping, sidewalk, curb ramp, crosswalk, and lighting

improvements. New transportation facilities include dedicated

center-running transit lanes, shared bike lanes west of Army

Navy Drive, and a two-way cycle track east of Army Navy Drive.

In direct relation to the 101 12th Street S development site,

plans for the 12th Street S Complete Street project show

dedicated center-running transit lanes extending across S Eads

Street to the section of 12th Street S along the proposed

development site frontage, to connect to the Pentagon City

Metro Station. The dedicated transit lanes will likely require



adjustments to the signal operations at the intersections at S

Eads Street, S Fern Street, and S Hayes Street.

Transitway Extension to Pentagon City (2019)

This project is the planned extension of the Crystal City

Potomac Yard Transitway north and west into Pentagon City. It

will add 1.1 miles to the existing 4.5-mile transitway, providing

high-frequency, premium transit service between the Braddock

Road Metrorail station and the Pentagon City Metrorail station.

As part of the Crystal Drive segment of the project, the project

will add curbside rush hour bus-only lanes from 15th Street S to

12th Street S and Long Bridge Drive. The project will also add

two (2) new transitway stations. One station will be located on

the east side of Crystal Drive at 15th Street S and one station

will be located on the north side of 12th Street S at Long Bridge

Drive. Construction of the Crystal Drive segment will be

coordinated with the 12th Street S Complete Street project in

2021/2022.

In direct relation to the 101 12th Street S development, the

project will include two (2) transitway stations within a quarter-

mile, creating additional transit connectivity to/from the

development site. The

15th Street South/South Clark-Bell Street Realignment (2010)

The Crystal City Sector Plan and Crystal City Multimodal

Transportation Study recommend improvements to 15th Street

S to improve vehicular and pedestrian safety and conditions. In

accordance with these recommendations, 15th Street S

between Crystal Drive and S Clark Street and S Bell Street will

ultimately be realigned such that a 3/4-acre garden park is

created in the median. The project also includes improvements

to S Clark-Bell Street, including traffic signals, street lighting,

crosswalks, a northbound bike lane, street trees, and wider

sidewalks. The project is currently in the design stage, with

construction date to be determined.

In direct relation to the 101 12th Street S development, the

project will improve the navigability of Crystal City by

converting S Clark-Bell Street from a one-way grade-separated

roadway to a two-way at-grade roadway.

I-395 HOT Lanes Extension (2016)

This project is the planned 8-mile extension of the I-395

Express Lanes from Turkeycock Run near Edsall Road to near

Eads Street in Arlington; to be complete in fall 2019. The

Express lanes currently consist of two reversible high-

occupancy vehicle (HOV) lanes. These lanes will be converted

to reversible high-occupancy toll (HOT) lanes, a third lane will

be added, and the existing on-/off-ramps at S Eads Street will

be converted to a reversible ramp. Vehicles with three or more

occupants can use these HOT lanes at no cost, while vehicles

with fewer than three occupants can use the lanes by paying a

variable toll.


project will create new travel options for single-occupancy

vehicles, install an active traffic management system for more

efficient traffic flow, and improve connections between the

HOT lanes and Pentagon City/Crystal City.



Figure 10: Street Typology (Source: Arlington Master Transportation Plan, 2011)



Figure 11: Existing and Planned Bike Facilities (Source: Arlington Master Transportation Plan, 2019)



PROJECT DESIGN

This chapter reviews the transportation components of the 101

12th Street S development, including the proposed site plan and

access points. It includes descriptions of the site’s vehicular

access, loading, parking, bicycle, and pedestrian facilities.

The proposed development site is located in the Crystal City

area of Arlington, Virginia and is bounded by an 10th Street S to

the north, CSX tracks to the east, 12th Street S to the south, and

a commercial property to the west. The site location is shown

in Figure 2. The proposed site plan for the redevelopment is

shown in Figure 6.

The proposed development will include redeveloping the

existing park into one mixed-use buildings with a total of


square feet of neighborhood-serving ground floor retail.

Below-grade parking with approximately 68 parking spaces will

be accessible from a driveway on the 10th Street S roundabout

on the north frontage of the site. The below-grade garage in

the neighboring 201 12th Street S building will serve as

additional off-site parking for the 101 12th Street S

development. A total of 50 long-term bicycle parking spaces for

office use and one (1) long-term bicycle spaces for retail

employee use will be provided in the below-grade garage. A

total of 12 short-term bicycle parking spaces for office use and

two (2) short-term bicycle spaces for retail use will be located

around the perimeter of the site.

ADJACENT AND INTERNAL ROADWAYS Consistent with the Crystal City Sector Plan, the proposed

development will provide improved multimodal infrastructure

along the adjacent and internal roadways.

10th Street S

As part of the proposed development, 10th Street S will be

extended from the existing 10th Street S roundabout to 12th

Street S, fronting the site on its west side. 10th Street S is

envisioned to be an approximately 50-foot wide, urban, tree-

lined street that provides a safe pedestrian environment and

accommodates multiple modes. The wide sidewalks on both

sides contribute to this. Figure 12 shows the typical cross-

section and design elements that can be expected along 10th

Street S as part of the proposed development.

12th Street S

As part of the proposed development, 12th Street S will be

improved from the new 10th Street S to Crystal Drive. 12th

Street S is envisioned to be an approximately 80-foot wide,

urban, tree-lined street that provides a safe pedestrian

environment and accommodates multiple modes. Streetscape

elements that contribute to this include a bike lane on the

south side of 12th Street S, street parking on both sides, and

wide sidewalks. The proposed development will improve the

sidewalk along the north side of the street by providing a 5.5-

foot tree area, and 8-foot sidewalk, and a 5.5-foot flex zone.

Figure 13 shows the typical cross-section and design elements

that can be expected along 12th Street S as part of the

proposed development.



Figure 12: Typical Cross-Section of 10th Street S



Figure 13: Typical Cross-Section of 12th Street S



SITE ACCESS AND CIRCULATION Pedestrian Access

As shown in Figure 14, the primary pedestrian access to the

office and retail components will occur primarily off of 12th

Street S, with additional access points at the rear of the

building. A circulation plan showing expected pedestrian routes

is shown in Figure 15.

Bicycle Access

Bicycle access to the secure long-term bicycle parking on the

basement level will be from an entrance at the rear of the

building on the 10th Street S roundabout, via 10th Street S.

Short-term bicycle parking spaces will be placed along the

perimeter of the site, along 12th Street S and the 10th Street S

roundabout. Bicycle access to the site is primarily expected to

occur via 12th Street S for both office and retail use. A

circulation plan showing expected bicycle routes is shown in

Figure 15.

Vehicular Access

Vehicular access to the below-grade garage will be provided

along the 10th Street S roundabout north of the site via 10th

Street S. Access to the loading facilities on the west side of the

site on 10th Street S will be accessed primarily via Long Bridge

Drive and 12th Street S. Access to the below-grade garage and

loading facilities is shown on Figure 14. A circulation plan

showing expected vehicular routes is shown in Figure 15.

Additionally, the below-grade garage in the neighboring 201

12th Street S building will serve as additional off-site parking for

the proposed development. This garage is accessible via Long

Bridge Drive and 10th Street S.

LOADING Per the Zoning Ordinance, the following outlines the loading

facility requirements for land uses of the development:

▪ Office

Buildings with over 6,000 square feet of office space are

required to provide one (1) loading space.

▪ Retail

Buildings with over 3,000 square feet of retail space are

required to provide one (1) loading space, with one (1)

additional space for more than 15,000 square feet and one

(1) additional space for more than 50,000 square feet.

Per these requirements, the proposed development is required

to provide one (1) loading space for office use and one (1)

loading space for retail use. Consistent with these

requirements, the 101 12th Street S development will provide

one (1) 40-foot loading berth and one (1) 30-foot loading berth.

The number of on-site loading facilities will accommodate the

practical needs of the site.

Figure 6 shows the locations of the loading berths and

service/delivery spaces within the building.

PARKING Based on the Arlington County Zoning Ordinance, the following

outlines the vehicular parking requirements for the proposed

development:

▪ Office

One (1) space per 250 square feet of floor area on the first

floor, one (1) space per 300 square feet of floor area

located in the basement or on the 2nd through 5th floors,

and one (1) space per 400 square feet of floor area located

above the fifth floor.

▪ Retail

One (1) space per 250 square feet of floor area on the first

floor and one (1) space per 300 square feet of floor area

located elsewhere in the building.

Per the Zoning Ordinance, the proposed development is

required to provide 709 parking spaces for office use and 20

parking spaces for retail use. The proposed development will

provide 68 parking spaces for office use in a below-grade

parking garage located on-site. A summary of the proposed

parking supply by parking type is shown in Table 2.

Table 2: Proposed 101 12th Street S Parking Supply

Parking Supply in 101 12th Street S Garage

Office 68 Spaces

Retail 0 Spaces

Total 68 spaces

The Applicant will meet County standards for providing less

parking than stipulated in the County’s Zoning Ordinance by

providing additional off-site parking in the neighboring 201 12th

Street S below-grade parking garage.



Additional Off-Site Parking at 201 12th Street S

There are a total of 912 parking spaces in the 201 12th Street S

below-grade garage. Based on information provided by the

Applicant, 657 parking spaces in the 201 12th Street S garage

are being used on a daily basis (based on the number of active

permits in circulation). As such, there are 255 spaces available

in the 201 12th Street S garage, more than needed to satisfy a

ratio of one (1) parking space per 1000 square feet as shown in

Table 3.

Table 3: Proposed Parking Allocation

101 12th Street Parking Allocation

Spaces Required Spaces Provided

101 12th St S 201 12th St S

Office* 235 Spaces 68 spaces 167 spaces

Retail* 6 Space 0 space 6 spaces

Total 241 spaces 68 spaces 173 spaces

*1 space per 1,000 square feet (C-O-Crystal City)

The additional parking demand generated by the 101 12th

Street S development can be accommodated in the available

excess parking in the 201 12th Street S garage.

CURBSIDE MANAGEMENT A review of the existing curbside management was conducted

and is shown on Figure 16. Currently, on-street parking is

provided along both sides of 12th Street S, providing on-street

parking along the south frontage of the site. No additional on-

street parking will be added as part of the proposed

development; however, on-street parking on the north side of

12th Street S will be removed as part of the Transitway

Extension to Pentagon City project. No on-street parking is

proposed along the new 10th Street S.

BICYCLE AND PEDESTRIAN FACILITIES Bicycle Facilities

Bicycle Parking

Per the Standard Site Plan Conditions, the following outlines

the bicycle parking requirements for land uses of the

development:

▪ Office

Provide one (1) long-term space for every 6,000 square

feet of office space; and one (1) short-term space for every

20,000 square feet of office space.

▪ Retail

Provide one (1) long-term space for every 25,000 square

feet of retail space; and two (2) short-term spaces for

every 10,000 square feet of the first 50,000 square feet of

retail space and one (1) additional space for every 12,500

square feet of additional space.


to provide 40 long-term spaces for office. The proposed

development will provide 50 long-term bicycle parking spaces

for office use and one (1) long-term bicycle space for retail

employee use, meeting and exceeding zoning requirements.

Secure long-term bicycle parking for the development will be

located in the bicycle/locker rooms on the basement level of

the building.


to provide 12 short-term spaces for office use and two (2)

spaces for retail use. The proposed development will provide

12 short-term bicycle spaces for office visitor use and two (2)

short-term bicycle spaces for retail use, meeting zoning

requirements. Short-term bicycle parking spaces will be placed

along the perimeter of the site, along 12th Street S and the 10th

Street S roundabout.

Bicycle Showers and Lockers

Per the Standard Site Plan Conditions, the following outlines

the bicycle shower and locker requirements for the office and

retail uses of the development:

▪ Showers

For office/retail buildings between 100,001 square feet

and 300,000 square feet, provide three (3) showers per

gender.

▪ Lockers

For every required employee bicycle parking space, either:

1) A minimum of one (1) clothes storage locker per

gender shall be installed in gender-specific changing

rooms; or

2) A minimum of one (1) clothes locker shall be installed

adjacent to, but outside of changing rooms.


to provide three (3) showers per gender on-site. Consistent

with these requirements, the proposed development will

provide a minimum of three (3) shower per gender.




to provide 40 lockers on-site. Consistent with these

requirements, the proposed development will provide a

minimum of 40 lockers in the basement level of the building.

Pedestrian Facilities

Pedestrian facilities directly surrounding the site will be

improved along 12th Street S south of the site. These facilities

will provide a more inviting pedestrian environment and

comply with the improvements laid out in the Arlington Master

Transportation Plan. The existing pedestrian facilities around

the site provide a quality walking environment with no

sidewalk width deficiencies.

New pedestrian facilities are expected to meet or exceed

Arlington County requirements with an emphasis on pedestrian

safety and comfort. This includes sidewalks that meet or

exceed the width requirements, crosswalks at all necessary

locations, and curb ramps with detectable warnings.



Figure 14: Site Access



Figure 15: Circulation Plan



Figure 16: Existing Curbside Management



Figure 17: Proposed Curbside Management



TRANSIT

This chapter discusses the existing and proposed transit

facilities in the vicinity of the site, accessibility to transit, and

evaluates the overall transit impacts of the project.


▪ The development has excellent access to transit.

▪ The development is located 0.5 miles from the Crystal City

Metro Station and the Pentagon City Metro Station.

▪ There are six (6) bus stops within a quarter-mile of the site.

These stops are directly served by WMATA (Metrobus),

Metroway, and Arlington Transit (ART), OmniRide, Fairfax

Connector, and Loudoun County Commuter routes.

▪ Future planned transit improvements in the vicinity of the

site include an extension of the transitway as part of the

Transitway Extension to Pentagon City. These will further

improve transit access by providing additional facilities and

connectivity via Metroway.

The site is well-served by numerous transit options under

existing conditions. Combined, these transit services provide

local, citywide, and regional transit connections and link the

site with major cultural, residential, employment, and

commercial destinations throughout the region. Figure 18

identifies the major transit routes, stations, and stops in the

study area.

METRORAIL SERVICE The site is located approximately 0.5 miles from the Crystal City

Metro Station and Pentagon City Metro Station. The Crystal

City Metro station is located south of the development site

between 15th Street S and 18th Street S on S Bell Street. It can

be reached by walking east from the site on 12th Street S and

south on Crystal Drive. The Pentagon City Metro Station is

located west of the site between 12th Street S and 15th Street S

on S Hayes Street. It can be reached by walking west from the

site on 12th Street S. There are sidewalks, curb ramps, and

crosswalks along routes to both Metro stations providing a

quality walking environment to and from the Metro stations.

However, along the route to the Pentagon City Metro Station,

there is a temporary asphalt sidewalk along the north side of

12th Street S, reducing the quality of the walking environment.

The Pentagon City Metro Station and Crystal City Metro Station

serve the Blue and Yellow lines. The average daily ridership at

the Crystal City and Pentagon City stations in 2016 was

approximately 13,000 and 14,000 boardings on weekdays,

respectively, according to the publication Metrorail Average

Weekday Daily Boardings (WMATA, June 2016). The Blue Line

travels north from Springfield, VA to Rosslyn then continues

east to Largo, MD. Trains run approximately every 8 minutes

during the morning and afternoon peak periods. They run

about every 12 minutes during weekday non-peak periods,

every 20 minutes on weekday evenings after 9:30pm, and

every 12-20 minutes on weekends. The Yellow Line travels

north from Huntington, VA to the Pentagon, east to the District

core, and continues north to Greenbelt. Trains run

approximately every 8 minutes during the morning and

afternoon peak periods. They run about every 12 minutes

during weekday non-peak periods, every 20 minutes during

weekday evenings after 9:30pm, and every 12-20 minutes on

weekends.

Figure 20 shows the average annual weekday passenger

boardings for Metro stations in the 22202 Zip Code area from

1977, when the system opened, to 2015. Metrorail ridership in

22202 zip code is down 18% from its peak in 2010 and 2011.

Ridership throughout the entire system is down five percent.

According to the 22202 Transportation Study, three factors

have contributed to the decline in ridership including high

office vacancy rates in Crystal City from Base Realignment and

Closure (BRAC), changes to Blue Line service (Rush Plus/Silver

Line), and an overall decrease in rider satisfaction by Metrorail

users. The decline in boardings at the station near the site

indicates there is available capacity at this station. WMATA has

initiated the Back2Good plan to improve safety, reduce delays,

and build rider confidence in Metrorail. Since its

implementation, Metrorail has reached its highest on-time

performance in the last seven years.

In order to accommodate the projected increase in demand at

the Crystal City Metro Station as a result of redevelopment in

Crystal City, a second entrance is planned for the station. The

new entrance will provide improved access from Crystal Drive,

the VRE station, and the nearby Metroway station. The project

will also include improvements and upgrades to elevator and

lobby facilities at the station. The second entrance is planned

to open in 2025.



BUS SERVICE A review of the existing Metrobus stops within a quarter-mile

radius of the site, detailing individual bus stop amenities and

conditions, is shown in Table 4. There are six (6) bus stops

within one quarter-mile of the site: four (4) on S Eads Street

and two (2) on 15th Street S. These stops are served by ten (10)

WMATA (Metrobus) routes, two (2) Arlington Transit (ART)

routes, one (1) OmniRide route, one (1) Fairfax Connector

route, and one (1) Loudoun County Commuter Bus route.

Metroway bus service is available from the Pentagon City and

Crystal City Metro stations.

The site is served by several bus lines and routes along multiple

primary corridors. These bus lines connect the site to many

areas of Virginia and the District, including several Metrorail

stations serving all of the six (6) lines. Table 5 shows a summary

of the bus route information for the routes that serve the site,

including service hours, headway, and distance to the nearest

bus stop.

Table 6 presents the average weekday peak hour boarding and

alighting information for the bus stops previously detailed. This

information is based on WMATA ridership data provided by

Arlington County for 2017. Existing peak hour boarding and

alighting information for these bus stops is shown on Figure 20.

Crystal City Potomac Yard Metroway

Metroway is an enhanced bus route that provides a connection

between the Crystal City Metro, Pentagon City Metro, and

Braddock Road Metro, traveling through Pentagon City, Crystal

City, and Potomac Yards. Arlington’s section of Metroway

opened in April 2016 and includes an all-day dedicated transit

lane through Potomac Yard, a peak period transit lane through

Crystal City, and seven new transit stations. The Potomac Yard

Line provides 4.5 miles of service between the Crystal City,

Pentagon City, and Braddock Road Metro stations with faster,

more reliable bus service along the Route 1 corridor, with a

ridership of approximately 2,400 passengers per day.

Metroway buses travel in a dedicated lane adjacent to the site

along Crystal Drive and in other segments; however, there are

also sections of the route in Crystal City and Potomac Yards

where Metroway buses operate in mixed traffic. The nearest

stop to the site is at the corner of 18th Street S and Crystal Drive

for northbound traveling buses and the Crystal City Metro

station for southbound traveling buses.

PLANNED TRANSIT FACILITIES Improvements to transit facilities will be made as part of the

12th Street S Complete Street project and Transitway Extension

to Pentagon City project. As part of the Crystal Drive segment

of the project, the project will add curbside rush hour bus-only

lanes from 15th Street S to 12th Street S and Long Bridge Drive.

The project will also add two (2) new transitway stations; one

on the east side of Crystal Drive at 15th Street S and one on the

north side of 12th Street S at Long Bridge Drive. Planned transit

improvements are shown in Figure 21.



Figure 18: Existing Transit Service



Figure 19: Annual Metro Ridership at Pentagon City and Crystal City Metro Stations (Source: 22202 Transportation Study)



Location Stop ID Buses Served Stop Condition

15th Street & S Eads Street 6000214 10A Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

15th Street & S Eads Street 6000217 10A, 10N Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

S Eads Street & Army Navy Drive 6000878 7A, 7F, 7Y, 10N, 22A Sign, ADA Clearance, acceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter

S Eads Street & 15th Street S 6000879 7A, 7F, 7Y, 10N, 22A, OmniRide (L-200)

Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, no shelter

13th Street & S Eads Street 6001375 7A, 7F, 7Y, 10N, 22A, Omniride (L-200)

Sign, no ADA clearance, acceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter

12th Street & S Eads Street 9113 OmniRide (L-200), Loudoun County Commuter

Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

Crystal Drive & 18th Street S 6000894 10N, 23A, 23B, Metroway

Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule

S Bell Street & 18th Street (Bus Bay B) 6000888 23A, 23B Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule

S Bell Street & 18th Street (Bus Bay C) 6000887 Metroway Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule

S Bell Street & 18th Street (Bus Bay D) 6001219 10N, Metroway Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule

Route Number Route Name Service Hours Headway Walking Distance to

Nearest Bus Stop

10A, 10E, 10N Alexandria-Pentagon Line Weekdays: 5:00AM-2:55AM

30-60 min 0.4 miles, 8 minutes Weekend: 5:30AM-2:55AM

7A, 7F, 7Y Lincolnia-North Fairlington Line Weekdays: 5:09AM-12:18AM


16A, 16C, 16E Columbia Pike Line Weekdays: 4:57AM-2:39AM


22A Barcroft-South Fairlington Line

Weekdays: 9:39AM-3:09PM, 8:09PM-10:09PM 30-60 min 0.3 miles, 7 minutes

Weekend: 6:39AM-9:39PM

ART 42 Ballston-Pentagon Line Weekdays: 6:08AM-8:00PM

15-30 min 0.4 miles, 8 minutes Weekend: 7:12AM-7:42PM

ART 87 Pentagon Metro - Army Navy Drive - Shirlington Line

Weekdays: 6:20AM-11:16PM 20-33 min 0.4 miles, 8 minutes

Weekend: 7:28AM-11:28PM

LC Commuter Telos-Arlington/Washington DC Line Weekdays: 6:35AM-8:35AM, 3:10PM-5:23PM

5-70 min 0.3 miles, 7 minutes

599 Pentagon-Crystal City Express Line Weekdays: 6:14AM-8:44AM, 3:32PM-6:02PM


L-200 Lake Ridge-Pentagon & Crystal City Weekdays: 6:21AM-7:55AM, 12:24PM-6:49PM


Metroway Potomac Yard Line Weekdays: 5:30AM-12:00AM


Table 5: Bus Route Information

Table 4: Bus Stop Inventory



Stop Stop ID Routes Served

AM Peak Period PM Peak Period Daily Boardings

Daily Alightings Boardings Alightings Boardings Alightings

15th Street & S Eads Street (EB) 6000214 10A 1.4 0.7 13.3 0.6 21.5 3.2

15th Street & S Eads Street 6000217 10A 0.1 6.6 1.7 2 2.3 17.6

10N 0 0 0 0 0 0

S Eads Street & Army Navy Drive 6000878

7A 0 0 0 0 0 0

7F 0 0 0 0 0 0

7Y 24.4 33.3 0 0 25 35.1

10N 0 0 0 0 0 0

22A 0 0 0.3 0 0.7 0.1

S Eads Street & 15th Street 6000879

7A 0 0 0 0 0 0

7F 0 0 0 0 0 0

7Y 15.5 13.7 0 0 16.7 15.5

10N 0 0 0 0 0 1

22A 0 0 0 0 1.2 0.3

OmniRide NA NA NA NA NA NA

S Eads Street & 13th Street 6001375

7A 0 0 0 0 0 0

7F 0 0 0 0 0 0

7Y 35.6 28.2 0 0 37.9 29.5

10N 0 0 0 0 0.2 0

22A 0 0 0 0 0.3 0.1


12th Street & S Eads Street 9113


Loudoun County

Commuter NA NA NA NA NA NA

Crystal Drive & 18th Street 6000894

10N NA NA NA NA 0 0

23A NA NA NA NA 0 0

23B 0 3 0 2 0 8

MWY 0 14 0 9 1 26

S Bell Street & 18th Street (Bus Bay B)

6000888 23A NA NA NA NA 7 2

23B 6 16 26 15 56 63

S Bell Street & 18th Street (Bus Bay C)

6000887 MWY 3 168 11 142 27 399

S Bell Street & 18th Street (Bus Bay D)

6001219 10N NA NA NA NA 0 0

MWY 165 15 305 9 610 33

WMATA Ridership Data provided by Arlington County

NA: Ridership data unavailable

Table 6: Bus Stop Boarding and Alighting Weekday Information – Peak Hours



Figure 20: Peak Boardings and Alightings by Stop



Figure 21: Future Transit Facilities



PEDESTRIAN FACILITIES

This chapter summarizes the existing and future pedestrian

access to the site and reviews walking routes to and from the

site.


▪ The existing pedestrian infrastructure surrounding the site

provides a quality walking environment. There are

sidewalks along the majority of primary routes to

pedestrian destinations with few gaps in the system.

▪ Planned and proposed improvements to the pedestrian

infrastructure surrounding the site will improve pedestrian

comfort and connectivity.

PEDESTRIAN STUDY AREA Pedestrian facilities within a quarter-mile of the site were

evaluated as well as routes to nearby transit facilities, including

routes to the Crystal City Metro Station to the south and the

Pentagon City Metro Station to the west. The site is accessible

to transit options such as the two bus stops along S Eads Street

approximately 0.3 miles west of the site and the Crystal City

Transit Center approximately 0.5 miles from the site. Existing

pedestrian facilities surrounding the site provide comfortable

walking routes to and from nearby transit options.

Figure 22 shows expected pedestrian pathways, walking time

and distances, and barriers or areas of concern. Route 1

bifurcates through Crystal City from north to south. Although

Route 1 is not a full pedestrian barrier, it presents challenges

for pedestrians by limiting east-west connection points to

approximately every 1000 feet. The study area is also bordered

by railroad tracks to the east which limits pedestrian

connectivity to areas to the east such as the Mount Vernon

Trail, and I-395 to the north which limits pedestrian

connectivity to areas to the north of Crystal City.

EXISTING PEDESTRIAN FACILITIES A review of pedestrian facilities surrounding the proposed

development shows that many facilities provide a quality

walking environment. Figure 23 shows a detailed inventory of

the existing pedestrian infrastructure surrounding the site.

Sidewalks, crosswalks, and curb ramps are evaluated based on

the guidelines set forth by the Arlington County, and ADA

standards. Sidewalk and buffer widths and recommendations

are shown in Table 7. It should be noted that the sidewalk

widths shown in Figure 23 reflect the total sidewalk widths

based on observations in the field taken from curb to building,

with pinch points and locations with a clear width of less than

four (4) feet noted.

ADA standards require that curb ramps be provided wherever

an accessible route crosses a curb and must have a detectable

warning. Additionally, curb ramps shared between two

crosswalks is not desired. As shown in Figure 23, under existing

conditions the majority of curb ramps meet ADA standards.

Within the study area, the majority of roadways have existing

sidewalks on both sides, with few deficiencies. The deficiencies

identified during field reconnaissance were some portions of

the sidewalk on the east side of S Eads Street that have a

temporary asphalt sidewalk. All primary pedestrian

destinations are accessible via routes with sidewalks, most of

which meet Arlington County and ADA standards.

Overall, the site is situated within an urban transportation

network, with quality pedestrian access. Figure 24 shows the

existing pedestrian peak hour volumes at study area

intersections. The most heavily-used crosswalk in the study

area is across S Clark Street on the south side of 12th Street S,

most likely a result of the proximity to office buildings within

Crystal City.

PLANNED PEDESTRIAN FACILITIES As a result of the development, pedestrian facilities around the

perimeter of the site will be improved to meet or exceed

Arlington County and ADA standards. This includes

improvements of sidewalks along the site frontage along 12th

Street S that meet or exceed width requirements and provide a

more inviting pedestrian environment. The development will

also create porosity by creating a north-south extension of 10th

Street S along the west frontage of the site that will connect to

the existing 12th Street S south of the site. Additional

improvements will be made as part of the Army Navy Drive

Complete Street project, S Eads Street Complete Street project,

12th Street S Complete Street project, and the Crystal Drive/12th

Street S RRFB project. Planned and proposed pedestrian

improvements are shown in Figure 25.



Table 7: Sidewalk Recommendations per Arlington County Master Transportation Plan

Street Name Section Minimum Sidewalk

Width

Minimum Sidewalk

Width Met

Sidewalk Width*

Minimum Buffer Width

Minimum Buffer Width Met

Buffer Width*

Long Bridge Drive 6th Street S to 12th Street S 6-12 ft Y 6 ft 6 feet N None

6th Street S Long Bridge Drive to S Ball Street 6-8 ft Y 6 ft 4-6 feet Y 5 ft

10th Street S Long Bridge Drive to S Ball Street 6-8 ft Y 6 ft 4-6 feet Y 5 ft

S Ball Street 6th Street S to 10th Street S 6-8 ft N 5 ft 4-6 feet N None

Army Navy Drive S Eads Street to 12th Street S 6-12 ft N < 5 ft 6 feet N None

12th Street S S Eads Street to Crystal Drive 6-12 ft Y 8 ft 6 feet N None

S Eads Street Army Navy Drive to 12th Street S 6-12 ft N < 5 ft 6 feet N None

S Eads Street 12th Street S to 15th Street S 6-12 ft Y 8 ft 6 feet Y 7 ft

15th Street S S Eads Street to Crystal Drive 10-16 ft Y 12+ ft 6 feet Y None

Crystal Drive 12th Street S to 15th Street S 6-12 ft Y 6 ft 6 feet N 4 ft

Crystal Drive 15th Street S to 18th Street S 10-16 ft Y 12+ ft 6 feet N 4 ft

* Widths based most narrow measurement along either side of roadway section



Figure 22: Pedestrian Pathways



Figure 23: Existing Pedestrian Facilities



Figure 24: 2019 Existing Peak Hour Pedestrian Volumes



Figure 25: Planned and Proposed Pedestrian Improvements



BICYCLE FACILITIES

This chapter summarizes existing and future bicycle access,

reviews the quality of cycling routes to and from the site.


