4010 RANDOLPH ROAD Traffic Impact Study

4010 RANDOLPH ROAD

Traffic Impact Study

PREPARED FOR

AHC INC.

DECEMBER 2020 REVISED MARCH 2021

Prepared By:

4010 RANDOLPH ROAD

Traffic Impact Study

Prepared for:

AHC, INC.

DECEMEBER 2020

Prepared By:

Prepared under the Supervision of:

Andrew Smith, PE, Kimley-Horn and Associates, Inc. Email: [email protected]

11400 Commerce Park Drive, Suite 400 Reston, VA 20191 Phone: (703) 674-1300 Fax: (703) 674-1361 © Kimley-Horn & Associates, Inc. 2020

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

LIST OF FIGURES...... iii

LIST OF TABLES ...... iv

Executive Summary ...... v

Introduction ...... 1

Background Information ...... 2

Description of Proposed Development ...... 2

Study Area ...... 2

Existing Area Roadways ...... 6

Existing Area Transit Service ...... 6

Bus Routes ...... 6 Existing Pedestrian and Bicycle Facilities ...... 7

Signalized Pedestrian Crossing Distance Analysis ...... 10

Future Transportation Modifications ...... 10

Existing Traffic Conditions ...... 11

Existing Traffic Volumes ...... 11

Background Traffic Conditions ...... 15

Approved and Unbuilt (Pipeline) Developments ...... 15

Background Traffic Volumes ...... 15

Total Future Traffic Conditions ...... 19

Site Trip Generation ...... 19

Site Traffic Distribution and Assignment ...... 20

Total Future Traffic Volumes ...... 22

Assessment of Transportation System Adequacy ...... 28

Motor Vehicle System Adequacy ...... 28

HCM (Synchro) Analysis ...... 28 Pedestrian, Bicycle, and Transit System Adequacy ...... 29

Pedestrian and Bicycle Impact Statement ...... 30

Traffic Signal Warrant Analysis ...... 32

Warrant Descriptions ...... 32 Signal Warrant Volumes ...... 36 Applicable Warrant Evaluations ...... 44 Warrant Results Summary ...... 48 Conclusions...... 49

LIST OF FIGURES Figure 1: Site Vicinity Map ...... 3

Figure 2: Conceptual Site Plan ...... 4

Figure 3: Existing Lane Designations ...... 5

Figure 4: Existing Transit Map ...... 8

Figure 5: Existing Pedestrian Network Map ...... 9

Figure 6: Adjusted Existing Peak Hour Traffic Volumes...... 12

Figure 7: Existing Peak Hour Pedestrian Volumes ...... 13

Figure 8: Existing Peak Hour Bicycle Volumes ...... 14

Figure 9: Locations of Approved and Unbuilt Development ...... 16

Figure 10: Pipeline Development Peak Hour Traffic Volumes ...... 17

Figure 11: Background Peak Hour Traffic Volumes ...... 18

Figure 12: Directional Distribution of Site Generated Trips ...... 21

Figure 13: Site Trip Assignment Percentages ...... 23

Figure 14: Site Generated Peak Hour Traffic Volumes ...... 24

Figure 15: Existing Trip Credit ...... 25

Figure 16: Net Site Generated Peak Hour Traffic Volumes ...... 26

Figure 17: Total Future Peak Hour Traffic Volumes ...... 27

Figure 18: Adjusted Existing Hourly Traffic Volumes ...... 37

Figure 19: Existing Percentage of Daily Traffic ...... 38

Figure 20: Pipeline Development Hourly Traffic Volumes ...... 39

Figure 21: Background Hourly Traffic Volumes ...... 40

Figure 22: Net Site Generated Hourly Traffic Volumes ...... 41

Figure 23: Total Future Hourly Traffic Volumes ...... 42

Figure 24: Total Future Hourly Traffic Volumes with Right-Turn Adjustment ...... 43

iii

Figure 25: Eight-Hour Vehicle Volume Warrant Thresholds ...... 45

Figure 26: Four-Hour Vehicle Volume Warrant Thresholds ...... 46

Figure 27: Peak-Hour Vehicle Volume Warrant Thresholds ...... 47

LIST OF TABLES

Table 1: Pedestrian Crossing Distance Analysis Results ...... 10

Table 2: Trip Generation for Approved and Unbuilt Developments ...... 15

Table 3: Site Generated Peak Hour Vehicle Trip Generation ...... 19

Table 4: Multimodal Peak Hour Vehicle Trip Generation ...... 20

Table 5: Directional Distribution of Approach for Site Generated Trips ...... 20

Table 6: HCM Capacity Analysis Results (delay in seconds) ...... 28

Table 7: Signal Warrant Results ...... 48

Executive Summary This report presents the results of a transportation impact study for the preliminary and site plan application for the proposed 4010 Randolph Road redevelopment near the Veirs Mill Village neighborhood in Montgomery County, Maryland.

The proposed development consists of redeveloping the existing Montgomery County Recreation Department Headquarters site into a high-quality, mixed-income affordable housing community. The existing site consists of a 35,646 square-foot government headquarters office building. The existing building will be demolished and up to 200 residential units will be constructed on the property, consisting of up to 197 mid-rise multi-family units and three single-family (Habitat for Humanity) homes. The development also includes approximately 3,500 square-feet of neighborhood-serving commercial uses.

This traffic study was prepared to document traffic impacts for the development in accordance with the 2017 Local Area Transportation Review Guidelines (LATR guidelines). Traffic study assumptions were finalized in a scoping form approved by Montgomery County Planning Board staff, the Montgomery County Department of Transportation, and the Maryland State Highway Administration.

As compared to the existing office development, the proposed residential community will result in a reduction of 24 person trips in the AM peak hour and an increase of 77 person trips in the PM peak hour. Regarding vehicle trips, the proposed development will result in a reduction of 28 vehicles trips in the AM peak hour and an increase of 39 vehicle trips in the PM peak hour.

The results of the capacity analysis show that the area intersections will all operate similarly with the development of the proposed site at 4010 Randolph Road as they would operate under background conditions (i.e. future conditions without the proposed development). The capacity analysis also indicates that all intersections will operate below the Kensington/Wheaton policy area delay threshold of 80 seconds. As such, the motor vehicle adequacy test is satisfied. The proposed site entrances will all operate acceptably and within the HCM standard for the Kensington/Wheaton policy area.

The site generated multimodal trip totals are less than the 50-trip thresholds which require adequacy tests for the pedestrian, bicycle, and transit modes, so these adequacy tests are not required. The net change in multimodal volume will not contribute to impacts to transit, pedestrian, or bicycle mobility. The existing pedestrian network provides adequate access throughout the study area. Sidewalks, crosswalks, and pedestrian signals are provided at appropriate locations throughout the study area. The site is well-served by several transit routes.

The results of a signal warrant analysis at the intersection of Veirs Mill Road and Bushey Drive indicate that no signal warrants are satisfied. As such, there are no traffic operations or safety factors that warrant further consideration of a traffic signal.

The study area will continue to operate in a safe and efficient manor with the proposed development of the 4010 Randolph site.

Introduction This report presents the results of a transportation impact study for the preliminary and site plan application for the proposed 4010 Randolph Road redevelopment near the Veirs Mill Village neighborhood in southeastern Montgomery County, Maryland. The proposed development consists of redeveloping the existing Montgomery County Recreation Department Headquarters site into a high- quality, mixed-income affordable housing community. The site is located just northeast of the intersection of Veirs Mill Road (MD Route 586) and Randolph Road (County Route 1659), west of Bushey Drive.

This traffic study was prepared to document traffic impacts for the preliminary plan application for the development. The study has been prepared in accordance with the 2017 Local Area Transportation Review Guidelines (LATR guidelines), as directed by Montgomery County Planning Board (MCPB) transportation staff. The following sections of this report describe the area transportation system, existing traffic volumes, the calculation of traffic generated by approved and unbuilt developments, and the impact of the proposed development.

Traffic study scoping was discussed with MCPB staff and was finalized in a scoping form on November 17, 2020. The scoping form indicates that HCM intersection capacity analyses will be performed for the AM and PM commuter peak hours at the identified study intersections. The scoping form was approved by MCPB staff, the Montgomery County Department of Transportation (MCDOT), and the Maryland State Highway Administration (SHA), and is included as Appendix A.

Background Information

DESCRIPTION OF PROPOSED DEVELOPMENT The proposed 4010 Randolph Road development is located within Wheaton near the Veirs Mill Village neighborhood, north of the Town of Kensington, in Montgomery County, Maryland. The village is a part of a suburban community within the census-designated place of Wheaton. The area consists primarily of residential homes with some commercial use at the intersection of Randolph Road and Veirs Mill Road.

The site is located just northeast of the intersection of Veirs Mill Road (MD Route 586) and Randolph Road (County Route 1659), west of Bushey Drive. The site vicinity map is shown on Figure 1.

There are currently three driveways accessing the site: one driveway at the existing signalized intersection at Colie Drive and Randolph Road and one U-shaped driveway with two access points located along Bushey Drive. Access to the signalized intersection at Colie Drive will remain, but the driveways at the ends of the U-shaped driveway will be replaced by two driveways leading to drive aisles through the site. As recommended by the Veirs Mill Corridor Master Plan, Colie Drive will be extended through the site to meet Gannon Road; thus, access to the proposed site will also be provided by Gannon Road.

The site is located in the “Kensington-Wheaton” policy area. The Highway Capacity Manual (HCM) Average Vehicle Delay Standard in this policy area is 80 seconds per vehicle.

A conceptual site plan showing the site access is shown in Figure 2.

STUDY AREA The following intersections were identified for study by MCPB transportation staff:

1. Veirs Mill Road and Randolph Road 2. Randolph Road and Colie Drive 3. Randolph Road and Bushey Drive 4. Veirs Mill Road and Bushey Drive Figure 3 shows the existing lane designations and traffic control at the study area intersections.

Not to Scale

SITE

Source: Google Earth Pro

Site Vicinity Map Figure 1 4010 Randolph Road Page 3 Not to Scale

Conceptual Site Plan Figure 2 4010 Randolph Road Page 4 Randolph Road 1 * Left-turns from Randolph Road Legend onto Veirs Mill Road are restricted. XX/XX AM/PM Peak Hour Traffic Volume * Stop Sign Veirs Mill Road * Traffic Signal Site Location X Study Intersection Colie Drive 2 2 3

Randolph Road Theater Entrance

1 Bushey DriveBushey 3

Randolph Road

4 Bushey DriveBushey 4

Veirs Mill Road

Source: Google Earth Pro Not to Scale Existing Lane Designations Figure 3 4010 Randolph Road Page 5

EXISTING AREA ROADWAYS A brief description of the area roadway system follows:

Veirs Mill Road – This urban principal arterial runs from Rockville Pike in the city of Rockville to Georgia Avenue in Wheaton. Veirs Mill Road is designated as MD Route 586. In the study area, this road is a five-lane divided roadway with a speed limit of 40 mph. The Annual Average Daily Traffic (AADT) of Veirs Mill Road in 2019 was 44,181 vehicles per day (VPD) north of Randolph Road and 39,251 VPD south of Randolph Road. For the purposes of this study, Veirs Mill Road is considered an east-west road. The study area intersection of Veirs Mill Road and Randolph Road is signalized.

Randolph Road – This urban principal arterial runs from the North Bethesda area (where it becomes Montrose Road) to U.S. Route 29 in the White Oak area (where it becomes Cherry Hill Road). Randolph Road is designated as County Route 1659. In the study area, Randolph Road is a six-lane divided roadway with a speed limit of 35 mph. The AADT of Randolph Road in 2019 was 30,151 VPD east of Veirs Mill Road and 24,381 VPD west of Veirs Mill Road. For the purposes of this study, Randolph Road is considered a north-south road at its intersection with Veirs Mill Road and an east- west road otherwise. The study area intersection of Randolph Road and Colie Drive is signalized.

Bushey Drive – This roadway is an urban minor collector that runs from Veirs Mill Road to Littleton Street. Bushey Drive is designated as County Route 1677. Bushey Drive is a two-lane undivided roadway with a speed limit of 25 mph. The AADT of Bushey Drive in 2019 was 861 VPD.

Colie Drive – This roadway is a two-lane local road that runs from Harvard Street to Randolph Road. Colie Drive is a two-lane undivided roadway with a speed limit of 25 mph.

Gannon Road – Gannon Road is a two-lane local road with a statutory speed limit of 25 mph. This road stubs out west of Bushey Drive and will be extended to connect to Colie Drive as a part of the proposed development.

EXISTING AREA TRANSIT SERVICE The existing transit service in the study area includes the Ride-On local bus service and the Metrobus service. The transit route stops within the study area are described below.

Bus Routes Montgomery County provides Ride-On local bus service. There are several bus stops in the vicinity of the proposed site. The following Ride-On routes provide service with 6- to 8-minute headway within and near the study area:

• Route10: (Twinbrook Station – Hillandale) Twinbrook Metrorail Station to Hillandale Metrorail Station, including a stop on Randolph Road in the study area • Route 34: (Aspen Hill – Friendship Heights) Aspen Hill (Grand and Bel Pre Roads) to Friendship Heights Metrorail Station, stops along Veirs Mill Road and Wheaton Station • Route 48: (Wheaton-Rockville) Rockville Metrorail Station to Wheaton Metrorail Station, including a stop on Veirs Mill Road within the study area; from Rockville Station to Wheaton Station

WMATA provides Metrobus local and regional bus service. The following Metrobus routes provide service within and near the study area:

• C8: (White Flint Station – College Park-U of MD) White Flint Station to Glenmont Metrorail Station, including a stop at Randolph Road and Veirs Mill Road; • L8: (Connecticut Avenue to Maryland Line) Friendship Heights Station – Grand Pre Road and Bel Pre Road, this route stops at Connecticut Ave and Randolph Road intersection • C4: (Greenbelt to Twinbrook Station) Prince Georges Plaza Station to Twinbrook Station, this route stops at Randolph Road and Veirs Mill Road • Q1: (Veirs Mill Road Line) Silver Spring Station to Shady Grove Station, this route stops at Randolph Road and Veirs Mill Road • Q2: (Veirs Mill Road Line) Silver Spring Station to Shady Grove Station; this route stops at Randolph Road and Veirs Mill Road • Q4: (Veirs Mill Road Line) Silver Spring Station to Rockville Station; this route stops at Randolph Road and Veirs Mill Road • Q5: (Veirs Mill Road Line) Wheaton Station to Shady Grove Station, this route stops at Randolph Road and Veirs Mill Road • Q6: (Veirs Mill Road Line) Wheaton Station to Shady Grove Station The study area transit map is shown in Figure 4.

EXISTING PEDESTRIAN AND BICYCLE FACILITIES Review of existing conditions shows that there are sidewalks within the study area. There are existing sidewalks on both sides of Bushey Drive, Veirs Mill Road, Randolph Road, and Gannon Road, with the exception of the south side of Veirs Mill Road east of Randolph Road.

The existing pedestrian network is shown in Figure 5.

Designated bicycle lanes are not currently provided along any of the study network roadways, and there are no shoulders on study area roadways that would be suitable for cyclists.

The Montgomery County Bicycle Master Plan (adopted December 19, 2018) recommends separated bikeways on Randolph Road and on Veirs Mill Road. However, the bikeways are not recommended along the development site’s frontage on Randolph Road and thus are inapplicable to the subject development. The proposed bikeways are described below:

• A sidepath is recommended on the north side of Randolph Road • A two-way separated bike lane is recommended on the north side of Veirs Mill Road from Harvard Street to Bushey Drive • A sidepath is recommended on the north side of Veirs Mill Road from Bushey Drive to Galt Avenue • A two-way separated bike lane is recommended on the south side of Veirs Mill Road from Matthew Henson Trail to Pendleton Drive

Legend Ride On Route Ride On Route (certain trips) Metrobus Route

Source: MontgomeryCountyMD.gov Not to Scale Existing Transit Map Figure 4 4010 Randolph Road Page 8 Legend Sidewalk Crosswalk T Ramp with tactile surface B Bus Stop

B T B T T T B T T B B T

B B T T T T B

B B T T B

Source: Google Earth Pro Not to Scale Existing Pedestrian Network Map Figure 5 4010 Randolph Road Page 9

SIGNALIZED PEDESTRIAN CROSSING DISTANCE ANALYSIS A pedestrian crossing distance analysis was performed to determine the existing crossing conditions and signal timing necessary to meet the required pedestrian and bicycle crossing needs. Crosswalk length measurements were taken in Google Earth to determine the pedestrian crossing distances, measured from the curb to the edge of the far travel lane, at each intersection. Using these measurements, the desired pedestrian crossing time was calculated by dividing the distance by an average walking speed of 3.5 feet per second and subtracting the total clearance time (yellow + all red) for the associated phase. Table 1 summarizes the results of the pedestrian crossing distance analysis. As shown, there is adequate crossing time provided at the signalized intersections.

Table 1: Pedestrian Crossing Distance Analysis Results

Net Crossing Crossing Clearance Provided Pedestrian Crossing Distance Time at 3.5 Time Crossing Crossing Time (ft) ft/sec (sec) Reduction Time (sec) Required Veirs Mill Road and Randolph Road Randolph Road – 95 28 6.5 21.5 29 North Leg Randolph Road – 93 27 6.5 20.5 29 South Leg Veirs Mill Road – 118 34 6.5 27.5 29 East Leg Veirs Mill Road – 102 30 6.5 23.5 29 West Leg Randolph Road and Colie Drive Colie Drive – North 50 14 5.5 8.5 17 Leg Colie Drive – South 50 14 5.5 8.5 17 Leg Randolph Road – 88 25 7 18 27 West Leg

FUTURE TRANSPORTATION MODIFICATIONS MCDOT is planning to construct a FLASH Bus Rapid Transit (BRT) line along Veirs Mill Road. This line will span 7.6 miles and will start at Montgomery College and end at the Wheaton Metro Station. The intersections of Veirs Mill Road and Randolph Road and Veirs Mill Road and Connecticut Avenue are both planned stops for the line. Construction for FLASH is scheduled to begin in 2024 and end in late 2026.

Existing Traffic Conditions Existing traffic conditions represent current traffic volumes within the study area.

EXISTING TRAFFIC VOLUMES The MCPB transportation staff directed that the weekday AM and PM commuter peak hours should be analyzed for the study intersections.

Peak period turning movement counts were conducted at the study intersections on Tuesday, November 17, 2020 from 6:30-9:30 AM and 4:00-7:00 PM. Turning movement counts for Veirs Mill Road and Bushey Drive were conducted on the same day from 6:00 AM – 7:00 PM. The peak hours at each intersection were established by identifying the peak 60 minutes of traffic during the AM and PM peak periods. Based on these traffic counts, the peak hours were identified for each intersection as follows:

• Veirs Mill Road and Randolph Road (7:30-8:30 AM, 4:30-5:30 PM) • Randolph Road and Colie Drive (7:30-8:30 AM, 5:00-6:00 PM) • Randolph Road and Bushey Drive (7:15-8:15 AM, 5:00-6:00 PM) • Veirs Mill Road and Bushey Drive (7:45-8:45 AM, 4:15-5:15 PM) Throughout much of 2020, the COVID-19 pandemic has impacted businesses, public offices, schools, other facilities, and transit, among other things, which in turn has affected typical traffic conditions. On March 14, 2020, the Montgomery County Planning Department initiated an interim policy to not accept transportation impact studies using traffic counts taken during COVID-19 pandemic. The policy was updated September 17, 2020 based data obtained from SHA which showed that statewide daily traffic volumes had leveled off at approximately 83% of traffic compared with 2019 levels. These volumes, while lower than the pre-March 2020 volumes, reflected the existing “new normal” daily traffic conditions. Per the methodology outlined in the September 17 memorandum, new traffic counts are allowed to be collected and used in a traffic study with the following requirements:

• The new counts must be adjusted by a factor to account for Montgomery County Public Schools not being in session in-person. The calculated adjustment factor of 1.07 must be applied as follows: o AM peak period – Apply the 1.07 adjustment factor to all AM peak hour traffic counts. o PM peak period – Apply the 1.07 adjustment factor to any PM peak hour traffic counts captured before 4:30 pm. No adjustment factor is required for counts captured after 4:30 pm.

School was not in session when the turning movement counts for this study were collected, so the counts were adjusted per the guidelines above.

The adjusted existing peak hour traffic volumes at the study intersections are shown on Figure 6. The existing peak hour pedestrian volumes at the study intersections are shown in Figure 7. The existing peak hour bicycle volumes at the study intersections are shown on Figure 8. Appendix B of this report contains the vehicle, pedestrian, and bicycle count summaries.

Randolph Road 1 139/141 899/627 Legend 14/27 569/858 XX/XX AM/PM Peak Hour Traffic Volume 268/358 Stop Sign Veirs Mill Road 169/312 Traffic Signal 735/843 330/1117 187/462 22/48 Site Location X Study Intersection Colie Drive 44/136 2 44/31 1/2 63/76 994/743 2 1/0 3

Randolph Road Theater Entrance 21/64 482/1444 0/7 1/0 2/1 1/4 1 Bushey DriveBushey 43/31 20/12 3 12/6 12/38 1043/776 21/16

Randolph Road 33/116 453/1437 0/1 1/2 11/10 13/22 4 Bushey DriveBushey

4 25/35 28/17 2/17 862/1251 2/9

Veirs Mill Road

6/24 927/1335

Source: Google Earth Pro Not to Scale Adjusted Existing Peak Hour Traffic Volumes Figure 6 4010 Randolph Road Page 12 Randolph Road 1 Legend 16/37 0/0 AM/PM Peak Hour Pedestrian Volume 29/83

6/8 Stop Sign Traffic Signal Veirs Mill Road 6/8 Site Location X Study Intersection 2 Colie Drive 5/12 2 3 4/3 0/1 Theater Entrance

Randolph Road 6/2 1 Bushey DriveBushey 3 2/7 1/1 0/1

Randolph Road 8/1 4 Bushey DriveBushey 4 5/18 0/4

Veirs Mill Road

Source: Google Earth Pro Not to Scale Existing Peak Hour Pedestrian Volumes Figure 7 4010 Randolph Road Page 13 Randolph Road Legend

1 0/0 0/2 0/0 0/0 XX/XX AM/PM Peak Hour Traffic Volume 0/0 Stop Sign Veirs Mill Road 0/1 Traffic Signal 0/1 1/0 0/0 0/0 Site Location X Study Intersection Colie Drive 2 0/0 0/0 0/0 0/0 0/1 2 0/0 3

Randolph Road Theater Entrance 0/0 1/0 0/0 0/0 0/0 0/0 1 Bushey DriveBushey

3 0/0 0/0 0/0 0/0 0/1 0/0

Randolph Road 0/0 1/0 0/0 0/0 0/0 0/0 4 Bushey DriveBushey

4 0/0 0/0 0/0 0/0 0/0

Veirs Mill Road

0/0 0/0

Source: Google Earth Pro Not to Scale Existing Peak Hour Bicycle Volumes Figure 8 4010 Randolph Road Page 14

Background Traffic Conditions Background traffic volumes (i.e. future traffic conditions without the proposed development) represent future traffic that would travel through the area intersections without the proposed development.

The background traffic volumes were developed by adding the trips that will be generated by nearby approved and unbuilt developments to the existing peak hour traffic volumes.

APPROVED AND UNBUILT (PIPELINE) DEVELOPMENTS Based on direction from MCPB transportation staff, the County’s Development Application Information Center (DAIC) website was reviewed to identify of approved and unbuilt (a.k.a. pipeline) developments in the vicinity of the study area. The only pipeline development identified was the Randolph Farms development. The location of this development is shown on Figure 9.

Vehicle trip generation was obtained from the development’s traffic study and is included in Table 2.

Table 2: Trip Generation for Approved and Unbuilt Developments AM Peak Hour PM Peak Hour Development Quantity In Out Total In Out Total 1. Randolph Farms Townhome 106 dwelling units 9 42 51 58 28 86 Total 9 42 51 58 28 86

Vehicle traffic volume assignments onto the study area roadways were developed to align with the trip distribution for the subject site. The assignment of these trips at the study area intersections is shown on Figure 10. Excerpts from the development’s study are contained in Appendix C.

BACKGROUND TRAFFIC VOLUMES Background peak hour traffic volumes were calculated by adding the adjusted existing peak hour traffic volumes shown on Figure 6 and the trips generated by the approved and unbuilt development shown on Figure 10. The background peak hour traffic volumes are shown on Figure 11.

Not to Scale

1. Randolph Farms

SITE

Source: Google Earth Pro

Locations of Approved and Unbuilt Development Figure 9 4010 Randolph Road Page 16 Randolph Road Legend 2/13

1 0/0 0/0 0/0 XX/XX AM/PM Peak Hour Traffic Volume 2/13 Stop Sign Veirs Mill Road 0/0 Traffic Signal 0/0 10/7 11/7 1/3 Site Location X Study Intersection Colie Drive 2 0/0 0/0 0/0 0/0 2/13 2 0/0 3

Randolph Road Theater Entrance 0/0 10/7 0/0 0/0 0/0 0/0 1 Bushey DriveBushey

3 0/0 0/0 0/0 0/0 2/13 0/0

Randolph Road 0/0 10/7 0/0 0/0 0/0 0/0 4 Bushey DriveBushey

4 0/0 0/0 0/0 2/13

Veirs Mill Road

0/0 11/7

Source: Google Earth Pro Not to Scale Pipeline Development Peak Hour Traffic Volumes Figure 10 4010 Randolph Road Page 17 Randolph Road 1 139/141 901/640 Legend 14/27 569/858 XX/XX AM/PM Peak Hour Traffic Volume 270/371 Stop Sign Veirs Mill Road 169/312 Traffic Signal 735/843 340/1124 198/469 23/51 Site Location X Study Intersection Colie Drive 44/136 2 44/31 1/2 63/76 996/756 2 1/0 3

Randolph Road Theater Entrance 21/64 492/1451 0/7 1/0 2/1 1/4 1 Bushey DriveBushey 43/31 20/12 3 12/6 12/38 1045/789 21/16

Randolph Road 33/116 463/1444 0/1 1/2 11/10 13/22 4 Bushey DriveBushey

4 25/35 28/17 2/17 864/1264 2/9

Veirs Mill Road

6/24 938/1342

Source: Google Earth Pro Not to Scale Background Peak Hour Traffic Volumes Figure 11 4010 Randolph Road Page 18

Total Future Traffic Conditions Total future conditions represent traffic volumes with the full build-out of the proposed development.

SITE TRIP GENERATION Per the M-NCPPC 2017 Local Area Transportation Review Guidelines, trip generation was developed and based on the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition with adjustments to reflect transportation mode choice tendencies specific to the Kensington/Wheaton policy area. Per the LATR Guidelines, ITE trip generation values represent 91 percent of the expected residential vehicle trip generation and 92 percent of vehicle trip generation for other uses (in this case, daycare and clinic) in the Kensington/Wheaton Policy Area. Additionally, it was assumed that 75 percent of the trips generated by the day care use would be internal to the site and not affect the study area intersections. A summary of the resulting adjusted peak hour vehicle trip generation is contained in Table 3. The trip generation and internal capture assumptions were approved for use in this study by MCPB transportation staff as a part of the approved scoping form.

Table 3: Site Generated Peak Hour Vehicle Trip Generation ITE Land AM Peak Hour PM Peak Hour Description Quantity Units Use Code In Out Total In Out Total Proposed Trip Generation ITE Mid-Rise 197 DU 17 48 65 48 31 79 221 Apartments ITE Single Family 3 DU 1 1 2 2 1 3 210 Detached Housing ITE Day Care Center 4 1,000 SF 5 5 10 5 5 10 565 ITE Clinic 1 1,000 SF 3 1 4 1 2 3 630 Proposed Total 26 55 81 56 39 95 Existing Trip Generation ITE Government 35.6 1,000 SF 82 27 109 14 42 56 730 Office Building Existing Total 82 27 109 14 42 56 Net New Total (Proposed Minus Existing) -56 28 -28 42 -3 39

The multimodal peak hour trip generation was calculated based on the methodology contained in the LATR Guidelines. The multimodal peak hour trip generation was developed by applying the mode split assumptions for the Kensington/Wheaton policy area to the vehicle trip generation in Table 3. The multimodal peak hour trip generation is contained in Table 4.

Table 4: Multimodal Peak Hour Vehicle Trip Generation

Non- Auto Driver Transit Pedestrian Person Motorized Trips Trips Trips* Trips Description Quantity Units Trips

AM PM AM PM AM PM AM PM AM PM Proposed Trip Generation Mid-Rise 197 DU 65 79 9 11 8 10 17 21 110 134 Apartments Single Family 3 DU 2 3 0 0 0 0 0 0 3 5 Detached Housing Day Care Center 4 1,000 SF 10 10 14 14 1 1 2 2 14 14 Clinic 1 1,000 SF 4 3 6 4 0 0 0 0 6 4 Proposed Total 81 95 10 12 9 11 19 23 133 157 Existing Trip Generation Government 35.6 1,000 SF 109 56 10 5 9 5 19 10 157 80 Office Building Existing Total 109 56 10 5 9 5 19 10 157 80 Net New Total (Proposed Minus Existing) -28 39 0 7 0 6 0 13 -24 77 * Pedestrian Trips = Transit Trips + Non-Motorized Trips

SITE TRAFFIC DISTRIBUTION AND ASSIGNMENT The distribution of site generated vehicle trips was estimated based on the likely resident commuting routes and density of employment centers. The distribution is shown in Table 5 and on Figure 12. These distributions were reviewed and agreed to as a part of the scoping document.

Table 5: Directional Distribution of Approach for Site Generated Trips Direction Distribution Percentage To/From North on Veirs Mill Road 25% To/From South on Veirs Mill Road 30% To/From East on Randolph Road 20% To/From West on Randolph Road 25%

Legend Stop Sign Traffic Signal Site Location X Study Intersection

2 3 20%

Source: Google Earth Pro Not to Scale Directional Distribution of Site Generated Trips Figure 12 4010 Randolph Road Page 21

Site driveways which are not study intersections must also be analyzed as a part of this study. As such, the following intersections are shown in and the subsequent figures:

1. Bushey Drive and Gannon Road 2. Bushey Drive and Driveway A 3. Bushey Drive and Driveway B Given the options for site access and left-turn restrictions at the intersection of Veirs Mill Road and Randolph Road, the assumed site trip assignment percentages are shown on Figure 13. The assignment of the site generated trips at the study area intersections is shown on Figure 14.

As there is an existing use on the site which will be replaced, a trip credit was taken for trip that would no longer occur in the study area as shown in Figure 15. The net site trips at study area intersections is shown in Figure 16.

TOTAL FUTURE TRAFFIC VOLUMES Total future traffic volumes were calculated by adding net trips generated by then proposed development shown on Figure 16 to the background traffic volumes shown in Figure 11. The resulting total future traffic volumes are shown on Figure 17.

Randolph Road Legend 1 25% 20% % In/Out Trip Assignment Percentage 5% Stop Sign Veirs Mill Road 25% Traffic Signal 20% 5% Site Location X Study Intersection Colie Drive 2 2 3

Randolph Road Theater Entrance 0 0 45% 7 45% 1 Bushey DriveBushey 6 3

20% 5 Randolph Road 20% 4 Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey 5% 30% 10% 10% /

4 15% 5% 5 6 7 5% 5% 30% 5%

Veirs Mill Road Gannon Road Driveway A Driveway B

5% 5% 5% 10% 25% 10% 5% 5% 5% 10% / 20% 10% 5% 5%

Source: Google Earth Pro Not to Scale Site Trip Assignment Percentages Figure 13 4010 Randolph Road Page 23 Randolph Road

14/10 Legend 1 11/8 0/0 0/0 XX/XX Trip Assignment Percentage 3/2 Stop Sign Veirs Mill Road 7/14 Traffic Signal 0/0 5/11 1/3 0/0 Site Location X Study Intersection Colie Drive 2 0/0 0/0 0/0 0/0 0/0 2 0/0 3

Randolph Road Theater Entrance 0/0 0/0 25/18 0/0 0/0 7 12/25 1 Bushey DriveBushey 6

3 0/0 0/0 0/0 0/0 0/0 5/11 5 Randolph Road 0/0 0/0 0/0 0/0 11/8 0/0 4 Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey 16/11 3/2 2/3 4/5 4 5 6 7 2/6 3/5 8/17 1/2 9/6 0/0 0/0 0/0 0/0 0/0

Veirs Mill Road Gannon Road Driveway A Driveway B

1/3 2/2 3/2 6/4 7/14 2/6 0/0 0/0 0/0 0/0 1/3 3/5 0/0 1/3 5/4 10/7 6/4 3/2

Source: Google Earth Pro Not to Scale Site Generated Peak Hour Traffic Volumes Figure 14 4010 Randolph Road Page 24 Randolph Road - 8/

- Legend 1 5/ - 11

- 0/0 8 0/0 XX/XX Trip Assignment Percentage -1/-2 Stop Sign Veirs Mill Road -21/-4 Traffic Signal - 0/0

0/0 21/

0/0 - 3 Site Location X Study Intersection Colie Drive 2 0/0 0/0 0/0 0/0 0/0 2 0/0 3

Randolph Road Theater Entrance 0/0 0/ - -

0/0 1/0 2/

- 7 7 -

-1/-4 1 1 Bushey DriveBushey 6

3 0/0 0/0 0/0 0/0 0/0 -16/-3 5 Randolph Road 0/0 0/0 0/0 0/0 - 0/0 5/ - 8 4 Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey - - 8/ 9/ - - 9/ 1/ - 0/0 4 0/0 0/0 5 6 - 7 13 0/2 0/0 15 - - 15 2 -2/-4 0/0 0/0 0/0 0/0

Veirs Mill Road Gannon Road Driveway A Driveway B

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 4 0/0 0/0 4 0/0

Source: Google Earth Pro Not to Scale Existing Trip Credit Figure 15 4010 Randolph Road Page 25 Randolph Road Legend 6/

1 6/0

- 0/0 1 0/0 XX/XX AM/PM Peak Hour Traffic Volume 2/0 Stop Sign Veirs Mill Road -14/10 Traffic Signal - 1/3

0/0 16/8 0/0 Site Location X Study Intersection Colie Drive 2 0/0 0/0 0/0 0/0 0/0 2 0/0 3

Randolph Road Theater Entrance 0/0 25/11 - - 0/0 1/0 2/ 7 -

11/21 1 1 Bushey DriveBushey 6

3 0/0 0/0 0/0 0/0 0/0 -11/8 5 Randolph Road 0/0 0/0 0/0 0/0 6/0 0/0 4 Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey - 5/ 8/ 2/0 2/3 2/6 3/5 4 0/ 5 6 - 7 1/2 0/0 10 - 2 6/13 - 0/0 9 0/0 0/0 0/0

Veirs Mill Road Gannon Road Driveway A Driveway B

1/3 2/2 3/2 6/4 7/14 2/2 0/0 0/0 0/0 0/0 1/3 3/1 0/0 1/3 5/4 10/7 6/4 3/2

Source: Google Earth Pro Not to Scale Net Site Generated Peak Hour Traffic Volumes Figure 16 4010 Randolph Road Page 26 Randolph Road 1 145/140 907/640 Legend 14/27 569/858 XX/XX AM/PM Peak Hour Traffic Volume 272/371 Stop Sign Veirs Mill Road 155/322 Traffic Signal 735/843 324/1132 199/472 23/51 Site Location X Study Intersection Colie Drive 44/136 2 44/31 1/2 63/76 996/756 2 1/0 3

Randolph Road Theater Entrance 21/64 492/1451 25/18 0/0 0/0 7 12/25 1 Bushey DriveBushey 6 43/31 20/12 3 12/6 12/38 1045/789 10/24 5 Randolph Road 33/116 463/1444 0/1 1/2 17/10 13/22 4 Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey Bushey DriveBushey 27/35 36/15 46/56 54/71 46/37 5/20 2/3 4 5 6 7 2/6 8/30 1/2 3/5 864/1264 0/0 2/9 3/5

Veirs Mill Road Gannon Road Driveway A Driveway B

7/27 2/2 3/2 6/4 7/14 7/36 2/0 938/1342 0/0 0/0 1/3 11/35 0/0 1/3 13/38 10/7 6/4 3/2

Source: Google Earth Pro Not to Scale Total Future Peak Hour Traffic Volumes Figure 17 4010 Randolph Road Page 27

Assessment of Transportation System Adequacy The following sections discuss the assessment of transportation system conditions.

MOTOR VEHICLE SYSTEM ADEQUACY The site is anticipated to generate more than 50 peak hour person trips – as such, the motor vehicle adequacy test was prepared for this study based per the 2017 LATR Guidelines. The study area is located within the Kensington/Wheaton policy area, which is an orange policy area as defined by Map 1 in the 2017 LATR Guidelines. Within an orange policy area, the Highway Capacity Manual (HCM) delay-based level of service (LOS) standard applies to all study intersections

HCM (Synchro) Analysis The HCM capacity analyses were conducted using Synchro Version 10 and were based on methodologies contained in the Highway Capacity Manual, 6th Edition for signalized intersections. For the Kensington/Wheaton policy area, the average vehicle delay standard is 80 seconds per vehicle. The analyses were based on signal timings that were obtained from Montgomery County Department of Transportation (MCDOT). The analyses utilized existing peak hour factors (by approach) and existing heavy vehicle percentage (by movement) from the collected traffic count data. The analyses are based on the existing lane designations since no programmed roadway improvements were assumed in this study. Results of the intersection capacity analyses are summarized in Table 6. Synchro HCM reports for existing conditions, background conditions, and total future conditions are provided in the Appendix D.

Table 6: HCM Capacity Analysis Results (delay in seconds) Existing Traffic Background Total Future Intersection Volumes Traffic Volumes Traffic Volumes AM PM AM PM AM PM 1. Veirs Mill Road and Randolph 55.3 49.9 54.5 50.0 54.0 50.4 Road

2. Randolph Road and Colie Drive 13.4 17.9 11.0 17.8 11.8 18.0

3. Randolph Road and Bushey Drive 2.7 3.1 2.4 2.5 2.3 2.7

4. Veirs Mill Road and Bushey Drive 0.7 0.9 0.5 0.7 0.7 0.6

5. Bushey Drive and Gannon Road N/A N/A N/A N/A 2.8 3.3

6. Bushey Drive and Site Driveway A N/A N/A N/A N/A 1.3 0.7

7. Bushey Drive and Site Driveway B N/A N/A N/A N/A 1.1 0.6

The capacity analysis results show that none of the intersections will exceed the average vehicle delay standard of 80 seconds in under total future conditions. The proposed development will have a minimal effect on the area roadway network, as evidenced by increases of less than two (2) seconds of average delay in both peak hours at all study area intersections and reductions in average delay at some intersections.

PEDESTRIAN, BICYCLE, AND TRANSIT SYSTEM ADEQUACY The proposed site is anticipated to generate 10 transit trips in the AM peak hour and 12 transit trips in the PM peak hour. The proposed site is anticipated to generate 9 bicycle trips in the AM peak hour and 12 bicycle trips in the PM peak hour. The proposed site is anticipated to generate 19 walking trips in the AM peak hour and 23 walking trips in the PM peak hour.

None of the multimodal trip numbers trigger the 50-trip threshold which requires an adequacy test for that mode. As such, no adequacy tests for the pedestrian, bicycle, and transit modes have been prepared and it can be inferred that the multimodal volume will not contribute to significant impacts to transit, pedestrian, or bicycle mobility.

Pedestrian and Bicycle Impact Statement The following Pedestrian and Bicycle Impact Statement has been prepared to document the efforts to ensure safe and efficient pedestrian and bicycle access and circulation to and within the site:

• Pedestrian and bicycle counts at each intersection: pedestrian counts will be recorded at each leg of the intersection; bicycle counts will be recorded as turn movements. o Pedestrian and bicycle counts were conducted on November 17, 2020. The counts are shown in Figure 7 and Figure 8 and included in Appendix B.

• Any capital or operating modifications required to maximize safe pedestrian and bicyclist access to the site and surrounding area. o No capital or operating modifications are required or recommended to maximize safe pedestrian and bicyclist access to the site and surrounding area

• Inventory map of existing and proposed sidewalks, off-road shared-use paths and bikeways near the site. The map should note whether these facilities are generally consistent with the county’s Road Code design standards for sidewalk, path, landscape panel width and street trees. o A pedestrian facilities map has been included as Figure 5.