▪ The site has access to several on- and off-street bicycle

facilities, including bike lanes on Long Bridge Drive, Crystal

Drive, S Eads Street and portions of 12th Street S and 18th

Street S which connect to the Mt. Vernon Trail to the north

and Four Mile Run Trail to the south.

▪ Future planned and proposed projects in the vicinity of the

site include bike lanes along Army Navy Drive, S Eads

Street, and 12th Street S as part of the Army Navy Drive, S

Eads Street, and 12th Street S Complete Street projects.

These will further improve bicycle access and connectivity

by upgrading the bicycle facilities existing on along these

routes.

EXISTING BICYCLE FACILITIES The site has access to several existing on- and off-street bicycle

facilities, including bike lanes on Long Bridge Drive, Crystal

Drive, S Eads Street and portions of 12th Street S and 18th Street

S. There are buffered bike lanes on portions of S Eads Street

south of 12th Street S, shared leans on S Bell Street, and signed

routes along Army Navy Drive, portions 12th Street S, 14th Road

S, and portions of 14th Street S and 18th Street S. Figure 26

shows the existing facilities within the study area. These bike

facilities connect to the Mt. Vernon Trail to the east and Four

Mile Run Trail to the south.

Arlington County publishes an annual Bicycle Comfort Level

Map highlighting the most comfortable bicycle routes

throughout Arlington County. The map uses a rating system of

“perception of comfort” to show which routes are most

comfortable. Routes are rated as ‘Most Comfortable’,

‘Somewhat Comfortable’, ‘Less Comfortable’, ‘Least

Comfortable’, or ‘Prohibited’. The most recent publication of

the map shows bicycle routes in the vicinity of the site rated as

‘Most Comfortable’ and ‘Somewhat Comfortable’. Long Bridge

Drive, 12th Street S between Long Bridge Drive and Crystal

Drive, and Crystal Drive between 12th Street S and 15th Street S

are rated as ‘Most Comfortable’ within the study area.

No bicycle parking is provided along the perimeter of the site

under existing conditions. Short-term bicycle racks are available

at the Pentagon City Metro Station and Crystal City Metro

Station.

Capital Bikeshare

In addition to personal bicycles, the Capital Bikeshare program

provides additional cycling options for residents and patrons of

the proposed development. The Bikeshare program has placed

over 550 Bikeshare stations across Washington, DC, Arlington

County, VA, City of Alexandria, VA, Montgomery County, MD,

Fairfax County, VA, Prince George’s County MD, and most

recently the City of Falls Church, VA, with over 4,300 bicycles

provided. There are two (2) existing Capital Bikeshare stations

with 12 available bicycle docks within a quarter-mile of the site,

located along 15th Street S and Long Bridge Drive. There are

four (4) additional stations are located within one half-mile of

the site.

E-Scooters and Dockless E-Bicycles

Eight (8) electric-assist scooter (e-scooter) and electric-assist

bicycle (e-bike) companies provide Shared Mobility Device

(SMD) service in Arlington County: Bird, Bolt, JUMP, Lime, Lyft,

Razor, Skip, and Spin. These SMDs are provided by private

companies that give registered users access to a variety of e-

scooter and e-bike options. These devices are used through

each company-specific mobile phone application. Many SMDs

do not have designated stations where pick-up/drop-off

activities occur like with Capital Bikeshare; instead, many SMDs

are parked in public space, most commonly in the “furniture

zone” (the portion of sidewalk between where people walk and

the curb, often where you’ll find other street signs, street

furniture, trees, parking meters, etc.). At this time, SMD

pilot/demonstration programs are underway in Arlington

County, the District, Fairfax County, the City of Alexandria, and

Montgomery County.

PLANNED BICYCLE FACILITIES Several of the existing bike facilities have been recommended

by the Arlington Master Transportation Plan and Crystal City

Sector Plan to be upgraded in the future, as shown on Figure

11, including adding bike lanes along Army Navy Drive between

S Joyce Street and 12th Street S, adding bike lanes along S Eads

Street between Army Navy Drive and 12th Street S, and adding

off-street bike facilities along S Clark Street/S Bell Street

between 12th Street S and 18th Street S.



The recently adopted Bicycle Element of the Arlington Master

Transportation Plan identifies 15th Street S as a Primary

Bicycling Corridor. The plan makes the following

recommendations:

▪ Bi-directional, protected bike lanes along Army Navy Drive

from S Joyce Street to 12th Street S.

▪ Construct an off-street cycle track connecting the planned

Army Navy Drive protected bike lane at 12th Street S to 18th

Street S and the Crystal City Metrorail station

▪ Reconstruct 18th Street S between Richmond Highway

(Route 1) and Crystal Drive to include an enhanced on-

street bicycle facility and improve the connection with the

Crystal City Connector Trail. This is also identified in the

Crystal City Sector Plan.

Several bicycle infrastructure improvements are planned in the

study area as parts of other planned projects:

▪ As part of the Army Navy Drive Complete Street project,

buffered two-way bike lanes will be installed along the

south side of Army Navy Drive.

▪ As part of the S Eads Street Complete Street project,

buffered bike lanes will also be installed on both sides of S

Eads Street from Army Navy Drive to 12th Street S.

▪ As part of the S Eads Street Protected Bike Lanes

Extension, protected bike lanes will be installed along both

sides of S Eads Street from 12th Street S to 15th Street S and

the S Eads Street and 15th Street S intersection will be

reconfigured as a protected intersection.

▪ As part of the 12th Street S Complete Street project, shared

lanes are planned from S Eads Street to S Clark Street/Long

Bridge Drive, connecting to the existing bike lanes on

Crystal Drive south of the site.

▪ As part of the 12th Street S/S Clark-Bell Street Realignment

project, separated lanes will be installed along the west

side of S Clark Street.

The proposed development will include both short- and long-

term bicycle parking spaces. The proposed development will

provide 12 short-term bicycle spaces for office use and two (2)

short-term bicycle spaces for retail use, meeting zoning

requirements. The proposed development will provide 50 long-

term bicycle parking spaces for office use and one (1) long-term

bicycle spaces for retail employee use, meeting and exceeding

zoning requirements. Secure long-term bicycle parking for the

development will be located on the basement level of the

building. Short-term bicycle parking spaces will be placed along

the perimeter of the site, along 12th Street S and the 10th Street

S roundabout. The proposed development will provide a

minimum of three (3) showers per gender and 40 lockers in the

basement level of the building, meeting zoning requirements.



Figure 26: Existing Bicycle Facilities



Figure 27: Future Bicycle Facilities



TRAVEL DEMAND ASSUMPTIONS

This chapter outlines the transportation demand of the

proposed 101 12th Street S development. It reviews the

expected mode splits, multimodal trip generation, and the trip

distribution and routing assumptions, which forms the basis for

the chapters that follow.

MODE SPLIT METHODOLOGY Mode split (also called mode share) is the percentage of

travelers using a particular type (or mode) of transportation

when traveling. The main source of mode split information for

this report was based on Census data using Traffic Analysis

Districts (TADs) and data contained in the Crystal City

Multimodal Transportation Study and the WMATA Ridership

Survey.

Office Mode Splits

Office mode splits were primarily based on Census data at the

TAD level for commuters with destinations in the TAD. Figure

28 shows the TAD used in the analysis in relation to the

proposed development and Figure 29 shows the origins of

driving commuters with destinations in the project TAD. Table

8 summarizes the data that was used to establish the office

mode split assumptions for this report.

Table 8: Summary of Office Mode Split Data

Information Source

Mode

SOV Carpool Transit Bike/ Walk

Telecommute/ Other

State of the Commute 2016 (of District employees)

38% 6% 45% 6% 5%

Crystal City Multimodal Transportation Study (Table 3.7)

39% AM / 50% PM

27% 28% ---

Crystal City Multimodal Transportation Study (Figure 3.4)

--- 46% - 50%

--- ---

WMATA Ridership Survey (Suburban Inside the Beltway)

66% 30% 6% ---

WMATA Ridership Survey (Suburban outside the Beltway)

89% 11% 0% ---

Neighborhood Retail Mode Splits

Neighborhood retail mode splits were primarily based on

information contained in WMATA’s 2005 Development-Related

Ridership Survey. Table 9 summarizes the data that was used to

establish the neighborhood retail mode split assumptions for

this report.

Table 9: Summary of Neighborhood Retail Mode Split Data

Information Source

Mode

SOV Carpool Transit Bike/ Walk

Telecommute/ Other

WMATA Ridership Survey (Crystal City Shops)

27% 37% 36% ---

WMATA Ridership Survey (Crystal Plaza Shops)

24% 41% 35% ---

The site has multiple bus stops in the vicinity and two (2) Metro

stations near the site. It is expected that a significant portion of

trips will be by Metrorail, bus, bicycle, or on foot during the

morning and afternoon peak hours, rather than by personal

vehicle. Based on this, the auto mode splits for the

development were determined to be 30% for the office

component and 5% for the neighborhood-serving retail

component. The proposed mode splits were vetted and

approved by Arlington County during the scoping process.

Table 10 shows the mode split for the development.

Table 10: Summary of Mode Split Assumptions by Land Use

TRIP GENERATION METHODOLOGY Weekday peak hour trip generation is calculated based on the

methodology outlined in the Institute of Transportation

Engineers’ (ITE) Trip Generation, 10th Edition.

Office trip generation is based on the development program of

234,500 square feet. Office trip generation was calculated

based on ITE Land Use 710 (General Office Building), using the

setting/location of Center City Core, splitting trips into different

modes using assumptions outlined in the mode split section of

this report.

Land Use Mode

Auto Transit Bike Walk

Office 30% 54% 6% 10%

Neighborhood Retail 5% 15% 5% 75%



Neighborhood retail trip generation is based on the

development program of 5,200 square feet of neighborhood-

serving ground floor retail. Retail trip generation was calculated

based on ITE’s baseline vehicular trips for Land Use 820

(Shopping Center), using the setting/location of General

Urban/Suburban (limited data is available for person trips),

splitting trips into different modes using assumptions outlined

in the mode split section of this report.

A summary of the multi-modal trip generation for the overall

development is shown in Table 11 for the weekday morning

and weekday afternoon peak hours. Detailed trip generation

calculations are included in the Technical Appendix.

Table 11: Multi-Modal Trip Generation

Mode Land Use Development

Size AM Peak Hour PM Peak Hour

In Out Total In Out Total

Auto Office 234,500 sf 66 veh/hr 10 veh/hr 76 veh/hr 13 veh/hr 65 veh/hr 78 veh/hr

Retail 5,200 sf 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 0 veh/hr 1 veh/hr

Total 66 veh/hr 10 veh/hr 76 veh/hr 14 veh/hr 65 veh/hr 79 veh/hr

Transit Office 234,500 sf 140 ppl/hr 21 ppl/hr 161 ppl/hr 26 ppl/hr 139 ppl/hr 165 ppl/hr

Retail 5,200 sf 0 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 1 ppl/hr 3 ppl/hr

Total 140 ppl/hr 22 ppl/hr 162 ppl/hr 28 ppl/hr 140 ppl/hr 168 ppl/hr

Bike Office 234,500 sf 16 ppl/hr 2 ppl/hr 18 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr



Walk Office 234,500 sf 26 ppl/hr 4 ppl/hr 30 ppl/hr 5 ppl/hr 26 ppl/hr 31 ppl/hr





Figure 28: Transportation Analysis District (TAD) in Study Area



Figure 29: Origins of Driving Commuters with Destinations in project TAD



TRAFFIC OPERATIONS

This chapter provides a summary of an analysis of the existing

and future roadway capacity in the study area for the 2023,

analysis year. Included is an analysis of potential vehicular

impacts of the 101 12th Street S development and a discussion

of potential improvements.

The purpose of the capacity analysis is to:

▪ Determine the existing capacity of the study area

roadways;

▪ Determine the overall impact of the proposed

development on the study area roadways; and

▪ Discuss potential improvements and mitigation measures

to accommodate the additional vehicular trips.

The capacity analysis focuses on the morning and afternoon

commuter peak hours, as determined by the existing traffic

volumes in the study area.


an intersection within the vehicular study area if any of the

following conditions are met:







by more than 10% in the future conditions with the






▪ There are no impacts to study intersections as a result of

the proposed development during the 2023 analysis year.

▪ Overall, this report concludes that the project will not have

a detrimental impact to the surrounding transportation

network.

STUDY AREA, SCOPE, & METHODOLOGY This section outlines the assumptions used to develop the

existing and future roadway capacity analyses, including

volumes, roadway geometries, and traffic operations. The

scope of the analysis contained within this report was

discussed with and approved by Arlington County staff. The

general methodology of the analysis follows national and

Arlington County guidelines on the preparation of

transportation impact evaluations of site development.

Capacity Analysis Scenarios

The vehicular capacity analyses are performed to determine if

the proposed development will lead to adverse impacts on

traffic operations. This is accomplished by comparing future

scenarios: (1) without the proposed development (referred to

as the Background conditions) and (2) with the development

approved and constructed (referred to as the Future

conditions).

Specifically, the roadway capacity analysis examined the

following scenarios:

1. 2019 Existing Conditions

2. 2023 Future Conditions without the development (2023

Background)

3. 2023 Future Conditions with the development (2023

Future)

Study Area

The study area of the analysis is a set of intersections where

detailed capacity analyses are performed for the scenarios

listed above. The set of intersections included are those

intersections most likely to have potential impacts or require

changes to traffic operations to accommodate the proposed

development.

Based on the projected future trip generation and the location

of the site access points, as agreed to in this report’s scoping

agreement, the following intersections were chosen for

analysis:


2. S Ball Street and 10th Street S

3. 10th Street S and Alley (Roundabout)

4. Long Bridge Drive and Garage Entrance




6. Garage Entrance and 12th Street S



9. 10th Street S/12th Street S (Planned)

10. 10th Street S/Roundabout (Planned)

Figure 7 shows the vehicular study area intersections. Roadway

characteristics, including classification, number of lanes, speed

limit, the presence of on-street parking and average daily traffic

volumes (ADT) are outlined in Table 12.

Table 12: Existing Roadway Network

Roadway Classification* Lanes Speed On-Street Parking ADT**

S Eads Street Major Collector (VDOT)

2-3 30 mph Yes 10,000 Arterial Type B (Arlington)

12th Street S Major Collector (VDOT)

2 25 mph Yes 5,300 East of Eads – Arterial Type B (Arlington)

15th Street S Minor Arterial (VDOT)

2-3 30 mph Yes 15,000 East of Eads – Arterial Type A (Arlington)

Crystal Drive

Major Collector (VDOT)

North of 15th St – Arterial Type B (Arlington)

South of 15th St – Arterial Type A (Arlington) 2-4 30 mph Yes 5,200

Long Bridge Drive

Major Collector (VDOT) 2 25 mph Yes NA

Arterial Type B (Arlington) * From VDOT and Arlington GIS ** VDOT ADT Data from 2018 NA – Data unavailable



TRAFFIC VOLUME ASSUMPTIONS The following section reviews the traffic volume assumptions

and methodologies used in the roadway capacity analyses.

Existing Traffic Volumes

The existing traffic volumes are comprised of turning

movement count data, which was collected on Wednesday,

February 6, 2019, and Wednesday, April 24, 2019 from 6:30 AM

to 9:30 AM and 4:00 PM to 7:00 PM. The existing turning

movement counts are included in the Technical Appendix.

For all intersections, the weekday morning and weekday

afternoon system peak hours were used. Based on the turning

movement counts, the morning system peak hour was from

8:00 to 9:00 AM and the afternoon system peak hour was from

4:45 to 5:45 PM. The existing peak hour traffic volumes for

intersections within the vehicular study area are shown in

Figure 30.

2023 Traffic Volumes

2023 Background Traffic Volumes (without the proposed

development)

Traffic projections for the 2023 Background Conditions consist

of the existing volumes with the addition of growth along local

roadways in the study area in 2023. This local growth is

accounted for by traffic generated by developments expected

to be completed prior to 2023 (known as background

developments), which is the expected buildout year for the


Background Developments (2023)

Following industry methodologies, a background development

must meet the following criteria to be incorporated into the

analysis:

▪ Be located in the study area, defined as having an origin or

destination point within the cluster of study area

intersections;

▪ Have entitlements; and

▪ Have a construction completion date prior or close to the


Based on these criteria, five (5) developments were included in

the 2023 Background Conditions scenario. These developments

are:

1. 1900 S Eads (Crystal House)

2. Crystal Drive Central District Retail

3. 1770 Crystal Drive Office

4. Century Center

5. Pentagon Centre – Phase 1

The location of the background developments included in the

2023 Background Conditions scenario in relation to the

proposed 101 12th Street S development is shown on Figure 31.

Transportation studies were available for the majority of the

background developments included in the 2023 Background

Conditions. Details on each of the background developments

included in the 2023 Background Conditions are presented

below:

1) 1900 S Eads (Crystal House): Located in the Pentagon City

area and bounded by 18th Street S to the north, S Eads

Street to the east, 22nd Street S to the south, and S Fern

Street to the west, the approved Crystal House

development will raze a portion of an existing parking lot

and redeveloped it with 252 residential dwelling units. The

redevelopment of the Crystal House has an undetermined

completion date; however it was included as a background

development in the 2023 Background Conditions as a

conservative measure. The Crystal House development is

expected to generate 36 weekday AM peak hour vehicle

trips and 44 weekday PM peak hour vehicle trips based on

the Trip Generation Analysis Study prepared by Wells &

Associates dated May 24, 2017.

2) Crystal Drive Central District Retail: Located in the Crystal

City area and bounded by 15th Street S to north, 18th Street

S to the south, S Bell Street to the west, and Crystal Drive

to the east, the approved Crystal Drive Central District

Retail development will improve upon the existing site

with the addition of approximately 5,200 square feet of

office space, 10,300 square feet of retail, 17,500 square

feet of grocery, and a movie theatre with approximately

940 seats. The retail portion will be spread throughout the

block, including a new two-story building at the corner of

18th Street and Crystal Drive, and an expansion to 1550

Crystal Drive to accommodate the proposed grocery. The

expected build out year is 2020. The development is

expected to generate 56 new weekday AM peak hour

vehicle trips and 322 new weekday PM peak hour vehicle

trips based on the Traffic Impact Study prepared by

Gorove/Slade Associates dated October 13, 2017.



3) 1770 Crystal Drive Office: Located in the Crystal City area

on the northwest corner of the intersection of 18th Street S

and Crystal Drive, the existing 272,000 square foot office

building was vacant when turning movement counts were

collected. As such, vehicular trips were added to the

network to account for the 1770 Crystal Drive Office site

being vacant when turning movement counts were

collected. To determine the number of trips generated by

the vacant office space, ITE’s Trip Generation, 10th Edition

was used, with mode splits based on nearby developments

that have recently been studied. During the AM peak hour

86 vehicle trips were added to the network and during the

weekday PM peak hour 86 vehicle trips were added to the

network.

4) Century Center: Located in the Crystal City area at the

southwest corner of the intersection of Crystal Drive and

23rd Street S, the approved Century Center development

will maintain the existing parking garage and retail on site

and redevelop the existing office space with a new

residential tower containing approximately 300 dwelling

units. The expected build out year was initially projected to

occur in 2019; however, construction has not yet begun.

The Century Center development is expected to generate

53 weekday AM peak hour vehicle trips and 64 weekday

PM peak hour vehicle trips based on the Traffic Impact

Study prepared by Gorove/Slade Associates dated January

10, 2017.

5) Pentagon Centre – Phase 1: Located in the Pentagon City

area and bounded by 12th Street S to the north, S Fern

Street to the east, 15th Street S to the south and S Hayes

Street to the west, Phase 1 the approved Phased

Development Site Plan (PDSP) is currently under

construction. The approved PDSP includes 609,200 square

feet of office, 369,230 square feet of retail, 714 residential

units, and 160 hotel rooms. Phase 1 includes 357,800

square feet of retail, the majority of which is the existing

retail and a Costco Wholesale store, and 714 residential

dwelling units in two (2) buildings. Phase 1 will generate

173 net new weekday AM peak hour vehicle trips and 217

net new weekday PM peak hour vehicle trips based on the

Trip Generation Addendum prepared by Wells &

Associates dated April 2, 2015.

Trips generated by the approved background developments are

included in the Technical Appendix. The traffic volumes

generated by background developments along the network

were added to the existing traffic volumes in order to establish

the 2023 Background traffic volumes. The traffic volumes for

the 2023 Background conditions are shown on Figure 32.

Table 13: Traffic Generated by 2023 Background Developments

Development

Trip Generation

AM Peak Hour PM Peak Hour


1900 S Eads (Crystal House) (1)

Total New Vehicle-Trips 11 25 36 26 18 44

Crystal Drive Central District Retail (2) Total New Vehicle-Trips 36 20 56 118 204 322

1770 Crystal Drive Office (3)

Total New Vehicle Trips 75 11 86 14 72 86

Century Center (4)

Total New Vehicle-Trips 10 43 53 42 22 64

Pentagon Centre – Phase 1 (5)

Total New Vehicle Trips 39 134 173 137 80 217

Total Background Trips 171 233 404 337 396 733 (1): Extracted from Crystal House III TIA (05.24.2017) prepared by Wells + Associates. (2): Extracted from Central District Retail Phase I & 1770 Crystal Drive Residential TIS (10.13.2017) prepared by Gorove/Slade Associates. (3): 1770 is currently empty and will be 100% occupied by 2023. Trip Generation was performed to determine the number of trips that will be generated when the offices are fully occupied (4): Extracted from Century Center TIS (01.10.2017) prepared by Gorove/Slade Associates. (5): Extracted from Pentagon Centre PDSP Amendment – Trip Generation Memo (04.02.2015) prepared by Wells + Associates.



Re-Routed Existing Traffic Volumes

The planned changes to the 201 12th Street S garage access and

circulation will alter existing traffic patterns used for

establishing the 2023 Future Conditions traffic volumes. These

changes will provide full access to the garage entrance on 10th

Street S and right-in-right-out access to the garage entrance on

Long Bridge Drive.

Diagrams showing how existing 201 12th Street garage-bound

trips were re-routed at intersections most likely to be affected

by the changes to the garage access and circulation are

included in the Technical Appendix.

2023 Future Traffic Volumes (with the proposed development)

The 2023 Future Conditions traffic volumes consist of the 2023

Background volumes with the addition of the traffic volumes

generated by the proposed development (site-generated trips).

Thus, the 2023 Future Conditions traffic volumes include traffic

generated by: the existing volumes, background developments,

and the proposed development.

Trip distribution and assignments for site-generated traffic

were primarily determined using existing volumes, anticipated

traffic patterns, and other recent studies conducted in the area.

The destinations of inbound vehicular trips were the access

point to the below-grade parking garage on the 10th Street S

roundabout and the access point to the additional off-site

parking garage on Long Bridge Drive. The origins of outbound

vehicular trips were the access point to the below-grade

parking garage on the 10th Street S roundabout and the access

point from the additional off-site parking garage on 10th Street

S, using similar distribution assumptions as those used for

inbound. A summary of trip distribution assumptions is shown

on Figure 33 for the inbound and outbound distribution

assumptions.

Trip assignments to each garage were determined based on the

following methodology:

(1) An initial 101 12th Street S garage occupancy, at the start of

the morning peak period, was determined based on the

Percent of Daily Traffic per hour data, provided in ITE’s Trip

Generation, 10th Edition, for ITE Land Use 710 (General

Office Building) and applied in-out ratio. Using this, the

initial occupancy of the garage was assumed to be 24

vehicles.

(2) Inbound trips were assigned to each garage based on an

assumed occupancy threshold for the 101 12th Street S

garage, at which point trips were assigned to the 201 12th

Street S garage. This occupancy threshold was assumed to

be 85% (58 vehicles).

(3) Inbound trips were assigned to the 101 12th Street S garage

until the 85% occupancy threshold was met, then the

remaining trips were assigned to the 201 12th Street S

garage.

(4) For afternoon peak period outbound trips, the number of

site-generated vehicles in each garage was determined

based on the ITE Percent of Daily Traffic per hour data and

an applied in-out ratio. Outbound trips were then assigned

proportionally to the number of vehicles in each garage.

Trip distribution and assignment assumptions were vetted and

approved by Arlington County and VDOT. Based on the trip

distribution and assignment assumptions, site-generated trips

were distributed though the study area intersections. The site-

generated traffic volumes for the 2023 build-out year are

shown on Figure 34. The 2023 Future Conditions traffic

volumes, which are comprised of existing volumes, background

developments, and the proposed development are shown on

Figure 35.



Figure 30: 2019 Existing Peak Hour Traffic Volumes



Figure 31: Future Background Developments



Figure 32: 2023 Background Peak Hour Traffic Volumes (without the proposed development)



Figure 33: Inbound and Outbound Trip Distribution



Figure 34: 2023 Primary Site-Generated Peak Hour Traffic Volumes



Figure 35: 2023 Future Peak Hour Traffic Volumes (with the proposed development)



GEOMETRY AND OPERATIONS ASSUMPTIONS The following section reviews the roadway geometry and

operations assumptions made and the methodologies used in

the roadway capacity analyses.

2019 Existing Geometry and Operations Assumptions

The geometry and operations assumed in the existing

conditions scenario are those present when the main data

collection occurred. Gorove/Slade made observations and

confirmed the existing lane configurations and traffic controls

at the intersections within the study area. Existing signal

timings and offsets were obtained from Arlington County and

confirmed during field reconnaissance.

A description of the roadways within the study area is

presented below in Table 12. The existing local roadway

network including lane configurations and intersection control

is detailed in and illustrated in Figure 36.

2023 Background Geometry and Operations Assumptions

(without the proposed development)

Following industry standard methodologies, a background

improvement must meet the following criteria to be

incorporated into the analysis:

▪ Be funded; and

▪ Have a construction completion date prior or close to the


Based on these criteria, several geometry and operational

changes were included in the 2023 Background scenario.

Roadway improvements that are part of the Transitway

Extension to Pentagon City project were incorporated into the

2023 Background Conditions scenario.

Transitway Extension to Pentagon City

The Transitway Extension to Pentagon City project includes the

following changes to roadway geometry and operations to 12th

Street S:

(1) The reconfiguration of the 12th Street S and S Clark

Street/Long Bridge Drive intersection. This includes

the conversion of the westbound approach from one

left-turn lane and one thru/right lane to one left-turn

lane, one thru lane, and one right-turn lane.

(2) The reconfiguration of the 12th Street S and Crystal

Drive intersection. This includes the conversion of the

northbound approach from one thru lane to two thru

lanes.

(3) The reconfiguration of the 15th Street S and Crystal

Drive intersection. This includes the conversion of the

northbound approach from two left-turn lanes and

one thru lane to two left-turn lanes and one thru- lane

and one rush hour bus-only thru lane.

No signal timing changes were made to existing signals. Lane

configurations and traffic controls for the 2023 Background

Conditions are shown in Figure 37.

2023 Future Geometry and Operations Assumptions (with the

proposed development)

The configurations and traffic controls assumed in the 2023

Future Conditions are based on the 2023 Background

Conditions with the addition of the 101 12th Street S

development. Two (2) new and three (3) modified

intersections/access points were added where roadways

associated with the development were added.

The modifications of the roadway network as a result of the

proposed development are as follows:

(1) 12th Street S and 10th Street S is a new intersection that will

provide unsignalized access to the new segment of 10th

Street S. Each intersection approach is configured with the

following:

▪ The eastbound approach will include one left/thru

lane.

▪ The westbound approach will include one thru lane

and one rush hour bus-only thru/right lane.

▪ The southbound approach will include on left/right

lane.

(2) 10th Street S and Roundabout is a new intersection that will

provide unsignalized access to the 10th Street S

roundabout. Each intersection approach is configured with

the following:

▪ The westbound approach will include one left/right

lane.

▪ The northbound approach will include one thru/right

lane.

▪ The southbound approach will include one thru/left

lane.

(3) The reconfiguration of the S Ball Street and 10th Street S

intersection due to the conversion of the 201 12th Street

garage driveway from outbound only to full access. This

includes the following changes:



▪ The conversion of the eastbound approach from one

left/thru lane to one left/thru/right lane.

▪ The conversion of the westbound approach from one

thru/right lane to one left/thru/right lane.

▪ The conversion of the southbound lane from one

left/right lane to one left/thru/right lane.

(4) The reconfiguration of the 10th Street S and Alley

(Roundabout) intersection to include a new northbound

approach to the roundabout that will provide access to the

site’s below-grade parking garage.