• Location of existing and proposed bicycle parking provided on and in the vicinity of the site. o Bicycle parking will be provided on site in accordance with County Code requirements.

• Bicycle and pedestrian circulation to/from and within the site. o Bicycle and pedestrian circulation to/from the site will be facilitated by low-speed residential streets such as Bushey Drive and Colie Drive which have numerous connected sidewalks. Per conceptual site plan shown on Figure 2, a network of sidewalk and landscaping will be designed to facilitate pedestrian and bicycle movement across the site.

• Existing and proposed bus stops, shelters, benches and other amenities, including real time transit information in the vicinity of the site. o Transit information has been included in the Existing Area Transit Service section of this report. Transit routes have been represented in Figure 4. o The bus stop at the corner of Colie Road and Randolph Road (Stop ID: 28452) in the eastbound direction has a bus stop flag. o The bus stop at the corner of Colie Road and Randolph Road (Stop ID: 28604) in the westbound direction has a bus stop flag, shelter, and a bench. o The bus stop just north of the intersection of Veirs Mill Road and Randolph Road (Stop ID: 28606) in the southbound direction has a bus stop flag, shelter, and a bench.

o The bus stop just west of the intersection of Veirs Mill Road and Randolph Road (Stop ID: 27880) in the westbound direction has a bus stop flag, shelter, and a bench. o The bus stop just west of the intersection of Veirs Mill Road and Bushey Drive (Stop ID: 2001156) in the westbound direction has a bus stop flag. o The bus stop just west of the intersection of Veirs Mill Road and Randolph Road (Stop ID: 27880) in the eastbound direction has a bus stop flag, shelter, and a bench. o Real-time transit data is available via the Ride-On website (rideon.app/locationquery)

• Pedestrian and bicycle accommodations at nearby intersections, including crosswalks, countdown pedestrian signals (CPS), push buttons, median refuges and ADA-compliant ramps and accessible pedestrian signals (APS). o Crosswalk locations are depicted in Figure 5. o ADA compliant ramps with detectable warning surfaces appear to be installed: . At all corners of the intersection of Veirs Mill Road and Randolph Road . At all corners where crossings are marked at the intersection of Colie Road and Randolph Road . At all corners of the intersection of Randolph Road and Bushey Drive, . At the northeast and northwest corners of the intersection of the intersection of Veirs Mill Road and Bushey Drive o CPS and APS appear to be installed: . At all corners of the intersection of Veirs Mill Road and Randolph Road . At all corners where crossings are marked at the intersection of Colie Road and Randolph Road o No median refuges are present within the study area.

• Information on bus route numbers, service frequency and end destinations of bus routes. o Transit information has been included in the Existing Area Transit Service section of this report. Transit routes have been represented graphically in Figure 4.

• Presence of existing street lighting in the vicinity of the site. o Overhead streetlights are present at regular intervals along Randolph Road and Bushey Drive in the vicinity of the site. Pedestrian scale lighting will be included within the parking area and overall site design, as appropriate.

Based on the findings presented above, the proposed development will not adversely impact the pedestrian or bicycle activity in the area.

Traffic Signal Warrant Analysis As a part of the scoping agreement, MCDOT requested a signal warrant analysis be performed at the intersection of Veirs Mill Road and Bushey Drive. As described in detail below, a traffic signal is not warranted for this intersection.

Warrant Descriptions A traffic signal may be justified if one or more of the traffic signal warrants in the Manual on Uniform Traffic Control Devices, 2009 Edition with Revision Numbers 1 and 2 incorporated, dated May 2012 (MUTCD) is satisfied. The nine traffic signal warrants are listed below:

• Warrant 1, Eight-Hour Vehicular Volume • Warrant 2, Four-Hour Vehicular Volume • Warrant 3, Peak Hour • Warrant 4, Pedestrian Volume • Warrant 5, School Crossing • Warrant 6, Coordinated Signal System. • Warrant 7, Crash Experience • Warrant 8, Roadway Network • Warrant 9, Intersection Near a Grade Crossing

A signal generally should not be installed without an intersection having satisfied any of the above warrants. However, if one or more warrants are satisfied, this does not necessarily indicate that a signal should be installed. Other factors (spacing between signalized intersections, additional delay and queueing on mainline roadways, etc.) may suggest that the introduction of a signal at the location may be detrimental to area traffic flow. These factors should be considered or evaluated as part of a full engineering study.

Each of the warrants is described in greater detail in the following section.

Warrant 1 – Eight-Hour Vehicular Volume

Warrant 1, is intended for application where either a large volume of intersecting traffic is the principal reason to consider installing a traffic signal (Condition A), or where the traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delay or conflict in entering or crossing the major street (Condition B). The warrant may also be applied for a combination of Conditions A and B. It is intended that Warrant 1 be treated as a single warrant. If Condition A is satisfied, then Warrant 1 is satisfied and analyses of Condition B and the combination of Conditions A and B are not needed. Similarly, if Condition B is satisfied, then Warrant 1 is satisfied and an analysis of the combination of Conditions A and B is not needed.

Warrant 1 is satisfied when, for each of any eight hours of an average day, the vehicles per hour on both approaches of the major street and the corresponding vehicles per hour on the higher volume minor street approach exceed the thresholds provided in Table 4C-1 of the 2009 MUTCD for Condition A, Condition B, or a combination of Conditions A and B.

Warrant 2 – Four-Hour Vehicular Volume

Warrant 2 is intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic signal.

Warrant 2 is satisfied when, for each of any four hours of an average day, the plotted points representing the vehicles per hour on both approaches of the major street and the corresponding vehicles per hour on the higher volume minor street approach all fall above the curve provided in Figures 4C-1 or 4C-2 of the MUTCD.

Warrant 3 – Peak Hour

Warrant 3 is intended to be applied where minor street traffic suffers undue delay when entering or crossing the major street. This signal warrant shall be applied only in unusual cases, such as office complexes, manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time Warrant 3 is met under two conditions:

Condition A Condition A is met when all three of the following statements are true for the same one-hour period of an average day.

A. The total stopped time delay experienced by the stop controlled minor street approach (one approach) exceeds 4 vehicle hours for a one-lane approach or 5 vehicle hours for a two-lane approach, B. The volume on the same minor street approach equals or exceeds 100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes, and C. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with three approaches or 800 vehicles per hour for intersections with four or more approaches Condition B Condition B is satisfied when, for any one hour of an average day, the plotted point representing the vehicles per hour on both approaches of the major street and the corresponding vehicles per hour on the higher volume minor street approach falls above the curve provided in Figures 4C-3 or 4C-4 of the MUTCD.

Warrant 4 – Pedestrian Volume

Warrant 4 is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street. This warrant is satisfied when one of the following criteria is met:

A. For each of any 4 hours on an average day, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street all fall above the curve in Figure 4C-5 of the MUTCD; or B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) falls above the curve in Figure 4C-7 of the MUTCD.

Warrant 5 – School Crossing

Warrant 5 is intended for application where the fact that schoolchildren cross the major street is the principal reason to consider installing a traffic control signal. For the purposes of this warrant, the word “schoolchildren” includes elementary through high school students.

This warrant is not applicable to this signal warrant analysis due to the fact that there are no nearby schools or school crossings in the area.

Warrant 6 – Coordinated Signal System

Warrant 6 is intended for application in coordinated signal system where the installation of traffic control signals where they may not be needed but benefit corridor operations in order to maintain proper platooning of vehicles.

Warrant 7 – Crash Experience

Warrant 7 is intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal. This warrant is satisfied when all of the following criteria are met:

A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency; and B. Five or more reported crashes, of types susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash involving personal injury or property damage apparently exceeding the applicable requirements for a reportable crash; and C. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent columns of Condition A in Table 4C-1 of the MUTCD, or the vph in both of the 80 percent columns of Condition B in Table 4C-1 exists on the major-street and the higher- volume minor-street approach, respectively, to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the requirements specified in the Pedestrian Volume warrant. These major-street and minor-street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours.

Warrant 8 – Roadway Network

Warrant 8 is intended for application in a roadway network where installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow. This warrant shall be considered if an engineering study finds that the common intersection of two or more major routes meets one or both of the following criteria:

A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical weekday and has 5-year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1, 2, and 3 during an average weekday; or B. The intersection has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any 5 hours of a non-normal business day (Saturday or Sunday).

A major route as used in this signal warrant shall have at least one of the following characteristics:

A. It is part of the street or highway system that serves as the principal roadway network for through traffic flow. B. It includes rural or suburban highways outside, entering, or traversing a city. C. It appears as a major route on an official plan, such as a major street plan in an urban area traffic and transportation study.

This warrant is not applicable to this signal warrant analysis. The study intersection under consideration in this analysis would not be considered as the common intersection of major routes.

Warrant 9 – Intersection Near a Grade Crossing

Warrant 9 is intended for application at an intersection near a grade (railroad) crossing. Warrant 9 is met under two criteria:

A. The center of the track is within 140 feet of the stop or yield line on the intersection approach; and B. During the highest hour of railroad traffic, volumes on the major street (total, both approaches) and the minor street (one direction, approaching the intersection) plot above the applicable curve of either Figure 4C-9 or 4C-10 of the MUTCD.

This warrant is not applicable to this signal warrant analysis. No railroad crossings are in the immediate vicinity of study intersection.

Signal Warrant Volumes 13-hour turning movement traffic counts and hourly tube counts were conducted at the intersection of Veirs Mill Road and Bushey Drive on Tuesday, November 17, 2020. Existing hourly counts from 6:00AM to 7:00 PM were adjusted per the previously discussed Covid-19 traffic count policy. Adjusted existing hourly turning movement counts shown in Figure 18. The adjusted turning movement counts were used to develop an estimate of the percentage of traffic that occurs at each hour of the day as shown in Figure 19.

The pipeline development’s hourly turning movement volumes were developed using the proportional relationship between the pipeline development’s peak hour traffic and the existing hourly percentages along Veirs Mills Road. The pipeline development’s hourly traffic volumes are shown in Figure 20.

Background hourly turning movement volumes, shown in Figure 21, were developed by summing the adjusted existing and pipeline development hourly turning movement volumes.

The net hourly turning movement volumes for the subject site were developed by using the proportional relationship between the site’s net peak hour turning movement volumes and the percent of daily traffic occurring each hour for a predominantly residential site per data contained in the ITE Trip Generation Manual. The net site generated hourly traffic volumes are shown in Figure 22.

Total future hourly turning movement volumes, shown in Figure 23, were developed by summing the background and net site generated hourly turning movement volumes.

The MUCTD indicates that the number of right turns along the minor street that are considered in the analysis can be reduced based on engineering judgement. Including all right-turn traffic volume or an inappropriate portion could result in an erroneous traffic study and possible installation of an unwarranted traffic signal. A literature review of a number of signal warrant methodologies indicated that as much as 64 percent of right turn could be excluded from the analysis. Most agencies do not publish a specific right-turn reduction methodology, but the Ohio Department of Transportation Traffic Engineering Manual does contain a methodology for removing right-turn vehicles from signal warrant analyses, so this was consulted as a base point. This methodology would result in a right-turn reduction of between 30 to 40 percent if the Bushey Drive approach is not considered to have a separate right-turn lane and 65 to 75 if the Bushey Drive approach is considered to have a separate right turn. To be conservative for the purposes of this analysis, right-turn volumes from Bushy Drive were only reduced by 30 percent. These traffic volumes are shown in Figure 24. An excerpt from the ODOT Traffic Engineering Manual is contained in the Appendix.

Southbound Start of Hour Left Thru Right U-Turn 6:00 AM 44 0 26 0 7:00 AM 42 0 33 0 8:00 AM 22 0 34 0 9:00 AM 28 0 24 0 10:00 AM 13 0 19 0 11:00 AM 18 0 42 0 12:00 PM 10 0 46 0 1:00 PM 18 0 33 0 2:00 PM 19 0 36 0 3:00 PM 22 0 28 0 4:00 PM 15 0 36 1 5:00 PM 26 0 33 0 6:00 PM 11 0 35 0

Eastbound Westbound Start of Start of Hour Left Thru Right U-Turn Hour Left Thru Right U-Turn 6:00 AM 6 584 0 2 6:00 AM 0 524 5 6 7:00 AM 10 882 0 1 7:00 AM 0 778 3 3 8:00 AM 9 918 0 1 8:00 AM 0 829 2 2 9:00 AM 6 761 0 1 9:00 AM 0 700 1 4 10:00 AM 6 778 0 4 10:00 AM 0 771 4 5 11:00 AM 13 781 0 2 11:00 AM 0 890 4 3 12:00 PM 15 874 0 3 12:00 PM 0 908 5 1 1:00 PM 13 855 0 1 1:00 PM 0 968 3 5 2:00 PM 20 1039 0 1 2:00 PM 0 1037 14 2 3:00 PM 11 1268 0 2 3:00 PM 0 1206 7 15 4:00 PM 27 1372 0 3 4:00 PM 0 1265 17 7 5:00 PM 26 1177 0 2 5:00 PM 0 1189 13 8 6:00 PM 18 956 0 0 6:00 PM 0 1022 15 4

Source: Google Earth Pro Not to Scale Adjusted Existing Hourly Traffic Volumes Figure 18 4010 Randolph Road Page 37 Southbound Start of Hour Left Thru Right U-Turn 6:00 AM 15% 0% 6% 0% 7:00 AM 14% 0% 8% 0% 8:00 AM 8% 0% 8% 0% 9:00 AM 10% 0% 5% 0% 10:00 AM 4% 0% 4% 0% 11:00 AM 6% 0% 10% 0% 12:00 PM 3% 0% 11% 0% 1:00 PM 6% 0% 8% 0% 2:00 PM 7% 0% 8% 0% 3:00 PM 8% 0% 6% 0% 4:00 PM 5% 0% 8% 100% 5:00 PM 10% 0% 8% 0% 6:00 PM 4% 0% 9% 0%

Eastbound Westbound Start of Start of Hour Left Thru Right U-Turn Hour Left Thru Right U-Turn 6:00 AM 4% 5% 0% 9% 6:00 AM 0% 4% 5% 9% 7:00 AM 5% 7% 0% 4% 7:00 AM 0% 6% 3% 5% 8:00 AM 5% 7% 0% 4% 8:00 AM 0% 7% 2% 3% 9:00 AM 4% 6% 0% 4% 9:00 AM 0% 6% 1% 6% 10:00 AM 4% 6% 0% 17% 10:00 AM 0% 6% 4% 8% 11:00 AM 7% 6% 0% 9% 11:00 AM 0% 7% 4% 5% 12:00 PM 8% 7% 0% 13% 12:00 PM 0% 7% 5% 2% 1:00 PM 7% 7% 0% 4% 1:00 PM 0% 8% 3% 8% 2:00 PM 11% 8% 0% 4% 2:00 PM 0% 8% 14% 3% 3:00 PM 6% 10% 0% 9% 3:00 PM 0% 10% 8% 22% 4:00 PM 15% 11% 0% 13% 4:00 PM 0% 10% 18% 11% 5:00 PM 15% 10% 0% 9% 5:00 PM 0% 10% 14% 13% 6:00 PM 11% 8% 0% 0% 6:00 PM 0% 9% 16% 6%

Source: Google Earth Pro Not to Scale Existing Percentage of Daily Traffic Figure 19 4010 Randolph Road Page 38 Southbound Start of Hour Left Thru Right U-Turn 6:00 AM 0 0 0 0 7:00 AM 0 0 0 0 8:00 AM 0 0 0 0 9:00 AM 0 0 0 0 10:00 AM 0 0 0 0 11:00 AM 0 0 0 0 12:00 PM 0 0 0 0 1:00 PM 0 0 0 0 2:00 PM 0 0 0 0 3:00 PM 0 0 0 0 4:00 PM 0 0 0 0 5:00 PM 0 0 0 0 6:00 PM 0 0 0 0

Eastbound Westbound Start of Start of Hour Left Thru Right U-Turn Hour Left Thru Right U-Turn 6:00 AM 0 6 0 0 6:00 AM 0 1 0 0 7:00 AM 0 10 0 0 7:00 AM 0 2 0 0 8:00 AM 0 10 0 0 8:00 AM 0 2 0 0 9:00 AM 0 8 0 0 9:00 AM 0 2 0 0 10:00 AM 0 8 0 0 10:00 AM 0 2 0 0 11:00 AM 0 9 0 0 11:00 AM 0 2 0 0 12:00 PM 0 4 0 0 12:00 PM 0 9 0 0 1:00 PM 0 4 0 0 1:00 PM 0 10 0 0 2:00 PM 0 5 0 0 2:00 PM 0 11 0 0 3:00 PM 0 6 0 0 3:00 PM 0 12 0 0 4:00 PM 0 7 0 0 4:00 PM 0 13 0 0 5:00 PM 0 6 0 0 5:00 PM 0 13 0 0 6:00 PM 0 5 0 0 6:00 PM 0 11 0 0

Source: Google Earth Pro Not to Scale Pipeline Development Hourly Traffic Volumes Figure 20 4010 Randolph Road Page 39 Southbound Start of Hour Left Thru Right U-Turn 6:00 AM 44 0 26 0 7:00 AM 42 0 33 0 8:00 AM 22 0 34 0 9:00 AM 28 0 24 0 10:00 AM 13 0 19 0 11:00 AM 18 0 42 0 12:00 PM 10 0 46 0 1:00 PM 18 0 33 0 2:00 PM 19 0 36 0 3:00 PM 22 0 28 0 4:00 PM 15 0 36 1 5:00 PM 26 0 33 0 6:00 PM 11 0 35 0

Eastbound Westbound Start of Start of Hour Left Thru Right U-Turn Hour Left Thru Right U-Turn 6:00 AM 6 590 0 2 6:00 AM 0 525 5 6 7:00 AM 10 892 0 1 7:00 AM 0 780 3 3 8:00 AM 9 928 0 1 8:00 AM 0 831 2 2 9:00 AM 6 769 0 1 9:00 AM 0 702 1 4 10:00 AM 6 786 0 4 10:00 AM 0 773 4 5 11:00 AM 13 790 0 2 11:00 AM 0 892 4 3 12:00 PM 15 878 0 3 12:00 PM 0 917 5 1 1:00 PM 13 859 0 1 1:00 PM 0 978 3 5 2:00 PM 20 1044 0 1 2:00 PM 0 1048 14 2 3:00 PM 11 1274 0 2 3:00 PM 0 1218 7 15 4:00 PM 27 1379 0 3 4:00 PM 0 1278 17 7 5:00 PM 26 1183 0 2 5:00 PM 0 1202 13 8 6:00 PM 18 961 0 0 6:00 PM 0 1033 15 4

Source: Google Earth Pro Not to Scale Background Hourly Traffic Volumes Figure 21 4010 Randolph Road Page 40 Southbound Start of Hour Left Thru Right U-Turn 6:00 AM 1 0 2 0 7:00 AM 2 0 6 0 8:00 AM 2 0 8 0 9:00 AM 1 0 5 0 10:00 AM 1 0 5 0 11:00 AM 2 0 8 0 12:00 PM -2 0 0 0 1:00 PM -2 0 0 0 2:00 PM -1 0 0 0 3:00 PM -1 0 0 0 4:00 PM -2 0 0 0 5:00 PM -2 0 0 0 6:00 PM 0 0 0 0

Eastbound Westbound Start of Start of Hour Left Thru Right U-Turn Hour Left Thru Right U-Turn 6:00 AM 0 0 0 0 6:00 AM 0 0 2 0 7:00 AM 1 0 0 0 7:00 AM 0 0 5 0 8:00 AM 1 0 0 0 8:00 AM 0 0 6 0 9:00 AM 1 0 0 0 9:00 AM 0 0 4 0 10:00 AM 1 0 0 0 10:00 AM 0 0 4 0 11:00 AM 1 0 0 0 11:00 AM 0 0 6 0 12:00 PM 3 0 0 0 12:00 PM 0 0 13 0 1:00 PM 2 0 0 0 1:00 PM 0 0 11 0 2:00 PM 2 0 0 0 2:00 PM 0 0 10 0 3:00 PM 2 0 0 0 3:00 PM 0 0 10 0 4:00 PM 3 0 0 0 4:00 PM 0 0 13 0 5:00 PM 3 0 0 0 5:00 PM 0 0 13 0 6:00 PM 1 0 0 0 6:00 PM 0 0 3 0

Source: Google Earth Pro Not to Scale Net Site Generated Hourly Traffic Volumes Figure 22 4010 Randolph Road Page 41 Southbound Start of Hour Left Thru Right U-Turn 6:00 AM 45 0 28 0 7:00 AM 44 0 39 0 8:00 AM 24 0 42 0 9:00 AM 29 0 29 0 10:00 AM 14 0 24 0 11:00 AM 20 0 50 0 12:00 PM 8 0 46 0 1:00 PM 16 0 33 0 2:00 PM 18 0 36 0 3:00 PM 21 0 28 0 4:00 PM 13 0 36 1 5:00 PM 24 0 33 0 6:00 PM 11 0 35 0

Eastbound Westbound Start of Start of Hour Left Thru Right U-Turn Hour Left Thru Right U-Turn 6:00 AM 6 590 0 2 6:00 AM 0 525 7 6 7:00 AM 11 892 0 1 7:00 AM 0 780 8 3 8:00 AM 10 928 0 1 8:00 AM 0 831 8 2 9:00 AM 7 769 0 1 9:00 AM 0 702 5 4 10:00 AM 7 786 0 4 10:00 AM 0 773 8 5 11:00 AM 14 790 0 2 11:00 AM 0 892 10 3 12:00 PM 18 878 0 3 12:00 PM 0 917 18 1 1:00 PM 15 859 0 1 1:00 PM 0 978 14 5 2:00 PM 22 1044 0 1 2:00 PM 0 1048 24 2 3:00 PM 13 1274 0 2 3:00 PM 0 1218 17 15 4:00 PM 30 1379 0 3 4:00 PM 0 1278 30 7 5:00 PM 29 1183 0 2 5:00 PM 0 1202 26 8 6:00 PM 19 961 0 0 6:00 PM 0 1033 18 4

Source: Google Earth Pro Not to Scale Total Future Hourly Traffic Volumes Figure 23 4010 Randolph Road Page 42 Southbound Start of Hour Left Thru Right U-Turn 6:00 AM 45 0 20 0 7:00 AM 44 0 28 0 8:00 AM 24 0 29 0 9:00 AM 29 0 20 0 10:00 AM 14 0 17 0 11:00 AM 20 0 35 0 12:00 PM 8 0 32 0 1:00 PM 16 0 23 0 2:00 PM 18 0 25 0 3:00 PM 21 0 20 0 4:00 PM 13 0 25 1 5:00 PM 24 0 23 0 6:00 PM 11 0 25 0

Source: Google Earth Pro Not to Scale Total Future Hourly Traffic Volumes with Right Turn Adjustment Figure 24 4010 Randolph Road Page 43

Applicable Warrant Evaluations This section summarizes the evaluation of each applicable signal warrant for the total future traffic volumes.

Many of the thresholds contained in the MUTCD warrants are dependent on the characteristics of the intersection, including number of approach lanes, whether the community is isolated, and the 85th percentile speed. For these analyses, Veirs Mill Road is a major roadway with at least two lanes in each direction. Bushey Drive is the minor roadway with one approach lane in each direction. Wheaton is a suburban community with a population of 48,284 according to 2010 Census data.

The major street was observed to have an 85th percentile speed of 44 miles per hour. As such, the following signal warrant analyses are based upon volume thresholds used when 85th percentile speeds on the major street are more than 40 mph. The warrant analyses were conducted for a typical weekday.

Warrant Worksheets for Warrants 1, 2, and 3 are included in Appendix E.

Warrant 1 - Eight-Hour Vehicular Volume Per the MUTCD, the applicable traffic thresholds for major and minor street volumes are given in Table 4C-1 (reproduced herein as Figure 25).

Figure 25: Eight-Hour Vehicle Volume Warrant Thresholds

For the specific number of lanes and speed scenario under consideration, the applicable thresholds for Condition A are 420 vph on the major street and 105 vph on the minor street. The total future volumes indicate that the major street exceeds the threshold for at least 13 hours of the day, but the minor street does not exceed the threshold for a single hour. As such, because the same 8 hours are not exceeded for each street, this warrant is not satisfied.

The applicable thresholds for Condition B are 630 vph on the major street and 53 vph on the minor street. The total future volumes indicate that the major street exceeds the threshold for at least 13 hours of the day and the minor street exceeds the threshold for 4 hours of the day. As such, because the same 8 hours are not exceeded for each street, this warrant is not satisfied. The applicable thresholds for Combination Condition A are 336 vph on the major street and 84 vph on the minor street and for Combination Condition B are 504 vph on the major street and 42 vph on the minor street. The total future volumes indicate that the major street exceeds both thresholds for at least 13 hours of the day and the minor street only exceeds the Combination Condition B threshold for 7 hours of the day and does not exceed the threshold for Combination Condition A at all. As such, because the same 8 hours are not exceeded for both Combination Conditional A and B for each street, this warrant is not satisfied.

Warrant 1 is not satisfied.

Warrant 2 - Four-Hour Vehicular Volume

Per the MUTCD, and for the specific number of lanes and speed scenario under consideration, the applicable traffic thresholds for major and minor street volumes are given in Figure 4C-2 of the MUTCD (reproduced herein as Figure 26). Based on the major street traffic volumes, 4 or more hours in the day with at least 60 vph on the minor street exceeds the thresholds to satisfy Warrant 2. Based on the volume data, and as shown by the plotted points in Figure 26, only 2 hours exceed the volume thresholds.

Warrant 2 is not satisfied.

Figure 26: Four-Hour Vehicle Volume Warrant Thresholds

Warrant 3 - Peak-Hour Vehicular Volume

Based on the major street traffic volumes, 1 or more hours in the day with at least 75 vph on the minor street exceeds the thresholds to satisfy Warrant 3. Based on the volume data, and as shown by the plotted points in Figure 27, no hours exceed the volume thresholds.

Warrant 3 is not satisfied.

Figure 27: Peak-Hour Vehicle Volume Warrant Thresholds

Warrant 4 - Peak-Hour Pedestrian Volume

Per the MUTCD, and for the specific number of lanes and speed scenario under consideration, the applicable traffic thresholds for major and minor street volumes are given in Figure 4C-6 and 4C-8 of the MUTCD (i.e. the 70% factor pedestrian volume figures). With respect to the forecast major street volumes, to satisfy Warrant 4 there would need to be at least 75 pedestrians crossing the major street for four (4) hours of the day or at least 93 pedestrians crossing the major street for one (1) hour of the day. As shown in the following paragraph, the data demonstrates these conditions do not occur.

There are currently no significant pedestrian crossings at the intersection of Veirs Mill Road and Bushey Drive. The count data shows that the highest number of pedestrians crossing Veirs Mill Road during any one hour of the day is five (5) pedestrians. As shown in Table 4 of this traffic impact study, the proposed development is anticipated to generate 19 pedestrian trips during the AM peak hour and 23 pedestrian trips during the PM Peak Hour. These values are further reduced to a net of zero (0) pedestrian trips during the AM peak hour and 13 pedestrian trips during the PM peak hour when the existing trip credit is considered. If this study were to conservatively assume that 100 percent of site generated pedestrian trips desire to cross Veirs Mill Road at Bushey Drive, then the pedestrian trip generation would still be well below the required threshold values of Warrant 4.

Warrant 4 is not satisfied.

Warrant 6 – Coordinated Signal System

The result of the HCM analysis did not indicate a delay, congestion, or platooning issue at this intersection. Additionally, if Veirs Mill Road and Bushey Drive were signalized, the resultant spacing of traffic signal would be less than 1,000 feet to both upstream and downstream signals.

Warrant 6 is not satisfied.

Warrant 7 – Crash Experience

A five-year crash history review was conducted for years 2015 to 2019. There were 14 total crashes reported; in no single year did the number exceed five reported crashes. Additionally, of the 14 reported crashes, only four crashes are of the crash types that are typically “correctable” by a traffic signal (right-turn, left-turn, and right-angle collisions). Of these four crashes, only 2 occurred during the same 12-month period.

The crash history at the intersection also showed that there were no pedestrian or bicycle-related crashes, and no fatal crashes.

Due to the low number of correctable crash types, Warrant 7 is not satisfied.

Crash Data and a Crash Map is included in Appendix F.

Warrant Results Summary Table 7 shows the results of the traffic signal warrant analysis for the total future weekday traffic volumes at the study intersections under total future conditions.

Table 7: Signal Warrant Results Warrant Finding Warrant 1, Eight-Hour Vehicular Volume Not Satisfied Warrant 2, Four-Hour Vehicular Volume Not Satisfied Warrant 3, Peak Hour Not Satisfied Warrant 4, Pedestrian Volume Not Satisfied Warrant 5, School Crossing Not Applicable Warrant 6, Coordinated Signal System Not Satisfied Warrant 7, Crash Experience Not Satisfied Warrant 8, Roadway Network Not Applicable Warrant 9, Intersection Near a Grade Crossing Not Applicable

Additionally, the net new multimodal volume attributed to the proposed development will not contribute to significant impacts to transit, pedestrian, or bicycle mobility, such that a signal would be otherwise be warranted.

Conclusions The proposed development is expected to generate 133 person trips in the AM peak hour and 157 person trips in the PM peak hour. Compared to the existing use, which generates 157 person trips in the AM peak hour and 80 person trips in the PM peak hour, the proposed development will result in a reduction of 24 person trips in the AM peak hour and an increase of 77 person trips in the PM peak hour. Regarding vehicle trips, the proposed development will result in a reduction of 28 vehicle trips in the AM peak hour and an increase of 39 vehicle trips in the PM peak hour.

The capacity analysis also indicated that all intersections will operate below the Kensington/Wheaton policy area delay threshold of 80 seconds. As such, the motor vehicle adequacy test is satisfied.

The proposed site entrances will all operate acceptably and within the HCM standard for the Kensington/Wheaton policy area.

The existing pedestrian network provides adequate access throughout the study area. Sidewalks, crosswalks, and pedestrian signals are provided at appropriate locations throughout the study area. The site is well-served by several transit routes.

The results of a signal warrant analysis at the intersection of Veirs Mill Road and Bushey Drive indicated that no signal warrants are satisfied. As such, there are no traffic operations or safety factors that warrant further consideration of a traffic signal.

The study area will continue to operate in a safe and efficient manor with the proposed development of the 4010 Randolph site.

APPENDIX

Appendix A – Scoping Document

MONTGOMERY COUNTY PLANNING DEPARTMENT THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION

Local Area Transportation Review

TRANSPORTATION IMPACT STUDY SCOPE OF WORK AGREEMENT Updated July 2020

Scoping Approval - Prior to initiating a Local Area Transportation Review study or supplemental traffic study, scoping by relevant agencies, including the Planning Department, the Montgomery County Department of Transportation, and the State Highway Administration (where relevant). It is the responsibility of the Applicant to obtain approval, which is demonstrated below via signature or electronic signature of the relevant agency representatives. Generally, the Applicant should anticipate a turnaround time of ten (10) business days for form review. Substantially large projects may require additional time and/or may warrant a scoping meeting.

Montgomery County Planning Department Name (print): ______Walker Freer Signature: ______Date: ______11/17/2020

Montgomery County Department of Transportation Name (print): ______Signature: ______Date: ______

State Highway Administration (where relevant) Name (print): ______Kwesi Woodroffe Signature: ______Date: ______11/17/2020

Applicant Contact Information

Transportation Consultant (company, contact name, email, and phone number) Name of Applicant / Developer

Project Information Project Name (include plan no. if known) Project Location (include address if known) Policy Area(s) Master Plan(s) / (subdivision staging policy map) Sector Plan Area(s)

Preliminary Plan Site Plan Sketch/Concept/Pre- Amendment Application Type(s) Preliminary (Optional) Conditional Use Local Map APF at Building Other: (formerly special exception) Amendment Permit Project Description & Previous Approvals

(proposed land uses, zoning, no. of units, square footage, construction phasing, prior approvals and proposals, existing uses, site operations, year built, status of Adequate Public Facilities [APF], other relevant info)

1.Site Access

(proposed access location(s), existing/adjacent/opposite curb cuts, interparcel connections, access configurations and restrictions, internal circulation, private roads, parking/loading areas, other relevant info)

Transportation Impact Study Transportation Study Exemption Statement Generates 50 or more total weekday peak 2.Transportation Analysis hour person trips (vehicular, transit, Generates 49 or fewer total weekday peak bicycle, and/or pedestrian) with no hour person trips (vehicular, transit, bicycle, Requirement reductions other than a credit for existing and/or pedestrian) with no reductions other developments over 12 years old, is than a credit for existing developments over outside of the White Flint and White Oak 12 years old, within White Flint and White Policy Areas. Fill out remainder of this Oak Policy Areas. form and include in transportation impact study appendix. 3.Project-based Transportation No Yes Amend Existing TMAg Demand (In Transportation Management District [TMD]) Management Plan Required (see Chapter 42, Articles I and II) 4.Established Transportation No Yes TMD Name: Management District (TMD)?

Transportation Impact Study Assumptions 5.Study Years / Phases Existing Year: Phases / Build-out Year(s): 6.Study Periods AM PM Mid-day Saturday Sunday Other: # of tiers of intersections to study (refer current LATR Guidelines):

7.Study Intersections (For projects generating 50 or more person trips, list all 1) 7) signalized & significant unsignalized intersections, and 2) 8) site driveways traffic counts must be collected within 12- 3) 9) months of completed and 4) 10) accepted application) 5) 11) 6) attachmore rows if necessary Total Person Vehicle Trips* Transit Trips* Walking Trips* Bicycling Trips* 8.Trip Generation Trips (Auto Driver) (non-motorized + (non-motorized) transit) (clearly cite sources and methodology including use of average rates vs. equation; include trip generation for existing site, current approvals, proposed uses, and net changes)

9.Trip Reductions

(include justification and supporting documentation for internal capture, pass-by, diverted, Transportation Demand Management) 10.Trip Distribution %

(include a map of the proposed project in addition to a list or table)

11.Pipeline Developments – to be considered as background traffic

(include name, plan #, land uses, and sizes for approved but unbuilt developments or concurrently pending applications; info can be obtained from the M-NCPPC Pipeline website: - website is updated quarterly)

12.Pipeline Transportation

Projects to be considered as background condition

(fully funded for construction in County Capital Improvement Program, State Consolidated Transportation Program, developer projects, etc. within the next 6 years)

Preliminary Mitigation Analysis TEST: HCM Analysis is required to be provided for all Vehicular intersections analyzed in studies for: 1) “Red & Orange” policy areas, and 2) intersections with a CLV of more than Analysis 1,350 in “Yellow & Green” policy areas. 3) CLV analysis 14.Vehicular Analysis Anticipated required for all intersections regardless of policy (Vehicular mitigation area. CLV assessment and signal timing worksheets to be determined are to be included in the study appendix. after study) MITIGATION: Required if HCM delay analyses exceed policy area standard TEST: If the plan generates 50 or more pedestrian peak hour trips, mitigation of surrounding pedestrian conditions is Pedestrian required 15.Pedestrian Analysis Mitigation MITIGATION: Required if ADA non-compliance issues within Anticipated 500 foot radius of site boundary and if pedestrian crosswalk delay at LATR intersections within 500 feet of site boundary is lower than Level of Service (LOS) D TEST: If the plan generates 50 or more bicycle peak hour trips and is within 0.25 miles of an existing educational institution or existing/planned bikeshare station, mitigation of Bicycle surrounding bicycle conditions is required MITIGATION: Required to make improvements to provide a 16.Bicycle Analysis Mitigation low Level of Traffic Stress to any existing similar facility Anticipated within 750 feet of the site boundary; Alternatively, project may provide a master planned improvement that provides an equivalent improvement in the level of traffic stress for cyclists TEST: If the plan generates 50 or more transit peak hour trips and the peak load of bus routes at bus stops within 1,000 feet of site boundary exceeds (or is worse than) peak Transit load of LOS D (1.25 transit riders per seat during the peak 17.Transit Analysis Mitigation period in the peak direction), mitigation of transit conditions Anticipated is required MITIGATION: Required to provide or fund improvements that would mitigate the trips exceeding the standard that are attributable to the development Queuing Analysis Accident Analysis VISSIM Additional Analysis or Signal Warrant Analysis Synchro CORSIM Software Required Weaving/Merge Analysis SIDRA Other Additional Assumptions & M-NCPPC Clarifications Special Circumstances for Discussion

Transportation impact study will comply with all other requirements of the LATR Guidelines not listed on this form. If physical improvements are proposed as mitigation, the transportation impact study will demonstrate feasibility with regards to right-of-way and utility relocation (at a minimum). If the development proposal significantly changes after this transportation impact study scope has been agreed to, the Applicant will work with M-NCPPC staff to amend the scope to accurately reflect the new proposal. A receipt from MCDOT showing that the transportation impact study review fee has been paid will be provided to M-NCPPC DARC at the time the development application is submitted. Minimum of seven paper copies (more if near the County line or an incorporated City) and two PDF copies of the transportation impact study and appendices will be provided.

4010 Randolph Road Development - Trip Generation Table

ITE Non- Auto Driver Pedestrian Land Transit Trips Motorized Person Trips Description Quantity Units Trips Trips* Notes Use Trips Code AM PM AM PM AM PM AM PM AM PM Proposed Trip Generation ITE 221 Mid-Rise Aparments 197 DU 65 79 9 11 8 10 17 21 110 134Avg. Rate ITE 210 Single Family Detached Housing 3 DU 2 3 0 0 0 0 0 0 3 5Avg. Rate ITE 565 Day Care Center 4 1,000 SF 10 10 14 14 1 1 2 2 14 14 Avg. Rate ITE 630 Clinic 1 1,000 SF 4 3 6 4 0 0 0 0 6 4 Avg. Rate Proposed Total 81 95 10 12 9 11 19 23 133 157 Existing Trip Generation ITE 730 Government Office Building 35.6 1,000 SF 109 56 10 5 9 5 19 10 157 80 Avg. Rate Existing Total 109 56 10 5 9 5 19 10 157 80 New New Total (Proposed Minus Existing) -28 39 0 7 0 6 0 13 -24 77 * Pedestrian Trips = Transit Trips + Non-Motorized Trips Kimley-Horn and Associates andKimley-Horn AM Peak Hour PM PeakHour PM AM Peak Hour of Adjacent Street of Adjacent Street ofAdjacent Street ofAdjacent nOtTtlI u Total Out In Total Out In 65 15 995 39 56 56 42 81 14 55 109 26 27 82 5 8-84 339 -3 42 -28 28 -56 Generation p Factor Vehicle Vehicle Trip Adj. Adj. Trip Existing Proposed Vehicular Generation Trip Vehicular ,0 F4 44 3 79 40 3 31 1 3 48 2 2 65 44 2 40 48 56 1 4 1 17 42 4 1 91% 14 1 91% Adjusted 109 92% Adjusted 3 SF 1,000 27 Adjusted 92% SF 1,000 82 Adjusted 92% Adjusted xenl 5 05510 5 5 10 5 5 25% External* Vehicle Vehicle Tri Existing Total Existing Proposed Total (External) Total Proposed ecito Quantity Description Net Difference (Proposed minus Existing) minus (Proposed Difference Net lnc1 4 Center Care Day Clinic Code Land Use Land T 2 i-ieAamns17D 187 3 71 2 61 DU 119 197 DU 3 Aparments Mid-Rise 221 ITE Housing FamilyDetached Single 210 ITE 565 ITE SF 1,000 35.6 630 ITE Building Office Government 730 ITE development. the internal proposed to be trips75% will care Assumesof day center * Kimley-Horn and Associates andKimley-Horn Total Non-Auto Total Trips MP AM PM AM Split Mode MP PM PM AM Transit Trips Non-Motorized Non-Motorized Trips Trips Transit Split Mode Generation p PM Person Trips Person AM AM MultimodalTri PM 19 3 5 01 11 23 19 11 9 12 10 157 133 95 81 AM 2 9-47 13 0 6 0 7 0 77 -24 39 -28 0 6178 05951 10 19 5 9 5 10 80 157 56 109 Auto Driver Auto Split Mode 91 .%0074 0 21 0 2 0 17 0 10 2 0 0 8 1 10 0 7.4% 7.4% 1 0 0 11 19 5.9% 5.9% 0 9 5 1 0 8.1% 8.1% 9 134 1 5 0 5.7% 110 5.6% 5.6% 3 5 14 79 4 3 10 14 65 6 6.1% 2 59.1% 10 3 80 59.1% 10 157 4 69.8% 56 69.8% 109 69.6% Existing Total Existing Proposed Total Proposed Clinic Description Day Care Center Day Care Mid-Rise Mid-Rise Aparments Government Office Building Office Government Net Difference (Proposed minus Existing) minus (Proposed Difference Net Single Family Detached HousingFamilyDetached Single