(5) The reconfiguration of the Long Bridge Drive and 201 12th

Street Garage Entrance driveway due to the conversion of

the 201 12th Street garage driveway from inbound only to

right-in/right-out. This includes the addition of a

westbound approach. This approach with include one

right-turn lane.

Lane configurations and traffic controls for the 2023 Future

Conditions are shown in Figure 38.



Figure 36: 2019 Existing Lane Configurations and Traffic Controls



Figure 37: 2023 Background Lane Configuration and Traffic Controls (without the proposed development)



Figure 38: 2023 Future Lane Configuration and Traffic Controls (with the proposed development)



VEHICULAR ANALYSIS RESULTS Intersection Capacity Analysis

Intersection capacity analyses were performed for the three

scenarios outlined previously at the intersections contained

within the study area during the morning and afternoon peak

hours. Synchro, version 10 was used to analyze the study

intersections based on the Highway Capacity Manual 2000

(HCM) methodology and includes level of service, delay, and

queue length comparisons for the turning movements

analyzed. Both signalized and unsignalized intersections were

evaluated using HCM 2000.

Peak Hour Factors

Peak hour factors were applied in accordance with Traffic

Impact Analysis Regulations Administrative Guidelines prepared

by VDOT dated November 2015. As such, peak hour factors by

approach between 0.85 and 1.00 were used for the existing

year analysis. Where the calculated peak hour factor based on

the existing turning movement counts was greater than 0.85,

the calculated factor was applied. Where the calculated factor

was 0.85 or less, a factor of 0.85 was applied.

Peak hour factors by approach between 0.92 and 1.00 were

used for all future scenarios. Where the calculated peak hour

factor based on the existing turning movement counts was

greater than 0.92, the calculated factor was applied. Where the

calculated factor was 0.92 or less, a factor of 0.92 was applied.

Heavy Vehicle Percentages

A heavy vehicle percentage of 2% was used for existing

movements unless determined to be higher from the turning

movement counts, in which case the higher percentage was

used. A default heavy vehicle percentage of 2% was used for

any new movements.

Geometry and Operations

Existing signal timings were obtained from Arlington County for

signalized intersections in the vehicular study area. These

timings were verified in the field by Gorove/Slade and adjusted

where necessary.

Level of Service and Delay

The results of the capacity analyses are expressed in level of

service (LOS) and delay (seconds per vehicle) for each

movement. A LOS grade is a letter grade based on the average

delay (in seconds) experienced by motorists traveling through

an intersection. LOS results range from “A” being the best to

“F” being the worst. LOS E is typically used as the acceptable

LOS threshold in Arlington County; although LOS F is sometimes

accepted in urbanized areas if vehicular improvements would

be a detriment to safety or non-auto modes of transportation.

For the purpose of this analysis, it is desirable to achieve a level

of service (LOS) of E or better for each movement at the

intersections.

The LOS capacity analyses were based on: (1) the peak hour

traffic volumes; (2) the lane use and traffic controls; and (3) the

Highway Capacity Manual (HCM) methodologies (using the

Synchro software). The average delay of each movement and

LOS is shown for the signalized intersections in addition to the

overall average delay and intersection LOS grade. The HCM

does not give guidelines for calculating the average delay for a

two-way stop-controlled intersection, as the approaches

without stop signs would technically have no delay. Detailed

LOS descriptions and the analysis worksheets are contained in

the Technical Appendix.

Queuing Analysis

In addition to the capacity analyses, a queuing analysis was

performed at the study intersections. The queuing analysis was

performed using Synchro software. The 50th percentile and 95th

percentile queue lengths are shown for each lane group at the

study area signalized intersections. The 50th percentile queue is

the maximum back of queue on a median cycle. The 95th

percentile queue is the maximum back of queue that is

exceeded 5% of the time. For unsignalized intersections, only

the 95th percentile queue is reported for each lane group

(including free-flowing left turns and stop-controlled

movements) based on the HCM 2000 calculations. Queuing

analysis worksheets are contained in the Technical Appendix.

2019 Analysis Results

The Existing (2019) results of the intersection capacity analyses

for the AM and PM peak hours are expressed in level of service

(LOS) and delay (seconds per vehicle) per movement and

presented in Table 14. The capacity analysis results indicate

that all intersections operate at acceptable LOS under the

Existing (2019) Conditions.

The Existing (2019) queuing results for the AM and PM peak

hours are expressed by movement are presented in Table 15.

The 95th percentile queues at most lane groups at study area

intersections do not exceed their available storage length in



Existing Conditions; however, one (1) intersection does have at

least one movement with 95th percentile queues that exceed

the available storage length in the morning and/or afternoon

peak hour:

▪ 12th Street S & Long Bridge Drive/S Clark Street

o Eastbound Left (AM Peak Hour)

o Northbound Left (PM Peak Hour)

2023 Analysis Results

2023 Background Analysis Results (without the proposed

development)

The Background (2023) results of the intersection capacity

analyses for the AM and PM peak hours are expressed in level

of service (LOS) and delay (seconds per vehicle) per movement

and presented in Table 14. The capacity analysis results

indicate that all intersections operate at acceptable LOS under

the Background (2023) Conditions.

The Background (2023) queuing results for the AM and PM

peak hours are expressed by movement are presented in Table

15. The 95th percentile queues at most lane groups at study

area intersections do not exceed their available storage length

in the Background (2023) Conditions; however, one (1)

intersection does have at least one movement with 95th

percentile queues that exceed the available storage length in

the morning and/or afternoon peak hour:




2023 Future Analysis Results (with the proposed development)

The Future (2023) results of the intersection capacity analyses

for the AM and PM peak hours are expressed in level of service

(LOS) and delay (seconds per vehicle) per movement and

presented in Table 14. The capacity analysis results indicate

that all intersections operate at acceptable LOS under the

Future (2023) Conditions.

The Future (2023) queuing results for the AM and PM peak

hours are expressed by movement are presented in Table 15.

The 95th percentile queues at most lane groups at study area

intersections do not exceed their available storage length in the

Future (2023) Conditions; however, one (1) intersection does

have at least one movement with 95th percentile queues that

exceed the available storage length in the morning and/or

afternoon peak hour:




2023 Mitigations




an intersection if any of the following conditions are met:







by more than 10 percent in the future conditions with the









Table 14: Capacity Analysis Results

Intersection and Movement Existing (2019) Background (2023) Future (2023)

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak

Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS

1. Long Bridge Drive & 10th Street S Westbound LR 16.6 C 17.7 C 16.7 C 17.7 C 17.8 C 19.6 C

Northbound TR 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A

Southbound Left 8.9 A 8.1 A 8.9 A 8.2 A 9.1 A 8.2 A

Southbound Thru 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A

2. 10th Street S & S Ball Street Eastbound LT 2.8 A 3.1 A 2.8 A 3.0 A -- -- -- --

Eastbound LTR -- -- -- -- -- -- -- -- 1.4 A 2.7 A

Westbound TR 0.0 A 0.0 A 0.0 A 0.0 A -- -- -- --

Westbound LTR -- -- -- -- -- -- -- -- 1.9 A 0.6 A

Northbound LTR 0.0 A 9.9 A 0.0 A 9.8 A 8.9 A 9.9 A

Southbound LR 8.7 A 8.5 A 8.7 A 8.5 A -- -- -- --

Southbound LTR -- -- -- -- -- -- -- -- 8.7 A 8.6 A

3. 10th Street S & Alley (Roundabout) Eastbound Left 3.7 A 3.4 A 3.7 A 3.4 A -- -- -- --

Eastbound LR -- -- -- -- -- -- -- -- 3.8 A 3.4 A

Northbound LT -- -- -- -- -- -- -- -- 3.3 A 3.6 A

Southbound TR -- -- -- -- -- -- -- -- 3.6 A 3.4 A

Southbound Right 3.6 A 3.3 A 3.6 A 3.3 A -- -- -- --

4. Long Bridge Drive & Garage Entrance Westbound Right -- -- -- -- -- -- -- -- 13.1 B 10.9 B

Northbound TR 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A

Southbound Thru 1.3 A 0.0 A 1.2 A 0.0 A 0.0 A 0.0 A

5. 12th Street S & Long Bridge Drive/S Clark Street Overall 17.1 B 18.0 B 14.9 B 17.1 B 16.0 B 17.3 B

Eastbound Left 28.1 C 10.5 B 21.4 C 9.6 A 24.9 C 9.8 A

Eastbound Thru 7.8 A 8.1 A 7.9 A 7.7 A 7.9 A 7.7 A

Eastbound Right 8.7 A 8.2 A 8.8 A 7.7 A 8.8 A 7.7 A

Westbound Left 6.9 A 7.6 A 6.9 A 7.2 A 6.9 A 7.2 A

Westbound TR 9.1 A 11.7 B -- -- -- -- -- -- -- --

Westbound Thru -- -- -- -- 7.7 A 10.2 B 7.8 A 10.3 B

Westbound Right -- -- -- -- 7.4 A 7.5 A 7.5 A 7.5 A

Northbound Left 23.7 C 33.4 C 23.5 C 33.0 C 23.5 C 33.0 C

Northbound TR 23.0 C 22.7 C 22.9 C 23.4 C 22.9 C 23.4 C

Southbound LT 25.5 C 24.3 C 25.7 C 25.5 C 25.7 C 25.5 C

Southbound Right 23.0 C 25.2 C 23.0 C 26.0 C 23.0 C 26.7 C

6. 12th Street S & Garage Entrance Eastbound TR 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A

Westbound LT 0.1 A 0.0 A 0.1 A 0.0 A 0.1 A 0.0 A

Northbound LR 0.0 A 18.1 C 0.0 A 19.1 C 0.0 A 19.3 C

7. 12th Street S & Crystal Drive Northbound Thru 11.9 B 16.5 C 12.0 B 18.2 C 12.3 B 18.4 C

Southbound Thru 10.8 B 10.9 B 10.9 B 11.0 B 11.0 B 11.4 B

8. Crystal Drive & 15th Street S Overall 23.5 C 21.2 C 22.8 C 21.3 C 23.3 C 21.5 C

Eastbound Left 35.7 D 26.1 C 33.0 C 26.0 C 35.5 D 26.0 C

Eastbound Right 23.9 C 24.4 C 24.0 C 24.4 C 24.0 C 24.4 C

Northbound Left 33.1 C 33.4 C 33.2 C 33.4 C 33.2 C 33.4 C

Northbound Thru 8.9 A 8.9 A 8.9 A 9.2 A 9.1 A 9.2 A

Southbound TR 18.8 B 20.3 C 19.2 B 20.9 C 19.4 B 21.9 C

9. 12th Street S & 10th Street S Eastbound LT -- -- -- -- -- -- -- -- 0.3 A 0.0 A

Westbound TR -- -- -- -- -- -- -- -- 0.0 A 0.0 A

Southbound LR -- -- -- -- -- -- -- -- 12.5 B 15.3 C

10. 10th Street S & Roundabout Westbound LR -- -- -- -- -- -- -- -- 8.6 A 8.8 A

Northbound TR -- -- -- -- -- -- -- -- 0.0 A 0.0 A

Southbound LT -- -- -- -- -- -- -- -- 6.8 A 4.2 A



Table 15: Queuing Results

Intersection and Lane Group Storage Length

(ft)

Existing (2019) Background (2023) Future (2023)

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak

50th 95th 50th 95th 50th 95th 50th 95th 50th 95th 50th 95th

1. Long Bridge Drive & 10th Street S Westbound LR 340 -- 11 -- 31 -- 11 -- 29 -- 12 -- 38

Northbound TR 430 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0

Southbound Left 90 -- 0 -- 0 -- 0 -- 0 -- 3 -- 0

Southbound Thru 500 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0

2. 10th Street S & S Ball Street Eastbound LT 340 -- 1 -- 1 -- 1 -- 1 -- -- -- --

Eastbound LTR 340 -- -- -- -- -- -- -- -- -- 1 -- 1

Westbound TR 100 -- 0 -- 0 -- 0 -- 0 -- -- -- --

Westbound LTR 100 -- -- -- -- -- -- -- -- -- 0 -- 0

Northbound LTR 125 -- 0 -- 10 -- 0 -- 9 -- 0 -- 12

Southbound LR 475 -- 1 -- 1 -- 1 -- 1 -- -- -- --

Southbound LTR 475 -- -- -- -- -- -- -- -- -- 1 -- 1

3. 10th Street S & Alley (Roundabout) Eastbound Left 100 -- 0 -- 0 -- 0 -- 0 -- -- -- --

Eastbound LR 100 -- -- -- -- -- -- -- -- -- 0 -- 0

Northbound LT 125 -- -- -- -- -- -- -- -- -- 0 -- 0

Southbound TR 640 -- -- -- -- -- -- -- -- -- 0 -- 0

Southbound Right 640 -- 0 -- 0 -- 0 -- 0 -- -- -- --

4. Long Bridge Drive & Garage Entrance Westbound Right 125 -- -- -- -- -- -- -- -- -- 0 -- 2

Northbound TR 260 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0

Southbound Thru 150 -- 2 -- 0 -- 2 -- 0 -- 0 -- 0

5. 12th Street S & Long Bridge Drive/S Clark Street Eastbound Left 100 190 #394 28 77 182 #380 28 75 203 #414 31 80

Eastbound Thru 100 48 83 29 68 51 87 31 70 53 90 31 71

Eastbound Right 100 0 34 0 28 0 34 0 28 0 34 0 28

Westbound Left 100 5 16 5 19 5 16 5 19 5 16 5 19

Westbound TR 1500 65 117 136 274 -- -- -- -- -- -- -- --

Westbound Thru 1500 -- -- -- -- 41 73 121 232 42 74 123 235

Westbound Right 100 -- -- -- -- 0 24 5 31 0 24 5 32

Northbound Left 100 16 38 102 140 15 38 93 144 15 38 93 144

Northbound TR 1210 9 28 32 55 9 29 32 60 9 29 32 60

Southbound LT 425 56 105 61 87 60 111 66 104 60 111 66 104

Southbound Right 150 0 32 68 105 0 32 68 117 0 33 78 130

6. 12th Street S & Garage Entrance Eastbound TR 225 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0

Westbound LT 1240 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0

Northbound LR 125 -- 0 -- 6 -- 0 -- 7 -- 0 -- 7

7. 12th Street S & Crystal Drive Northbound Thru 825 -- 45 -- 110 -- 46 -- 133 -- 53 -- 136

Southbound Thru 660 -- 27 -- 24 -- 29 -- 26 -- 30 -- 32

8. Crystal Drive & 15th Street S Eastbound Left 400 121 189 54 98 110 187 51 98 119 #204 53 100

Eastbound Right 400 0 48 0 45 0 59 0 52 0 59 0 52

Northbound Left 250 54 84 76 104 57 87 80 117 57 87 80 117

Northbound Thru 250 78 127 104 150 82 133 114 176 85 138 114 177

Southbound TR 810 58 118 85 146 66 130 91 165 67 133 103 186

9. 12th Street S & 10th Street S Eastbound LT 330 -- -- -- -- -- -- -- -- -- 1 -- 0

Westbound TR 1115 -- -- -- -- -- -- -- -- -- 0 -- 0

Southbound LR 230 -- -- -- -- -- -- -- -- -- 1 -- 8

10. 10th Street S & Roundabout Westbound LR 100 -- -- -- -- -- -- -- -- -- 2 -- 3

Northbound TR 200 -- -- -- -- -- -- -- -- -- 0 -- 0

Southbound LT 100 -- -- -- -- -- -- -- -- -- 2 -- 1 # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. ~ Volume exceeds capacity, queue is theoretically infinite.



TRANSPORTATION MANAGEMENT PLAN

A Transportation Management Plan (TMP) has many

components that are tailored to accommodate a given facility

with the goal being the reduction of automobile trips by

encouraging alternative forms of transportation. A few of the

typical TMP components include the establishment of a TMP

coordinator, the distribution of transit literature, the

establishment of ride-sharing programs, and the on-site sale of

discounted fare media. Management measures taken by the

proposed 101 12th Street S development can be monitored and

adjusted as needed to continually create opportunities to

reduce the amount of vehicular traffic generated by the site.

The TMP will include a schedule and details of implementation

and continued operation of the elements in the plan. The

location of the site near the Pentagon City Metro Station and

Crystal City Metro Station allows for a TMP that may include,

but not be limited to, the following:

PARTICIPATION AND FUNDING (1) Establish and maintain an active, ongoing relationship with

Arlington Transportation Partners (ATP), or successor

entity, at no cost to the developer, on behalf of the

property owner.

(2) Designate and keep current a member of building

management as Property Transportation Coordinator (PTC)

to be primary point of contact with the County and

undertake the responsibility for coordinating and

completing all Transportation Management Plan (TMP)

obligations. The PTC shall be trained, to the satisfaction of

ACCS, to provide, transit, bike, walk, rideshare and other

information provided by Arlington County intended to

assist with transportation to and from the site.

(3) Contribute annually to ACCS, or successor, to sustain direct

and indirect on-site and off-site services in support of TMP

activities. Payment on this commitment shall begin as a

condition of issuance of the First Partial Certificate of

Occupancy for Tenant Occupancy for each respective

building or phase of construction. Subsequent payments

shall be made annually.

FACILITIES AND IMPROVEMENTS (1) Provide in the lobby or lobbies, a transportation

information display(s), the

number/content/design/location of which will be

approved by ACCS. The developer agrees that the required

transportation information displays shall meet the

Arlington County Neighborhood Transportation

Information Display Standards in effect on the date of the

site plan approval, or equivalent as approved by the

County Manager.

(2) Comply with requirements of the Site Plan conditions to

provide bicycle parking/storage facilities, a Parking

Management Plan (PMP), a Bicycle Facilities Management

Plan, and construction worker parking.

CARPOOL AND VANPOOL PARKING (1) Operate a carpool/vanpool program with elements

including:

a. Reserved, signed spaces for carpools/vanpools located

near main entrances/elevators

b. Parking subsidy for two-person or more carpools

c. Free parking for vanpools (recognized by Internal

Revenue Service)

PROMOTIONS, SERVICES, POLICIES (1) Prepare, reproduce and distribute, in digital or hard copy,

materials provided by Arlington County, which includes

site-specific transit, bike, walk, and rideshare related

information, to each new office, retail, property

management, or maintenance employee, from initial

occupancy through the life of the site plan. These materials

shall be distributed as a part of prospective tenant

marketing materials, as well as communications associated

with lease signing, on-boarding, or similar activities.

(2) Provide one time, per person, to each new office, retail,

property management, or maintenance employee,

whether employed part-time or full-time, directly

employed or contracted, who begins employment in the

building throughout initial occupancy, the choice of one of

the following:



a. Metro fare on a SmarTrip card or successor fare

medium (amount to be determined)

b. A one year bikeshare membership

c. A one year carshare membership

The County Manager may approve additions to, or

substitution of one or more of these choices with a

comparable transportation program incentive, as

technology and service options change, if he/she finds that

an incentive shall be designed to provide the individual

with an option other than driving alone in a personal

vehicle, either by removing a barrier to program entry,

such as a membership cost, or by providing a similar level

of subsidized access to a public or shared transportation

system, program or service.

(3) Provide, administer, or cause the provision of a sustainable

commute benefit program for each on-site property

management and maintenance employee, whether

employed part-time or full-time, directly employed or

contracted. This commute benefit program shall offer, at a

minimum, a monthly pre-tax transit benefit or a monthly

subsidized/direct transit benefit.

(4) Provide, under a “transportation information” heading on

the Developer and property manager’s websites regarding

this development:

a. Links to the most appropriate Arlington County

Commuter Services and/or external transportation-

related web page(s). Confirmation of most appropriate

link will be obtained from ACCS.

b. A description of key transportation benefits and

services provided at the building, pursuant to the

TMP.

PERFORMANCE AND MONITORING (1) During the first year of start-up of the TMP and on an

annual basis thereafter, the Developer shall submit an

annual report, which may be of an online, or e-mail variety,

to the County Manager, describing completely and

correctly, the TDM related activities of the site and

changes in commercial tenants during each year.

(2) The Developer agrees to conduct and/or participate in, a

transportation and parking performance monitoring study

at two years, five years, and each subsequent five years (at

the County’s option), after issuance of the First Certificate

of Occupancy for Tenant Occupancy. The County may

conduct the study or ask the owner to conduct the study

(in the latter case, no reimbursement payment shall be

required). As part of the study, a report shall be produced

as specified below by the County. The study may include

building occupancy rates, average vehicle occupancy,

average garage occupancy for various day of the week and

times of day, parking availability by time of day, average

duration of stay for short term parkers on various days of

the week and times of day, pedestrian traffic, a seven-day

count of site-generated vehicle traffic, a voluntary mode-

split survey, and hourly, monthly, and special event parking

rates.

The building owner and/or operator shall notify, assist, and

encourage building occupants and visitors on site to

participate in mode-split surveys which may be of an on-

line or email variety.



SUMMARY AND CONCLUSIONS

This report concludes that the proposed development will not

have a detrimental impact to the surrounding transportation

and roadway network assuming that all planned site design

elements are implemented.

The 101 12th Street S site is well served by transit and is

surrounded by a well-connected pedestrian and bicycle

network. The site is located near several principal arterials such

as Route 1, VA-27 (Washington Boulevard), VA-244 (Columbia

Pike), and VA-110. The arterials create connections to I-395, I-


Capital Beltway (I-495) and I-95.

The proposed development will consist of one mixed-use with


square feet of neighborhood-serving ground floor retail space.

The proposed development will provide 68 parking spaces in a

below-grade parking garage. The below-grade garage in the

neighboring 201 12th Street S building will serve as additional

off-site parking for the proposed 101 12th Street S

development.

The proposed development will provide one (1) 40-foot loading

berth and one (1) 30-foot loading berth within the building. The

number of loading facilities on-site will accommodate the

practical needs of the site. Vehicular parking and loading access

will be provided via 10th Street S. Vehicular parking access to

the additional off-site parking garage will be via Long Bridge

Drive and 10th Street S.

A number of planned transportation improvements in the

vicinity of the 101 12th Street S development are expected to

be complete by 2023. The full list of improvements is detailed

in the report, but projects include:

▪ S Eads Street Complete Street

▪ Army Navy Drive Complete Street

▪ 12th Street Complete Street

▪ Transitway Extension to Pentagon City

▪ 15th Street S/S Clark-Bell Street Realignment

▪ I-395 HOT Lanes

A capacity analysis was developed to compare the future

roadway network with and without the proposed

development. Traffic projections for 2023 are based on existing

volumes, plus traffic generated by approved nearby

background developments, and traffic generated by the

proposed 101 12th Street S development.




an intersection if any of the outlined conditions are met.



The development has many positive elements contained within

its design that minimize potential transportation impacts,

including:

▪ The proposed development’s close proximity to the Crystal

City Metro Station, Pentagon City Metro Station, Crystal

City VRE Station, and multiple bus lines.

▪ Improvements to the pedestrian facilities adjacent to the

site that meet or exceed Arlington County and ADA

requirements.

▪ The inclusion of secure-long-term bicycle parking

exceeding zoning requirements.

▪ The installation of short-term bicycle parking spaces

around the perimeter of the site that meet zoning

requirements.

▪ The inclusion of shower and locker facilities within the

building that meet zoning requirements.

▪ A Transportation Management Plan (TMP) that aims to

reduce the demand of single-occupancy, private vehicles

to/from the proposed development during peak period

travel times or shifts single-occupancy vehicular demand to

off-peak periods.

As noted above, this report concludes that the proposed

development will not have a detrimental impact to the

surrounding transportation and roadway network assuming

that all planned site design elements are implemented.

TECHNICAL APPENDIX

ARLINGTON, VA

101 12TH STREET S MMTA

February 21, 2020

Contents

A: Signed Scoping Document

B: Site Visit Notes

C: Existing Turning Movement Counts

D: Existing (2019) Capacity Analysis Worksheets

E: Background Development Trips

F: Future (2023) Conditions without Development Capacity Analysis Worksheets

G: Re-Routed Existing Volumes

H: Future (2023) Conditions with Development Capacity Analysis Worksheets

A: SIGNED SCOPING DOCUMENT

PRE-SCOPE OF WORK MEETING FORM

Information on the Project Traffic Impact Analysis Base Assumptions

The applicant is responsible for entering the relevant information and submitting the form to VDOT and the locality no less than three (3) business days prior to the meeting. If a form is not received by this deadline, the scope of work meeting may be postponed.

Contact Information

Consultant Name: Tele: E-mail:

Dan VanPelt, Gorove/Slade Associates, Inc. 202-296-8625 [email protected]

Developer/Owner Name: Tele: E-mail:

JBG Smith 240-333-3679 [email protected]

Project Information

Project Name: 101 12th Street S (2754-015) Locality/County: Arlington County

Project Location: (Attach regional and site specific location map)

The site is bordered by CSX tracks to the east, 12th Street S to the south, a commercial property to the west, and 10th Street S to the north. The site is located in the Crystal City area of Arlington, VA. Figure 1 shows the regional context of the site and Figure 2 shows the local context of the site. Figure 3 shows an aerial of the site.

Submission Type Comp Plan Rezoning Site Plan Subd Plat

Project Description: (Including details on the land use, acreage, phasing, access location, etc. Attach additional sheet if necessary)

The proposed development will replace an existing park with approximately 225,500 sf of office space and approximately 5,100 sf of retail space. A site plan is shown in Figure 4. The site is currently zoned C-O-1.5 and is shown as a mix of high-medium residential and medium office-apartment-hotel land uses in the GLUP.

Proposed Use(s): (Check all that apply; attach additional pages as necessary) (see note 11)

Residential Commercial Mixed Use Other

Office Use(s)

ITE LU Code(s): 710 (General Office)

Square Ft or Other Variable: 225,500 sf

Commercial Use(s) ITE LU Code(s): 820 (Shopping Center)

Square Ft or Other Variable: 5,100 sf

Independent Variable(s):

Total Peak Hour Trip Projection: (See notes 11 on p.4, Table 4)

Less than 100 100 – 499 500 – 999 1,000 or more

mailto:[email protected]

101 12th Street S – Scoping Document Page 2

November 12, 2019

It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting.

Traffic Impact Analysis Assumptions

Study Period Existing Year: 2019 Build-out Year: 2023 Design Year: N/A

Study Area Boundaries

(Attach map)

North: 10th Street S South: 15th Street S

East: Crystal Drive West: Long Bridge Drive

External Factors That Could Affect Project (Planned road improvements, other nearby developments)

• S Eads Street Complete Street

• S Eads Street Protected Bike Lanes Extension to Army Navy Drive (through coordination

with developments)

• Army Navy Complete Street

• 12th Street Complete Street between S Eads Street and Clark Street:

o Dedicated center-running transit lanes

o Shared bicycle lanes west of Army Navy Drive

o Two-way cycle track east of Army Navy Drive

• 15th Street Realignment

• I-395 HOT Lanes

• RRFB at Crystal Drive/12th Street S intersection

Consistency With Comprehensive Plan (Land use, transportation plan)

Yes

Available Traffic Data (Historical, forecasts)

VDOT Historical AADT Data; see Table 5

Trip Distribution

(Please refer to Figure 10)

Commercial

Road Name: 12th Street S (to West) – 37% (from West) – 56%

Road Name: N/A

Road Name: Long Bridge Drive (to North) – 16% (from North) – 6%

Road Name: N/A

Road Name: 15th Street S (to West) – 44% (from West) – 23%

Road Name: N/A

Road Name: Crystal Drive (to South) – 2% (from South) – 15%

Road Name: N/A

Road Name: N/A Road Name: N/A

Annual Vehicle Trip Growth Rate: (See Note 17)

0.0%

Peak Period for Study (check all that apply)

AM PM SAT (See note 12)

Peak Hour of the Generator

see Table 3 and Table 4

Study Intersections and/or Road Segments

(Please refer to Figure 5)

1. Long Bridge Drive/10th Street S 2. S Ball Street/10th Street S 3. Alley/10th Street S 4. Long Bridge Drive/Garage Entrance

5. Long Bridge Drive/12th Street S 6. Garage Entrance/12th Street S 7. Crystal Drive/12th Street S 8. Crystal Drive/15th Street S 9. 10th Street S/12th Street S (Planned)

Trip Adjustment Factors (See Table 1, Table 2)

Internal allowance: Yes No

TDM/Mode Split Reduction: See Table 2

Pass-by allowance: Yes No

Reduction:


November 12, 2019


Software Methodology Synchro HCS (v.2000/+) aaSIDRA CORSIM Other

Traffic Signal Proposed or Affected (Analysis software to be used, progression speed, cycle length)

1) Long Bridge Drive/12th Street S

2) 15th Street S/Crystal Drive

Analysis Software: Synchro version 10 Results: HCM 2000 methodology

Improvement(s) Assumed or to be Considered

• S Eads Street Complete Street

• Army Navy Complete Street

• 12th Street Complete Street between S Eads Street and Clark Street:

o Dedicated center-running transit lanes

o Shared bicycle lanes west of Army Navy Drive

o Two-way cycle track east of Army Navy Drive

• 15th Street Realignment

• I-395 HOT Lanes

Background Traffic Studies Considered

• Crystal House Lofts (1900 S Eads)

• Crystal Drive Central District Retail

• 1770 Crystal Drive Office

• Century Center

• Pentagon Centre – Phase 1

Plan Submission Master Development Plan (MDP) Generalized Development Plan (GDP)

Preliminary/Sketch Plan Other Plan type (Final Site, Subd. Plan)

Additional Issues to be Addressed

Queuing analysis Actuation/Coordination Weaving analysis

Merge analysis Bike/Ped Accommodations Intersection(s) TDM Measures Other

NOTES on ASSUMPTIONS:

1. Synchro files/signal timings will be obtained from Arlington County.

2. The scenarios to be included in the study are Existing (2019), Future without Development (2023), Future with Development (2023).

a. Existing (2019) will analyze the roadway network as it is using existing traffic volumes.

b. Future without Development (2023) will analyze existing traffic volumes plus inherent growth on the roadway (representing regional traffic growth) and approved background developments with a construction completion date prior or close to 2023.

c. Future with Development (2023) will analyze traffic volumes from the Future without Development scenario with the addition of traffic volumes generated by the proposed development. We will recommend mitigations at study area intersections for this scenario where appropriate.

3. Existing peak hour factors in the range of 0.85 to 1.00 will be used for existing scenarios. The default peak hour factor of 0.92 to 1.00 will be used for all future scenarios.

4. Default heavy vehicle percentage of 2% will be used for all movements, unless the traffic data collected shows a higher percentage for the studied street.

5. For any movement, LOS E or better would be considered as desirable/acceptable traffic operation condition. We will recommend mitigations if any intersection or movement experiences a degradation to LOS F in the future scenario where one does not exist in the background scenario, or if any intersection or movement operating at LOS F in the background scenario experiences an increase in delay greater than 10 percent.


November 12, 2019


6. All locations where the 95th percentile queues exceed the length of storage will be highlighted. We will note where the proposed project causes the 95th percentile queue length to exceed the available capacity of an approach or turn lane when it does not in the background scenario. We will recommend mitigations when the proposed project causes any 95th percentile queue lengths that exceed the available capacity in the background scenario to experience an increase in queue of 150 feet or more due to the proposed development.

7. Signal timing adjustments would be considered as an acceptable mitigation measure.

8. Will provide both 95th and 50th percentile queues.

9. Will utilize HCM 2000 for signalized intersections and unsignalized intersections.

10. Level of service calculations for existing and future conditions without and with development shall be in accordance with the Highway Capacity Manual (HCM) 2000 methodologies, as computed by Synchro 10 software. Typical Synchro parameters to be utilized in this analysis will be consistent with those values provided in VDOT’s TOSAM and Arlington County standards.

11. Office trip generation calculations for the proposed development were based on ITE’s baseline person trips for General Office Building (LU 710) using the setting/location of Center City Core. Retail trip generation calculations for the proposed development were based on ITE’s baseline vehicular trips for Shopping Center (LU 820) using the setting/location of General Urban/Suburban (limited data is available for person trips for peak hour of adjacent street).

12. ITE vehicle trip generation rates typically presume a stand-alone retail building with customer parking provided on-site, a characteristic common throughout the county except in more urban areas. The proposed development will include neighborhood serving retail where a nominal amount of ancillary ground-floor retail is provided in a mixed-use building. In addition, little to no dedicated retail parking is being provided. An auto mode split of 5% was assumed for the neighborhood serving retail use.

13. Person/car ratios in trip generation were determined using NHTS data and carpool mode split data.

14. Typically, the peak hour of commuter traffic is used for both weekday morning and afternoon rush hours. Other hours of analysis may be appropriate given the overall trip generation of the proposed development and the expected hours of vehicular demand to and from the site. Land use may also determine the appropriate hours of analysis as some uses experience their peak demand on weekends and off-peak from the typical uses. For this project, we propose to analyze the weekday morning and afternoon commuter peak hours using the system peak at all study area intersections.

We propose utilizing weekday TMCs previously collected within the last year, including bicycles and pedestrians, from 6:30-9:30 AM and 4:00-7:00 PM for the intersections noted above. The counts were conducted on a “typical weekday” when Arlington public schools and Congress were in session. Effort was made to avoid conducting counts when there was inclement weather.

15. Trip distribution for the site was determined based on: (1) CTPP TAD flow data, (2) the Crystal City Multimodal Transportation Study, and (3) existing traffic volumes and travel patterns in the study area. Figure 10 illustrates the proposed trip distribution for the site.

16. A multimodal analysis will be provided in the study which will include the following information (as shown in Figure 6):

a. Multimodal trip generation

b. Curbside management information

c. Transit Facilities

d. Transit Ridership (As available, to be provided by Arlington County)

e. Bike/pedestrian facilities

f. Multimodal Initiatives

g. Bus services within the study area

h. Pedestrian pathways to major generators and destinations of pedestrian activity

17. It is assumed that background developments (approved but unbuilt developments) will account for growth along local roadways in the study area in the future (2023) horizon year.


November 12, 2019

Gorove/Slade www.goroveslade.com

Figure 1: Regional Location

http://www.gsatrans.com/


November 12, 2019


Figure 2: Site Location



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Figure 3: Aerial



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Figure 4: Site Plan - Ground Floor Plan



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Figure 5: Study Intersections



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Figure 6: Pedestrian/Bike/Transit Study Area



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Figure 7: Transportation Analysis Districts (TSD) in Study Area



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Figure 8: Destinations of Driving Commuters Originating in project TAD



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Figure 9: Origins of Driving Commuters with Destinations in project TAD



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Figure 10: Trip Distribution



November 12, 2019


Table 1: Mode Split Assumptions Office - Pertinent Mode Split data from other sources:

Information Source

Mode

SOV Carpool Transit Bike Walk Telecommute Other

State of the Commute 2016 (of District employees)

38% 6% 45% 6% 5%

Crystal City Multimodal Transportation Study (Table 3.7)

39% AM / 50% PM

27% 28% ---

Crystal City Multimodal Transportation Study (Figure 3.4)

--- 46% -50%

--- ---

WMATA Ridership Survey (Suburban Inside the Beltway)

66% 30% 6% ---

WMATA Ridership Survey (Suburban Outside the Beltway)

89% 11% 0% ---

Retail - Pertinent Mode Split data from other sources:

Information Source

Mode

SOV Carpool Transit Bike Walk Telecommute Other

WMATA Ridership Survey (Crystal City Shops)

27% 37% 36% ---

WMATA Ridership Survey (Crystal Plaza Shops)

24% 41% 35% ---

Table 2: Mode Split Proposed for MMTA

Land Use

Mode

Drive Transit Bike Walk Telecommute/Other

Office Mode Split 30% 54% 6% 10% ---

Retail Mode Split 5% 15% 5% 75% ---



November 12, 2019


Table 3: Peak Hour Trip Generation

101 12th Street S Trip Generation

Approximately 225,500 sf office

Step 1: Base trip generation using ITEs' person Trip Generation

Land Use Land Use Code Quantity

(x)

AM Peak Hour PM Peak Hour Daily

In Out Total In Out Total Total

Office 710 225,500 sf 252 veh/hr 38 veh/hr 290 veh/hr 48 veh/hr 250 veh/hr 298 veh/hr 4025 ppl

Calculation Details: 87% 13% =1.01(X/1000)+62.71 16% 84% =0.92(X/1000)+90.81 Ln(T)=0.67Ln(X/1000)+4.67

Note: Setting used for trip generation is Center City Core

Step 2: Split between modes, per assumed Mode Splits

Land Use Mode Split AM Peak Hour PM Peak Hour Daily


Office Auto 30% 76 ppl/hr 11 ppl/hr 87 ppl/hr 14 ppl/hr 75 ppl/hr 89 ppl/hr 1208 ppl

Office Transit 54% 136 ppl/hr 21 ppl/hr 157 ppl/hr 26 ppl/hr 135 ppl/hr 161 ppl/hr 2174 ppl

Office Bike 6% 15 ppl/hr 2 ppl/hr 17 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr 242 ppl

Office Walk 10% 25 ppl/hr 4 ppl/hr 29 ppl/hr 5 ppl/hr 25 ppl/hr 30 ppl/hr 403 ppl

Step 3: Convert person auto trips to vehicles/hour

Land Use People/Car

(from 2017 NHTS, Table 16)

AM Peak Hour PM Peak Hour Daily


Office 1.18 ppl/veh 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 63 veh/hr 75 veh/hr 1024 veh

Office Trip Gen for 101 12th Street S

Mode AM Peak Hour PM Peak Hour Daily


Auto 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 63 veh/hr 75 veh/hr 1024 veh

Transit 136 ppl/hr 21 ppl/hr 157 ppl/hr 26 ppl/hr 135 ppl/hr 161 ppl/hr 2174 ppl

Bike 15 ppl/hr 2 ppl/hr 17 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr 242 ppl

Walk 25 ppl/hr 4 ppl/hr 29 ppl/hr 5 ppl/hr 25 ppl/hr 30 ppl/hr 403 ppl

http://www.goroveslade.com/


November 12, 2019


Approximately 5,100 sf retail Step 1: Base trip generation using ITEs' person Trip Generation

Land Use Land Use Code Quantity

(x) AM Peak Hour PM Peak Hour Daily


Retail 820 5,100 sf 3 veh/hr 2 veh/hr 5 veh/hr 9 veh/hr 10 veh/hr 19 veh/hr 193 ppl

Calculation Details: 62% 38% =0.94(X/1000) 48% 52% =3.81(X/1000) =37.75(X/1000)

Note: Setting used for trip generation is General Urban/Suburban

Rates used for retail instead of equation, because proposed use (4,100 SF) is much smaller than the average data point (327,000 SF - 453,000 SF)


Land Use Mode Split AM Peak Hour PM Peak Hour Daily


Retail Auto 5% 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 10 ppl

Retail Transit 15% 0 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 3 ppl/hr 29 ppl

Retail Bike 5% 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 10 ppl

Retail Walk 75% 2 ppl/hr 2 ppl/hr 4 ppl/hr 7 ppl/hr 7 ppl/hr 14 ppl/hr 145 ppl


Land Use People/Car

(from 2017 NHTS, Table 16) AM Peak Hour PM Peak Hour Daily


Retail 1.82 ppl/veh 0 veh/hr 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 1 veh/hr 5 veh

Retail Trip Gen for 101 12th Street S

Mode AM Peak Hour PM Peak Hour Daily


Auto 0 veh/hr 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 1 veh/hr 5 veh

Transit 0 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 3 ppl/hr 29 ppl

Bike 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 10 ppl

Walk 2 ppl/hr 2 ppl/hr 4 ppl/hr 7 ppl/hr 7 ppl/hr 14 ppl/hr 145 ppl

http://www.goroveslade.com/


November 12, 2019


Table 4: Trip Generation Summary

Mode Land Use AM Peak Hour PM Peak Hour


Auto

Office 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 63 veh/hr 75 veh/hr

Retail 0 veh/hr 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 1 veh/hr

Total Proposed 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 64 veh/hr 76 veh/hr

Transit

Office 136 ppl/hr 21 ppl/hr 157 ppl/hr 26 ppl/hr 135 ppl/hr 161 ppl/hr

Retail 0 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 3 ppl/hr

Total Proposed 136 ppl/hr 22 ppl/hr 158 ppl/hr 27 ppl/hr 137 ppl/hr 164 ppl/hr

Bike




Walk




Table 5: Historical AADT Volumes

Route From To

ADT Annual % Change (2013 - 2017)

2013 2014 2015 2016 2017

Route 1 SR 233 DCA SR 100, I-395 Ramp 52,000 50,000 48,000 48,000 49,000 -1.5%

S Eads Street 20th Street S I-395 9,400 9,200 9,100 9,100 9,200 -0.5%

12th Street S * Crystal Drive S Eads Street 2,900 2,900 2,800 5,200 5,300 16.3%

15th Street S S Hayes Street Route 1 14,000 14,000 14,000 14,000 14,000 0.0%

Army Navy Drive S Hayes Street/I-395 12th Street S 6,700 6,600 6,500 7,300 7,500 2.9%

Crystal Drive 26th Street S 12th Street S 4,300 4,300 4,200 5,300 5,400 5.9%

S Fern Street 23rd Street S Army Navy Drive 4,600 4,600 4,500 6,400 6,900 10.7%

88,700 86,300 90,100 92,000 0.3%

*12th Street S excluded from calculation. 12th Street S was reconfigured to connect S Eads Street and S Fern Street in 2016, skewing results of growth rate calculations Source: VDOT Traffic Data 2013 to 2017 (http://www.virginiadot.org/info/ct-trafficcounts.asp)


B: SITE VISIT NOTES

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18TH ST S

19TH ST S

SROTARYRD

Temporary4' 6" Asphalt Sidewalk

Temporary 4' Asphalt Sidewalk


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4' Sidewalk Impeded

\ by Electric Poles '

'

'

'

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T

IC

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20TH STS

Iii <I) LU

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18TH ST S (/)

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� 19TH STS !!l

S ROTARY RD

Temporary 4' 6" Asphalt Sidewalk


✓

4' Sidewalk Impeded by Electric Poles

V)

� C

z 0

ffi LL LL LU

..,,

20TH STS

C: EXISTING TURNING MOVEMENT COUNTS

to

to

to

to

1.

U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds

06:30 AM to 06:45 AM 0 2 25 0 1 0 9 0 0 2 0 0 30 5 1 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 30 0 0 0 7 0 1 2 1 0 33 4 2 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 28 0 2 0 2 0 2 3 0 0 56 7 0 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 34 0 0 0 13 0 1 7 0 0 73 5 1 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 1 46 0 1 0 5 0 2 9 1 0 103 8 0 0 0 0 0 0

07:45 AM to 08:00 AM 0 0 37 0 0 0 6 0 1 8 1 0 102 10 0 0 0 0 0 0 ↑ 8 WBR 0.50

08:00 AM to 08:15 AM 0 1 47 0 0 0 10 0 4 13 0 0 112 7 2 0 0 0 0 0 ← 0 WBT n/a

08:15 AM to 08:30 AM 0 1 47 0 1 0 7 0 1 6 0 0 99 10 1 0 0 0 0 0 ↓ 32 WBL 0.80

08:30 AM to 08:45 AM 0 1 37 0 2 0 9 0 2 14 0 0 114 8 3 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 1 48 0 0 0 6 0 1 11 0 0 130 8 0 0 0 0 0 0 0 ← ← 40

09:00 AM to 09:15 AM 0 2 60 0 0 0 7 0 0 13 0 0 109 13 2 0 0 0 0 0 0 → → 37

09:15 AM to 09:30 AM 0 2 34 0 1 0 10 0 0 9 0 0 112 4 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM n/a EBL 0 ↑

09:45 AM to 10:00 AM n/a EBT 0 →

10:00 AM to 10:15 AM n/a EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 4 179 0 0 32 0 8 0 0 455 33 0 0 0 0

Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB

0.92 n/a 1.00 0.93 n/a 0.93 n/a 0.80 n/a 0.50 0.71 n/a n/a 0.88 0.83 0.88 n/a n/a n/a n/a n/a

U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right

06:30 AM to 06:45 AM 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 1 0 0 0 0 3 0 0 0 0 0

07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 4 2 0 0 0 0 ↑ 0 WBR 0.0%

08:00 AM to 08:15 AM 0 0 1 0 0 1 0 0 0 0 2 1 0 0 0 0 ← 0 WBT 0.0%

08:15 AM to 08:30 AM 0 0 2 0 0 1 0 0 0 0 1 1 0 0 0 0 ↓ 3 WBL 9.4%

08:30 AM to 08:45 AM 0 0 4 0 0 1 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 ← ← 3

09:00 AM to 09:15 AM 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 → → 3

09:15 AM to 09:30 AM 0 0 0 0 0 1 0 0 0 0 3 1 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.0% EBL 0 ↑

09:45 AM to 10:00 AM 0.0% EBT 0 →

10:00 AM to 10:15 AM 0.0% EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 7 0 0 3 0 0 0 0 4 3 0 0 0 0

0.0% 0.0% 3.9% 0.0% 3.8% 0.0% 9.4% 0.0% 0.0% 7.5% 0.0% 0.0% 0.9% 9.1% 1.4% 0.0% 0.0% 0.0% 0.0% 0.0%

07:45 AM to 08:45 AM 0 0 8 0 0 3 0 0 0 0 7 4 0 0 0 0

0.0% 0.0% 4.8% 0.0% 4.7% 0.0% 9.4% 0.0% 0.0% 7.5% 0.0% 0.0% 1.6% 11.4% 2.4% 0.0% 0.0% 0.0% 0.0% 0.0%


06:30 AM to 06:45 AM 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 ↔ 3 PEDS

07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 4 0 0 0 0 0 ↑ 0 WBR

08:00 AM to 08:15 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 ← 0 WBT

08:15 AM to 08:30 AM 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 ↓ 2 WBL

08:30 AM to 08:45 AM 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← ← 2

09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0

09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 0 ↑

09:45 AM to 10:00 AM EBT 0 →

10:00 AM to 10:15 AM EBR 0 ↓

10:15 AM to 10:30 AM PEDS 6 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 5 0 0 2 0 0 0 0 4 0 0 0 0 0

07:30 AM to 08:30 AM 0 0 3 0 0 1 0 0 0 0 10 0 0 0 0 0

Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report

Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)

Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM

Intersection: Long Bridge Drive & 10th Street S/

09:15 AM

Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM

Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 08:15 AM

ALL

VEHICLES

Direction: Southbound Westbound Northbound Eastbound

Roadway: Long Bridge Drive 10th Street S Long Bridge Drive

0.710

179

4 0

Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)

0.93

183

463

n/a

0.93

1.00

n/a

10th Street S

Long Bridge Drive

n/a 0 0

455

SBR

SBT

SBL

SBU

Long Bridge Drive

33

NBU

NBL

NBT

NBR

n/a

n/a

0.88

0.83

211

488

0.88

SYSTEM PEAK HR (VEH.) 1833

4044

4886

00

Peak Hour

Factor (PHF)

Long Bridge Drive 10th Street S Long Bridge Drive

Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)

HEAVY

VEHICLES

(FHWA 4+)


Roadway:

7.5%0 7 0 0

3.8%

7 4

0.0%

3.9%

0.0%

0.0%

10th Street S

Long Bridge Drive

0.0% 0 0 4

SBR

SBT

SBL

SBU

Long Bridge Drive

3

NBU

NBL

NBT

NBR

0.0%

0.0%

0.9%

9.1%

10 7

1.4%

SYSTEM PEAK HR (VEH.) 7 3 7 0

Heavy Vehicle % (PHV):

INT. PEAK HR (HV ONLY) 8 3 11 0



Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)

BICYCLES


Roadway:

5 4

PED

S

SBR

SBT

SBL

SBU

Long Bridge Drive

0 0

0 44

NBU

NBL

NBT

NBR

PED

S

5 0 0

10th Street S

Long Bridge Drive

0 0 4

7 4


INT. PEAK HR (BIKES) 3 1 10 0

DATA COLLECTION NOTES :

to

to

to

to

1.


06:30 AM to 06:45 AM 0 0 0 5 1 0 0 4 0 3 0 0 0 0 1 0 2 3 0 1

06:45 AM to 07:00 AM 0 0 0 3 2 0 0 5 0 2 0 0 0 1 1 0 1 2 0 1

07:00 AM to 07:15 AM 0 0 0 0 2 0 0 2 1 2 0 1 1 0 1 1 2 2 0 1

07:15 AM to 07:30 AM 0 0 0 6 0 0 0 5 0 1 0 1 0 0 3 2 2 1 0 1 ← →

07:30 AM to 07:45 AM 0 0 0 1 1 0 0 3 0 2 0 0 0 0 2 1 4 5 0 1

07:45 AM to 08:00 AM 1 0 0 1 5 0 0 7 0 5 0 1 0 0 4 0 2 7 0 1 ↑ 0 WBR n/a

08:00 AM to 08:15 AM 0 0 0 4 6 0 0 6 0 1 0 0 0 0 0 1 3 3 0 3 ← 23 WBT 0.82

08:15 AM to 08:30 AM 0 0 0 2 3 0 0 7 0 3 0 0 0 0 3 0 7 4 0 2 ↓ 0 WBL n/a

08:30 AM to 08:45 AM 0 0 0 1 2 0 0 6 0 1 0 0 0 0 1 2 2 4 0 2 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 0 0 2 1 0 0 4 0 1 0 0 0 0 0 1 1 6 0 1 36 ← ← 23

09:00 AM to 09:15 AM 0 0 0 0 0 0 0 5 0 0 0 1 0 0 5 1 4 8 0 2 34 → → 17

09:15 AM to 09:30 AM 0 0 0 3 2 0 0 6 0 2 0 1 0 0 4 0 3 3 0 2 0.50 EBU 4 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.46 EBL 13 ↑

09:45 AM to 10:00 AM 0.71 EBT 17 →

10:00 AM to 10:15 AM n/a EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 9 0 0 23 0 0 0 0 0 4 13 17 0


0.83 n/a n/a n/a 0.56 0.56 n/a n/a 0.82 n/a 0.82 n/a n/a n/a n/a n/a 0.50 0.46 0.71 n/a 0.77


06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0

07:45 AM to 08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 ↑ 0 WBR 0.0%

08:00 AM to 08:15 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 ← 1 WBT 4.3%

08:15 AM to 08:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 ↓ 0 WBL 0.0%

08:30 AM to 08:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 3 ← ← 1

09:00 AM to 09:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 3 → → 2

09:15 AM to 09:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 7.7% EBL 1 ↑

09:45 AM to 10:00 AM 11.8% EBT 2 →

10:00 AM to 10:15 AM 0.0% EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 2 0 0 1 0 0 0 0 0 0 1 2 0

0.0% 0.0% 0.0% 22.2% 22.2% 0.0% 0.0% 4.3% 0.0% 4.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 7.7% 11.8% 0.0% 8.8%

07:30 AM to 08:30 AM 0 0 0 3 0 0 0 0 0 0 0 0 0 3 1 0

0.0% 0.0% 0.0% 37.5% 33.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 18.8% 5.3% 0.0% 10.8%


06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 12 PEDS

07:45 AM to 08:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↑ 0 WBR

08:00 AM to 08:15 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 3 WBT

08:15 AM to 08:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↓ 0 WBL

08:30 AM to 08:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 3 ← ← 3

09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0

09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 0 ↑

09:45 AM to 10:00 AM EBT 0 →

10:00 AM to 10:15 AM EBR 0 ↓

10:15 AM to 10:30 AM PEDS 4 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0

07:45 AM to 08:45 AM 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0




Intersection: S Ball Street/ & 10th Street S

08:45 AM



ALL

VEHICLES


Roadway: S Ball Street 10th Street S

0.829 0 0 0

10th Street S


0.56

9 13

0.56

n/a

n/a

n/a

10th Street S

10th Street S

0.77 0 0 0

SBR

SBT

SBL

SBU

S Ball Street

0

NBU

NBL

NBT

NBR

n/a

n/a

n/a

n/a

0 0

n/a


236

04

348

Peak Hour

Factor (PHF)

S Ball Street 10th Street S 10th Street S


HEAVY

VEHICLES

(FHWA 4+)


Roadway:

4.3%2 0 0 0

22.2%

2 1

22.2%

0.0%

0.0%

0.0%

10th Street S

10th Street S

8.8% 0 0 0

SBR

SBT

SBL

SBU

S Ball Street

0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 0

0.0%







BICYCLES


Roadway:

1 0

PED

S

SBR

SBT

SBL

SBU

S Ball Street

8 0

0 6

NBU

NBL

NBT

NBR

PED

S

1 0 0

10th Street S

10th Street S

0 0 0

1 0




to

to

to

to

1.


06:30 AM to 06:45 AM 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 3 0 0 0 2

06:45 AM to 07:00 AM 0 0 0 3 1 0 0 0 0 0 0 0 0 0 0 2 1 0 0 3

07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2

07:15 AM to 07:30 AM 0 0 0 2 6 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 ← →

07:30 AM to 07:45 AM 0 0 0 1 4 0 0 0 0 0 0 0 0 0 0 3 2 0 0 2

07:45 AM to 08:00 AM 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 6 3 0 0 4 ↑ 0 WBR n/a

08:00 AM to 08:15 AM 0 0 0 4 5 0 0 0 0 0 0 0 0 0 0 2 2 0 0 1 ← 0 WBT n/a

08:15 AM to 08:30 AM 0 0 0 3 4 0 0 0 0 0 0 0 0 0 0 3 1 0 0 5 ↓ 0 WBL n/a

08:30 AM to 08:45 AM 0 0 0 3 6 0 0 0 0 0 0 0 0 0 0 3 3 0 0 1 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 0 0 1 7 0 0 0 0 0 0 0 0 0 0 3 2 0 0 2 22 ← ← 0

09:00 AM to 09:15 AM 0 0 0 1 7 0 0 0 0 0 0 0 0 0 0 4 2 0 0 1 19 → → 0

09:15 AM to 09:30 AM 0 0 0 4 2 0 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0.92 EBU 11 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.67 EBL 8 ↑

09:45 AM to 10:00 AM n/a EBT 0 →

10:00 AM to 10:15 AM n/a EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 11 0 0 0 0 0 0 0 0 11 8 0 0


0.83 n/a n/a n/a 0.69 0.69 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 0.92 0.67 n/a n/a 0.79


06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 AM to 08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR 0.0%

08:00 AM to 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 ← 0 WBT 0.0%

08:15 AM to 08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL 0.0%

08:30 AM to 08:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 ← ← 0

09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 → → 0

09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9.1% EBU 1 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 12.5% EBL 1 ↑

09:45 AM to 10:00 AM 0.0% EBT 0 →

10:00 AM to 10:15 AM 0.0% EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 1 0 0

0.0% 0.0% 0.0% 9.1% 9.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 9.1% 12.5% 0.0% 0.0% 10.5%

07:15 AM to 08:15 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 1 0 0

0.0% 0.0% 0.0% 12.5% 12.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 8.3% 14.3% 0.0% 0.0% 10.5%


06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 22 PEDS

07:45 AM to 08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR

08:00 AM to 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT

08:15 AM to 08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL

08:30 AM to 08:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 ← ← 0

09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0

09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 0 ↑

09:45 AM to 10:00 AM EBT 0 →

10:00 AM to 10:15 AM EBR 0 ↓

10:15 AM to 10:30 AM PEDS 0 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0

07:45 AM to 08:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0




Intersection: Driveway at Roundabout/ & /10th Street S

08:45 AM



ALL

VEHICLES


Roadway: Driveway at Roundabout

n/a11 0 0 0

10th Street S


0.69

11 8

0.69

n/a

n/a

n/a

10th Street S

0.79 0 0 0

SBR

SBT

SBL

SBU

Driveway at Roundabout

0

NBU

NBL

NBT

NBR

n/a

n/a

n/a

n/a

0 0

n/a


00

00

199

Peak Hour

Factor (PHF)

Driveway at Roundabout 10th Street S


HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%1 0 0 0

9.1%

1 1

9.1%

0.0%

0.0%

0.0%

10th Street S

10.5% 0 0 0

SBR

SBT

SBL

SBU


0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 0

0.0%







BICYCLES


Roadway:

1 0

PED

S

SBR

SBT

SBL

SBU


9 1

0 0

NBU

NBL

NBT

NBR

PED

S

0 0 0

10th Street S

0 0 0

0 0




to

to

to

to

1.