Appendix B – Traffic Counts

National Data & Surveying Services Intersection Turning Movement Count Location: Randolph Rd & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-001 Control: Signalized Date: 11/17/2020 Total NS/EW Streets: Randolph Rd Randolph Rd Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 46 27 0 0 146 32 0 21 125 5 3 46 96 2 1 550 6:45 AM 0 53 28 0 0 172 25 0 24 143 7 0 41 104 5 1 603 7:00 AM 0 73 42 0 0 168 23 0 27 141 6 0 57 95 8 1 641 7:15 AM 0 68 28 0 0 215 30 0 28 192 4 1 48 107 2 3 726 7:30 AM 0 71 37 0 0 256 31 0 40 168 5 0 70 135 3 3 819 7:45 AM 0 74 49 0 0 236 35 0 36 182 4 0 72 143 3 1 835 8:00 AM 0 74 41 0 0 168 30 0 41 161 2 2 47 121 5 1 693 8:15 AM 0 89 48 0 0 180 34 0 39 176 10 0 55 133 2 2 768 8:30 AM 0 82 57 0 0 206 30 0 40 157 9 1 81 131 2 4 800 8:45 AM 0 95 58 0 0 179 28 0 44 163 9 0 72 119 2 2 771 9:00 AM 0 70 52 0 0 171 32 0 29 132 5 0 50 92 3 0 636 9:15 AM 0 70 38 0 0 139 26 0 38 123 10 1 66 90 4 2 607

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 865 505 0 0 2236 356 0 407 1863 76 8 705 1366 41 21 8449 APPROACH %'s : 0.00% 63.14% 36.86% 0.00% 0.00% 86.27% 13.73% 0.00% 17.29% 79.14% 3.23% 0.34% 33.05% 64.04% 1.92% 0.98% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 07:45 AM TOTAL PEAK HR VOL : 0 308 175 0 0 840 130 0 156 687 21 2 244 532 13 7 3115 PEAK HR FACTOR : 0.000 0.865 0.893 0.000 0.000 0.820 0.929 0.000 0.951 0.944 0.525 0.250 0.847 0.930 0.650 0.583 0.933 0.881 0.845 0.962 0.909 HV % 0% 3% 5% 0% 0% 2% 5% 0% 4% 3% 19% 0% 4% 3% 23% 0% 4% Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 246 106 0 0 140 28 0 79 189 14 1 75 182 8 2 1070 4:15 PM 0 274 128 0 0 167 34 0 64 215 12 1 72 219 10 1 1197 4:30 PM 0 293 127 0 0 162 32 0 72 220 8 2 86 227 9 0 1238 4:45 PM 0 238 114 0 0 141 35 0 80 230 13 2 93 194 4 4 1148 5:00 PM 0 291 113 0 0 156 43 0 71 185 18 0 71 222 6 5 1181 5:15 PM 0 295 108 0 0 168 31 0 85 208 9 0 99 215 8 0 1226 5:30 PM 0 301 120 0 0 151 40 0 71 207 10 1 59 198 17 2 1177 5:45 PM 0 270 114 0 0 134 38 0 83 158 7 2 86 233 9 2 1136 6:00 PM 0 251 108 0 0 107 41 0 69 188 12 1 78 193 7 4 1059 6:15 PM 0 240 99 0 0 128 31 0 59 168 8 4 57 180 13 1 988 6:30 PM 0 146 72 0 0 131 33 0 65 142 7 0 70 200 13 4 883 6:45 PM 0 152 71 0 0 95 29 0 58 117 9 1 68 152 7 2 761

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 2845 1209 0 0 1585 386 0 798 2110 118 14 846 2263 104 25 12303 APPROACH %'s : 0.00% 70.18% 29.82% 0.00% 0.00% 80.42% 19.58% 0.00% 26.25% 69.41% 3.88% 0.46% 26.13% 69.89% 3.21% 0.77% PEAK HR : 04:30 PM - 05:30 PM 04:30 PM 292 289 300 04:30 PM TOTAL PEAK HR VOL : 0 1117 462 0 0 627 141 0 308 843 48 4 349 858 27 9 4793 PEAK HR FACTOR : 0.000 0.947 0.909 0.000 0.000 0.933 0.820 0.000 0.906 0.916 0.667 0.500 0.881 0.945 0.750 0.450 0.968 0.940 0.965 0.925 0.965 HV % 0% 1% 2% 0% 0% 1% 0% 0% 0% 1% 2% 0% 3% 2% 0% 11% 1% National Data & Surveying Services Intersection Turning Movement Count

Location: Randolph Rd & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-001 Control: Signalized Date: 11/17/2020 HT NS/EW Streets: Randolph Rd Randolph Rd Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 2 1 0 0 7 1 0 0 6 0 0 1 2 0 0 20 6:45 AM 0 3 3 0 0 4 1 0 1 4 1 0 2 2 0 0 21 7:00 AM 0 3 1 0 0 5 0 0 0 10 0 0 3 2 0 0 24 7:15 AM 0 4 1 0 0 9 2 0 2 12 0 0 3 3 1 0 37 7:30 AM 0 1 3 0 0 7 1 0 4 4 1 0 2 4 2 0 29 7:45 AM 0 2 2 0 0 7 0 0 1 11 0 0 2 7 0 0 32 8:00 AM 0 3 2 0 0 2 0 0 2 6 1 0 3 3 1 0 23 8:15 AM 0 4 2 0 0 4 5 0 0 3 2 0 2 4 0 0 26 8:30 AM 0 5 1 0 0 5 0 0 0 9 1 0 0 3 1 0 25 8:45 AM 0 4 1 0 0 4 0 0 1 4 0 0 2 4 0 0 20 9:00 AM 0 3 5 0 0 8 0 0 1 5 0 0 1 3 0 0 26 9:15 AM 0 2 0 0 0 6 0 0 0 6 0 0 4 4 0 0 22

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 36 22 0 0 68 10 0 12 80 6 0 25 41 5 0 305 APPROACH %'s : 0.00% 62.07% 37.93% 0.00% 0.00% 87.18% 12.82% 0.00% 12.24% 81.63% 6.12% 0.00% 35.21% 57.75% 7.04% 0.00% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 TOTAL PEAK HR VOL : 0 10 9 0 0 20 6 0 7 24 4 0 9 18 3 0 110 PEAK HR FACTOR : 0.000 0.625 0.750 0.000 0.000 0.714 0.300 0.000 0.438 0.545 0.500 0.000 0.750 0.643 0.375 0.000 0.859 0.792 0.722 0.729 0.833

Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 7 1 0 0 5 0 0 1 2 0 0 0 11 0 0 27 4:15 PM 0 5 5 0 0 2 1 0 0 3 1 0 4 6 0 0 27 4:30 PM 0 5 2 0 0 2 0 0 0 6 0 0 3 6 0 0 24 4:45 PM 0 2 1 0 0 2 0 0 0 3 0 0 2 2 0 0 12 5:00 PM 0 4 3 0 0 2 0 0 0 2 1 0 1 4 0 1 18 5:15 PM 0 2 3 0 0 2 0 0 0 1 0 0 3 3 0 0 14 5:30 PM 0 4 4 0 0 4 1 0 0 3 0 0 2 4 0 0 22 5:45 PM 0 5 1 0 0 1 0 0 0 4 0 0 0 3 0 0 14 6:00 PM 0 2 2 0 0 2 0 0 0 0 0 0 2 4 0 0 12 6:15 PM 0 3 1 0 0 2 1 0 1 4 1 0 1 3 0 0 17 6:30 PM 0 0 1 0 0 3 1 0 0 2 0 0 5 2 0 0 14 6:45 PM 0 2 1 0 0 3 0 0 0 3 0 0 6 2 1 0 18

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 39 24 0 0 27 4 0 2 30 3 0 23 48 0 1 201 APPROACH %'s : 0.00% 61.90% 38.10% 0.00% 0.00% 87.10% 12.90% 0.00% 5.71% 85.71% 8.57% 0.00% 31.94% 66.67% 0.00% 1.39% PEAK HR : 04:30 PM - 05:30 PM 04:30 PM 292 289 300 TOTAL PEAK HR VOL : 0 13 9 0 0 8 0 0 0 12 1 0 9 15 0 1 68 PEAK HR FACTOR : 0.00 0.650 0.750 0.000 0.000 1.000 0.000 0.000 0.000 0.500 0.250 0.000 0.750 0.625 0.000 0.250 0.708 0.786 1.000 0.542 0.694 National Data & Surveying Services Intersection Turning Movement Count

Location: Randolph Rd & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-001 Control: Signalized Date: 11/17/2020 Cars NS/EW Streets: Randolph Rd Randolph Rd Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 44 26 0 0 139 31 0 21 119 5 3 45 94 2 1 530 6:45 AM 0 50 25 0 0 168 24 0 23 139 6 0 39 102 5 1 582 7:00 AM 0 70 41 0 0 163 23 0 27 131 6 0 54 93 8 1 617 7:15 AM 0 64 27 0 0 206 28 0 26 180 4 1 45 104 1 3 689 7:30 AM 0 70 34 0 0 249 30 0 36 164 4 0 68 131 1 3 790 7:45 AM 0 72 47 0 0 229 35 0 35 171 4 0 70 136 3 1 803 8:00 AM 0 71 39 0 0 166 30 0 39 155 1 2 44 118 4 1 670 8:15 AM 0 85 46 0 0 176 29 0 39 173 8 0 53 129 2 2 742 8:30 AM 0 77 56 0 0 201 30 0 40 148 8 1 81 128 1 4 775 8:45 AM 0 91 57 0 0 175 28 0 43 159 9 0 70 115 2 2 751 9:00 AM 0 67 47 0 0 163 32 0 28 127 5 0 49 89 3 0 610 9:15 AM 0 68 38 0 0 133 26 0 38 117 10 1 62 86 4 2 585

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 829 483 0 0 2168 346 0 395 1783 70 8 680 1325 36 21 8144 APPROACH %'s : 0.00% 63.19% 36.81% 0.00% 0.00% 86.24% 13.76% 0.00% 17.51% 79.03% 3.10% 0.35% 32.98% 64.26% 1.75% 1.02% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 TOTAL PEAK HR VOL : 0 298 166 0 0 820 124 0 149 663 17 2 235 514 10 7 3005 PEAK HR FACTOR : 0.00 0.876 0.883 0.000 0.000 0.823 0.886 0.000 0.955 0.958 0.531 0.250 0.839 0.945 0.625 0.583 0.936 0.885 0.846 0.944 0.912 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 239 105 0 0 135 28 0 78 187 14 1 75 171 8 2 1043 4:15 PM 0 269 123 0 0 165 33 0 64 212 11 1 68 213 10 1 1170 4:30 PM 0 288 125 0 0 160 32 0 72 214 8 2 83 221 9 0 1214 4:45 PM 0 236 113 0 0 139 35 0 80 227 13 2 91 192 4 4 1136 5:00 PM 0 287 110 0 0 154 43 0 71 183 17 0 70 218 6 4 1163 5:15 PM 0 293 105 0 0 166 31 0 85 207 9 0 96 212 8 0 1212 5:30 PM 0 297 116 0 0 147 39 0 71 204 10 1 57 194 17 2 1155 5:45 PM 0 265 113 0 0 133 38 0 83 154 7 2 86 230 9 2 1122 6:00 PM 0 249 106 0 0 105 41 0 69 188 12 1 76 189 7 4 1047 6:15 PM 0 237 98 0 0 126 30 0 58 164 7 4 56 177 13 1 971 6:30 PM 0 146 71 0 0 128 32 0 65 140 7 0 65 198 13 4 869 6:45 PM 0 150 70 0 0 92 29 0 58 114 9 1 62 150 6 2 743

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 2956 1255 0 0 1650 411 0 854 2194 124 15 885 2365 110 26 12845 APPROACH %'s : 0.00% 70.20% 29.80% 0.00% 0.00% 80.06% 19.94% 0.00% 26.80% 68.84% 3.89% 0.47% 26.14% 69.85% 3.25% 0.77% PEAK HR : 04:30 PM - 05:30 PM 04:30 PM 292 289 300 TOTAL PEAK HR VOL : 0 1113 444 0 0 606 148 0 307 821 49 3 314 816 35 10 4666 PEAK HR FACTOR : 0.00 0.937 0.957 0.000 0.000 0.913 0.860 0.000 0.903 0.904 0.721 0.375 0.818 0.936 0.515 0.625 0.962 0.942 0.957 0.916 0.930 National Data & Surveying Services Intersection Turning Movement Count

Location: Randolph Rd & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-001 Control: Signalized Date: 11/17/2020 Bikes NS/EW Streets: Randolph Rd Randolph Rd Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 APPROACH %'s : 0.00% 100.00% 0.00% 0.00% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 TOTAL PEAK HR VOL : 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 PEAK HR FACTOR : 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.250 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 3 1 0 0 3 0 0 2 3 0 0 2 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 2 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 5:00 PM 0 0 0 0 0 2 0 0 0 1 0 0 0 0 0 0 3 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 2 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 2 1 0 2 2 0 0 1 0 0 0 8 APPROACH %'s : 0.00% 66.67% 33.33% 0.00% 50.00% 50.00% 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% PEAK HR : 04:30 PM - 05:30 PM 04:30 PM 292 289 300 TOTAL PEAK HR VOL : 0 0 0 0 0 2 0 0 1 1 0 0 0 0 0 0 4 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.250 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.333 0.250 0.500 National Data & Surveying Services

Location:IntersectionRandolph Rd & Veirs Mill Rd Turning MovementProject ID: 20-280004-001 Count City: Silver Spring Date: 11/17/2020 Pedestrians (Crosswalks) NS/EW Streets: Randolph Rd Randolph Rd Veirs Mill Rd Veirs Mill Rd NORTH LEG SOUTH LEG EAST LEG WEST LEG AM EB WB EB WB NB SB NB SB TOTAL 6:30 AM 0 1 0 1 0 0 0 1 3 6:45 AM 1 2 1 3 1 0 1 1 10 7:00 AM 1 1 0 0 0 0 0 0 2 7:15 AM 0 0 0 1 0 0 1 2 4 7:30 AM 5 1 0 0 1 1 3 1 12 7:45 AM 2 2 1 1 0 1 3 6 16 8:00 AM 3 2 0 2 1 0 7 2 17 8:15 AM 1 0 1 1 1 1 4 3 12 8:30 AM 1 2 1 0 0 0 5 4 13 8:45 AM 1 3 0 2 2 0 2 5 15 9:00 AM 3 3 1 1 0 0 5 8 21 9:15 AM 1 2 0 1 0 0 3 5 12

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 19 19 5 13 6 3 34 38 137 APPROACH %'s : 50.00% 50.00% 27.78% 72.22% 66.67% 33.33% 47.22% 52.78% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 38 34 45 TOTAL PEAK HR VOL : 11 5 2 4 3 3 17 12 57 PEAK HR FACTOR : 0.550 0.625 0.500 0.500 0.750 0.750 0.607 0.500 0.838 0.667 0.750 0.750 0.806 Headers NEB NWB SEB SWB ENS ESB WNB WSB NORTH LEG SOUTH LEG EAST LEG WEST LEG PM EB WB EB WB NB SB NB SB TOTAL 4:00 PM 4 6 2 0 2 1 4 13 32 4:15 PM 2 7 4 0 0 0 3 16 32 4:30 PM 8 3 2 1 0 1 15 17 47 4:45 PM 7 4 1 0 0 0 9 8 29 5:00 PM 8 3 2 2 1 2 4 12 34 5:15 PM 5 3 0 1 1 3 10 13 36 5:30 PM 3 4 1 1 1 0 13 14 37 5:45 PM 5 5 2 1 1 2 5 5 26 6:00 PM 2 2 0 0 0 0 3 11 18 6:15 PM 1 1 2 0 0 0 0 0 4 6:30 PM 2 2 1 0 1 1 2 3 12 6:45 PM 2 0 3 2 2 0 4 5 18

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 49 40 20 8 9 10 72 117 325 APPROACH %'s : 55.06% 44.94% 71.43% 28.57% 47.37% 52.63% 38.10% 61.90% PEAK HR : 04:30 PM - 05:30 PM 04:30 PM 289 286 297 TOTAL PEAK HR VOL : 23 14 4 4 3 5 36 47 136 PEAK HR FACTOR : 0.719 0.875 0.500 0.500 0.750 0.417 0.692 0.839 0.919 0.841 0.500 0.500 0.769 Prepared by National Data & Surveying Services Randolph Rd & Veirs Mill Rd Peak Hour Turning Movement Count

ID: 20-280004-001 Randolph Rd Day: Tuesday City: Silver Spring SOUTHBOUND Date: 11/17/2020 COUNT PERIODS 07:30 AM - 08:30 AM AM 130 840 0 0 477 AM 06:30 AM - 09:30 AM

NONE NOON 0 0 0 0 0 NOON NONE

PEAK HOURS PEAK 04:30 PM - 05:30 PM PM 141 627 0 0 1452 PM 03:45 PM - 06:45 PM

AMNOONPM PMNOONAM 0 3 0 0 0 27 0 13

664 0 1003 WESTBOUND

CONTROL 3 858 0 532 Rd Mill Veirs

2 0 4 0Signalized 2 349 0 244

156 0 308 2 TEV 3115 0 4793 0 9 0 7 AM NOON PM

Veirs Veirs Mill Rd 687 0 843 3 PHF 0.93 0.97 EASTBOUND 1314 0 869 21 0 48 0 0 0 3 1

AMNOONPM PMNOONAM

Cars (AM) PM 1024 0 0 1117 462 PM HT (AM)

NOON 0 0 0 0 0 NOON 124 820 0 6 20 0

149 10 AM 1105 0 0 308 175 AM 7 3 663 514 24 18 17 235 NORTHBOUND 4 9 0 298 166 0 10 9 Randolph Rd

Cars (NOON) HT (NOON)

Pedestrians (Crosswalks) N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A PM NOON AM AM NOON PM N/A N/A N/A N/A

N/A N/A 23 0 11 5 0 14 N/A N/A N/A N/A N/A N/A N/A N/A PM 47 5 PM NOON 0 0 NOON AM AM Cars (PM)12 3 HT (PM) AM 17 3 AM NOON 0 0 NOON 141 619 0 PM 36 3 PM 0 8 0 4 0 2 4 0 4 308 27 0 0 831 843 12 15

47 340 PM NOON AM AM NOON PM 1 9 0 1104 453 0 13 9 National Data & Surveying Services Intersection Turning Movement Count Location: Colie Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-002 Control: Signalized 54.34783 Date: 11/17/2020 Total NS/EW Streets: Colie Dr Colie Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 1 0 0 0 8 0 9 0 2 69 0 0 0 173 9 0 271 6:45 AM 0 0 0 0 8 0 6 0 2 74 1 0 0 201 16 3 311 7:00 AM 0 0 0 0 5 0 5 0 2 104 1 0 0 184 10 0 311 7:15 AM 0 0 1 0 15 0 7 0 3 95 0 1 0 231 14 0 367 7:30 AM 0 0 1 0 15 1 17 0 3 104 1 0 0 277 19 0 438 7:45 AM 0 1 1 0 9 0 10 0 3 106 0 1 1 251 17 0 400 8:00 AM 0 0 0 0 6 0 10 0 4 111 0 1 0 194 7 0 333 8:15 AM 0 0 0 0 11 0 4 0 4 129 0 4 0 207 16 0 375 8:30 AM 0 0 0 0 11 0 10 0 4 118 0 0 0 229 18 0 390 8:45 AM 1 0 1 0 12 0 8 0 3 137 2 0 0 199 9 0 372 9:00 AM 0 0 1 0 5 0 4 0 6 97 0 1 0 197 5 0 316 9:15 AM 0 0 0 0 15 0 7 0 8 100 1 0 0 168 6 0 305