06:30 AM to 06:45 AM 0 1 33 0 0 0 0 0 0 3 0 0 35 10 0 0 0 0 0 0

06:45 AM to 07:00 AM 0 7 32 0 0 0 0 0 0 2 0 0 38 8 0 0 0 0 0 0

07:00 AM to 07:15 AM 1 1 28 0 0 0 0 0 0 4 0 0 63 9 0 0 0 0 0 0

07:15 AM to 07:30 AM 0 4 43 0 0 0 0 0 0 16 0 0 77 21 0 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 3 48 0 0 0 0 0 0 10 0 0 112 14 0 0 0 0 0 0

07:45 AM to 08:00 AM 0 5 39 0 0 0 0 0 0 14 0 0 113 10 0 0 0 0 0 0 ↑ 0 WBR n/a

08:00 AM to 08:15 AM 0 11 46 0 0 0 0 0 0 20 0 0 120 15 0 0 0 0 0 0 ← 0 WBT n/a

08:15 AM to 08:30 AM 0 6 48 0 0 0 0 0 0 11 0 0 110 18 0 0 0 0 0 0 ↓ 0 WBL n/a

08:30 AM to 08:45 AM 0 2 45 0 0 0 0 0 0 15 0 0 121 16 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 4 50 0 0 0 0 0 0 12 0 0 138 16 0 0 0 0 0 0 0 ← ← 0

09:00 AM to 09:15 AM 0 5 61 0 0 0 0 0 0 16 0 0 120 18 1 0 0 0 0 0 0 → → 88

09:15 AM to 09:30 AM 0 5 40 0 0 0 0 0 0 14 0 0 118 19 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM n/a EBL 0 ↑

09:45 AM to 10:00 AM n/a EBT 0 →

10:00 AM to 10:15 AM n/a EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 23 189 0 0 0 0 0 0 0 489 65 0 0 0 0


0.92 n/a 0.52 0.95 n/a 0.93 n/a n/a n/a n/a n/a n/a n/a 0.89 0.90 0.90 n/a n/a n/a n/a n/a


06:30 AM to 06:45 AM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0

07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 ↑ 0 WBR 0.0%

08:00 AM to 08:15 AM 0 0 2 0 0 0 0 0 0 0 3 0 0 0 0 0 ← 0 WBT 0.0%

08:15 AM to 08:30 AM 0 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 ↓ 0 WBL 0.0%

08:30 AM to 08:45 AM 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 ← ← 0

09:00 AM to 09:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0

09:15 AM to 09:30 AM 0 0 1 0 0 0 0 0 0 0 4 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.0% EBL 0 ↑

09:45 AM to 10:00 AM 0.0% EBT 0 →

10:00 AM to 10:15 AM 0.0% EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 10 0 0 0 0 0 0 0 7 0 0 0 0 0

0.0% 0.0% 5.3% 0.0% 4.7% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.4% 0.0% 1.3% 0.0% 0.0% 0.0% 0.0% 0.0%

07:45 AM to 08:45 AM 0 0 11 0 0 0 0 0 0 0 11 0 0 0 0 0

0.0% 0.0% 6.2% 0.0% 5.4% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2.4% 0.0% 2.1% 0.0% 0.0% 0.0% 0.0% 0.0%


06:30 AM to 06:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 ↔ 0 PEDS

07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 3 1 0 0 0 0 ↑ 0 WBR

08:00 AM to 08:15 AM 0 0 1 0 0 0 0 0 0 0 3 2 0 0 0 0 ← 0 WBT

08:15 AM to 08:30 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 0 WBL

08:30 AM to 08:45 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← ← 0

09:00 AM to 09:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 2

09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 0 ↑

09:45 AM to 10:00 AM EBT 0 →

10:00 AM to 10:15 AM EBR 0 ↓

10:15 AM to 10:30 AM PEDS 0 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 5 0 0 0 0 0 0 0 5 2 0 0 0 0

07:15 AM to 08:15 AM 0 0 3 0 0 0 0 0 0 0 11 3 0 0 0 0




Intersection: Long Bridge Drive & Gateway North Garage/

09:15 AM



ALL

VEHICLES


Roadway: Long Bridge Drive Gateway North Garage Long Bridge Drive

n/a0

189

23 0


0.93

212

489

n/a

0.95

0.52

n/a

Gateway North Garage

Long Bridge Drive

n/a 0 0

489

SBR

SBT

SBL

SBU

Long Bridge Drive

65

NBU

NBL

NBT

NBR

n/a

n/a

0.89

0.90

189

554

0.90


058

5540

00

Peak Hour

Factor (PHF)

Long Bridge Drive Gateway North Garage Long Bridge Drive


HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 10 0 0

4.7%

10 7

0.0%

5.3%

0.0%

0.0%


Long Bridge Drive

0.0% 0 0 7

SBR

SBT

SBL

SBU

Long Bridge Drive

0

NBU

NBL

NBT

NBR

0.0%

0.0%

1.4%

0.0%

10 7

1.3%







BICYCLES


Roadway:

5 5

PED

S

SBR

SBT

SBL

SBU

Long Bridge Drive

0 0

2 58

NBU

NBL

NBT

NBR

PED

S

5 0 0


Long Bridge Drive

0 0 5

5 7




to

to

to

to

1.


06:30 AM to 06:45 AM 0 0 0 0 0 0 0 45 1 0 0 0 0 0 4 0 0 45 2 24

06:45 AM to 07:00 AM 0 0 0 0 0 0 0 41 0 0 0 1 0 0 9 0 0 49 4 20

07:00 AM to 07:15 AM 0 0 0 0 0 0 3 58 0 0 0 0 0 0 18 0 0 58 10 32

07:15 AM to 07:30 AM 0 0 0 0 0 0 2 59 0 0 0 0 0 0 5 0 0 38 1 21 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 1 0 58 0 0 0 0 0 0 7 0 0 47 7 33

07:45 AM to 08:00 AM 0 0 0 0 0 0 3 76 0 0 0 0 0 1 11 0 0 39 2 38 ↑ 0 WBR n/a

08:00 AM to 08:15 AM 0 0 0 0 0 0 0 63 0 0 0 0 0 0 9 0 0 45 5 38 ← 282 WBT 0.89

08:15 AM to 08:30 AM 0 0 0 0 0 0 2 75 0 0 0 0 0 0 6 0 0 56 5 36 ↓ 4 WBL 0.50

08:30 AM to 08:45 AM 0 0 0 0 0 0 1 65 0 0 0 0 0 0 12 0 0 49 4 46 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 0 0 0 0 0 1 79 0 0 0 0 0 0 9 0 0 48 2 40 282 ← ← 286

09:00 AM to 09:15 AM 0 0 0 0 0 1 3 73 0 0 0 0 0 0 12 0 0 61 3 45 214 → → 198

09:15 AM to 09:30 AM 0 0 0 0 0 0 0 55 0 0 0 0 0 0 24 0 0 47 4 47 n/a EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM n/a EBL 0 ↑

09:45 AM to 10:00 AM 0.88 EBT 198 →

10:00 AM to 10:15 AM 0.80 EBR 16 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 0 0 4 282 0 0 0 0 0 0 0 198 16


0.91 n/a n/a n/a n/a n/a n/a 0.50 0.89 n/a 0.89 n/a n/a n/a n/a n/a n/a n/a 0.88 0.80 0.88


06:30 AM to 06:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0

07:00 AM to 07:15 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 0

07:45 AM to 08:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 ↑ 0 WBR 0.0%

08:00 AM to 08:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 ← 10 WBT 3.5%

08:15 AM to 08:30 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 ↓ 0 WBL 0.0%

08:30 AM to 08:45 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 4 0 ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 10 ← ← 10

09:00 AM to 09:15 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 1 0 7 → → 7

09:15 AM to 09:30 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 3 0 0.0% EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.0% EBL 0 ↑

09:45 AM to 10:00 AM 3.5% EBT 7 →

10:00 AM to 10:15 AM 0.0% EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 0 0 0 10 0 0 0 0 0 0 0 7 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 3.5% 0.0% 3.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 3.5% 0.0% 3.3%

08:30 AM to 09:30 AM 0 0 0 0 0 0 14 0 0 0 0 0 0 0 9 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 5.1% 0.0% 5.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 4.4% 0.0% 4.1%


06:30 AM to 06:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 2 0

07:00 AM to 07:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 ↔ 0 PEDS

07:45 AM to 08:00 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 3 0 ↑ 0 WBR

08:00 AM to 08:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 ← 4 WBT

08:15 AM to 08:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↓ 0 WBL

08:30 AM to 08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 4 ← ← 4

09:00 AM to 09:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2 → → 2

09:15 AM to 09:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 0 ↑

09:45 AM to 10:00 AM EBT 2 →

10:00 AM to 10:15 AM EBR 0 ↓

10:15 AM to 10:30 AM PEDS 36 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 2 0

06:30 AM to 07:30 AM 0 0 0 0 0 0 7 0 0 1 0 0 0 0 6 0




Intersection: /Gateway Garage & 12th Street S

09:15 AM



ALL

VEHICLES


Roadway: 12th Street S Gateway Garage

0.890 0 0 0

12th Street S


n/a

0 0

n/a

n/a

n/a

n/a

12th Street S

12th Street S

Gateway Garage

0.88 0 0 0

SBR

SBT

SBL

SBU

0

NBU

NBL

NBT

NBR

n/a

n/a

n/a

n/a

20 0

n/a


2860

036

214160

Peak Hour

Factor (PHF)

12th Street S Gateway Garage 12th Street S


HEAVY

VEHICLES

(FHWA 4+)


Roadway:

3.5%0 0 0 0

0.0%

0 0

0.0%

0.0%

0.0%

0.0%

12th Street S

12th Street S

Gateway Garage

3.3% 0 0 0

SBR

SBT

SBL

SBU

0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 0

0.0%







BICYCLES


Roadway:

0 0

PED

S

SBR

SBT

SBL

SBU

160

0

0 0

NBU

NBL

NBT

NBR

PED

S

0 0 0

12th Street S

12th Street S

Gateway Garage

0 0 0

0 0




to

to

to

to

1.


06:30 AM to 06:45 AM 0 0 7 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 5 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 4 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 10 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0

07:45 AM to 08:00 AM 0 0 4 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 ↑ 0 WBR n/a

08:00 AM to 08:15 AM 0 0 4 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 ← 0 WBT n/a

08:15 AM to 08:30 AM 0 0 6 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 ↓ 0 WBL n/a

08:30 AM to 08:45 AM 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 0 5 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 ← ← 0

09:00 AM to 09:15 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0

09:15 AM to 09:30 AM 0 0 6 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM n/a EBL 0 ↑

09:45 AM to 10:00 AM n/a EBT 0 →

10:00 AM to 10:15 AM n/a EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 21 0 0 0 0 0 0 0 5 0 0 0 0 0


0.81 n/a n/a 0.88 n/a 0.88 n/a n/a n/a n/a n/a n/a n/a 0.42 n/a 0.42 n/a n/a n/a n/a n/a


06:30 AM to 06:45 AM

06:45 AM to 07:00 AM

07:00 AM to 07:15 AM

07:15 AM to 07:30 AM ← →

07:30 AM to 07:45 AM

07:45 AM to 08:00 AM ↑ 0 WBR 0.0%

08:00 AM to 08:15 AM ← 0 WBT 0.0%

08:15 AM to 08:30 AM ↓ 0 WBL 0.0%

08:30 AM to 08:45 AM ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 ← ← 0

09:00 AM to 09:15 AM 0 → → 0

09:15 AM to 09:30 AM 0.0% EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.0% EBL 0 ↑

09:45 AM to 10:00 AM 0.0% EBT 0 →

10:00 AM to 10:15 AM 0.0% EBR 0 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

06:30 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%


06:30 AM to 06:45 AM

06:45 AM to 07:00 AM

07:00 AM to 07:15 AM

07:15 AM to 07:30 AM ← →

07:30 AM to 07:45 AM ↔ 0 PEDS

07:45 AM to 08:00 AM ↑ 0 WBR

08:00 AM to 08:15 AM ← 0 WBT

08:15 AM to 08:30 AM ↓ 0 WBL

08:30 AM to 08:45 AM ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 ← ← 0

09:00 AM to 09:15 AM 0 → → 0

09:15 AM to 09:30 AM EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 0 ↑

09:45 AM to 10:00 AM EBT 0 →

10:00 AM to 10:15 AM EBR 0 ↓

10:15 AM to 10:30 AM PEDS 0 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:30 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0




Intersection: Peds going SB/Peds Going NB &

08:00 AM



ALL

VEHICLES


Roadway: Peds going SB Peds Going NB

n/a0 21 0 0


0.88

21 5

n/a

0.88

n/a

n/a

Peds Going NB

n/a 0 0 5

SBR

SBT

SBL

SBU

Peds going SB

0

NBU

NBL

NBT

NBR

n/a

n/a

0.42

n/a

21 5

0.42


00

50

00

Peak Hour

Factor (PHF)

Peds going SB Peds Going NB


HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 0 0 0

0.0%

0 0

0.0%

0.0%

0.0%

0.0%

Peds Going NB

0.0% 0 0 0

SBR

SBT

SBL

SBU

Peds going SB

0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 0

0.0%







BICYCLES


Roadway:

0 0

PED

S

SBR

SBT

SBL

SBU

Peds going SB

0 0

0 0

NBU

NBL

NBT

NBR

PED

S

0 0 0

Peds Going NB

0 0 0

0 0




to

to

to

to

1.


06:30 AM to 06:45 AM 0 0 28 6 13 0 0 0 0 0 0 25 33 0 4 6 23 0 34 13

06:45 AM to 07:00 AM 0 0 46 6 40 0 0 0 0 0 0 39 51 0 4 4 36 0 38 31

07:00 AM to 07:15 AM 0 0 28 5 21 0 0 0 0 0 0 37 57 0 8 5 26 0 35 21

07:15 AM to 07:30 AM 0 0 30 7 17 0 0 0 0 0 0 35 54 0 3 7 31 0 46 14 ← →

07:30 AM to 07:45 AM 0 0 35 15 13 0 0 0 0 0 0 52 68 0 3 7 50 0 47 27

07:45 AM to 08:00 AM 0 0 25 8 25 0 0 0 0 0 0 40 74 0 3 6 44 0 59 18 ↑ 0 WBR n/a

08:00 AM to 08:15 AM 0 0 30 14 30 0 0 0 0 0 0 58 76 0 7 13 35 0 58 36 ← 0 WBT n/a

08:15 AM to 08:30 AM 0 0 35 12 25 0 0 0 0 0 0 60 68 0 9 10 46 0 86 20 ↓ 0 WBL n/a

08:30 AM to 08:45 AM 0 0 35 13 30 0 0 0 0 0 0 51 70 0 6 9 44 0 65 61 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 0 19 14 22 0 0 0 0 0 0 43 93 0 2 14 60 0 82 27 311 ← ← 0

09:00 AM to 09:15 AM 0 0 48 11 17 0 0 0 0 0 0 38 59 0 3 19 52 0 69 28 522 → → 0

09:15 AM to 09:30 AM 0 0 30 9 3 0 0 0 0 0 0 38 47 0 1 9 43 0 55 24 0.82 EBU 46 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.77 EBL 185 ↑

09:45 AM to 10:00 AM n/a EBT 0 →

10:00 AM to 10:15 AM 0.85 EBR 291 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 119 53 0 0 0 0 0 212 307 0 46 185 0 291


0.93 n/a n/a 0.85 0.95 0.90 n/a n/a n/a n/a n/a n/a 0.88 0.83 n/a 0.95 0.82 0.77 n/a 0.85 0.84


06:30 AM to 06:45 AM 0 0 3 0 0 0 0 0 0 4 1 0 0 0 0 1

06:45 AM to 07:00 AM 0 0 1 0 0 0 0 0 0 8 3 0 0 0 0 1

07:00 AM to 07:15 AM 0 0 2 0 0 0 0 0 0 6 5 0 0 1 0 0

07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 7 2 0 0 0 0 1 ← →

07:30 AM to 07:45 AM 0 0 2 2 0 0 0 0 0 10 4 0 0 1 0 4

07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 6 6 0 0 0 0 4 ↑ 0 WBR 0.0%

08:00 AM to 08:15 AM 0 0 1 1 0 0 0 0 0 8 2 0 0 0 0 5 ← 0 WBT 0.0%

08:15 AM to 08:30 AM 0 0 1 0 0 0 0 0 0 8 3 0 0 1 0 1 ↓ 0 WBL 0.0%

08:30 AM to 08:45 AM 0 0 2 1 0 0 0 0 0 7 4 0 0 1 0 0 ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 10 1 0 0 0 0 1 35 ← ← 0

09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 9 1 0 0 1 0 5 9 → → 0

09:15 AM to 09:30 AM 0 0 1 2 0 0 0 0 0 3 2 0 1 1 0 4 0.0% EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 1.1% EBL 2 ↑

09:45 AM to 10:00 AM 0.0% EBT 0 →

10:00 AM to 10:15 AM 2.4% EBR 7 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 4 2 0 0 0 0 0 33 10 0 0 2 0 7

0.0% 0.0% 3.4% 3.8% 3.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 15.6% 3.3% 0.0% 8.3% 0.0% 1.1% 0.0% 2.4% 1.7%

07:30 AM to 08:30 AM 0 0 5 3 0 0 0 0 0 32 15 0 0 2 0 14

0.0% 0.0% 4.0% 6.1% 4.6% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 15.2% 5.2% 0.0% 9.5% 0.0% 1.1% 0.0% 5.6% 3.5%


06:30 AM to 06:45 AM 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0

06:45 AM to 07:00 AM 0 0 5 0 0 0 0 0 0 0 4 0 0 0 0 0

07:00 AM to 07:15 AM 0 0 2 0 0 0 0 0 0 0 6 0 0 0 0 0

07:15 AM to 07:30 AM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 ← →

07:30 AM to 07:45 AM 0 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 ↔ 107 PEDS

07:45 AM to 08:00 AM 0 0 5 0 0 0 0 0 0 1 6 0 0 1 0 1 ↑ 0 WBR

08:00 AM to 08:15 AM 0 0 1 0 0 0 0 0 0 1 3 0 0 0 0 0 ← 0 WBT

08:15 AM to 08:30 AM 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 ↓ 0 WBL

08:30 AM to 08:45 AM 0 0 1 0 0 0 0 0 0 2 3 0 0 0 0 1 ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 0 2 0 0 0 0 0 0 2 2 0 0 0 0 1 5 ← ← 0

09:00 AM to 09:15 AM 0 0 1 0 0 0 0 0 0 2 3 0 0 0 0 1 2 → → 0

09:15 AM to 09:30 AM 0 0 1 0 0 0 0 0 0 1 3 0 0 0 0 1 EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 0 ↑

09:45 AM to 10:00 AM EBT 0 →

10:00 AM to 10:15 AM EBR 2 ↓

10:15 AM to 10:30 AM PEDS 24 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 0 5 0 0 0 0 0 0 5 11 0 0 0 0 2

07:00 AM to 08:00 AM 0 0 10 0 0 0 0 0 0 1 19 0 0 1 0 1




Intersection: Crystal Drive & /15th Street S

09:15 AM



ALL

VEHICLES


Roadway: Crystal Drive Crystal Drive

n/a53

119

0 0

15th Street S


0.90

172

492

0.95

0.85

n/a

n/a

15th Street S

Crystal D

rive

0.84 0

212

307

SBR

SBT

SBL

SBU

Crystal D

rive

0

NBU

NBL

NBT

NBR

n/a

0.88

0.83

n/a

410

519

0.95


00

51924

522144

Peak Hour

Factor (PHF)

Crystal Drive Crystal Drive 15th Street S


HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%2 4 0 0

3.5%

6 12

3.8%

3.4%

0.0%

0.0%

15th Street S

Crystal D

rive

1.7% 0 33

10

SBR

SBT

SBL

SBU

Crystal D

rive

0

NBU

NBL

NBT

NBR

0.0%

15.6%

3.3%

0.0%

11

43

8.3%







BICYCLES


Roadway:

5 11

PED

S

SBR

SBT

SBL

SBU

Crystal D

rive

144

0

0 0

NBU

NBL

NBT

NBR

PED

S

5 0 0

15th Street S

Crystal D

rive

0 5 11

7 16




to

to

to

to

1.


06:30 AM to 06:45 AM 0 6 3 10 11 0 9 24 13 7 0 3 13 3 14 0 24 45 31 5

06:45 AM to 07:00 AM 0 12 1 9 34 0 4 24 10 13 0 6 15 2 9 0 28 27 38 8

07:00 AM to 07:15 AM 0 10 1 8 20 0 3 34 15 5 0 7 11 1 28 0 43 44 57 3

07:15 AM to 07:30 AM 0 10 0 22 40 0 5 41 23 7 0 5 16 3 24 0 46 51 65 1 ← →

07:30 AM to 07:45 AM 0 14 1 16 28 0 4 39 26 11 0 5 17 1 24 0 61 57 56 6

07:45 AM to 08:00 AM 0 15 5 17 49 0 2 23 45 19 0 10 12 1 32 0 76 41 77 2 ↑ 153 WBR 0.74

08:00 AM to 08:15 AM 0 13 0 20 28 0 1 32 37 17 0 4 22 4 40 0 105 41 66 0 ← 139 WBT 0.94

08:15 AM to 08:30 AM 0 9 3 19 23 0 7 37 29 15 0 7 18 5 24 0 132 35 88 2 ↓ 24 WBL 0.60

08:30 AM to 08:45 AM 0 8 3 23 23 0 10 33 52 15 0 5 22 4 18 0 124 47 78 3 ← ↓ → ↑ → 0 WBU n/a

08:45 AM to 09:00 AM 0 13 4 13 22 0 6 37 35 6 0 12 23 0 29 0 98 54 106 9 242 ← ← 316

09:00 AM to 09:15 AM 0 14 3 14 18 0 8 33 32 7 0 7 20 1 34 0 108 57 58 2 974 → → 233

09:15 AM to 09:30 AM 0 10 9 13 17 0 11 34 31 17 0 8 19 4 28 0 87 59 67 1 n/a EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 0.87 EBL 459 ↑

09:45 AM to 10:00 AM 0.82 EBT 177 →

10:00 AM to 10:15 AM 0.80 EBR 338 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 43 10 75 0 24 139 153 0 28 85 13 0 459 177 338


0.94 n/a 0.83 0.63 0.82 0.94 n/a 0.60 0.94 0.74 0.83 n/a 0.58 0.92 0.65 0.90 n/a 0.87 0.82 0.80 0.94


06:30 AM to 06:45 AM 0 0 0 0 0 0 1 0 0 0 1 0 0 1 2 2

06:45 AM to 07:00 AM 0 1 0 1 0 0 2 0 0 0 1 0 0 0 1 1

07:00 AM to 07:15 AM 0 0 0 0 0 0 3 1 0 2 0 0 0 1 2 3

07:15 AM to 07:30 AM 0 0 0 2 0 1 3 0 0 0 0 0 0 0 1 1 ← →

07:30 AM to 07:45 AM 0 1 0 1 0 1 5 0 0 0 0 0 0 2 1 1

07:45 AM to 08:00 AM 0 0 0 1 0 0 1 0 0 0 0 0 0 2 2 0 ↑ 5 WBR 3.3%

08:00 AM to 08:15 AM 0 0 0 0 0 0 2 0 0 1 0 0 0 1 1 1 ← 14 WBT 10.1%

08:15 AM to 08:30 AM 0 0 0 1 0 1 2 0 0 0 0 0 0 1 1 1 ↓ 1 WBL 4.2%

08:30 AM to 08:45 AM 0 0 0 4 0 0 5 2 0 0 0 0 0 1 1 1 ← ↓ → ↑ → 0 WBU 0.0%

08:45 AM to 09:00 AM 0 2 0 1 0 0 5 3 0 0 0 0 0 3 0 2 21 ← ← 20

09:00 AM to 09:15 AM 0 0 0 1 0 0 3 0 0 1 0 0 0 3 4 1 14 → → 5

09:15 AM to 09:30 AM 0 0 1 1 0 1 5 1 0 2 1 1 0 2 0 1 0.0% EBU 0 ← ↓ ← ↑ →

09:30 AM to 09:45 AM 1.3% EBL 6 ↑

09:45 AM to 10:00 AM 1.7% EBT 3 →

10:00 AM to 10:15 AM 1.5% EBR 5 ↓

10:15 AM to 10:30 AM

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 2 0 6 0 1 14 5 0 1 0 0 0 6 3 5

0.0% 4.7% 0.0% 8.0% 6.3% 0.0% 4.2% 10.1% 3.3% 6.3% 0.0% 3.6% 0.0% 0.0% 0.8% 0.0% 1.3% 1.7% 1.5% 1.4%

08:30 AM to 09:30 AM 0 2 1 7 0 1 18 6 0 3 1 1 0 9 5 5

0.0% 4.4% 5.3% 11.1% 7.9% 0.0% 2.9% 13.1% 4.0% 7.8% 0.0% 9.4% 1.2% 11.1% 4.0% 0.0% 2.2% 2.3% 1.6% 2.0%


06:30 AM to 06:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0

06:45 AM to 07:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0

07:00 AM to 07:15 AM 0 0 0 0 0 0 3 1 0 0 0 0 0 0 1 1

07:15 AM to 07:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3 1 ← →

07:30 AM to 07:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 ↔ 96 PEDS

07:45 AM to 08:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 1 2 0 ↑ 2 WBR

08:00 AM to 08:15 AM 0 1 0 0 0 0 0 2 0 0 0 0 0 1 2 0 ← 1 WBT

08:15 AM to 08:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↓ 0 WBL

08:30 AM to 08:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 ↕ ← ↓ → ↑ → 0 WBU

08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 ← ← 3

09:00 AM to 09:15 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 5 → → 3

09:15 AM to 09:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 EBU 0 ← ↓ ← ↑ → ↕

09:30 AM to 09:45 AM EBL 3 ↑

09:45 AM to 10:00 AM EBT 2 →

10:00 AM to 10:15 AM EBR 0 ↓

10:15 AM to 10:30 AM PEDS 111 ↔

10:30 AM to 10:45 AM ← →

10:45 AM to 11:00 AM

11:00 AM to 11:15 AM

11:15 AM to 11:30 AM

08:00 AM to 09:00 AM 0 1 0 0 0 0 1 2 0 1 0 0 0 3 2 0

06:45 AM to 07:45 AM 0 0 0 0 0 0 8 1 0 0 0 0 0 0 8 2

Wednesday, October 17, 2018

Long Bridge Drive 12th Street S S Clark 12th Street S



0 1


0 53

NBU

NBL

NBT

NBR

PED

S

0 1 0

12th Street S

12th Street S

S Clark

0 1 0

1 5

PED

S

SBR

SBT

SBL

SBU

Long Bridge Drive

14 0



BICYCLES


Roadway:




6 1

0.8%


0

NBU

NBL

NBT

NBR

0.0%

3.6%

0.0%

0.0%

12th Street S

12th Street S

S Clark

1.4% 0 1 0

SBR

SBT

SBL

SBU

Long Bridge Drive

6.3%6 0 2 0

6.3%

8 11

8.0%

0.0%

4.7%

0.0%

12th Street S


HEAVY

VEHICLES

(FHWA 4+)


Roadway: Long Bridge Drive 12th Street S S Clark

Peak Hour

Factor (PHF)

372

126

0.90


31653

126111

97414

13

NBU

NBL

NBT

NBR

n/a

0.58

0.92

0.65

12th Street S

12th Street S

S Clark

0.94 0 28

85

SBR

SBT

SBL

SBU

Long Bridge Drive

0.8375

10

43 0


0.94

128

697

0.82

0.63

0.83

n/a

ALL

VEHICLES


Roadway:


Intersection: Long Bridge Drive/S Clark & 12th Street S

09:15 AM

Location Arlington, VA Weather: WEATHER System Peak Hour (all vehicles): 08:00 AM 09:00 AM

Project # : ‐‐ Date of Counts: Intersection Peak Hour (all vehicles): 08:15 AM



to

to

to

to

1.


04:00 PM to 04:15 PM 0 1 43 0 1 0 23 0 1 10 1 0 54 2 1 0 0 0 0 0

04:15 PM to 04:30 PM 0 1 45 0 0 0 29 0 7 5 1 0 71 8 2 0 0 0 0 0

04:30 PM to 04:45 PM 0 1 63 0 4 0 20 0 4 17 0 0 71 10 1 0 0 0 0 0

04:45 PM to 05:00 PM 0 1 99 0 0 0 18 0 7 6 0 0 71 5 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 88 0 1 0 32 0 10 9 1 0 52 9 0 0 0 0 0 0

05:15 PM to 05:30 PM 0 1 72 0 1 0 20 0 3 10 0 0 68 15 3 0 0 0 0 0 ↑ 23 WBR 0.58

05:30 PM to 05:45 PM 0 1 84 0 1 0 11 0 3 13 0 0 47 11 1 0 0 0 0 0 ← 0 WBT n/a

05:45 PM to 06:00 PM 0 0 73 0 0 0 21 0 6 13 0 0 51 2 0 0 0 0 0 0 ↓ 81 WBL 0.63

06:00 PM to 06:15 PM 0 0 71 0 0 0 18 0 5 13 0 0 43 12 1 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 1 65 0 2 0 11 0 0 9 1 0 47 15 3 0 0 0 0 0 0 ← ← 104

06:30 PM to 06:45 PM 0 3 42 0 0 0 12 0 1 13 0 0 50 5 6 0 0 0 0 0 0 → → 43

06:45 PM to 07:00 PM 0 2 31 0 1 0 18 0 4 8 1 0 40 5 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM n/a EBL 0 ↑

07:15 PM to 07:30 PM n/a EBT 0 →

07:30 PM to 07:45 PM n/a EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 3 343 0 0 81 0 23 1 0 238 40 0 0 0 0


0.91 n/a 0.75 0.87 n/a 0.87 n/a 0.63 n/a 0.58 0.62 0.25 n/a 0.84 0.67 0.84 n/a n/a n/a n/a n/a


04:00 PM to 04:15 PM 0 0 3 0 0 0 0 0 0 0 4 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 1 0 0 1 0 0 0 0 0 1 0 0 0 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↑ 0 WBR 0.0%

05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%

05:45 PM to 06:00 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.0% EBL 0 ↑

07:15 PM to 07:30 PM 0.0% EBT 0 →

07:30 PM to 07:45 PM 0.0% EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0

0.0% 0.0% 0.9% 0.0% 0.9% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.3% 0.0% 1.1% 0.0% 0.0% 0.0% 0.0% 0.0%

04:00 PM to 05:00 PM 0 0 4 0 0 1 0 0 0 0 6 1 0 0 0 0

0.0% 0.0% 1.6% 0.0% 1.6% 0.0% 1.1% 0.0% 0.0% 0.9% 0.0% 0.0% 2.2% 4.0% 2.4% 0.0% 0.0% 0.0% 0.0% 0.0%


04:00 PM to 04:15 PM 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 ↔ 3 PEDS

05:15 PM to 05:30 PM 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 0 ↑ 0 WBR

05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT

05:45 PM to 06:00 PM 0 1 4 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 2 WBL

06:00 PM to 06:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 ← ← 2

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 0 →

07:30 PM to 07:45 PM EBR 0 ↓

07:45 PM to 08:00 PM PEDS 4 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 4 0 0 2 0 0 0 0 3 0 0 0 0 0

05:00 PM to 06:00 PM 0 1 7 0 0 2 0 0 0 0 2 0 0 0 0 0


Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)

Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM

Intersection: Long Bridge Drive & 10th Street S/

05:30 PM

Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM

Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 04:30 PM

ALL

VEHICLES


Roadway: Long Bridge Drive 10th Street S Long Bridge Drive

0.620

343

3 0


0.87

346

261

n/a

0.87

0.75

n/a

10th Street S

Long Bridge Drive

n/a 1 0

238

SBR

SBT

SBL

SBU

Long Bridge Drive

40

NBU

NBL

NBT

NBR

0.25

n/a

0.84

0.67

425

279

0.84


10438

2794

00

Peak Hour

Factor (PHF)



HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 3 0 0

0.9%

3 3

0.0%

0.9%

0.0%

0.0%

10th Street S

Long Bridge Drive

0.0% 0 0 3

SBR

SBT

SBL

SBU

Long Bridge Drive

0

NBU

NBL

NBT

NBR

0.0%

0.0%

1.3%

0.0%

3 3

1.1%







BICYCLES


Roadway:

4 3

PED

S

SBR

SBT

SBL

SBU

Long Bridge Drive

0 0

0 38

NBU

NBL

NBT

NBR

PED

S

4 0 0

10th Street S

Long Bridge Drive

0 0 3

6 3




to

to

to

to

1.