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 2 1 5 0 120 1 97 0 44 1244 6 8 1 2511 146 3 4189 APPROACH %'s : 25.00% 12.50% 62.50% 0.00% 55.05% 0.46% 44.50% 0.00% 3.38% 95.55% 0.46% 0.61% 0.04% 94.36% 5.49% 0.11% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 07:30 AM TOTAL PEAK HR VOL : 0 1 2 0 41 1 41 0 14 450 1 6 1 929 59 0 1546 PEAK HR FACTOR : 0.000 0.250 0.500 0.000 0.683 0.250 0.603 0.000 0.875 0.872 0.250 0.375 0.250 0.838 0.776 0.000 0.882 0.375 0.629 0.859 0.835 HV % 0% 0% 0% 0% 0% 0% 0% 0% 7% 4% 0% 0% 0% 3% 5% 0% 3% Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 27 2 7 0 10 318 1 1 0 167 16 0 549 4:15 PM 0 0 1 0 25 0 11 0 24 333 0 0 0 202 29 0 625 4:30 PM 1 1 2 0 26 1 6 0 16 361 2 1 0 190 20 0 627 4:45 PM 0 0 0 0 28 1 9 0 9 321 0 0 0 171 15 0 554 5:00 PM 2 0 0 0 34 0 9 0 16 336 2 3 0 198 17 0 617 5:15 PM 2 0 0 0 34 1 10 0 13 384 1 2 0 182 21 0 650 5:30 PM 3 0 1 0 37 0 7 0 13 371 1 0 0 192 20 0 645 5:45 PM 0 0 0 0 31 1 5 0 14 353 0 3 0 171 18 0 596 6:00 PM 0 1 0 0 23 0 4 0 10 313 1 0 0 144 15 0 511 6:15 PM 0 1 0 0 29 0 1 0 14 286 1 2 0 160 15 1 510 6:30 PM 0 0 0 0 30 0 3 0 7 216 0 3 0 155 11 0 425 6:45 PM 0 0 0 0 18 0 3 0 9 208 1 1 0 125 14 0 379

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 8 3 4 0 324 6 72 0 146 3592 9 15 0 1932 197 1 6309 APPROACH %'s : 53.33% 20.00% 26.67% 0.00% 80.60% 1.49% 17.91% 0.00% 3.88% 95.48% 0.24% 0.40% 0.00% 90.70% 9.25% 0.05% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 294 289 300 05:15 PM TOTAL PEAK HR VOL : 7 0 1 0 136 2 31 0 56 1444 4 8 0 743 76 0 2508 PEAK HR FACTOR : 0.583 0.000 0.250 0.000 0.919 0.500 0.775 0.000 0.875 0.940 0.500 0.667 0.000 0.938 0.905 0.000 0.965 0.500 0.939 0.945 0.952 HV % 0% 0% 0% 0% 1% 0% 3% 0% 0% 1% 0% 0% 0% 1% 0% 0% 1% National Data & Surveying Services Intersection Turning Movement Count

Location: Colie Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-002 Control: Signalized Date: 11/17/2020 Cars NS/EW Streets: Colie Dr Colie Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 1 0 0 0 8 0 9 0 2 67 0 0 0 165 9 0 261 6:45 AM 0 0 0 0 8 0 6 0 2 70 1 0 0 196 14 3 300 7:00 AM 0 0 0 0 5 0 5 0 2 101 1 0 0 178 10 0 302 7:15 AM 0 0 1 0 15 0 7 0 2 89 0 1 0 220 14 0 349 7:30 AM 0 0 1 0 15 1 17 0 3 97 1 0 0 270 19 0 424 7:45 AM 0 1 1 0 9 0 10 0 3 103 0 1 1 244 16 0 389 8:00 AM 0 0 0 0 6 0 10 0 3 107 0 1 0 192 6 0 325 8:15 AM 0 0 0 0 11 0 4 0 4 124 0 4 0 198 15 0 360 8:30 AM 0 0 0 0 11 0 10 0 3 113 0 0 0 223 18 0 378 8:45 AM 1 0 1 0 12 0 8 0 3 132 2 0 0 196 8 0 363 9:00 AM 0 0 1 0 5 0 4 0 6 94 0 1 0 189 5 0 305 9:15 AM 0 0 0 0 14 0 6 0 7 98 1 0 0 162 5 0 293

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 2 1 5 0 119 1 96 0 40 1195 6 8 1 2433 139 3 4049 APPROACH %'s : 25.00% 12.50% 62.50% 0.00% 55.09% 0.46% 44.44% 0.00% 3.20% 95.68% 0.48% 0.64% 0.04% 94.45% 5.40% 0.12% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 TOTAL PEAK HR VOL : 0 1 2 0 41 1 41 0 13 431 1 6 1 904 56 0 1498 PEAK HR FACTOR : 0.00 0.250 0.500 0.000 0.683 0.250 0.603 0.000 0.813 0.869 0.250 0.375 0.250 0.837 0.737 0.000 0.883 0.375 0.629 0.854 0.831 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 27 2 7 0 10 311 1 1 0 162 16 0 537 4:15 PM 0 0 1 0 25 0 11 0 24 327 0 0 0 199 29 0 616 4:30 PM 1 1 2 0 26 1 6 0 16 356 2 1 0 188 20 0 620 4:45 PM 0 0 0 0 28 1 9 0 9 319 0 0 0 169 15 0 550 5:00 PM 2 0 0 0 34 0 9 0 16 333 2 3 0 196 17 0 612 5:15 PM 2 0 0 0 34 1 9 0 13 381 1 2 0 181 21 0 645 5:30 PM 3 0 1 0 37 0 7 0 13 367 1 0 0 187 20 0 636 5:45 PM 0 0 0 0 30 1 5 0 14 349 0 3 0 170 18 0 590 6:00 PM 0 1 0 0 22 0 4 0 10 311 1 0 0 142 15 0 506 6:15 PM 0 1 0 0 29 0 1 0 14 282 1 2 0 157 15 1 503 6:30 PM 0 0 0 0 30 0 3 0 7 216 0 3 0 151 11 0 421 6:45 PM 0 0 0 0 18 0 3 0 9 205 1 1 0 122 14 0 373

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 8 3 4 0 340 6 74 0 155 3757 10 16 0 2024 211 1 6609 APPROACH %'s : 53.33% 20.00% 26.67% 0.00% 80.95% 1.43% 17.62% 0.00% 3.94% 95.40% 0.25% 0.41% 0.00% 90.52% 9.44% 0.04% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 294 289 300 TOTAL PEAK HR VOL : 5 1 1 0 123 2 25 0 50 1408 3 5 0 680 74 0 2377 PEAK HR FACTOR : 0.42 0.250 0.250 0.000 0.831 0.500 0.694 0.000 0.893 0.924 0.750 0.417 0.000 0.909 0.881 0.000 0.921 0.438 0.852 0.923 0.911 National Data & Surveying Services Intersection Turning Movement Count

Location: Colie Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-002 Control: Signalized Date: 11/17/2020 HT NS/EW Streets: Colie Dr Colie Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 8 0 0 10 6:45 AM 0 0 0 0 0 0 0 0 0 4 0 0 0 5 2 0 11 7:00 AM 0 0 0 0 0 0 0 0 0 3 0 0 0 6 0 0 9 7:15 AM 0 0 0 0 0 0 0 0 1 6 0 0 0 11 0 0 18 7:30 AM 0 0 0 0 0 0 0 0 0 7 0 0 0 7 0 0 14 7:45 AM 0 0 0 0 0 0 0 0 0 3 0 0 0 7 1 0 11 8:00 AM 0 0 0 0 0 0 0 0 1 4 0 0 0 2 1 0 8 8:15 AM 0 0 0 0 0 0 0 0 0 5 0 0 0 9 1 0 15 8:30 AM 0 0 0 0 0 0 0 0 1 5 0 0 0 6 0 0 12 8:45 AM 0 0 0 0 0 0 0 0 0 5 0 0 0 3 1 0 9 9:00 AM 0 0 0 0 0 0 0 0 0 3 0 0 0 8 0 0 11 9:15 AM 0 0 0 0 1 0 1 0 1 2 0 0 0 6 1 0 12

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 1 0 1 0 4 49 0 0 0 78 7 0 140 APPROACH %'s : 50.00% 0.00% 50.00% 0.00% 7.55% 92.45% 0.00% 0.00% 0.00% 91.76% 8.24% 0.00% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 1 19 0 0 0 25 3 0 48 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.679 0.000 0.000 0.000 0.694 0.750 0.000 0.800 0.714 0.700

Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 0 0 0 0 0 7 0 0 0 5 0 0 12 4:15 PM 0 0 0 0 0 0 0 0 0 6 0 0 0 3 0 0 9 4:30 PM 0 0 0 0 0 0 0 0 0 5 0 0 0 2 0 0 7 4:45 PM 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 4 5:00 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0 0 5 5:15 PM 0 0 0 0 0 0 1 0 0 3 0 0 0 1 0 0 5 5:30 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 5 0 0 9 5:45 PM 0 0 0 0 1 0 0 0 0 4 0 0 0 1 0 0 6 6:00 PM 0 0 0 0 1 0 0 0 0 2 0 0 0 2 0 0 5 6:15 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 3 0 0 7 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 4 6:45 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 3 0 0 6

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 2 0 1 0 0 40 0 0 0 30 0 0 73 APPROACH %'s : 66.67% 0.00% 33.33% 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% 100.00% 0.00% 0.00% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 294 289 300 TOTAL PEAK HR VOL : 0 0 0 0 1 0 1 0 0 14 0 0 0 9 0 0 25 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.250 0.000 0.250 0.000 0.000 0.875 0.000 0.000 0.000 0.450 0.000 0.000 0.694 0.500 0.875 0.450 National Data & Surveying Services Intersection Turning Movement Count

Location: Colie Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-002 Control: Signalized Date: 11/17/2020 Bikes NS/EW Streets: Colie Dr Colie Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 0 0 0 1 0 0 0 4 0 0 5 APPROACH %'s : 0.00% 100.00% 0.00% 0.00% 0.00% 100.00% 0.00% 0.00% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 39 35 46 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.250 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 1 1 0 0 1 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 5:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 2 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 0 0 0 2 0 0 0 5 0 0 7 APPROACH %'s : 0.00% 100.00% 0.00% 0.00% 0.00% 100.00% 0.00% 0.00% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 294 289 300 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.250 0.250 National Data & Surveying Services

Location:IntersectionColie Dr & Randolph Rd Turning MovementProject ID: 20-280004-002 Count City: Silver Spring Date: 11/17/2020 Pedestrians (Crosswalks) NS/EW Streets: Colie Dr Colie Dr Randolph Rd Randolph Rd NORTH LEG SOUTH LEG EAST LEG WEST LEG AM EB WB EB WB NB SB NB SB TOTAL 6:30 AM 1 0 0 1 0 0 0 0 2 6:45 AM 1 2 1 0 0 0 0 0 4 7:00 AM 0 0 0 0 0 0 0 1 1 7:15 AM 2 1 1 0 0 0 1 0 5 7:30 AM 0 2 1 0 0 0 0 2 5 7:45 AM 0 2 3 1 0 0 0 1 7 8:00 AM 0 0 1 0 0 0 0 0 1 8:15 AM 0 1 0 0 0 0 0 1 2 8:30 AM 1 0 1 0 0 0 0 0 2 8:45 AM 0 4 0 0 0 0 0 1 5 9:00 AM 1 1 0 1 0 0 1 0 4 9:15 AM 3 0 0 2 0 0 0 1 6

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 9 13 8 5 0 0 2 7 44 APPROACH %'s : 40.91% 59.09% 61.54% 38.46% 22.22% 77.78% PEAK HR : 07:30 AM - 08:30 AM 07:30 AM 38 34 45 TOTAL PEAK HR VOL : 0 5 5 1 0 0 0 4 15 PEAK HR FACTOR : 0.625 0.417 0.250 0.500 0.536 0.625 0.375 0.500 Headers NEB NWB SEB SWB ENS ESB WNB WSB NORTH LEG SOUTH LEG EAST LEG WEST LEG PM EB WB EB WB NB SB NB SB TOTAL 4:00 PM 0 0 1 0 0 0 0 4 5 4:15 PM 2 0 2 0 0 0 1 1 6 4:30 PM 3 1 1 2 0 0 1 0 8 4:45 PM 0 2 1 0 0 0 1 1 5 5:00 PM 1 1 0 0 0 0 0 1 3 5:15 PM 3 2 0 0 0 0 1 2 8 5:30 PM 0 2 1 0 0 0 0 0 3 5:45 PM 1 4 0 1 0 1 0 0 7 6:00 PM 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 1 0 0 0 0 1 2 6:30 PM 0 1 1 1 0 0 1 0 4 6:45 PM 0 0 2 1 0 0 1 0 4

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 10 13 10 5 0 1 6 10 55 APPROACH %'s : 43.48% 56.52% 66.67% 33.33% 0.00% 100.00% 37.50% 62.50% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 291 286 297 TOTAL PEAK HR VOL : 4 8 1 1 0 1 1 2 18 PEAK HR FACTOR : 0.333 0.500 0.250 0.250 0.250 0.250 0.250 0.563 0.600 0.500 0.250 0.250 Prepared by National Data & Surveying Services Colie Dr & Randolph Rd Peak Hour Turning Movement Count

ID: 20-280004-002 Colie Dr Day: Tuesday City: Silver Spring SOUTHBOUND Date: 11/17/2020 COUNT PERIODS 07:30 AM - 08:30 AM AM 41 1 41 0 74 AM 06:30 AM - 09:30 AM

NONE NOON 0 0 0 0 0 NOON NONE

PEAK HOURS PEAK 05:00 PM - 06:00 PM PM 31 2 136 0 132 PM 03:45 PM - 06:45 PM

AMNOONPM PMNOONAM 0 1 1 0 0 76 0 59

976 0 789 WESTBOUND CONTROL 3 743 0 929 RandolphRd

6 0 8 0Signalized 0 0 0 1

14 0 56 1 TEV 1546 0 2508 0 0 0 0 AM NOON PM

Randolph Rd Randolph 450 0 1444 3 PHF 0.88 0.96 EASTBOUND 1581 0 493 1 0 4 0 0 1 1 0

AMNOONPM PMNOONAM

Cars (AM) PM 6 0 7 0 1 PM HT (AM)

NOON 0 0 0 0 0 NOON 41 1 41 0 0 0

13 56 AM 3 0 0 1 2 AM 1 3 431 904 19 25 1 1 NORTHBOUND 0 0 0 1 2 0 0 0 Colie Dr

Cars (NOON) HT (NOON)

Pedestrians (Crosswalks) N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A PM NOON AM AM NOON PM N/A N/A N/A N/A

N/A N/A 4 0 0 5 0 8 N/A N/A N/A N/A N/A N/A N/A N/A PM 2 1 PM NOON 0 0 NOON AM AM Cars (PM)4 0 HT (PM) AM 0 0 AM NOON 0 0 NOON 30 2 135 PM 1 0 PM 1 0 1 1 0 5 1 0 1 56 76 0 0 1430 734 14 9

4 0 PM NOON AM AM NOON PM 0 0 7 0 1 0 0 0 National Data & Surveying Services Intersection Turning Movement Count Location: Bushey Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-003 Control: 2-Way Stop(NB/SB) Date: 11/17/2020 Total

NS/EW Streets: Bushey Dr Bushey Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 2 2 0 3 5 4 0 2 69 3 1 1 180 3 0 275 6:45 AM 0 0 4 0 2 3 6 0 6 78 3 1 6 209 0 1 319 7:00 AM 0 0 1 0 4 1 4 0 8 94 2 3 6 191 2 0 316 7:15 AM 0 1 2 0 5 2 9 0 9 100 4 1 0 249 3 1 386 7:30 AM 0 0 4 0 2 5 10 0 7 106 4 1 12 275 1 0 427 7:45 AM 0 0 3 0 6 2 11 0 4 111 3 1 4 265 4 2 416 8:00 AM 0 0 1 0 6 2 10 0 8 106 1 0 1 186 3 0 324 8:15 AM 0 0 3 0 1 2 10 0 7 130 4 1 4 212 4 0 378 8:30 AM 1 0 1 0 4 2 13 0 5 120 5 0 4 231 3 1 390 8:45 AM 0 0 1 0 2 1 10 0 5 134 10 1 3 205 5 1 378 9:00 AM 0 0 0 0 2 4 6 0 8 85 0 1 2 188 6 0 302 9:15 AM 0 0 3 0 4 4 5 0 7 111 4 1 2 168 3 0 312

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 1 3 25 0 41 33 98 0 76 1244 43 12 45 2559 37 6 4223 APPROACH %'s : 3.45% 10.34% 86.21% 0.00% 23.84% 19.19% 56.98% 0.00% 5.53% 90.47% 3.13% 0.87% 1.70% 96.68% 1.40% 0.23% PEAK HR : 07:15 AM - 08:15 AM 07:15 AM 38 35 46 07:30 AM TOTAL PEAK HR VOL : 0 1 10 0 19 11 40 0 28 423 12 3 17 975 11 3 1553 PEAK HR FACTOR : 0.000 0.250 0.625 0.000 0.792 0.550 0.909 0.000 0.778 0.953 0.750 0.750 0.354 0.886 0.688 0.375 0.909 0.688 0.921 0.979 0.873 HV % 0% 0% 10% 0% 0% 0% 3% 0% 7% 4% 8% 0% 6% 3% 9% 0% 3% Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 3 1 0 1 2 6 0 17 312 2 2 0 178 8 0 532 4:15 PM 0 0 3 0 1 2 7 0 17 347 1 3 1 214 14 0 610 4:30 PM 0 1 0 0 0 0 3 0 24 354 3 0 1 209 14 0 609 4:45 PM 0 0 2 0 1 3 6 0 19 332 9 0 3 179 10 1 565 5:00 PM 1 2 5 0 2 0 5 0 32 323 12 0 3 204 7 0 596 5:15 PM 0 0 2 0 4 2 8 0 25 380 5 2 1 199 7 0 635 5:30 PM 0 0 2 0 1 4 9 0 29 386 1 2 5 197 11 1 648 5:45 PM 0 0 1 0 5 0 9 0 25 348 4 1 6 176 13 0 588 6:00 PM 0 0 6 0 1 0 7 0 25 311 5 0 4 158 7 0 524 6:15 PM 0 0 1 0 3 0 4 0 27 282 4 1 5 171 9 0 507 6:30 PM 1 1 3 0 2 2 6 0 17 220 1 0 5 154 6 0 418 6:45 PM 0 2 2 0 0 1 5 0 15 216 2 1 1 132 5 0 382

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 2 7 26 0 21 15 70 0 257 3595 47 11 34 2039 106 2 6232 APPROACH %'s : 5.71% 20.00% 74.29% 0.00% 19.81% 14.15% 66.04% 0.00% 6.57% 91.94% 1.20% 0.28% 1.56% 93.49% 4.86% 0.09% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 294 289 300 05:30 PM TOTAL PEAK HR VOL : 1 2 10 0 12 6 31 0 111 1437 22 5 15 776 38 1 2467 PEAK HR FACTOR : 0.250 0.250 0.500 0.000 0.600 0.375 0.861 0.000 0.867 0.931 0.458 0.625 0.625 0.951 0.731 0.250 0.952 0.406 0.875 0.942 0.970 HV % 0% 0% 0% 0% 0% 0% 6% 0% 0% 1% 0% 0% 0% 1% 0% 0% 1% National Data & Surveying Services Intersection Turning Movement Count

Location: Bushey Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-003 Control: 2-Way Stop(NB/SB) Date: 11/17/2020 Cars

NS/EW Streets: Bushey Dr Bushey Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 2 2 0 3 5 4 0 2 67 3 1 1 172 3 0 265 6:45 AM 0 0 4 0 2 3 6 0 6 74 3 1 6 202 0 1 308 7:00 AM 0 0 1 0 4 1 4 0 8 91 2 3 4 185 2 0 305 7:15 AM 0 1 1 0 5 2 8 0 9 94 4 1 0 239 3 1 368 7:30 AM 0 0 4 0 2 5 10 0 6 101 3 1 11 268 1 0 412 7:45 AM 0 0 3 0 6 2 11 0 4 108 3 1 4 257 3 2 404 8:00 AM 0 0 1 0 6 2 10 0 7 103 1 0 1 183 3 0 317 8:15 AM 0 0 3 0 1 2 10 0 7 125 4 1 4 201 4 0 362 8:30 AM 1 0 1 0 4 2 12 0 5 115 5 0 4 227 3 1 380 8:45 AM 0 0 1 0 2 1 10 0 5 129 10 1 3 201 5 1 369 9:00 AM 0 0 0 0 2 4 6 0 8 83 0 1 2 179 5 0 290 9:15 AM 0 0 3 0 4 4 5 0 7 107 4 1 1 162 3 0 301