04:00 PM to 04:15 PM 0 0 0 2 2 0 0 2 0 5 0 15 1 0 2 2 1 1 0 2

04:15 PM to 04:30 PM 0 0 0 6 2 0 0 3 1 2 0 25 0 0 3 0 4 4 0 1

04:30 PM to 04:45 PM 0 0 0 1 1 0 0 4 0 0 0 21 0 0 0 0 4 7 0 1

04:45 PM to 05:00 PM 0 0 0 2 2 0 0 1 0 1 0 20 3 0 1 0 1 4 0 3 ← →

05:00 PM to 05:15 PM 0 0 0 2 4 0 0 3 0 0 0 33 4 0 0 1 4 4 0 1

05:15 PM to 05:30 PM 0 0 0 3 1 0 0 4 0 0 0 15 1 0 3 1 6 8 0 0 ↑ 0 WBR n/a

05:30 PM to 05:45 PM 0 0 0 2 3 0 0 2 0 0 0 10 1 0 1 0 6 6 0 0 ← 10 WBT 0.63

05:45 PM to 06:00 PM 0 0 0 1 0 0 0 6 0 1 0 20 0 0 1 0 1 2 0 0 ↓ 0 WBL n/a

06:00 PM to 06:15 PM 0 0 0 1 6 0 0 7 0 0 0 15 1 0 1 0 6 6 0 0 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 0 0 2 2 0 0 6 0 0 0 3 1 0 5 0 8 9 0 0 99 ← ← 10

06:30 PM to 06:45 PM 0 1 0 3 6 0 0 3 0 0 0 5 0 0 3 0 3 5 0 0 41 → → 22

06:45 PM to 07:00 PM 0 0 0 2 0 0 0 8 0 0 0 11 0 0 1 1 2 5 0 0 0.50 EBU 2 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.71 EBL 17 ↑

07:15 PM to 07:30 PM 0.69 EBT 22 →

07:30 PM to 07:45 PM n/a EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 9 0 0 10 0 0 78 9 0 2 17 22 0


0.72 n/a n/a n/a 0.75 0.75 n/a n/a 0.63 n/a 0.63 n/a 0.59 0.56 n/a 0.59 0.50 0.71 0.69 n/a 0.68


04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR 0.0%

05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%

05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.0% EBL 0 ↑

07:15 PM to 07:30 PM 0.0% EBT 0 →

07:30 PM to 07:45 PM 0.0% EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

04:00 PM to 05:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 10.0% 0.0% 9.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 6.3% 0.0% 3.6%


04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 10 PEDS

05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR

05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 ← 0 WBT

05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 ↓ 0 WBL

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 → → 1

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 1 →

07:30 PM to 07:45 PM EBR 0 ↓

07:45 PM to 08:00 PM PEDS 5 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0

05:00 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 3 0




Intersection: S Ball Street/ & 10th Street S

05:15 PM



ALL

VEHICLES


Roadway: S Ball Street 10th Street S

0.639 0 0 0

10th Street S


0.75

9 26

0.75

n/a

n/a

n/a

10th Street S

10th Street S

0.68 0 78 9

SBR

SBT

SBL

SBU

S Ball Street

0

NBU

NBL

NBT

NBR

n/a

0.59

0.56

n/a

0 87

0.59


101

875

414

Peak Hour

Factor (PHF)



HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 0 0 0

0.0%

0 0

0.0%

0.0%

0.0%

0.0%

10th Street S

10th Street S

0.0% 0 0 0

SBR

SBT

SBL

SBU

S Ball Street

0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 0

0.0%







BICYCLES


Roadway:

0 1

PED

S

SBR

SBT

SBL

SBU

S Ball Street

4 0

0 1

NBU

NBL

NBT

NBR

PED

S

0 0 0

10th Street S

10th Street S

0 0 1

0 1




to

to

to

to

1.


04:00 PM to 04:15 PM 0 0 0 2 6 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1

04:15 PM to 04:30 PM 1 0 0 1 3 0 0 0 0 0 0 0 0 0 0 1 3 0 0 1

04:30 PM to 04:45 PM 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 3 5 0 0 1

04:45 PM to 05:00 PM 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 3 0 0 2 ← →

05:00 PM to 05:15 PM 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 1 3 0 0 2

05:15 PM to 05:30 PM 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 1 8 0 0 1 ↑ 0 WBR n/a

05:30 PM to 05:45 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 3 3 0 0 0 ← 0 WBT n/a

05:45 PM to 06:00 PM 0 0 0 4 5 0 0 0 0 0 0 0 0 0 0 2 1 0 0 1 ↓ 0 WBL n/a

06:00 PM to 06:15 PM 0 0 0 4 4 0 0 0 0 0 0 0 0 0 0 3 3 0 0 1 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 0 0 4 6 0 0 0 0 0 0 0 0 0 0 2 7 0 0 2 11 ← ← 0

06:30 PM to 06:45 PM 0 0 0 4 10 0 0 0 0 0 0 0 0 0 0 1 4 0 0 2 23 → → 0

06:45 PM to 07:00 PM 0 0 0 5 3 0 0 0 0 0 0 0 0 0 0 1 4 0 0 2 0.50 EBU 6 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.53 EBL 17 ↑

07:15 PM to 07:30 PM n/a EBT 0 →

07:30 PM to 07:45 PM n/a EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 5 0 0 0 0 0 0 0 0 6 17 0 0


0.58 n/a n/a n/a 0.42 0.42 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 0.50 0.53 n/a n/a 0.64


04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR 0.0%

05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%

05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.0% EBL 0 ↑

07:15 PM to 07:30 PM 0.0% EBT 0 →

07:30 PM to 07:45 PM 0.0% EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

04:00 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 20.0% 8.3% 0.0% 0.0% 11.8%


04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 7 PEDS

05:15 PM to 05:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR

05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT

05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 0 →

07:30 PM to 07:45 PM EBR 0 ↓

07:45 PM to 08:00 PM PEDS 0 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 05:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0




Intersection: Driveway at Roundabout/ & /10th Street S

07:00 PM



ALL

VEHICLES


Roadway: Driveway at Roundabout

n/a5 0 0 0

10th Street S


0.42

5 17

0.42

n/a

n/a

n/a

10th Street S

0.64 0 0 0

SBR

SBT

SBL

SBU


0

NBU

NBL

NBT

NBR

n/a

n/a

n/a

n/a

0 0

n/a


00

00

235

Peak Hour

Factor (PHF)



HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 0 0 0

0.0%

0 0

0.0%

0.0%

0.0%

0.0%

10th Street S

0.0% 0 0 0

SBR

SBT

SBL

SBU


0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 0

0.0%







BICYCLES


Roadway:

1 0

PED

S

SBR

SBT

SBL

SBU


5 1

0 0

NBU

NBL

NBT

NBR

PED

S

0 0 0

10th Street S

0 0 0

0 0




to

to

to

to

1.


04:00 PM to 04:15 PM 0 6 61 0 0 0 0 0 0 9 0 0 57 0 0 0 0 0 0 0

04:15 PM to 04:30 PM 0 1 75 0 0 0 0 0 0 5 0 0 79 1 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 83 0 0 0 0 0 0 15 0 0 80 0 0 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 117 0 0 0 0 0 0 7 0 0 76 2 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 122 0 0 0 0 0 0 12 0 0 63 1 0 0 0 0 0 0

05:15 PM to 05:30 PM 0 0 92 0 0 0 0 0 0 13 1 0 83 3 0 0 0 0 0 0 ↑ 0 WBR n/a

05:30 PM to 05:45 PM 0 0 95 0 0 0 0 0 0 15 0 0 58 2 0 0 0 0 0 0 ← 0 WBT n/a

05:45 PM to 06:00 PM 0 0 95 0 0 0 0 0 0 19 0 0 53 0 0 0 0 0 0 0 ↓ 0 WBL n/a

06:00 PM to 06:15 PM 0 0 89 0 0 0 0 0 0 14 0 0 55 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 1 74 0 0 0 0 0 0 14 0 0 64 0 0 0 0 0 0 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 54 0 0 0 0 0 0 14 1 0 56 1 0 0 0 0 0 0 0 → → 8

06:45 PM to 07:00 PM 0 0 49 0 0 0 0 0 0 11 0 0 46 0 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM n/a EBL 0 ↑

07:15 PM to 07:30 PM n/a EBT 0 →

07:30 PM to 07:45 PM n/a EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 426 0 0 0 0 0 1 0 280 8 0 0 0 0


0.92 n/a n/a 0.87 n/a 0.87 n/a n/a n/a n/a n/a 0.25 n/a 0.84 0.67 0.83 n/a n/a n/a n/a n/a


04:00 PM to 04:15 PM 0 0 3 0 0 0 0 0 0 0 4 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↑ 0 WBR 0.0%

05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%

05:45 PM to 06:00 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.0% EBL 0 ↑

07:15 PM to 07:30 PM 0.0% EBT 0 →

07:30 PM to 07:45 PM 0.0% EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0

0.0% 0.0% 0.7% 0.0% 0.7% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.1% 0.0% 1.0% 0.0% 0.0% 0.0% 0.0% 0.0%

04:00 PM to 05:00 PM 0 0 5 0 0 0 0 0 0 0 7 0 0 0 0 0

0.0% 0.0% 1.5% 0.0% 1.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2.4% 0.0% 2.4% 0.0% 0.0% 0.0% 0.0% 0.0%


04:00 PM to 04:15 PM 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 1 0 0 1 0 0 0 0 2 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 0 PEDS

05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 ↑ 0 WBR

05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT

05:45 PM to 06:00 PM 0 0 3 0 0 0 0 0 0 0 1 2 0 0 0 0 ↓ 1 WBL

06:00 PM to 06:15 PM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← ← 1

06:30 PM to 06:45 PM 0 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 0 →

07:30 PM to 07:45 PM EBR 0 ↓

07:45 PM to 08:00 PM PEDS 0 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 4 0 0 1 0 0 1 0 3 0 0 0 0 0

05:45 PM to 06:45 PM 0 0 7 0 0 0 0 0 1 0 4 2 0 0 0 0




Intersection: Long Bridge Drive & Gateway North Garage/

05:30 PM



ALL

VEHICLES


Roadway: Long Bridge Drive Gateway North Garage Long Bridge Drive

n/a0

426

0 0


0.87

426

280

n/a

0.87

n/a

n/a


Long Bridge Drive

n/a 1 0

280

SBR

SBT

SBL

SBU

Long Bridge Drive

8

NBU

NBL

NBT

NBR

0.25

n/a

0.84

0.67

427

289

0.83


047

2890

00

Peak Hour

Factor (PHF)



HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 3 0 0

0.7%

3 3

0.0%

0.7%

0.0%

0.0%


Long Bridge Drive

0.0% 0 0 3

SBR

SBT

SBL

SBU

Long Bridge Drive

0

NBU

NBL

NBT

NBR

0.0%

0.0%

1.1%

0.0%

3 3

1.0%







BICYCLES


Roadway:

4 3

PED

S

SBR

SBT

SBL

SBU

Long Bridge Drive

0 0

0 47

NBU

NBL

NBT

NBR

PED

S

4 0 0


Long Bridge Drive

1 0 3

6 4




to

to

to

to

1.


04:00 PM to 04:15 PM 0 0 0 0 0 0 0 111 0 0 0 2 0 1 17 0 0 37 1 23

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 110 0 0 0 5 0 1 18 0 0 39 1 21

04:30 PM to 04:45 PM 0 0 0 0 0 0 0 108 0 0 0 3 0 3 14 0 0 28 1 26

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 121 0 0 0 6 0 1 21 0 0 40 0 17 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 0 98 8 0 0 6 0 0 30 0 0 38 0 19

05:15 PM to 05:30 PM 0 0 0 0 0 0 0 125 0 0 0 2 0 1 12 0 0 37 0 18 ↑ 8 WBR 0.25

05:30 PM to 05:45 PM 0 0 0 0 0 0 0 92 0 0 0 5 0 0 17 0 0 52 0 19 ← 436 WBT 0.87

05:45 PM to 06:00 PM 0 0 0 0 0 0 0 92 0 0 0 0 0 0 19 0 0 44 0 19 ↓ 0 WBL n/a

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 108 0 0 0 3 0 0 12 0 0 32 0 20 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 0 0 0 0 0 0 100 0 0 0 1 0 0 16 0 0 39 0 19 455 ← ← 444

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 91 0 0 0 3 0 0 13 0 0 31 0 7 167 → → 169

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 56 0 0 0 2 0 0 9 0 0 30 0 7 n/a EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM n/a EBL 0 ↑

07:15 PM to 07:30 PM 0.80 EBT 167 →

07:30 PM to 07:45 PM n/a EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 436 8 0 19 0 2 0 0 167 0


0.94 n/a n/a n/a n/a n/a n/a n/a 0.87 0.25 0.89 n/a 0.79 n/a 0.50 0.75 n/a n/a 0.80 n/a 0.80


04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 1 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0

05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 ↑ 0 WBR 0.0%

05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← 0 WBT 0.0%

05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 → → 3

06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.0% EBL 0 ↑

07:15 PM to 07:30 PM 1.8% EBT 3 →

07:30 PM to 07:45 PM 0.0% EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 9 0 0 0 3 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 42.9% 0.0% 0.0% 1.8% 0.0% 1.8%

04:15 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 13 0 0 0 2 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 52.0% 0.0% 0.0% 1.4% 0.0% 1.4%


04:00 PM to 04:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0

04:30 PM to 04:45 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 4 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 ↔ 0 PEDS

05:15 PM to 05:30 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 0 ↑ 0 WBR

05:30 PM to 05:45 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 0 ← 4 WBT

05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 ↓ 0 WBL

06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4 ← ← 4

06:30 PM to 06:45 PM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 3 0 7 → → 7

06:45 PM to 07:00 PM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 3 0 EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 7 →

07:30 PM to 07:45 PM EBR 0 ↓

07:45 PM to 08:00 PM PEDS 80 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 7 0

06:00 PM to 07:00 PM 0 0 0 0 0 0 7 0 0 0 0 0 0 0 9 0




Intersection: /Gateway Garage & 12th Street S

05:45 PM



ALL

VEHICLES


Roadway: 12th Street S Gateway Garage

0.890 0 0 0

12th Street S


n/a

0 8

n/a

n/a

n/a

n/a

12th Street S

12th Street S

Gateway Garage

0.80 0 19 0

SBR

SBT

SBL

SBU

2

NBU

NBL

NBT

NBR

n/a

0.79

n/a

0.50

0 21

0.75


4440

2180

16773

Peak Hour

Factor (PHF)



HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 0 0 0

0.0%

0 9

0.0%

0.0%

0.0%

0.0%

12th Street S

12th Street S

Gateway Garage

1.8% 0 0 9

SBR

SBT

SBL

SBU

0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 9

42.9%







BICYCLES


Roadway:

0 0

PED

S

SBR

SBT

SBL

SBU

73 0

0 0

NBU

NBL

NBT

NBR

PED

S

0 0 0

12th Street S

12th Street S

Gateway Garage

0 0 0

0 0




to

to

to

to

1.


04:00 PM to 04:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 3 0 0 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 4 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0

05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 ↑ 0 WBR n/a

05:30 PM to 05:45 PM 0 0 4 0 0 0 0 0 0 0 0 0 12 0 0 0 0 0 0 0 ← 0 WBT n/a

05:45 PM to 06:00 PM 0 0 10 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 ↓ 0 WBL n/a

06:00 PM to 06:15 PM 0 0 6 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 0 14 0 0 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 ← ← 0

06:30 PM to 06:45 PM 0 0 8 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 → → 0

06:45 PM to 07:00 PM 0 0 6 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM n/a EBL 0 ↑

07:15 PM to 07:30 PM n/a EBT 0 →

07:30 PM to 07:45 PM n/a EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 12 0 0 0 0 0 0 0 36 0 0 0 0 0


0.75 n/a n/a 0.75 n/a 0.75 n/a n/a n/a n/a n/a n/a n/a 0.69 n/a 0.69 n/a n/a n/a n/a n/a


04:00 PM to 04:15 PM

04:15 PM to 04:30 PM

04:30 PM to 04:45 PM

04:45 PM to 05:00 PM ← →

05:00 PM to 05:15 PM

05:15 PM to 05:30 PM ↑ 0 WBR 0.0%

05:30 PM to 05:45 PM ← 0 WBT 0.0%

05:45 PM to 06:00 PM ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 ← ← 0

06:30 PM to 06:45 PM 0 → → 0

06:45 PM to 07:00 PM 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.0% EBL 0 ↑

07:15 PM to 07:30 PM 0.0% EBT 0 →

07:30 PM to 07:45 PM 0.0% EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

04:00 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%


04:00 PM to 04:15 PM

04:15 PM to 04:30 PM

04:30 PM to 04:45 PM

04:45 PM to 05:00 PM ← →

05:00 PM to 05:15 PM ↔ 0 PEDS

05:15 PM to 05:30 PM ↑ 0 WBR

05:30 PM to 05:45 PM ← 0 WBT

05:45 PM to 06:00 PM ↓ 0 WBL

06:00 PM to 06:15 PM ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 ← ← 0

06:30 PM to 06:45 PM 0 → → 0

06:45 PM to 07:00 PM EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 0 →

07:30 PM to 07:45 PM EBR 0 ↓

07:45 PM to 08:00 PM PEDS 0 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0




Intersection: Peds going SB/Peds Going NB &

06:30 PM



ALL

VEHICLES


Roadway: Peds going SB Peds Going NB

n/a0 12 0 0


0.75

12

36

n/a

0.75

n/a

n/a

Peds Going NB

n/a 0 0 36

SBR

SBT

SBL

SBU

Peds going SB

0

NBU

NBL

NBT

NBR

n/a

n/a

0.69

n/a

12

36

0.69


00

360

00

Peak Hour

Factor (PHF)



HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 0 0 0

0.0%

0 0

0.0%

0.0%

0.0%

0.0%

Peds Going NB

0.0% 0 0 0

SBR

SBT

SBL

SBU

Peds going SB

0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

0 0

0.0%







BICYCLES


Roadway:

0 0

PED

S

SBR

SBT

SBL

SBU

Peds going SB

0 0

0 0

NBU

NBL

NBT

NBR

PED

S

0 0 0

Peds Going NB

0 0 0

0 0




to

to

to

to

1.


04:00 PM to 04:15 PM 0 0 32 9 14 0 0 0 0 0 0 58 78 0 4 2 22 0 33 45

04:15 PM to 04:30 PM 0 0 36 16 22 0 0 0 0 0 0 63 101 0 4 8 26 0 49 32

04:30 PM to 04:45 PM 0 0 34 15 20 0 0 0 0 0 0 61 95 0 5 6 30 0 51 49

04:45 PM to 05:00 PM 0 0 28 16 11 0 0 0 0 0 0 60 87 0 1 3 22 0 46 47 ← →

05:00 PM to 05:15 PM 0 0 49 16 21 0 0 0 0 0 0 85 96 0 6 4 21 0 45 51

05:15 PM to 05:30 PM 0 0 38 7 18 0 0 0 0 0 0 65 90 0 1 6 30 0 52 28 ↑ 0 WBR n/a

05:30 PM to 05:45 PM 0 0 42 8 17 0 0 0 0 0 0 57 74 0 4 5 28 0 60 35 ← 0 WBT n/a

05:45 PM to 06:00 PM 0 0 44 10 7 0 0 0 0 0 0 66 96 0 3 8 28 0 70 24 ↓ 0 WBL n/a

06:00 PM to 06:15 PM 0 0 36 15 5 0 0 0 0 0 0 60 87 0 4 3 22 0 52 32 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 0 30 11 8 0 0 0 0 0 0 44 98 0 4 3 27 0 77 24 332 ← ← 0

06:30 PM to 06:45 PM 0 0 29 12 10 0 0 0 0 0 0 50 72 0 6 2 20 0 55 24 322 → → 0

06:45 PM to 07:00 PM 0 0 27 9 12 0 0 0 0 0 0 32 50 0 3 5 22 0 41 12 0.75 EBU 18 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.84 EBL 101 ↑

07:15 PM to 07:30 PM n/a EBT 0 →

07:30 PM to 07:45 PM 0.85 EBR 203 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 157 47 0 0 0 0 0 267 347 0 18 101 0 203


0.90 n/a n/a 0.80 0.73 0.78 n/a n/a n/a n/a n/a n/a 0.79 0.90 n/a 0.85 0.75 0.84 n/a 0.85 0.87


04:00 PM to 04:15 PM 0 0 2 0 0 0 0 0 0 11 1 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 7 1 0 0 1 0 2

04:30 PM to 04:45 PM 0 0 1 0 0 0 0 0 0 11 1 0 0 3 0 2

04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 6 2 0 0 1 0 2 ← →

05:00 PM to 05:15 PM 0 0 3 0 0 0 0 0 0 11 3 0 0 0 0 1

05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 6 4 0 0 0 0 1 ↑ 0 WBR 0.0%

05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 9 2 0 0 1 0 2 ← 0 WBT 0.0%

05:45 PM to 06:00 PM 0 0 1 0 0 0 0 0 0 8 3 0 0 0 0 5 ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM 0 0 1 0 0 0 0 0 0 9 4 0 0 0 0 3 ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 7 2 0 0 0 0 4 32 ← ← 0

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 9 2 0 0 0 0 2 8 → → 0

06:45 PM to 07:00 PM 0 0 2 0 0 0 0 0 0 3 2 0 0 0 0 3 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 2.0% EBL 2 ↑

07:15 PM to 07:30 PM 0.0% EBT 0 →

07:30 PM to 07:45 PM 3.0% EBR 6 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 5 0 0 0 0 0 0 32 11 0 0 2 0 6

0.0% 0.0% 3.2% 0.0% 2.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 12.0% 3.2% 0.0% 7.0% 0.0% 2.0% 0.0% 3.0% 2.5%

05:30 PM to 06:30 PM 0 0 4 0 0 0 0 0 0 33 11 0 0 1 0 14

0.0% 0.0% 2.6% 0.0% 2.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 14.5% 3.1% 0.0% 7.6% 0.0% 1.0% 0.0% 5.4% 3.9%


04:00 PM to 04:15 PM 0 0 4 0 0 0 0 0 0 3 2 0 0 0 0 0

04:15 PM to 04:30 PM 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 1

04:30 PM to 04:45 PM 0 0 5 0 0 0 0 0 0 1 4 0 0 0 0 0

04:45 PM to 05:00 PM 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 ← →

05:00 PM to 05:15 PM 0 0 3 1 0 0 0 0 0 6 3 0 0 0 0 1 ↔ 67 PEDS

05:15 PM to 05:30 PM 0 0 5 0 0 0 0 0 0 3 4 0 0 0 0 1 ↑ 0 WBR

05:30 PM to 05:45 PM 0 0 6 0 0 0 0 0 0 2 3 0 0 0 0 0 ← 0 WBT

05:45 PM to 06:00 PM 0 0 4 0 0 0 0 0 0 4 8 0 0 0 0 1 ↓ 0 WBL

06:00 PM to 06:15 PM 0 0 4 0 0 0 0 0 0 3 2 0 0 0 0 3 ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 0 6 0 0 0 0 0 0 2 3 0 0 0 0 3 13 ← ← 0

06:30 PM to 06:45 PM 0 0 2 0 0 0 0 0 0 5 4 0 0 0 0 2 2 → → 0

06:45 PM to 07:00 PM 0 0 3 0 0 0 0 0 0 3 2 0 0 0 0 1 EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 0 →

07:30 PM to 07:45 PM EBR 2 ↓

07:45 PM to 08:00 PM PEDS 12 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 15 1 0 0 0 0 0 12 10 0 0 0 0 2

05:45 PM to 06:45 PM 0 0 16 0 0 0 0 0 0 14 17 0 0 0 0 9




Intersection: Crystal Drive & /15th Street S

06:00 PM



ALL

VEHICLES


Roadway: Crystal Drive Crystal Drive

n/a47

157

0 0

15th Street S


0.78

204

448

0.73

0.80

n/a

n/a

15th Street S

Crystal D

rive

0.87 0

267

347

SBR

SBT

SBL

SBU

Crystal D

rive

0

NBU

NBL

NBT

NBR

n/a

0.79

0.90

n/a

360

614

0.85


00

61412

322161

Peak Hour

Factor (PHF)



HEAVY

VEHICLES

(FHWA 4+)


Roadway:

0.0%0 5 0 0

2.5%

5 13

0.0%

3.2%

0.0%

0.0%

15th Street S

Crystal D

rive

2.5% 0 32

11

SBR

SBT

SBL

SBU

Crystal D

rive

0

NBU

NBL

NBT

NBR

0.0%

12.0%

3.2%

0.0%

11

43

7.0%







BICYCLES


Roadway:

16

10

PED

S

SBR

SBT

SBL

SBU

Crystal D

rive

161

1

0 0

NBU

NBL

NBT

NBR

PED

S

15 0 0

15th Street S

Crystal D

rive

0 12

10

17

22




to

to

to

to

1.