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 1 3 24 0 41 33 96 0 74 1197 42 12 41 2476 35 6 4081 APPROACH %'s : 3.57% 10.71% 85.71% 0.00% 24.12% 19.41% 56.47% 0.00% 5.58% 90.34% 3.17% 0.91% 1.60% 96.79% 1.37% 0.23% PEAK HR : 07:15 AM - 08:15 AM 07:15 AM 38 35 46 TOTAL PEAK HR VOL : 0 1 9 0 19 11 39 0 26 406 11 3 16 947 10 3 1501 PEAK HR FACTOR : 0.00 0.250 0.563 0.000 0.792 0.550 0.886 0.000 0.722 0.940 0.688 0.750 0.364 0.883 0.833 0.375 0.911 0.625 0.908 0.961 0.871 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 3 1 0 1 2 6 0 17 305 2 2 0 173 7 0 519 4:15 PM 0 0 3 0 1 2 7 0 17 343 1 3 0 211 14 0 602 4:30 PM 0 1 0 0 0 0 3 0 24 348 3 0 1 207 14 0 601 4:45 PM 0 0 2 0 1 3 6 0 19 329 9 0 3 177 10 1 560 5:00 PM 1 2 5 0 2 0 5 0 32 320 12 0 3 202 7 0 591 5:15 PM 0 0 2 0 4 2 7 0 25 378 5 2 1 199 7 0 632 5:30 PM 0 0 2 0 1 4 8 0 29 381 1 2 5 193 11 1 638 5:45 PM 0 0 1 0 5 0 9 0 25 343 4 1 6 175 13 0 582 6:00 PM 0 0 6 0 1 0 7 0 25 308 5 0 4 156 7 0 519 6:15 PM 0 0 1 0 3 0 4 0 27 278 4 1 5 167 9 0 499 6:30 PM 1 1 3 0 2 2 6 0 17 220 1 0 5 151 6 0 415 6:45 PM 0 2 2 0 0 1 5 0 15 213 2 1 1 129 5 0 376

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 2 9 28 0 21 16 73 0 272 3766 49 12 34 2140 110 2 6534 APPROACH %'s : 5.13% 23.08% 71.79% 0.00% 19.09% 14.55% 66.36% 0.00% 6.64% 91.88% 1.20% 0.29% 1.49% 93.61% 4.81% 0.09% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 294 289 300 TOTAL PEAK HR VOL : 0 0 11 0 11 6 31 0 104 1410 15 5 16 723 38 1 2371 PEAK HR FACTOR : 0.00 0.000 0.458 0.000 0.550 0.375 0.861 0.000 0.897 0.925 0.750 0.625 0.667 0.908 0.731 0.250 0.929 0.458 0.857 0.929 0.926 National Data & Surveying Services Intersection Turning Movement Count

Location: Bushey Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-003 Control: 2-Way Stop(NB/SB) Date: 11/17/2020 HT

NS/EW Streets: Bushey Dr Bushey Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 8 0 0 10 6:45 AM 0 0 0 0 0 0 0 0 0 4 0 0 0 7 0 0 11 7:00 AM 0 0 0 0 0 0 0 0 0 3 0 0 2 6 0 0 11 7:15 AM 0 0 1 0 0 0 1 0 0 6 0 0 0 10 0 0 18 7:30 AM 0 0 0 0 0 0 0 0 1 5 1 0 1 7 0 0 15 7:45 AM 0 0 0 0 0 0 0 0 0 3 0 0 0 8 1 0 12 8:00 AM 0 0 0 0 0 0 0 0 1 3 0 0 0 3 0 0 7 8:15 AM 0 0 0 0 0 0 0 0 0 5 0 0 0 11 0 0 16 8:30 AM 0 0 0 0 0 0 1 0 0 5 0 0 0 4 0 0 10 8:45 AM 0 0 0 0 0 0 0 0 0 5 0 0 0 4 0 0 9 9:00 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 9 1 0 12 9:15 AM 0 0 0 0 0 0 0 0 0 4 0 0 1 6 0 0 11

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 1 0 0 0 2 0 2 47 1 0 4 83 2 0 142 APPROACH %'s : 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% 100.00% 0.00% 4.00% 94.00% 2.00% 0.00% 4.49% 93.26% 2.25% 0.00% PEAK HR : 07:15 AM - 08:15 AM 07:15 AM 38 35 46 TOTAL PEAK HR VOL : 0 0 1 0 0 0 1 0 2 17 1 0 1 28 1 0 52 PEAK HR FACTOR : 0.000 0.000 0.250 0.000 0.000 0.000 0.250 0.000 0.500 0.708 0.250 0.000 0.250 0.700 0.250 0.000 0.722 0.250 0.250 0.714 0.750

Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 0 0 0 0 0 7 0 0 0 5 1 0 13 4:15 PM 0 0 0 0 0 0 0 0 0 4 0 0 1 3 0 0 8 4:30 PM 0 0 0 0 0 0 0 0 0 6 0 0 0 2 0 0 8 4:45 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0 0 5 5:00 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0 0 5 5:15 PM 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 3 5:30 PM 0 0 0 0 0 0 1 0 0 5 0 0 0 4 0 0 10 5:45 PM 0 0 0 0 0 0 0 0 0 5 0 0 0 1 0 0 6 6:00 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0 0 5 6:15 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 4 0 0 8 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 6:45 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 3 0 0 6

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 2 0 0 42 0 0 1 28 1 0 74 APPROACH %'s : 0.00% 0.00% 100.00% 0.00% 0.00% 100.00% 0.00% 0.00% 3.33% 93.33% 3.33% 0.00% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 294 289 300 TOTAL PEAK HR VOL : 0 0 0 0 0 0 2 0 0 15 0 0 0 7 0 0 24 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.000 0.000 0.500 0.000 0.000 0.750 0.000 0.000 0.000 0.438 0.000 0.000 0.600 0.500 0.750 0.438 National Data & Surveying Services Intersection Turning Movement Count

Location: Bushey Dr & Randolph Rd City: Silver Spring Project ID: 20-280004-003 Control: 2-Way Stop(NB/SB) Date: 11/17/2020 Bikes

NS/EW Streets: Bushey Dr Bushey Dr Randolph Rd Randolph Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 0 0 0 1 0 0 0 4 0 0 5 APPROACH %'s : 0.00% 100.00% 0.00% 0.00% 0.00% 100.00% 0.00% 0.00% PEAK HR : 07:15 AM - 08:15 AM 07:15 AM 38 35 46 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.250 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 1 0 0 0 1 0 0 1 3 0 0 0 3 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 5:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 2 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 6:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

Location:IntersectionBushey Dr & Randolph Rd Turning MovementProject ID: 20-280004-003 Count City: Silver Spring Date: 11/17/2020 Pedestrians (Crosswalks)

NS/EW Streets: Bushey Dr Bushey Dr Randolph Rd Randolph Rd NORTH LEG SOUTH LEG EAST LEG WEST LEG AM EB WB EB WB NB SB NB SB TOTAL 6:30 AM 1 0 0 0 0 0 0 0 1 6:45 AM 0 1 1 0 0 0 0 0 2 7:00 AM 1 1 0 0 0 0 0 0 2 7:15 AM 0 1 1 1 0 0 0 0 3 7:30 AM 0 1 1 0 0 0 0 0 2 7:45 AM 0 0 3 1 0 0 0 1 5 8:00 AM 0 0 1 0 0 0 0 0 1 8:15 AM 0 1 0 0 0 0 0 0 1 8:30 AM 1 0 1 0 0 0 0 0 2 8:45 AM 0 2 0 0 0 0 0 0 2 9:00 AM 0 0 0 1 0 0 0 0 1 9:15 AM 3 0 0 2 0 0 0 0 5

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 6 7 8 5 0 0 0 1 27 APPROACH %'s : 46.15% 53.85% 61.54% 38.46% 0.00% 100.00% PEAK HR : 07:15 AM - 08:15 AM 07:15 AM 37 34 45 TOTAL PEAK HR VOL : 0 2 6 2 0 0 0 1 11 PEAK HR FACTOR : 0.500 0.500 0.500 0.250 0.550 0.500 0.500 0.250 Headers NEB NWB SEB SWB ENS ESB WNB WSB NORTH LEG SOUTH LEG EAST LEG WEST LEG PM EB WB EB WB NB SB NB SB TOTAL 4:00 PM 0 0 2 0 1 0 0 0 3 4:15 PM 1 0 2 0 0 0 0 0 3 4:30 PM 0 1 1 1 0 0 0 1 4 4:45 PM 1 1 1 0 1 0 0 0 4 5:00 PM 0 1 1 0 1 0 0 0 3 5:15 PM 2 0 0 0 0 0 0 0 2 5:30 PM 1 1 0 0 0 0 0 0 2 5:45 PM 1 2 0 0 0 0 0 0 3 6:00 PM 0 0 1 0 0 1 0 1 3 6:15 PM 1 0 1 0 0 0 0 0 2 6:30 PM 0 0 0 0 0 0 0 1 1 6:45 PM 0 0 2 0 0 0 0 0 2

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 7 6 11 1 3 1 0 3 32 APPROACH %'s : 53.85% 46.15% 91.67% 8.33% 75.00% 25.00% 0.00% 100.00% PEAK HR : 05:00 PM - 06:00 PM 05:00 PM 291 286 297 TOTAL PEAK HR VOL : 4 3 1 0 0 1 0 1 10 PEAK HR FACTOR : 0.500 0.375 0.250 0.250 0.250 0.833 0.583 0.250 0.250 0.250 Prepared by National Data & Surveying Services Bushey Dr & Randolph Rd Peak Hour Turning Movement Count

ID: 20-280004-003 Bushey Dr Day: Tuesday City: Silver Spring SOUTHBOUND Date: 11/17/2020 C O U S 07:15 AM - 08:15 AM AM 40 11 19 0 40 AM 06:30 AM - 09:30 AM N R T U O P

H NONE NOON 0 0 0 0 0 NOON NONE E R K I O A E D P 05:00 PM - 06:00 PM PM 31 6 12 0 151 PM 03:45 PM - 06:45 PM S

AM NOON PM PM NOON AM 0 1 0 0 0 38 0 11

1018 0 813 W R D CONTROL 3 776 0 975 E d a N S n R d U T h

3 0 5 0 2-Way Stop(NB/SB) 0 15 0 17 o B O p l l p O B o h d T 28 0 111 1 TEV 1553 0 2467 0 1 0 3 U R n S N

a AM NOON PM d A D R 423 0 1437 3 PHF 0.91 0.95 E 1460 0 455 12 0 22 0 0 0 1 0

AM NOON PM PM NOON AM

Cars (AM) PM 43 0 1 2 10 PM HT (AM)

9 1 9 NOON 0 0 0 0 0 NOON 3 1 1 1 0 0

26 10 AM 40 0 0 1 10 AM 2 1 406 947 17 28 11 16 NORTHBOUND 1 1 0 1 9 0 0 1 Bushey Dr

Cars (NOON) HT (NOON) A A A A A A / / / Pedestrians (Crosswalks) / / / N N N N N N N N O O O O M M N/A N/A M M N/A N/A P N A A N P N/A N/A N/A N/A

N/A N/A 4 0 0 2 0 3 N/A N/A N N N N N N PM PM / / / / / / 1 1 A A A A A A NOON 0 0 NOON AM AM Cars (PM) 1 0 HT (PM) AM 0 0 AM NOON NOON 9 2 0 0 2 6 1 PM 0 0 PM 2 0 0 1 0 6 2 0 0 111 38 0 0 N N

1422 769 O O 15 7 O O M M M M 22 15 P N A A N P 0 0 1 2 1 0 0 0 0 National Data & Surveying Services Intersection Turning Movement Count Location: Bushey Dr & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-004 Control: 1-Way Stop (SB) Date: 11/17/2020 Total

NS/EW Streets: Bushey Dr Bushey Dr Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:00 AM 0 0 0 0 13 0 2 0 0 93 0 0 0 96 0 4 208 6:15 AM 0 0 0 0 8 0 7 0 0 135 0 1 0 108 0 1 260 6:30 AM 0 0 0 0 11 0 7 0 4 159 0 0 0 141 3 0 325 6:45 AM 0 0 0 0 9 0 8 0 2 159 0 1 0 145 2 1 327 7:00 AM 0 0 0 0 7 0 11 0 2 184 0 0 0 149 1 1 355 7:15 AM 0 0 0 0 9 0 10 0 3 214 0 0 0 152 2 0 390 7:30 AM 0 0 0 0 14 0 9 0 4 200 0 0 0 193 0 2 422 7:45 AM 0 0 0 0 9 0 1 0 0 226 0 1 0 233 0 0 470 8:00 AM 0 0 0 0 3 0 4 0 1 202 0 0 0 164 1 1 376 8:15 AM 0 0 0 0 10 0 7 0 1 224 0 0 0 204 1 0 447 8:30 AM 0 0 0 0 4 0 11 0 3 214 0 0 0 205 0 1 438 8:45 AM 0 0 0 0 4 0 10 0 3 218 0 1 0 202 0 0 438 9:00 AM 0 0 0 0 4 0 4 0 0 180 0 0 0 145 0 2 335 9:15 AM 0 0 0 0 7 0 3 0 2 155 0 1 0 155 0 1 324 9:30 AM 0 0 0 0 8 0 9 0 2 214 0 0 0 179 1 1 414 9:45 AM 0 0 0 0 7 0 6 0 2 162 0 0 0 175 0 0 352

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 127 0 109 0 29 2939 0 5 0 2646 11 15 5881 APPROACH %'s : 53.81% 0.00% 46.19% 0.00% 0.98% 98.86% 0.00% 0.17% 0.00% 99.03% 0.41% 0.56% PEAK HR : 07:45 AM - 08:45 AM 07:45 AM 40 33 48 07:45 AM TOTAL PEAK HR VOL : 0 0 0 0 26 0 23 0 5 866 0 1 0 806 2 2 1731 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.650 0.000 0.523 0.000 0.417 0.958 0.000 0.250 0.000 0.865 0.500 0.500 0.921 0.721 0.960 0.869 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NOON 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 10:00 AM 0 0 0 0 4 0 3 0 1 172 0 1 0 163 0 0 344 10:15 AM 0 0 0 0 3 0 6 0 3 170 0 0 0 188 2 1 373 10:30 AM 0 0 0 0 2 0 4 0 1 183 0 1 0 173 0 0 364 10:45 AM 0 0 0 0 3 0 5 0 1 202 0 2 0 197 2 4 416 11:00 AM 0 0 0 0 4 0 7 0 2 168 0 1 0 183 0 0 365 11:15 AM 0 0 0 0 9 0 11 0 2 185 0 0 0 221 0 2 430 11:30 AM 0 0 0 0 3 0 10 0 3 186 0 0 0 212 2 0 416 11:45 AM 0 0 0 0 1 0 11 0 5 191 0 1 0 216 2 1 428 12:00 PM 0 0 0 0 1 0 9 0 3 191 0 1 0 198 2 0 405 12:15 PM 0 0 0 0 1 0 12 0 0 199 0 0 0 199 0 0 411 12:30 PM 0 0 0 0 4 0 12 0 5 205 0 2 0 210 0 1 439 12:45 PM 0 0 0 0 3 0 10 0 6 222 0 0 0 242 3 0 486 1:00 PM 0 0 0 0 5 0 7 0 4 234 0 0 0 232 2 1 485 1:15 PM 0 0 0 0 1 0 10 0 2 214 0 0 0 232 1 3 463 1:30 PM 0 0 0 0 5 0 5 0 1 171 0 0 0 214 0 1 397 1:45 PM 0 0 0 0 6 0 9 0 5 180 0 1 0 227 0 0 428

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 55 0 131 0 44 3073 0 10 0 3307 16 14 6650 APPROACH %'s : 29.57% 0.00% 70.43% 0.00% 1.41% 98.27% 0.00% 0.32% 0.00% 99.10% 0.48% 0.42% PEAK HR : 12:30 PM - 01:30 PM 12:30 PM 167 157 172 12:45 PM TOTAL PEAK HR VOL : 0 0 0 0 13 0 39 0 17 875 0 2 0 916 6 5 1873 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.650 0.000 0.813 0.000 0.708 0.935 0.000 0.250 0.000 0.946 0.500 0.417 0.963 0.813 0.939 0.946

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 2:00 PM 0 0 0 0 5 0 9 0 7 223 0 0 0 219 2 0 465 2:15 PM 0 0 0 0 1 0 9 0 7 240 0 1 0 240 6 1 505 2:30 PM 0 0 0 0 7 0 10 0 1 243 0 0 0 236 1 0 498 2:45 PM 0 0 0 0 5 0 6 0 4 265 0 0 0 274 4 1 559 3:00 PM 0 0 0 0 4 0 11 0 0 289 0 1 0 240 3 0 548 3:15 PM 0 0 0 0 3 0 3 0 2 302 0 0 0 278 3 3 594 3:30 PM 0 0 0 0 6 0 7 0 3 294 0 0 0 296 1 8 615 3:45 PM 0 0 0 0 8 0 5 0 5 300 0 1 0 313 0 3 635 4:00 PM 0 0 0 0 5 0 8 1 9 285 0 1 0 271 3 2 585 4:15 PM 0 0 0 0 2 0 8 0 7 321 0 0 0 303 4 1 646 4:30 PM 0 0 0 0 0 0 6 0 5 346 0 2 0 313 4 3 679 4:45 PM 0 0 0 0 7 0 12 0 4 330 0 0 0 295 5 1 654 5:00 PM 0 0 0 0 8 0 8 0 6 292 0 0 0 297 4 4 619 5:15 PM 0 0 0 0 8 0 4 0 7 306 0 1 0 301 2 3 632 5:30 PM 0 0 0 0 4 0 8 0 7 318 0 0 0 277 3 0 617 5:45 PM 0 0 0 0 6 0 13 0 6 261 0 1 0 314 4 1 606 6:00 PM 0 0 0 0 3 0 6 0 6 301 0 0 0 272 7 0 595 6:15 PM 0 0 0 0 5 0 10 0 7 256 0 0 0 281 1 2 562 6:30 PM 0 0 0 0 2 0 9 0 2 213 0 0 0 258 3 1 488 6:45 PM 0 0 0 0 1 0 10 0 3 186 0 0 0 211 4 1 416

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 90 0 162 1 98 5571 0 8 0 5489 64 35 11518 APPROACH %'s : 35.57% 0.00% 64.03% 0.40% 1.73% 98.13% 0.00% 0.14% 0.00% 98.23% 1.15% 0.63% PEAK HR : 04:15 PM - 05:15 PM 04:15 PM 290 281 300 04:30 PM TOTAL PEAK HR VOL : 0 0 0 0 17 0 34 0 22 1289 0 2 0 1208 17 9 2598 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.531 0.000 0.708 0.000 0.786 0.931 0.000 0.250 0.000 0.965 0.850 0.563 0.957 0.671 0.930 0.964 National Data & Surveying Services Intersection Turning Movement Count

Location: Bushey Dr & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-004 Control: 1-Way Stop (SB) Date: 11/17/2020 Cars