04:00 PM to 04:15 PM 0 4 12 28 18 0 10 107 21 13 0 43 25 2 43 0 31 28 33 4

04:15 PM to 04:30 PM 0 10 9 35 27 0 8 72 20 4 0 26 18 3 36 0 29 16 29 2

04:30 PM to 04:45 PM 0 16 13 46 32 0 4 85 24 7 0 54 15 4 36 0 18 30 19 0

04:45 PM to 05:00 PM 0 9 9 54 21 0 6 85 21 8 0 37 20 3 55 0 32 25 24 4 ← →

05:00 PM to 05:15 PM 0 8 20 56 37 0 7 101 30 16 0 49 22 5 53 0 29 32 23 1

05:15 PM to 05:30 PM 0 12 19 38 46 0 7 100 18 6 0 49 26 4 33 0 40 25 22 1 ↑ 97 WBR 0.81

05:30 PM to 05:45 PM 0 17 13 63 37 0 6 108 28 11 0 53 23 8 41 0 35 30 23 5 ← 394 WBT 0.91

05:45 PM to 06:00 PM 0 6 12 35 25 0 2 89 25 13 0 42 17 4 35 0 43 21 29 3 ↓ 26 WBL 0.93

06:00 PM to 06:15 PM 0 3 16 41 33 0 5 73 18 8 0 43 22 4 30 0 39 26 33 5 ← ↓ → ↑ → 0 WBU n/a

06:15 PM to 06:30 PM 0 9 9 49 25 0 3 70 19 18 0 30 20 2 34 0 45 22 30 2 793 ← ← 517

06:30 PM to 06:45 PM 0 8 14 38 17 1 2 58 10 7 1 37 16 2 31 0 35 29 37 2 340 → → 178

06:45 PM to 07:00 PM 0 8 11 43 16 1 4 63 13 2 1 32 14 5 25 1 18 22 25 0 n/a EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.85 EBL 136 ↑

07:15 PM to 07:30 PM 0.88 EBT 112 →

07:30 PM to 07:45 PM 0.96 EBR 92 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 46 61 211 0 26 394 97 0 188 91 20 0 136 112 92


0.91 n/a 0.68 0.76 0.84 0.85 n/a 0.93 0.91 0.81 0.91 n/a 0.89 0.88 0.63 0.89 n/a 0.85 0.88 0.96 0.97


04:00 PM to 04:15 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0

04:15 PM to 04:30 PM 0 0 0 2 0 0 2 0 0 0 0 0 0 0 2 1

04:30 PM to 04:45 PM 0 0 0 2 0 0 2 0 0 1 0 0 0 0 1 1

04:45 PM to 05:00 PM 0 0 0 1 0 0 3 0 0 0 0 0 0 0 1 0 ← →

05:00 PM to 05:15 PM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0

05:15 PM to 05:30 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 1 1 0 ↑ 1 WBR 1.0%

05:30 PM to 05:45 PM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 ← 9 WBT 2.3%

05:45 PM to 06:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 1 2 ↓ 0 WBL 0.0%

06:00 PM to 06:15 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 ← ↓ → ↑ → 0 WBU 0.0%

06:15 PM to 06:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 11 ← ← 10

06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 4 → → 3

06:45 PM to 07:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 1 2 0.0% EBU 0 ← ↓ ← ↑ →

07:00 PM to 07:15 PM 0.7% EBL 1 ↑

07:15 PM to 07:30 PM 2.7% EBT 3 →

07:30 PM to 07:45 PM 0.0% EBR 0 ↓

07:45 PM to 08:00 PM

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 0 0 2 0 0 9 1 0 0 0 0 0 1 3 0

0.0% 0.0% 0.0% 0.9% 0.6% 0.0% 0.0% 2.3% 1.0% 1.9% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.7% 2.7% 0.0% 1.2%

04:00 PM to 05:00 PM 0 0 0 5 0 0 9 0 0 1 0 0 0 0 5 2

0.0% 0.0% 0.0% 3.1% 2.0% 0.0% 0.0% 2.6% 0.0% 1.9% 0.0% 0.6% 0.0% 0.0% 0.4% 0.0% 0.0% 5.1% 1.9% 2.2%


04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0

04:15 PM to 04:30 PM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0

04:30 PM to 04:45 PM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 2 0

04:45 PM to 05:00 PM 0 0 0 0 0 0 3 0 0 0 0 1 0 0 1 0 ← →

05:00 PM to 05:15 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 ↔ 141 PEDS

05:15 PM to 05:30 PM 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 2 ↑ 1 WBR

05:30 PM to 05:45 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1 0 ← 8 WBT

05:45 PM to 06:00 PM 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 ↓ 0 WBL

06:00 PM to 06:15 PM 0 0 0 0 0 0 2 1 0 1 0 0 0 1 5 1 ↕ ← ↓ → ↑ → 0 WBU

06:15 PM to 06:30 PM 0 0 0 0 0 0 3 1 0 0 0 0 0 0 3 0 8 ← ← 9

06:30 PM to 06:45 PM 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 6 → → 6

06:45 PM to 07:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕

07:00 PM to 07:15 PM EBL 0 ↑

07:15 PM to 07:30 PM EBT 4 →

07:30 PM to 07:45 PM EBR 2 ↓

07:45 PM to 08:00 PM PEDS 182 ↔

08:00 PM to 08:15 PM ← →

08:15 PM to 08:30 PM

08:30 PM to 08:45 PM

08:45 PM to 09:00 PM

04:45 PM to 05:45 PM 0 1 0 0 0 0 8 1 0 0 0 1 0 0 4 2

05:30 PM to 06:30 PM 0 0 0 1 0 0 8 3 0 1 0 0 0 1 9 1

Wednesday, October 17, 2018




2 1


1 41

NBU

NBL

NBT

NBR

PED

S

0 1 0

12th Street S

12th Street S

S Clark

0 0 0

1 1

PED

S

SBR

SBT

SBL

SBU

Long Bridge Drive

11 0



BICYCLES


Roadway:




0 0

0.0%


0

NBU

NBL

NBT

NBR

0.0%

0.0%

0.0%

0.0%

12th Street S

12th Street S

S Clark

1.2% 0 0 0

SBR

SBT

SBL

SBU

Long Bridge Drive

1.9%2 0 0 0

0.6%

2 2

0.9%

0.0%

0.0%

0.0%

12th Street S


HEAVY

VEHICLES

(FHWA 4+)


Roadway: Long Bridge Drive 12th Street S S Clark

Peak Hour

Factor (PHF)

179

299

0.89


51741

299182

34011

20

NBU

NBL

NBT

NBR

n/a

0.89

0.88

0.63

12th Street S

12th Street S

S Clark

0.97 0

188

91

SBR

SBT

SBL

SBU

Long Bridge Drive

0.91211

61

46 0


0.85

318

324

0.84

0.76

0.68

n/a

ALL

VEHICLES


Roadway:


Intersection: Long Bridge Drive/S Clark & 12th Street S

05:45 PM

Location Arlington, VA Weather: WEATHER System Peak Hour (all vehicles): 04:45 PM 05:45 PM

Project # : ‐‐ Date of Counts: Intersection Peak Hour (all vehicles): 04:45 PM



D: EXISTING (2019) CAPACITY ANALYSIS WORKSHEETS

HCM Unsignalized Intersection Capacity Analysis 101 12th Street S1: Long Bridge Drive & 10th Street S 02/20/2020

Existing (2019) Synchro 10 ReportAM Peak Page 1

Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 32 8 455 33 4 179Future Volume (Veh/h) 32 8 455 33 4 179Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.88 0.88 0.93 0.93Hourly flow rate (vph) 38 9 517 38 4 192Pedestrians 44 6 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 1 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblocked 0.89 0.89 0.89vC, conflicting volume 786 583 599vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 698 470 488tC, single (s) 6.5 6.2 4.1tC, 2 stage (s)tF (s) 3.6 3.3 2.2p0 queue free % 89 98 100cM capacity (veh/h) 335 505 917

Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 47 555 4 192Volume Left 38 0 4 0Volume Right 9 38 0 0cSH 358 1700 917 1700Volume to Capacity 0.13 0.33 0.00 0.11Queue Length 95th (ft) 11 0 0 0Control Delay (s) 16.6 0.0 8.9 0.0Lane LOS C AApproach Delay (s) 16.6 0.0 0.2Approach LOS C

Intersection SummaryAverage Delay 1.0Intersection Capacity Utilization 37.1% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: 10th Street S & S Ball Street 02/20/2020


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 21 0 0 23 0 0 0 0 0 0 9Future Volume (Veh/h) 13 21 0 0 23 0 0 0 0 0 0 9Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 15 25 0 0 27 0 0 0 0 0 0 11Pedestrians 8 6 4 12Lane Width (ft) 12.0 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5 3.5Percent Blockage 1 1 0 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 39 29 105 98 35 100 98 47vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 39 29 105 98 35 100 98 47tC, single (s) 4.2 4.1 7.1 6.5 6.2 7.1 6.5 6.3tC, 2 stage (s)tF (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.4p0 queue free % 99 100 100 100 100 100 100 99cM capacity (veh/h) 1516 1578 839 772 1028 850 772 981

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 40 27 0 11Volume Left 15 0 0 0Volume Right 0 0 0 11cSH 1516 1700 1700 981Volume to Capacity 0.01 0.02 0.00 0.01Queue Length 95th (ft) 1 0 0 1Control Delay (s) 2.8 0.0 0.0 8.7Lane LOS A A AApproach Delay (s) 2.8 0.0 0.0 8.7Approach LOS A A


HCM 2010 Roundabout 101 12th Street S3: 10th Street S & Alley 02/20/2020


IntersectionIntersection Delay, s/veh 3.7Intersection LOS A

Approach EB NB SBEntry Lanes 1 0 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 22 0 13Demand Flow Rate, veh/h 24 0 14Vehicles Circulating, veh/h 0 24 14Vehicles Exiting, veh/h 28 0 10Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 9 0 22Ped Cap Adj 0.999 1.000 0.997Approach Delay, s/veh 3.7 0.0 3.6Approach LOS A - A

Lane Left LeftDesignated Moves L RAssumed Moves L RRT ChannelizedLane Util 1.000 1.000Critical Headway, s 5.193 5.193Entry Flow, veh/h 24 14Cap Entry Lane, veh/h 1130 1114Entry HV Adj Factor 0.910 0.929Flow Entry, veh/h 22 13Cap Entry, veh/h 1027 1032V/C Ratio 0.021 0.013Control Delay, s/veh 3.7 3.6LOS A A95th %tile Queue, veh 0 0

HCM Unsignalized Intersection Capacity Analysis 101 12th Street S4: Long Bridge Drive & Garage Entrance 02/20/2020


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 0 0 489 65 23 189Future Volume (Veh/h) 0 0 489 65 23 189Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.90 0.90 0.93 0.93Hourly flow rate (vph) 0 0 543 72 25 203Pedestrians 58Lane Width (ft) 0.0Walking Speed (ft/s) 3.5Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 331pX, platoon unblocked 0.86 0.86 0.86vC, conflicting volume 890 637 673vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 790 495 537tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 100 97cM capacity (veh/h) 300 493 886

Direction, Lane # NB 1 SB 1Volume Total 615 228Volume Left 0 25Volume Right 72 0cSH 1700 886Volume to Capacity 0.36 0.03Queue Length 95th (ft) 0 2Control Delay (s) 0.0 1.3Lane LOS AApproach Delay (s) 0.0 1.3Approach LOS


Queues 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020


Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBRLane Group Flow (vph) 465 209 313 25 319 44 35 144 93v/c Ratio 0.84 0.19 0.38 0.04 0.34 0.15 0.08 0.38 0.22Control Delay 31.7 9.0 2.6 8.4 8.8 22.6 17.4 26.5 6.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 31.7 9.0 2.6 8.4 8.8 22.6 17.4 26.5 6.6Queue Length 50th (ft) 190 48 0 5 65 16 9 56 0Queue Length 95th (ft) #394 83 34 16 117 38 28 105 32Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 170Base Capacity (vph) 555 1108 830 573 928 627 886 799 778Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.84 0.19 0.38 0.04 0.34 0.07 0.04 0.18 0.12

Intersection Summary# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 451 203 304 23 158 135 37 22 8 51 78 84Future Volume (vph) 451 203 304 23 158 135 37 22 8 51 78 84Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.75 1.00 0.91 1.00 0.97 1.00 0.96Flpb, ped/bikes 0.89 1.00 1.00 0.82 1.00 0.99 1.00 0.96 1.00Frt 1.00 1.00 0.85 1.00 0.93 1.00 0.96 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1581 1863 1182 1454 1521 1727 1701 1756 1414Flt Permitted 0.56 1.00 1.00 0.63 1.00 0.67 1.00 0.86 1.00Satd. Flow (perm) 924 1863 1182 960 1521 1210 1701 1542 1414Peak-hour factor, PHF 0.97 0.97 0.97 0.92 0.92 0.92 0.85 0.85 0.85 0.90 0.90 0.90Adj. Flow (vph) 465 209 313 25 172 147 44 26 9 57 87 93RTOR Reduction (vph) 0 0 127 0 23 0 0 7 0 0 0 70Lane Group Flow (vph) 465 209 186 25 296 0 44 28 0 0 144 23Confl. Peds. (#/hr) 106 149 149 106 10 59 59 10Heavy Vehicles (%) 2% 2% 2% 2% 10% 2% 3% 2% 10% 2% 2% 10%Turn Type Perm NA Perm Perm NA Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 8 4 4Actuated Green, G (s) 47.6 47.6 47.6 47.6 47.6 19.9 19.9 19.9 19.9Effective Green, g (s) 47.6 47.6 47.6 47.6 47.6 19.9 19.9 19.9 19.9Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.25 0.25 0.25 0.25Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 549 1108 703 571 904 300 423 383 351v/s Ratio Prot 0.11 0.19 0.02v/s Ratio Perm c0.50 0.16 0.03 0.04 c0.09 0.02v/c Ratio 0.85 0.19 0.26 0.04 0.33 0.15 0.07 0.38 0.07Uniform Delay, d1 13.2 7.4 7.8 6.7 8.1 23.4 23.0 24.9 23.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 14.9 0.4 0.9 0.1 1.0 0.2 0.1 0.6 0.1Delay (s) 28.1 7.8 8.7 6.9 9.1 23.7 23.0 25.5 23.0Level of Service C A A A A C C C CApproach Delay (s) 17.7 9.0 23.4 24.5Approach LOS B A C C

Intersection SummaryHCM 2000 Control Delay 17.1 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.71Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 78.9% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis 101 12th Street S6: Garage Entrance & 12th Street S 02/20/2020


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 198 16 4 282 0 0Future Volume (Veh/h) 198 16 4 282 0 0Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.88 0.88 0.89 0.89 0.85 0.85Hourly flow rate (vph) 225 18 4 317 0 0Pedestrians 160 36Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 15 3Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 227pX, platoon unblocked 0.96 0.96 0.96vC, conflicting volume 279 755 270vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 234 727 224tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 100 100cM capacity (veh/h) 1242 307 759

Direction, Lane # EB 1 WB 1 NB 1Volume Total 243 321 0Volume Left 0 4 0Volume Right 18 0 0cSH 1700 1242 1700Volume to Capacity 0.14 0.00 0.00Queue Length 95th (ft) 0 0 0Control Delay (s) 0.0 0.1 0.0Lane LOS A AApproach Delay (s) 0.0 0.1 0.0Approach LOS A


HCM Unsignalized Intersection Capacity Analysis 101 12th Street S7: Crystal Drive/12th Street S 02/20/2020


Movement NBL NBT NBR SBL SBT SBR NEL NET NER SWL SWT SWRLane ConfigurationsTraffic Volume (veh/h) 0 286 0 0 198 0 0 0 0 0 0 0Future Volume (Veh/h) 0 286 0 0 198 0 0 0 0 0 0 0Sign Control Yield Yield Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 0 321 0 0 225 0 0 0 0 0 0 0Pedestrians 13 13Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 126 26 13 174 26 13 13 13vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 126 26 13 174 26 13 13 13tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 62 100 100 73 100 100 100cM capacity (veh/h) 653 842 1054 539 842 1054 1586 1586

Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 321 225 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 842 842 1700 1700Volume to Capacity 0.38 0.27 0.00 0.00Queue Length 95th (ft) 45 27 0 0Control Delay (s) 11.9 10.8 0.0 0.0Lane LOS B BApproach Delay (s) 11.9 10.8 0.0 0.0Approach LOS B B


Queues 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020


Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 272 342 223 323 191v/c Ratio 0.75 0.54 0.52 0.30 0.30Control Delay 41.1 6.4 36.0 9.7 18.3Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 41.1 6.4 36.0 9.7 18.3Queue Length 50th (ft) 121 0 54 78 58Queue Length 95th (ft) 189 48 84 127 118Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 400 663 636 1087 639Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.68 0.52 0.35 0.30 0.30

Intersection Summary

HCM Signalized Intersection Capacity Analysis 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020


Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 46 185 291 212 307 119 53Future Volume (vph) 46 185 291 212 307 119 53Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.94 1.00 1.00 0.95Flpb, ped/bikes 0.81 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1425 1484 3183 1845 1672Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1425 1484 3183 1845 1672Peak-hour factor, PHF 0.85 0.85 0.85 0.95 0.95 0.90 0.90Adj. Flow (vph) 54 218 342 223 323 132 59RTOR Reduction (vph) 0 0 255 0 0 18 0Lane Group Flow (vph) 0 272 87 223 323 173 0Confl. Peds. (#/hr) 107 24 144 144Heavy Vehicles (%) 2% 2% 2% 10% 3% 3% 4%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 20.4 20.4 10.9 47.1 29.7Effective Green, g (s) 20.4 20.4 10.9 47.1 29.7Actuated g/C Ratio 0.25 0.25 0.14 0.59 0.37Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 363 378 433 1086 620v/s Ratio Prot c0.07 c0.18 0.10v/s Ratio Perm 0.19 0.06v/c Ratio 0.75 0.23 0.52 0.30 0.28Uniform Delay, d1 27.4 23.6 32.1 8.2 17.6Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 8.2 0.3 1.0 0.7 1.1Delay (s) 35.7 23.9 33.1 8.9 18.8Level of Service D C C A BApproach Delay (s) 29.1 18.8 18.8Approach LOS C B B

Intersection SummaryHCM 2000 Control Delay 23.5 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.50Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 56.1% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group


Existing (2019) Synchro 10 ReportPM Peak Page 1

Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 81 23 239 40 3 343Future Volume (Veh/h) 81 23 239 40 3 343Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.87 0.87Hourly flow rate (vph) 95 27 281 47 3 394Pedestrians 38 4 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 0 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblockedvC, conflicting volume 746 346 366vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 746 346 366tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 74 96 100cM capacity (veh/h) 365 670 1149
















Direction, Lane # NB 1 SB 1Volume Total 340 490Volume Left 0 0Volume Right 9 0cSH 1700 1700Volume to Capacity 0.20 0.29Queue Length 95th (ft) 0 0Control Delay (s) 0.0 0.0Lane LOSApproach Delay (s) 0.0 0.0Approach LOS




Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBRLane Group Flow (vph) 116 130 136 23 492 233 107 155 252v/c Ratio 0.28 0.12 0.19 0.04 0.48 0.71 0.22 0.38 0.53Control Delay 13.5 10.1 3.1 10.6 13.6 37.3 17.1 24.5 19.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 13.5 10.1 3.1 10.6 13.6 37.3 17.1 24.5 19.3Queue Length 50th (ft) 28 29 0 5 136 102 32 61 68Queue Length 95th (ft) 77 68 28 19 274 140 55 87 105Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 170Base Capacity (vph) 413 1058 720 550 1019 631 933 792 835Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.28 0.12 0.19 0.04 0.48 0.37 0.11 0.20 0.30




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 102 114 120 21 376 67 198 74 17 50 82 214Future Volume (vph) 102 114 120 21 376 67 198 74 17 50 82 214Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.73 1.00 0.97 1.00 0.98 1.00 0.97Flpb, ped/bikes 0.92 1.00 1.00 0.79 1.00 0.99 1.00 0.98 1.00Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.97 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1636 1845 1154 1352 1769 1755 1781 1787 1535Flt Permitted 0.41 1.00 1.00 0.67 1.00 0.66 1.00 0.84 1.00Satd. Flow (perm) 709 1845 1154 959 1769 1216 1781 1529 1535Peak-hour factor, PHF 0.88 0.88 0.88 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85Adj. Flow (vph) 116 130 136 23 418 74 233 87 20 59 96 252RTOR Reduction (vph) 0 0 58 0 5 0 0 15 0 0 0 59Lane Group Flow (vph) 116 130 78 23 487 0 233 92 0 0 155 193Confl. Peds. (#/hr) 108 160 160 108 6 39 39 6Heavy Vehicles (%) 2% 3% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm NA Perm Perm NA Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 8 4 4Actuated Green, G (s) 45.9 45.9 45.9 45.9 45.9 21.6 21.6 21.6 21.6Effective Green, g (s) 45.9 45.9 45.9 45.9 45.9 21.6 21.6 21.6 21.6Actuated g/C Ratio 0.57 0.57 0.57 0.57 0.57 0.27 0.27 0.27 0.27Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 406 1058 662 550 1014 328 480 412 414v/s Ratio Prot 0.07 c0.28 0.05v/s Ratio Perm 0.16 0.07 0.02 c0.19 0.10 0.13v/c Ratio 0.29 0.12 0.12 0.04 0.48 0.71 0.19 0.38 0.47Uniform Delay, d1 8.7 7.8 7.8 7.4 10.0 26.4 22.5 23.7 24.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.8 0.2 0.4 0.1 1.6 7.1 0.2 0.6 0.8Delay (s) 10.5 8.1 8.2 7.6 11.7 33.4 22.7 24.3 25.2Level of Service B A A A B C C C CApproach Delay (s) 8.8 11.5 30.1 24.9Approach LOS A B C C

Intersection SummaryHCM 2000 Control Delay 18.0 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.55Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 72.4% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group




Direction, Lane # EB 1 WB 1 NB 1Volume Total 196 499 24Volume Left 0 0 22Volume Right 0 0 2cSH 1700 1190 300Volume to Capacity 0.12 0.00 0.08Queue Length 95th (ft) 0 0 6Control Delay (s) 0.0 0.0 18.1Lane LOS CApproach Delay (s) 0.0 0.0 18.1Approach LOS C





Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 499 199 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 805 805 1700 1700Volume to Capacity 0.62 0.25 0.00 0.00Queue Length 95th (ft) 110 24 0 0Control Delay (s) 16.5 10.9 0.0 0.0Lane LOS C BApproach Delay (s) 16.5 10.9 0.0 0.0Approach LOS C B








Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 18 101 203 267 347 157 47Future Volume (vph) 18 101 203 267 347 157 47Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.96Flpb, ped/bikes 0.88 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1554 1503 3183 1845 1716Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1554 1503 3183 1845 1716Peak-hour factor, PHF 0.87 0.87 0.87 0.85 0.85 0.85 0.85Adj. Flow (vph) 21 116 233 314 408 185 55RTOR Reduction (vph) 0 0 178 0 0 12 0Lane Group Flow (vph) 0 137 55 314 408 228 0Confl. Peds. (#/hr) 67 12 12 161Heavy Vehicles (%) 2% 2% 3% 10% 3% 3% 2%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 19.0 19.0 12.9 48.5 29.1Effective Green, g (s) 19.0 19.0 12.9 48.5 29.1Actuated g/C Ratio 0.24 0.24 0.16 0.61 0.36Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 369 356 513 1118 624v/s Ratio Prot c0.10 c0.22 0.13v/s Ratio Perm 0.09 0.04v/c Ratio 0.37 0.16 0.61 0.36 0.37Uniform Delay, d1 25.5 24.1 31.2 8.0 18.7Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.6 0.2 2.2 0.9 1.7Delay (s) 26.1 24.4 33.4 8.9 20.3Level of Service C C C A CApproach Delay (s) 25.0 19.5 20.3Approach LOS C B C

Intersection SummaryHCM 2000 Control Delay 21.2 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.44Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 52.2% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

E: BACKGROUND DEVELOPMENT TRIPS

Traffic Impact Study and Transportation Management Plan – Century Center Gorove/Slade Associates

January 10, 2017 43

Site Generated Traffic

The Institute of Transportation Engineers (ITE) Trip Generation, 9th Edition, was used to determine the future trips generated

by the proposed development. Additionally, the Crystal City Multimodal Study includes detailed trip generation and mode

split information for the area. The calculations shown below are consistent with the data provided in the Multimodal Study.

The Multimodal Study also includes mode split projections for both 2007 (existing) and 2030. Since the build‐out for the

proposed site is expected to occur in 2019, the existing mode split percentages were assumed. In order to account for the

close proximity of the site to transit, and to be consistent with the Multimodal Study, a non‐auto reduction of 65% was

assumed. These assumptions were vetted with Arlington County during the scoping process. Table 5 shows the mode split

for Crystal City. Table 6 shows the trips generated by the site.

Table 5: Mode Split Summary

Table 6: Site Trip Generation

The proposed residential development will generate approximately 53 trips in the AM peak hour and 64 trips in the PM peak

hour.

Site Trip Distribution

The Crystal City Multimodal Study also provides detailed traffic distribution data based on the Metropolitan Washington

Council of Governments (MWCOG) Regional Travel Demand Model. Table 3.9 of the Multimodal Study shows the traffic

distribution for 2007 and 2030 for both the AM and PM peak hours. Since the anticipated build‐out of the Century Center site

is anticipated to be complete in 2019, the 2007 data was used to determine a traffic distribution specific to the site . The peak

Mode Use

Auto (Total) 35%

Drove Alone 31%

Carpool 4%

Public Transportation (Total) 42%

Bus 1%

Subway 40%

Taxi 1%

Walk 19%

Other Mode 1%

Worked at Home 4%

Source: US Census 2000, Journey to Work

Summary, Crystal City residents journey to

work, Table 3.6

Daily


Proposed Use

Apartment Bldg 1 220 300 DU 30 121 151 119 64 183 1,942

TDM/Transit Reduction

(Residential) 65% ‐20 ‐78 ‐98 ‐77 ‐42 ‐119 ‐1,262

Total Site Trips 10 43 53 42 22 64 680

Land UseITE

CodeSize

‐‐‐‐‐‐ W e e k d a y ‐‐‐‐‐‐


45

TRIP GENERATION

This section outlines the transportation demand of the proposed Central District Retail Phase I and 1770 Crystal Drive development. It summarizes the projected trip generation of the site by land use and by mode, which forms the basis for the chapters that follow.

Traditionally, weekday peak hour trip generation is calculated based on the methodology outlined in the Institute of Transportation Engineers’ (ITE) Trip Generation, 9th Edition. This methodology was supplemented to account for the urban nature of the site (Trip Generation provides data for non-urban, low transit uses) to generate trips for multiple modes. Additionally, the Crystal City Multimodal Transportation Study, published in February 2010, includes detailed mode split information for the area. Office trip generation was calculated based on ITE Land Use 710, retail trip generation was calculated based on ITE Land Use 826, Specialty Retail, theater trip generation was calculated based on ITE Land Use 443, Movie Theater, grocery trip generation was calculated based on ITE Land Use 850, Supermarket, and residential trip generation was calculated based on ITE Land Use 222, High-

Rise Apartment. The calculations shown below are consistent with the data provided in the Multimodal Study.

The existing office building at 1770 Crystal Drive is also planned to be converted from office to residential, as part of a separate project. Therefore, two development scenarios were considered:

Scenario A With only the addition of new retail, grocery, theater, and office space as part of the Central District Retail Phase I project, and 1770 Crystal Drive remaining office.

Scenario B With the addition of new retail, grocery, theater, and office as part of the Central District Retail Phase I project, and 1770 Crystal Drive converted to residential units.

Table 8 shows the vehicular trips expected to be generated by Scenario A and Table 9 shows the vehicular trips expected to be generated by Scenario B.

Table 8: Scenario A Peak Hour Trip Generation

Daily


General Office 710 5.208 ksf # 16 2 18 14 70 84 139-6 -1 -7 -7 -35 -42 -62

10 1 11 7 35 42 77

Movie Theater without Matinee** 443 940 seats # 5 4 9 108 193 301 1,65450% -3 -2 -5 -54 -97 -151 -827

2 2 4 54 96 150 827

Supermarket 850 17.500 ksf # 37 23 60 94 120 214 2,56350% -19 -11 -30 -47 -60 -107 -1,282

25% -5 -3 -8 -12 -15 -27 -320

13 9 22 35 45 80 961

Specialty Retail*** 826 10.304 ksf # 12 11 23 20 26 46 47850% -6 -6 -12 -10 -13 -23 -239

25% -2 -1 -3 -3 -3 -6 -60

4 4 8 7 10 17 1791770 Crystal Drive (Office)

29 16 45 0 103 186 289 0 2044

29 16 45 0 103 186 289 0 2044

7 4 11 0 15 18 33 0 380

36 20 56 0 118 204 322 0 2,424*Table 3.6 & 3.7 from Crystal City Multimodal Transportation Study. Daily trip transit reduction assumed to be an average of AM and PM transit splits for office (44.5%)

**Trip generation for PM Peak Hour calculated using Weekday PM Peak Hour of Generator

***For AM Peak Hour, Specialty Retail is 50% of PM Peak Hour Total

Already assumed in Background Volumes

Total Site External Trips

Total Pass-by Trips

Total New Site Trips

Multimodal Reduction (39% AM/50% PM)*

Total Proposed Site External Trips

Multimodal Reduction (Retail)*- 50%

Subtotal (Theater vehicle trips)


Retail Pass-by Trips**- 25%

Subtotal (Retail vehicle trips)


Retail Pass-by Trips**- 25%

Subtotal (Grocery vehicle trips)

Land Use ITE Code Size

------ W e e k d a y ------


Subtotal (Office vehicle trips)

Table3‐4CrystalHousePhase3SiteTripGenerationAnalysis1

LandUse DailyLandUse Code Size Units In Out Total In Out Total Traffic2

ApprovedMid‐RiseApartment 223/220 252 DU 28 62 90 64 46 110 1,651

60%Non‐AutoModeSplit 3 (17) (37) (54) (38) (28) (66) (991)Total 11 25 36 26 18 44 660

11 25 36 26 18 44 660

Notes:1.TripgenerationestiamtescalculatedusingITE'sTripGenerationManual,9thEdition.2.Landusecode220wasusedtocalculateAverageDailyTraffic.

AMPeakHour PMPeakHour

TotalProposedTrips

3.Basedonthesite'sproximitytoMetroandothernon‐autofacilities.

33

1770 Crystal Drive ‐ OfficeApproximately 272,000 sf officeStep 1: Base trip generation using ITEs' person Trip Generation (10th Edition)

In Out Total In Out Total TotalOffice 710 272,000 sf 293 ppl/hr 44 ppl/hr 337 ppl/hr 55 ppl/hr 286 ppl/hr 341 ppl/hr 4564 ppl

87% 13% =1.01(X/1000)+62.71 16% 84% =0.92(X/1000)+90.81 n(T)=0.67Ln(X/1000)+4.67

Note: Setting used for trip generation is Center City Core


In Out Total In Out Total TotalOffice Auto 30% 88 ppl/hr 13 ppl/hr 101 ppl/hr 17 ppl/hr 85 ppl/hr 102 ppl/hr 1369 pplOffice Transit 54% 158 ppl/hr 24 ppl/hr 182 ppl/hr 30 ppl/hr 154 ppl/hr 184 ppl/hr 2465 pplOffice Bike 6% 18 ppl/hr 2 ppl/hr 20 ppl/hr 3 ppl/hr 17 ppl/hr 20 ppl/hr 274 pplOffice Walk 10% 29 ppl/hr 5 ppl/hr 34 ppl/hr 6 ppl/hr 28 ppl/hr 34 ppl/hr 456 ppl


In Out Total In Out Total TotalOffice 75 veh/hr 11 veh/hr 86 veh/hr 14 veh/hr 72 veh/hr 86 veh/hr 1160 veh

Office Trip Gen for Met Park 6, 7, 8

In Out Total In Out Total Total75 veh/hr 11 veh/hr 86 veh/hr 14 veh/hr 72 veh/hr 86 veh/hr 1160 veh158 ppl/hr 24 ppl/hr 182 ppl/hr 30 ppl/hr 154 ppl/hr 184 ppl/hr 2465 ppl18 ppl/hr 2 ppl/hr 20 ppl/hr 3 ppl/hr 17 ppl/hr 20 ppl/hr 274 ppl29 ppl/hr 5 ppl/hr 34 ppl/hr 6 ppl/hr 28 ppl/hr 34 ppl/hr 456 ppl

Daily

Calculation Details:

DailyLand Use Land Use Code Quantity (x) AM Peak Hour PM Peak Hour

Land Use Mode SplitAM Peak Hour PM Peak Hour

PM Peak Hour Daily

Auto

Land UsePeople/Car

(from 2017 NHTS, Table 16)AM Peak Hour PM Peak Hour Daily

1.18 ppl/veh

TransitBikeWalk

ModeAM Peak Hour

Table 2

Pentagon Centre PDSP - Proposed Phase OneSite Trip Generation Summary (1)

Weekday Saturday Sunday

Land Use ITE Code Size Units IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL Daily Trips Daily Trips Daily Trips

Existing Uses

Retail 820 337,900 SF 201 123 324 650 705 1,355 1,003 926 1,929 516 538 1,054 14,985 19,897 8,529 Non-Auto Mode Share Reduction 47% (94) (58) (152) (306) (331) (637) (471) (435) (906) (243) (253) (496) (7,043) (9,352) (4,009)

Retail Subtotal 107 65 172 344 374 718 532 491 1,023 273 285 558 7,942 10,545 4,520

Non-Residential Subtotal 107 65 172 344 374 718 532 491 1,023 273 285 558 7,942 10,545 4,520

Existing Trips 107 65 172 344 374 718 532 491 1,023 273 285 558 7,942 10,545 4,520

Proposed PDSP Retail 820 357,800 SF 213 130 343 676 732 1,408 1,041 961 2,002 547 569 1,116 15,553 20,628 9,031 Non-Auto Mode Share Reduction 47% (100) (61) (161) (318) (344) (662) (489) (452) (941) (257) (267) (524) (7,310) (9,695) (4,245)

Retail Subtotal 113 69 182 358 388 746 552 509 1,061 290 302 592 8,243 10,933 4,786

Non-Residential Subtotal 113 69 182 358 388 746 552 509 1,061 290 302 592 8,243 10,933 4,786

Multi-Family Residential (2) 220 714 DU 71 283 354 267 143 410 200 171 371 178 186 364 4,450 5,349 4,483

Non-Auto Mode Share Reduction 54% (38) (153) (191) (144) (77) (221) (108) (92) (200) (96) (100) (196) (2,403) (2,888) (2,421)

Residential Subtotal 33 130 163 123 66 189 92 79 171 82 86 168 2,047 2,461 2,062

Proposed PDSP Trips 146 199 345 481 454 935 644 588 1,232 372 388 760 10,290 13,394 6,848

Proposed Trips minus Existing Trips 39 134 173 137 80 217 112 97 209 99 103 202 2,348 2,849 2,328

Notes:

(1) Based on ITE Trip Generation 9th Edition rates and/or equations.

(2) Saturday and Sunday peak hour directional distributions are not available for LUC 220 and are instead based on directional distributions of LUC 230 (Residential Condominium/Townhome).

(3) Assumptions:

Retail Office Residential Hotel

Non-auto mode split: 47% 46% 54% 0%

Transit reductions based on 2005 Development-Related Ridership Survey Final Report; Washington Metropolitan Area Transit Authority, March 2006.

AM Peak Hour PM Peak Hour Saturday Mid-Day Peak Hour Sunday Mid-Day Peak Hour

6

fbb

Highlight

F: FUTURE (2023) CONDITIONS WITHOUT DEVELOPMENT CAPACITY ANALYSIS

WORKSHEETS


Background (2023) Synchro 10 ReportAM Peak Page 1

















Direction, Lane # NB 1 SB 1Volume Total 625 243Volume Left 0 25Volume Right 71 0cSH 1700 876Volume to Capacity 0.37 0.03Queue Length 95th (ft) 0 2Control Delay (s) 0.0 1.2Lane LOS AApproach Delay (s) 0.0 1.2Approach LOS




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 479 220 313 25 180 153 40 34 153 93v/c Ratio 0.78 0.20 0.38 0.04 0.18 0.19 0.13 0.08 0.40 0.22Control Delay 25.1 9.1 2.6 8.4 9.0 2.2 22.5 17.3 27.1 6.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 25.1 9.1 2.6 8.4 9.0 2.2 22.5 17.3 27.1 6.6Queue Length 50th (ft) 182 51 0 5 41 0 15 9 60 0Queue Length 95th (ft) #380 87 34 16 73 24 38 29 111 32Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 618 1107 829 570 1026 827 622 884 788 778Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.78 0.20 0.38 0.04 0.18 0.19 0.06 0.04 0.19 0.12




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 465 213 304 23 166 141 37 23 8 59 82 86Future Volume (vph) 465 213 304 23 166 141 37 23 8 59 82 86Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.75 1.00 1.00 0.81 1.00 0.97 1.00 0.96Flpb, ped/bikes 0.87 1.00 1.00 0.82 1.00 1.00 0.99 1.00 0.96 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1536 1863 1182 1459 1727 1289 1728 1696 1750 1414Flt Permitted 0.64 1.00 1.00 0.62 1.00 1.00 0.66 1.00 0.85 1.00Satd. Flow (perm) 1041 1863 1182 953 1727 1289 1200 1696 1521 1414Peak-hour factor, PHF 0.97 0.97 0.97 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 479 220 313 25 180 153 40 25 9 64 89 93RTOR Reduction (vph) 0 0 127 0 0 62 0 7 0 0 0 70Lane Group Flow (vph) 479 220 186 25 180 91 40 27 0 0 153 23Confl. Peds. (#/hr) 106 149 149 106 10 59 59 10Heavy Vehicles (%) 2% 2% 2% 2% 10% 2% 3% 2% 10% 2% 2% 10%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Effective Green, g (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Actuated g/C Ratio 0.59 0.59 0.59 0.59 0.59 0.59 0.25 0.25 0.25 0.25Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 618 1106 701 565 1025 765 300 424 380 353v/s Ratio Prot 0.12 0.10 0.02v/s Ratio Perm c0.46 0.16 0.03 0.07 0.03 c0.10 0.02v/c Ratio 0.78 0.20 0.27 0.04 0.18 0.12 0.13 0.06 0.40 0.07Uniform Delay, d1 12.2 7.5 7.8 6.8 7.4 7.1 23.3 22.9 25.0 22.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 9.2 0.4 0.9 0.1 0.4 0.3 0.2 0.1 0.7 0.1Delay (s) 21.4 7.9 8.8 6.9 7.7 7.4 23.5 22.9 25.7 23.0Level of Service C A A A A A C C C CApproach Delay (s) 14.6 7.5 23.2 24.7Approach LOS B A C C


















Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 46 185 311 224 321 137 53Future Volume (vph) 46 185 311 224 321 137 53Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.94 1.00 1.00 0.95Flpb, ped/bikes 0.81 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1425 1484 3183 1845 1688Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1425 1484 3183 1845 1688Peak-hour factor, PHF 0.92 0.92 0.92 0.95 0.95 0.92 0.92Adj. Flow (vph) 50 201 338 236 338 149 58RTOR Reduction (vph) 0 0 253 0 0 15 0Lane Group Flow (vph) 0 251 85 236 338 192 0Confl. Peds. (#/hr) 107 24 144 144Heavy Vehicles (%) 2% 2% 2% 10% 3% 3% 4%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 20.2 20.2 11.2 47.3 29.6Effective Green, g (s) 20.2 20.2 11.2 47.3 29.6Actuated g/C Ratio 0.25 0.25 0.14 0.59 0.37Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 359 374 445 1090 624v/s Ratio Prot c0.07 c0.18 0.11v/s Ratio Perm 0.18 0.06v/c Ratio 0.70 0.23 0.53 0.31 0.31Uniform Delay, d1 27.1 23.7 32.0 8.2 17.9Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.9 0.3 1.2 0.7 1.3Delay (s) 33.0 24.0 33.2 8.9 19.2Level of Service C C C A BApproach Delay (s) 27.9 18.9 19.2Approach LOS C B B



Background (2023) Synchro 10 ReportPM Peak Page 1

















Direction, Lane # NB 1 SB 1Volume Total 349 493Volume Left 0 0Volume Right 9 0cSH 1700 1700Volume to Capacity 0.21 0.29Queue Length 95th (ft) 0 0Control Delay (s) 0.0 0.0Lane LOSApproach Delay (s) 0.0 0.0Approach LOS




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 118 138 130 23 448 95 215 104 165 241v/c Ratio 0.26 0.13 0.18 0.04 0.41 0.12 0.69 0.22 0.43 0.54Control Delay 12.3 9.6 2.9 10.0 12.1 4.5 37.2 18.0 26.4 20.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.3 9.6 2.9 10.0 12.1 4.5 37.2 18.0 26.4 20.7Queue Length 50th (ft) 28 31 0 5 121 5 93 32 66 68Queue Length 95th (ft) 75 70 28 19 232 31 144 60 104 117Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 455 1078 728 558 1088 780 625 935 777 830Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.26 0.13 0.18 0.04 0.41 0.12 0.34 0.11 0.21 0.29




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 109 127 120 21 412 87 198 79 17 62 90 222Future Volume (vph) 109 127 120 21 412 87 198 79 17 62 90 222Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.73 1.00 1.00 0.81 1.00 0.99 1.00 0.97Flpb, ped/bikes 0.92 1.00 1.00 0.79 1.00 1.00 0.99 1.00 0.98 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1622 1845 1154 1356 1863 1284 1755 1787 1782 1535Flt Permitted 0.45 1.00 1.00 0.67 1.00 1.00 0.65 1.00 0.82 1.00Satd. Flow (perm) 768 1845 1154 955 1863 1284 1206 1787 1499 1535Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 118 138 130 23 448 95 215 86 18 67 98 241RTOR Reduction (vph) 0 0 54 0 0 29 0 13 0 0 0 53Lane Group Flow (vph) 118 138 76 23 448 66 215 91 0 0 165 188Confl. Peds. (#/hr) 108 160 160 108 6 39 39 6Heavy Vehicles (%) 2% 3% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Effective Green, g (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Actuated g/C Ratio 0.58 0.58 0.58 0.58 0.58 0.58 0.26 0.26 0.26 0.26Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 449 1079 675 558 1089 751 312 462 387 397v/s Ratio Prot 0.07 c0.24 0.05v/s Ratio Perm 0.15 0.07 0.02 0.05 c0.18 0.11 0.12v/c Ratio 0.26 0.13 0.11 0.04 0.41 0.09 0.69 0.20 0.43 0.47Uniform Delay, d1 8.1 7.4 7.4 7.1 9.1 7.3 26.7 23.2 24.7 25.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.4 0.2 0.3 0.1 1.2 0.2 6.2 0.2 0.8 0.9Delay (s) 9.6 7.7 7.7 7.2 10.2 7.5 33.0 23.4 25.5 26.0Level of Service A A A A B A C C C CApproach Delay (s) 8.3 9.6 29.8 25.8Approach LOS A A C C


















Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 18 101 228 306 402 182 47Future Volume (vph) 18 101 228 306 402 182 47Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.96Flpb, ped/bikes 0.88 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1554 1503 3183 1845 1729Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1554 1503 3183 1845 1729Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 20 110 248 333 437 198 51RTOR Reduction (vph) 0 0 189 0 0 10 0Lane Group Flow (vph) 0 130 59 333 437 239 0Confl. Peds. (#/hr) 67 12 12 161Heavy Vehicles (%) 2% 2% 3% 10% 3% 3% 2%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 19.0 19.0 13.3 48.5 28.7Effective Green, g (s) 19.0 19.0 13.3 48.5 28.7Actuated g/C Ratio 0.24 0.24 0.17 0.61 0.36Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 369 356 529 1118 620v/s Ratio Prot c0.10 c0.24 0.14v/s Ratio Perm 0.08 0.04v/c Ratio 0.35 0.17 0.63 0.39 0.39Uniform Delay, d1 25.4 24.2 31.1 8.1 19.1Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.6 0.2 2.3 1.0 1.8Delay (s) 26.0 24.4 33.4 9.2 20.9Level of Service C C C A CApproach Delay (s) 25.0 19.6 20.9Approach LOS C B C


G: RE-ROUTED EXISTING VOLUMES

3

4

SITE

Long

Brid

ge D

rive

S Cl

ark

Stre

et

15th Street S

Gara

ge E

ntra

nce

Garage Entrance

7

8

Crys

tal D

rive

5 6

Rich

mon

d Hi

ghwa

y 9

10

2

1

Re-Routed Existing Volumes

Turning Movement

AM / PM Peak Hour Volume123/456

# Study Intersection

0/0

0/0

0/0

0/00/00/0

0/00/00/0

0/0

0/0

0/0

0/0

0/0

0/+6 0/

0

-23/

0+2

3/0

0/0

0/0

0/00/0

0/0

0/0

0/0

0/0

0/0

0/00/0

0/0

0/0

0/00/0

NOT TO SCALE

0/00/0

0/+6

In Future (2023) with development conditions, existing volumes were re-routed due to changes to the 201 12th Street S garage access and circulation.

0/0

-23/

0

H: FUTURE (2023) CONDITIONS WITH DEVELOPMENT CAPACITY ANALYSIS

WORKSHEETS


Future (2023) Synchro 10 ReportAM Peak Page 1




HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: Garage Exit/S Ball Street & 10th Street S 02/20/2020



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 78 35 4 10Volume Left 14 9 1 0Volume Right 27 0 3 10cSH 1517 1527 934 982Volume to Capacity 0.01 0.01 0.00 0.01Queue Length 95th (ft) 1 0 0 1Control Delay (s) 1.4 1.9 8.9 8.7Lane LOS A A A AApproach Delay (s) 1.4 1.9 8.9 8.7Approach LOS A A


HCM 2010 Roundabout 101 12th Street S3: Garage Entrance/Alley 02/20/2020



Approach EB NB SBEntry Lanes 1 1 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 59 5 12Demand Flow Rate, veh/h 62 5 13Vehicles Circulating, veh/h 0 23 18Vehicles Exiting, veh/h 31 39 10Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 9 0 22Ped Cap Adj 0.999 1.000 0.997Approach Delay, s/veh 3.8 3.3 3.6Approach LOS A A A

Lane Left Left LeftDesignated Moves LR LT TRAssumed Moves LR LT TRRT ChannelizedLane Util 1.000 1.000 1.000Critical Headway, s 5.193 5.193 5.193Entry Flow, veh/h 62 5 13Cap Entry Lane, veh/h 1130 1104 1110Entry HV Adj Factor 0.950 1.000 0.923Flow Entry, veh/h 59 5 12Cap Entry, veh/h 1073 1104 1021V/C Ratio 0.055 0.005 0.012Control Delay, s/veh 3.8 3.3 3.6LOS A A A95th %tile Queue, veh 0 0 0




Direction, Lane # WB 1 NB 1 SB 1Volume Total 1 661 219Volume Left 0 0 0Volume Right 1 95 0cSH 445 1700 1700Volume to Capacity 0.00 0.39 0.13Queue Length 95th (ft) 0 0 0Control Delay (s) 13.1 0.0 0.0Lane LOS BApproach Delay (s) 13.1 0.0 0.0Approach LOS B




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 508 227 313 25 182 159 40 34 153 95v/c Ratio 0.82 0.21 0.38 0.04 0.18 0.19 0.13 0.08 0.40 0.22Control Delay 28.8 9.1 2.6 8.4 9.0 2.1 22.5 17.3 27.1 6.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 28.8 9.1 2.6 8.4 9.0 2.1 22.5 17.3 27.1 6.5Queue Length 50th (ft) 203 53 0 5 42 0 15 9 60 0Queue Length 95th (ft) #414 90 34 16 74 24 38 29 111 33Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 618 1107 829 568 1026 830 622 884 788 779Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.82 0.21 0.38 0.04 0.18 0.19 0.06 0.04 0.19 0.12




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 493 220 304 23 167 146 37 23 8 59 82 87Future Volume (vph) 493 220 304 23 167 146 37 23 8 59 82 87Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.75 1.00 1.00 0.81 1.00 0.97 1.00 0.96Flpb, ped/bikes 0.87 1.00 1.00 0.83 1.00 1.00 0.99 1.00 0.96 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1537 1863 1182 1462 1727 1289 1728 1696 1750 1414Flt Permitted 0.64 1.00 1.00 0.62 1.00 1.00 0.66 1.00 0.85 1.00Satd. Flow (perm) 1039 1863 1182 949 1727 1289 1200 1696 1521 1414Peak-hour factor, PHF 0.97 0.97 0.97 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 508 227 313 25 182 159 40 25 9 64 89 95RTOR Reduction (vph) 0 0 127 0 0 65 0 7 0 0 0 71Lane Group Flow (vph) 508 227 186 25 182 94 40 27 0 0 153 24Confl. Peds. (#/hr) 106 149 149 106 10 59 59 10Heavy Vehicles (%) 2% 2% 2% 2% 10% 2% 3% 2% 10% 2% 2% 10%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Effective Green, g (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Actuated g/C Ratio 0.59 0.59 0.59 0.59 0.59 0.59 0.25 0.25 0.25 0.25Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 616 1106 701 563 1025 765 300 424 380 353v/s Ratio Prot 0.12 0.11 0.02v/s Ratio Perm c0.49 0.16 0.03 0.07 0.03 c0.10 0.02v/c Ratio 0.82 0.21 0.27 0.04 0.18 0.12 0.13 0.06 0.40 0.07Uniform Delay, d1 12.9 7.5 7.8 6.8 7.4 7.1 23.3 22.9 25.0 22.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 11.9 0.4 0.9 0.1 0.4 0.3 0.2 0.1 0.7 0.1Delay (s) 24.9 7.9 8.8 6.9 7.8 7.5 23.5 22.9 25.7 23.0Level of Service C A A A A A C C C CApproach Delay (s) 16.4 7.6 23.2 24.7Approach LOS B A C C














Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 268 338 236 348 213v/c Ratio 0.74 0.54 0.53 0.32 0.34Control Delay 40.4 6.4 36.0 9.9 19.4Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 40.4 6.4 36.0 9.9 19.4Queue Length 50th (ft) 119 0 57 85 67Queue Length 95th (ft) #204 59 87 138 133Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 400 660 636 1088 634Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.67 0.51 0.37 0.32 0.34




Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 46 201 311 224 331 137 59Future Volume (vph) 46 201 311 224 331 137 59Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.94 1.00 1.00 0.95Flpb, ped/bikes 0.81 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1425 1484 3183 1845 1677Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1425 1484 3183 1845 1677Peak-hour factor, PHF 0.92 0.92 0.92 0.95 0.95 0.92 0.92Adj. Flow (vph) 50 218 338 236 348 149 64RTOR Reduction (vph) 0 0 252 0 0 17 0Lane Group Flow (vph) 0 268 86 236 348 196 0Confl. Peds. (#/hr) 107 24 144 144Heavy Vehicles (%) 2% 2% 2% 10% 3% 3% 4%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 20.3 20.3 11.2 47.2 29.5Effective Green, g (s) 20.3 20.3 11.2 47.2 29.5Actuated g/C Ratio 0.25 0.25 0.14 0.59 0.37Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 361 376 445 1088 618v/s Ratio Prot c0.07 c0.19 0.12v/s Ratio Perm 0.19 0.06v/c Ratio 0.74 0.23 0.53 0.32 0.32Uniform Delay, d1 27.4 23.6 32.0 8.3 18.0Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 8.0 0.3 1.2 0.8 1.3Delay (s) 35.5 24.0 33.2 9.1 19.4Level of Service D C C A BApproach Delay (s) 29.0 18.8 19.4Approach LOS C B B


HCM Unsignalized Intersection Capacity Analysis 101 12th Street S9: 12th Street S & 10th Street S 02/20/2020


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (veh/h) 7 216 304 22 6 1Future Volume (Veh/h) 7 216 304 22 6 1Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 8 235 330 24 7 1PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 385pX, platoon unblocked 0.99vC, conflicting volume 354 593 342vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 354 581 342tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 98 100cM capacity (veh/h) 1205 467 701

Direction, Lane # EB 1 WB 1 SB 1Volume Total 243 354 8Volume Left 8 0 7Volume Right 0 24 1cSH 1205 1700 487Volume to Capacity 0.01 0.21 0.02Queue Length 95th (ft) 1 0 1Control Delay (s) 0.3 0.0 12.5Lane LOS A BApproach Delay (s) 0.3 0.0 12.5Approach LOS B


HCM Unsignalized Intersection Capacity Analysis 101 12th Street S10: 10th Street S & Roundabout 02/20/2020


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 4 23 8 21 32 3Future Volume (Veh/h) 4 23 8 21 32 3Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 4 25 9 23 35 3PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 94 20 32vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 94 20 32tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 98 98cM capacity (veh/h) 886 1057 1580

Direction, Lane # WB 1 NB 1 SB 1Volume Total 29 32 38Volume Left 4 0 35Volume Right 25 23 0cSH 1030 1700 1580Volume to Capacity 0.03 0.02 0.02Queue Length 95th (ft) 2 0 2Control Delay (s) 8.6 0.0 6.8Lane LOS A AApproach Delay (s) 8.6 0.0 6.8Approach LOS A



Future (2023) Synchro 10 ReportPM Peak Page 1




HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: Garage Exit/S Ball Street & 10th Street S 02/20/2020



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 50 26 121 10Volume Left 18 2 89 0Volume Right 2 0 22 10cSH 1563 1566 853 1020Volume to Capacity 0.01 0.00 0.14 0.01Queue Length 95th (ft) 1 0 12 1Control Delay (s) 2.7 0.6 9.9 8.6Lane LOS A A A AApproach Delay (s) 2.7 0.6 9.9 8.6Approach LOS A A


HCM 2010 Roundabout 101 12th Street S3: Garage Entrance/Alley 02/20/2020



Approach EB NB SBEntry Lanes 1 1 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 32 32 5Demand Flow Rate, veh/h 32 33 5Vehicles Circulating, veh/h 0 25 40Vehicles Exiting, veh/h 45 7 18Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 5 0 7Ped Cap Adj 0.999 1.000 0.999Approach Delay, s/veh 3.4 3.6 3.4Approach LOS A A A

Lane Left Left LeftDesignated Moves LR LT TRAssumed Moves LR LT TRRT ChannelizedLane Util 1.000 1.000 1.000Critical Headway, s 5.193 5.193 5.193Entry Flow, veh/h 32 33 5Cap Entry Lane, veh/h 1130 1102 1086Entry HV Adj Factor 0.996 0.970 1.000Flow Entry, veh/h 32 32 5Cap Entry, veh/h 1124 1069 1085V/C Ratio 0.028 0.030 0.005Control Delay, s/veh 3.4 3.6 3.4LOS A A A95th %tile Queue, veh 0 0 0




Direction, Lane # WB 1 NB 1 SB 1Volume Total 13 359 513Volume Left 0 0 0Volume Right 13 13 0cSH 622 1700 1700Volume to Capacity 0.02 0.21 0.30Queue Length 95th (ft) 2 0 0Control Delay (s) 10.9 0.0 0.0Lane LOS BApproach Delay (s) 10.9 0.0 0.0Approach LOS B




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 126 139 130 23 453 97 215 104 165 261v/c Ratio 0.28 0.13 0.18 0.04 0.42 0.12 0.69 0.22 0.43 0.58Control Delay 12.6 9.6 2.9 10.0 12.2 4.6 37.2 18.0 26.4 22.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.6 9.6 2.9 10.0 12.2 4.6 37.2 18.0 26.4 22.6Queue Length 50th (ft) 31 31 0 5 123 5 93 32 66 78Queue Length 95th (ft) 80 71 28 19 235 32 144 60 104 130Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 451 1078 728 557 1088 780 625 935 777 829Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.28 0.13 0.18 0.04 0.42 0.12 0.34 0.11 0.21 0.31




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 116 128 120 21 417 89 198 79 17 62 90 240Future Volume (vph) 116 128 120 21 417 89 198 79 17 62 90 240Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.73 1.00 1.00 0.81 1.00 0.99 1.00 0.97Flpb, ped/bikes 0.92 1.00 1.00 0.79 1.00 1.00 0.99 1.00 0.98 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1623 1845 1154 1356 1863 1284 1755 1787 1782 1535Flt Permitted 0.45 1.00 1.00 0.67 1.00 1.00 0.65 1.00 0.82 1.00Satd. Flow (perm) 762 1845 1154 954 1863 1284 1206 1787 1499 1535Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 126 139 130 23 453 97 215 86 18 67 98 261RTOR Reduction (vph) 0 0 54 0 0 29 0 13 0 0 0 52Lane Group Flow (vph) 126 139 76 23 453 68 215 91 0 0 165 209Confl. Peds. (#/hr) 108 160 160 108 6 39 39 6Heavy Vehicles (%) 2% 3% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Effective Green, g (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Actuated g/C Ratio 0.58 0.58 0.58 0.58 0.58 0.58 0.26 0.26 0.26 0.26Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 445 1079 675 558 1089 751 312 462 387 397v/s Ratio Prot 0.08 c0.24 0.05v/s Ratio Perm 0.17 0.07 0.02 0.05 c0.18 0.11 0.14v/c Ratio 0.28 0.13 0.11 0.04 0.42 0.09 0.69 0.20 0.43 0.53Uniform Delay, d1 8.3 7.5 7.4 7.1 9.1 7.3 26.7 23.2 24.7 25.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.6 0.2 0.3 0.1 1.2 0.2 6.2 0.2 0.8 1.3Delay (s) 9.8 7.7 7.7 7.2 10.3 7.5 33.0 23.4 25.5 26.7Level of Service A A A A B A C C C CApproach Delay (s) 8.4 9.7 29.8 26.2Approach LOS A A C C


















Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 18 104 228 306 404 183 77Future Volume (vph) 18 104 228 306 404 183 77Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.95Flpb, ped/bikes 0.88 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1554 1503 3183 1845 1679Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1554 1503 3183 1845 1679Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 20 113 248 333 439 199 84RTOR Reduction (vph) 0 0 189 0 0 17 0Lane Group Flow (vph) 0 133 59 333 439 266 0Confl. Peds. (#/hr) 67 12 12 161Heavy Vehicles (%) 2% 2% 3% 10% 3% 3% 2%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 19.0 19.0 13.3 48.5 28.7Effective Green, g (s) 19.0 19.0 13.3 48.5 28.7Actuated g/C Ratio 0.24 0.24 0.17 0.61 0.36Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 369 356 529 1118 602v/s Ratio Prot c0.10 0.24 c0.16v/s Ratio Perm 0.09 0.04v/c Ratio 0.36 0.17 0.63 0.39 0.44Uniform Delay, d1 25.4 24.2 31.1 8.1 19.6Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.6 0.2 2.3 1.0 2.4Delay (s) 26.0 24.4 33.4 9.2 21.9Level of Service C C C A CApproach Delay (s) 25.0 19.6 21.9Approach LOS C B C


HCM Unsignalized Intersection Capacity Analysis 101 12th Street S9: 12th Street S & 10th Street S 02/20/2020


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (veh/h) 1 194 501 3 31 5Future Volume (Veh/h) 1 194 501 3 31 5Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 1 211 545 3 34 5PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 385pX, platoon unblockedvC, conflicting volume 548 760 546vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 548 760 546tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 91 99cM capacity (veh/h) 1021 374 537

Direction, Lane # EB 1 WB 1 SB 1Volume Total 212 548 39Volume Left 1 0 34Volume Right 0 3 5cSH 1021 1700 389Volume to Capacity 0.00 0.32 0.10Queue Length 95th (ft) 0 0 8Control Delay (s) 0.0 0.0 15.3Lane LOS A CApproach Delay (s) 0.0 0.0 15.3Approach LOS C


HCM Unsignalized Intersection Capacity Analysis 101 12th Street S10: 10th Street S & Roundabout 02/20/2020


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 16 22 2 2 27 20Future Volume (Veh/h) 16 22 2 2 27 20Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 17 24 2 2 29 22PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 83 3 4vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 83 3 4tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 98 98 98cM capacity (veh/h) 902 1081 1618

Direction, Lane # WB 1 NB 1 SB 1Volume Total 41 4 51Volume Left 17 0 29Volume Right 24 2 0cSH 999 1700 1618Volume to Capacity 0.04 0.00 0.02Queue Length 95th (ft) 3 0 1Control Delay (s) 8.8 0.0 4.2Lane LOS A AApproach Delay (s) 8.8 0.0 4.2Approach LOS A


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MULTIMODAL TRANSPORTATION SSESSMENT · 2020-06-24 · Major Transportation Features ... Inbound trips were assigned to the 101 12th Street S garage until the 85% occupancy threshold