NS/EW Streets: Bushey Dr Bushey Dr Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:00 AM 0 0 0 0 13 0 2 0 0 91 0 0 0 93 0 4 203 6:15 AM 0 0 0 0 8 0 7 0 0 132 0 1 0 104 0 1 253 6:30 AM 0 0 0 0 11 0 7 0 4 152 0 0 0 138 3 0 315 6:45 AM 0 0 0 0 9 0 8 0 2 152 0 1 0 141 2 1 316 7:00 AM 0 0 0 0 7 0 11 0 2 174 0 0 0 144 1 1 340 7:15 AM 0 0 0 0 9 0 10 0 3 200 0 0 0 143 2 0 367 7:30 AM 0 0 0 0 14 0 8 0 4 193 0 0 0 188 0 2 409 7:45 AM 0 0 0 0 9 0 1 0 0 213 0 1 0 224 0 0 448 8:00 AM 0 0 0 0 3 0 4 0 1 194 0 0 0 157 1 1 361 8:15 AM 0 0 0 0 10 0 7 0 1 219 0 0 0 197 1 0 435 8:30 AM 0 0 0 0 4 0 11 0 3 204 0 0 0 200 0 1 423 8:45 AM 0 0 0 0 4 0 10 0 3 214 0 1 0 196 0 0 428 9:00 AM 0 0 0 0 4 0 4 0 0 169 0 0 0 142 0 2 321 9:15 AM 0 0 0 0 6 0 3 0 2 149 0 1 0 147 0 1 309 9:30 AM 0 0 0 0 8 0 8 0 2 201 0 0 0 173 1 1 394 9:45 AM 0 0 0 0 6 0 6 0 2 156 0 0 0 172 0 0 342

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 125 0 107 0 29 2813 0 5 0 2559 11 15 5664 APPROACH %'s : 53.88% 0.00% 46.12% 0.00% 1.02% 98.81% 0.00% 0.18% 0.00% 98.99% 0.43% 0.58% PEAK HR : 07:45 AM - 08:45 AM 07:45 AM 40 33 48 TOTAL PEAK HR VOL : 0 0 0 0 26 0 23 0 5 830 0 1 0 778 2 2 1667 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.650 0.000 0.523 0.000 0.417 0.947 0.000 0.250 0.000 0.868 0.500 0.500 0.930 0.721 0.950 0.873 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NOON 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 10:00 AM 0 0 0 0 4 0 3 0 1 162 0 1 0 156 0 0 327 10:15 AM 0 0 0 0 3 0 6 0 2 161 0 0 0 182 1 1 356 10:30 AM 0 0 0 0 2 0 4 0 1 177 0 1 0 166 0 0 351 10:45 AM 0 0 0 0 3 0 5 0 1 196 0 2 0 190 2 4 403 11:00 AM 0 0 0 0 4 0 7 0 2 161 0 1 0 173 0 0 348 11:15 AM 0 0 0 0 8 0 11 0 2 181 0 0 0 212 0 2 416 11:30 AM 0 0 0 0 3 0 10 0 3 182 0 0 0 204 2 0 404 11:45 AM 0 0 0 0 1 0 11 0 5 184 0 1 0 205 2 1 410 12:00 PM 0 0 0 0 1 0 9 0 3 183 0 1 0 192 2 0 391 12:15 PM 0 0 0 0 1 0 12 0 0 194 0 0 0 190 0 0 397 12:30 PM 0 0 0 0 4 0 12 0 5 196 0 2 0 207 0 1 427 12:45 PM 0 0 0 0 3 0 9 0 4 211 0 0 0 233 3 0 463 1:00 PM 0 0 0 0 5 0 6 0 4 224 0 0 0 225 2 1 467 1:15 PM 0 0 0 0 1 0 10 0 2 204 0 0 0 225 1 3 446 1:30 PM 0 0 0 0 5 0 5 0 1 168 0 0 0 209 0 1 389 1:45 PM 0 0 0 0 6 0 8 0 5 168 0 1 0 221 0 0 409

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 54 0 128 0 41 2952 0 10 0 3190 15 14 6404 APPROACH %'s : 29.67% 0.00% 70.33% 0.00% 1.37% 98.30% 0.00% 0.33% 0.00% 99.10% 0.47% 0.43% PEAK HR : 12:30 PM - 01:30 PM 12:30 PM 167 157 172 TOTAL PEAK HR VOL : 0 0 0 0 13 0 37 0 15 835 0 2 0 890 6 5 1803 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.650 0.000 0.771 0.000 0.750 0.932 0.000 0.250 0.000 0.955 0.500 0.417 0.965 0.781 0.934 0.954

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 2:00 PM 0 0 0 0 5 0 8 0 7 219 0 0 0 211 1 0 451 2:15 PM 0 0 0 0 1 0 9 0 7 232 0 1 0 234 6 1 491 2:30 PM 0 0 0 0 7 0 10 0 1 237 0 0 0 228 1 0 484 2:45 PM 0 0 0 0 5 0 6 0 4 256 0 0 0 266 4 1 542 3:00 PM 0 0 0 0 4 0 11 0 0 279 0 1 0 234 3 0 532 3:15 PM 0 0 0 0 3 0 3 0 2 292 0 0 0 267 3 3 573 3:30 PM 0 0 0 0 6 0 7 0 3 287 0 0 0 290 1 8 602 3:45 PM 0 0 0 0 8 0 5 0 5 291 0 1 0 303 0 3 616 4:00 PM 0 0 0 0 5 0 8 1 9 281 0 1 0 260 3 2 570 4:15 PM 0 0 0 0 2 0 8 0 7 313 0 0 0 291 4 1 626 4:30 PM 0 0 0 0 0 0 6 0 4 339 0 2 0 306 4 3 664 4:45 PM 0 0 0 0 7 0 12 0 4 326 0 0 0 291 5 1 646 5:00 PM 0 0 0 0 8 0 8 0 6 286 0 0 0 291 4 4 607 5:15 PM 0 0 0 0 8 0 4 0 7 302 0 1 0 295 2 3 622 5:30 PM 0 0 0 0 4 0 8 0 7 311 0 0 0 271 3 0 604 5:45 PM 0 0 0 0 6 0 13 0 6 256 0 1 0 310 4 1 597 6:00 PM 0 0 0 0 3 0 6 0 6 299 0 0 0 267 7 0 588 6:15 PM 0 0 0 0 5 0 10 0 7 251 0 0 0 276 1 2 552 6:30 PM 0 0 0 0 2 0 9 0 2 210 0 0 0 251 3 1 478 6:45 PM 0 0 0 0 1 0 10 0 3 182 0 0 0 202 4 1 403

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 90 0 161 1 97 5449 0 8 0 5344 63 35 11248 APPROACH %'s : 35.71% 0.00% 63.89% 0.40% 1.75% 98.11% 0.00% 0.14% 0.00% 98.20% 1.16% 0.64% PEAK HR : 04:15 PM - 05:15 PM 04:15 PM 290 281 300 TOTAL PEAK HR VOL : 0 0 0 0 17 0 34 0 21 1264 0 2 0 1179 17 9 2543 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.531 0.000 0.708 0.000 0.750 0.932 0.000 0.250 0.000 0.963 0.850 0.563 0.957 0.671 0.933 0.962 National Data & Surveying Services Intersection Turning Movement Count

Location: Bushey Dr & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-004 Control: 1-Way Stop (SB) Date: 11/17/2020 HT

NS/EW Streets: Bushey Dr Bushey Dr Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:00 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 3 0 0 5 6:15 AM 0 0 0 0 0 0 0 0 0 3 0 0 0 4 0 0 7 6:30 AM 0 0 0 0 0 0 0 0 0 7 0 0 0 3 0 0 10 6:45 AM 0 0 0 0 0 0 0 0 0 7 0 0 0 4 0 0 11 7:00 AM 0 0 0 0 0 0 0 0 0 10 0 0 0 5 0 0 15 7:15 AM 0 0 0 0 0 0 0 0 0 14 0 0 0 9 0 0 23 7:30 AM 0 0 0 0 0 0 1 0 0 7 0 0 0 5 0 0 13 7:45 AM 0 0 0 0 0 0 0 0 0 13 0 0 0 9 0 0 22 8:00 AM 0 0 0 0 0 0 0 0 0 8 0 0 0 7 0 0 15 8:15 AM 0 0 0 0 0 0 0 0 0 5 0 0 0 7 0 0 12 8:30 AM 0 0 0 0 0 0 0 0 0 10 0 0 0 5 0 0 15 8:45 AM 0 0 0 0 0 0 0 0 0 4 0 0 0 6 0 0 10 9:00 AM 0 0 0 0 0 0 0 0 0 11 0 0 0 3 0 0 14 9:15 AM 0 0 0 0 1 0 0 0 0 6 0 0 0 8 0 0 15 9:30 AM 0 0 0 0 0 0 1 0 0 13 0 0 0 6 0 0 20 9:45 AM 0 0 0 0 1 0 0 0 0 6 0 0 0 3 0 0 10

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 2 0 2 0 0 126 0 0 0 87 0 0 217 APPROACH %'s : 50.00% 0.00% 50.00% 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% 100.00% 0.00% 0.00% PEAK HR : 07:45 AM - 08:45 AM 07:45 AM 40 33 48 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 0 36 0 0 0 28 0 0 64 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.692 0.000 0.000 0.000 0.778 0.000 0.000 0.727 0.692 0.778 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NOON 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 10:00 AM 0 0 0 0 0 0 0 0 0 10 0 0 0 7 0 0 17 10:15 AM 0 0 0 0 0 0 0 0 1 9 0 0 0 6 1 0 17 10:30 AM 0 0 0 0 0 0 0 0 0 6 0 0 0 7 0 0 13 10:45 AM 0 0 0 0 0 0 0 0 0 6 0 0 0 7 0 0 13 11:00 AM 0 0 0 0 0 0 0 0 0 7 0 0 0 10 0 0 17 11:15 AM 0 0 0 0 1 0 0 0 0 4 0 0 0 9 0 0 14 11:30 AM 0 0 0 0 0 0 0 0 0 4 0 0 0 8 0 0 12 11:45 AM 0 0 0 0 0 0 0 0 0 7 0 0 0 11 0 0 18 12:00 PM 0 0 0 0 0 0 0 0 0 8 0 0 0 6 0 0 14 12:15 PM 0 0 0 0 0 0 0 0 0 5 0 0 0 9 0 0 14 12:30 PM 0 0 0 0 0 0 0 0 0 9 0 0 0 3 0 0 12 12:45 PM 0 0 0 0 0 0 1 0 2 11 0 0 0 9 0 0 23 1:00 PM 0 0 0 0 0 0 1 0 0 10 0 0 0 7 0 0 18 1:15 PM 0 0 0 0 0 0 0 0 0 10 0 0 0 7 0 0 17 1:30 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 5 0 0 8 1:45 PM 0 0 0 0 0 0 1 0 0 12 0 0 0 6 0 0 19

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 1 0 3 0 3 121 0 0 0 117 1 0 246 APPROACH %'s : 25.00% 0.00% 75.00% 0.00% 2.42% 97.58% 0.00% 0.00% 0.00% 99.15% 0.85% 0.00% PEAK HR : 12:30 PM - 01:30 PM 12:30 PM 167 157 172 TOTAL PEAK HR VOL : 0 0 0 0 0 0 2 0 2 40 0 0 0 26 0 0 70 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.000 0.000 0.500 0.000 0.250 0.909 0.000 0.000 0.000 0.722 0.000 0.000 0.761 0.500 0.808 0.722

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 2:00 PM 0 0 0 0 0 0 1 0 0 4 0 0 0 8 1 0 14 2:15 PM 0 0 0 0 0 0 0 0 0 8 0 0 0 6 0 0 14 2:30 PM 0 0 0 0 0 0 0 0 0 6 0 0 0 8 0 0 14 2:45 PM 0 0 0 0 0 0 0 0 0 9 0 0 0 8 0 0 17 3:00 PM 0 0 0 0 0 0 0 0 0 10 0 0 0 6 0 0 16 3:15 PM 0 0 0 0 0 0 0 0 0 10 0 0 0 11 0 0 21 3:30 PM 0 0 0 0 0 0 0 0 0 7 0 0 0 6 0 0 13 3:45 PM 0 0 0 0 0 0 0 0 0 9 0 0 0 10 0 0 19 4:00 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 11 0 0 15 4:15 PM 0 0 0 0 0 0 0 0 0 8 0 0 0 12 0 0 20 4:30 PM 0 0 0 0 0 0 0 0 1 7 0 0 0 7 0 0 15 4:45 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 4 0 0 8 5:00 PM 0 0 0 0 0 0 0 0 0 6 0 0 0 6 0 0 12 5:15 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 6 0 0 10 5:30 PM 0 0 0 0 0 0 0 0 0 7 0 0 0 6 0 0 13 5:45 PM 0 0 0 0 0 0 0 0 0 5 0 0 0 4 0 0 9 6:00 PM 0 0 0 0 0 0 0 0 0 2 0 0 0 5 0 0 7 6:15 PM 0 0 0 0 0 0 0 0 0 5 0 0 0 5 0 0 10 6:30 PM 0 0 0 0 0 0 0 0 0 3 0 0 0 7 0 0 10 6:45 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 9 0 0 13

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 1 0 1 122 0 0 0 145 1 0 270 APPROACH %'s : 0.00% 0.00% 100.00% 0.00% 0.81% 99.19% 0.00% 0.00% 0.00% 99.32% 0.68% 0.00% PEAK HR : 04:15 PM - 05:15 PM 04:15 PM 290 281 300 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 1 25 0 0 0 29 0 0 55 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.781 0.000 0.000 0.000 0.604 0.000 0.000 0.688 0.813 0.604 National Data & Surveying Services Intersection Turning Movement Count

Location: Bushey Dr & Veirs Mill Rd City: Silver Spring Project ID: 20-280004-004 Control: 1-Way Stop (SB) Date: 11/17/2020 Bikes

NS/EW Streets: Bushey Dr Bushey Dr Veirs Mill Rd Veirs Mill Rd NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND AM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 APPROACH %'s : 0.00% 100.00% 0.00% 0.00% PEAK HR : 07:45 AM - 08:45 AM 07:45 AM 40 33 48 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000

Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NOON 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 APPROACH %'s : 0.00% 100.00% 0.00% 0.00% PEAK HR : 12:30 PM - 01:30 PM 12:30 PM 167 157 172 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND PM 0 0 0 0 0 1 0 0 1 3 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES : 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 APPROACH %'s : 0.00% 100.00% 0.00% 0.00% PEAK HR : 04:15 PM - 05:15 PM 04:15 PM 290 281 300 TOTAL PEAK HR VOL : 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PEAK HR FACTOR : 0.00 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 National Data & Surveying Services Intersection Turning Movement Count Location: Bushey Dr & Veirs Mill Rd Project ID: 20-280004-004 City: Silver Spring Date: 11/17/2020 Pedestrians (Crosswalks)

NS/EW Streets: Bushey Dr Bushey Dr Veirs Mill Rd Veirs Mill Rd NORTH LEG SOUTH LEG EAST LEG WEST LEG AM EB WB EB WB NB SB NB SB TOTAL 6:00 AM 1 0 0 0 0 0 0 0 1 6:15 AM 0 1 0 0 0 0 0 1 2 6:30 AM 0 1 0 0 0 0 0 0 1 6:45 AM 1 2 0 0 0 0 1 0 4 7:00 AM 0 1 0 0 0 0 0 0 1 7:15 AM 0 0 0 0 0 0 0 0 0 7:30 AM 0 2 0 0 0 0 0 0 2 7:45 AM 0 1 0 0 0 0 0 0 1 8:00 AM 0 1 0 0 0 0 0 0 1 8:15 AM 0 1 0 0 0 0 0 0 1 8:30 AM 1 1 0 0 0 0 0 0 2 8:45 AM 1 2 0 0 0 0 0 0 3 9:00 AM 0 0 0 0 0 0 0 0 0 9:15 AM 1 0 0 0 0 0 0 0 1 9:30 AM 0 1 0 0 0 0 0 0 1 9:45 AM 1 2 0 0 0 0 0 0 3 10:00 AM 0 0 0 0 0 0 0 0 0

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 6 16 0 0 0 0 1 1 24 APPROACH %'s : 27.27% 72.73% 50.00% 50.00% PEAK HR : 07:45 AM - 08:45 AM 07:45 AM 39 32 48 TOTAL PEAK HR VOL : 1 4 0 0 0 0 0 0 5 PEAK HR FACTOR : 0.250 1.000 0.625 0.625 Headers NEB NWB SEB SWB ENS ESB WNB WSB NORTH LEG SOUTH LEG EAST LEG WEST LEG NOON EB WB EB WB NB SB NB SB TOTAL 10:00 AM 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 10:45 AM 0 1 0 0 0 0 0 0 1 11:00 AM 0 0 0 0 0 0 0 0 0 11:15 AM 2 1 0 0 0 0 1 0 4 11:30 AM 0 2 0 0 0 0 0 3 5 11:45 AM 1 0 0 0 0 2 0 0 3 12:00 PM 1 2 0 0 0 0 0 0 3 12:15 PM 0 0 0 0 0 0 0 0 0 12:30 PM 0 1 0 0 0 0 1 0 2 12:45 PM 1 0 0 0 0 0 0 0 1 1:00 PM 1 0 0 0 0 0 0 0 1 1:15 PM 0 2 0 0 0 0 0 0 2 1:30 PM 0 1 0 0 0 0 0 0 1 1:45 PM 0 1 0 0 0 0 0 0 1

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 6 11 0 0 0 2 2 3 24 APPROACH %'s : 35.29% 64.71% 0.00% 100.00% 40.00% 60.00% PEAK HR : 12:30 PM - 01:30 PM 12:30 PM 165 155 170 TOTAL PEAK HR VOL : 2 3 0 0 0 0 1 0 6 PEAK HR FACTOR : 0.500 0.375 0.250 0.750 0.625 0.250

NORTH LEG SOUTH LEG EAST LEG WEST LEG PM EB WB EB WB NB SB NB SB TOTAL 2:00 PM 1 1 0 0 0 0 1 0 3 2:15 PM 0 0 0 0 0 0 1 0 1 2:30 PM 2 2 0 0 0 0 0 0 4 2:45 PM 1 2 0 0 0 0 0 0 3 3:00 PM 0 2 0 0 0 0 0 1 3 3:15 PM 0 1 0 0 0 0 0 0 1 3:30 PM 2 1 0 0 0 0 0 0 3 3:45 PM 2 1 0 0 0 0 0 0 3 4:00 PM 0 4 0 0 0 0 0 0 4 4:15 PM 1 3 0 0 0 0 1 0 5 4:30 PM 2 3 0 0 0 0 1 0 6 4:45 PM 3 1 0 0 0 0 1 1 6 5:00 PM 6 1 0 0 0 0 1 0 8 5:15 PM 1 1 0 0 0 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 0 0 5:45 PM 1 1 0 0 0 0 0 0 2 6:00 PM 0 0 0 0 0 0 0 0 0 6:15 PM 1 1 0 0 0 0 0 1 3 6:30 PM 1 1 0 0 0 0 0 0 2 6:45 PM 1 0 0 0 0 0 0 0 1

EB WB EB WB NB SB NB SB TOTAL TOTAL VOLUMES : 25 26 0 0 0 0 6 3 60 APPROACH %'s : 49.02% 50.98% 66.67% 33.33% PEAK HR : 04:15 PM - 05:15 PM 04:15 PM 287 278 297 TOTAL PEAK HR VOL : 12 8 0 0 0 0 4 1 25 PEAK HR FACTOR : 0.500 0.667 1.000 0.250 0.781 0.714 0.625 Prepared by National Data & Surveying Services Bushey Dr & Veirs Mill Rd Peak Hour Turning Movement Count

ID: 20-280004-004 Bushey Dr Day: Tuesday City: Silver Spring SOUTHBOUND Date: 11/17/2020 C O U S 07:45 AM - 08:45 AM AM 23 0 26 0 7 AM 06:00 AM - 10:00 AM N R T U O P

H 12:30 PM - 01:30 PM NOON 39 0 13 0 23 NOON 10:00 AM - 02:00 PM E R K I O A E D P 04:15 PM - 05:15 PM PM 34 0 17 0 39 PM 02:00 PM - 07:00 PM S

AM NOON PM PM NOON AM 0 1 0 0 0 17 6 2

830 957 1244 W V D CONTROL 2 1208 916 806 E d e N S i R r U T l s l

i 1 2 2 0 1-Way Stop (SB) 0 0 0 0 B O M M O B i l s l T 5 17 22 9 5 2 U r 1 TEV 1731 1873 2598 0 R i S N e

AM NOON PM d A V 866 875 1289 3 PHF 0.92 0.96 0.96 D E 1315 893 894 0 0 0 0 0 0 0 0

AM NOON PM PM NOON AM

Cars (AM) PM 0 0 0 0 0 PM HT (AM)

3 6 NOON 0 0 0 0 0 NOON 2 0 2 0 0 0

5 2 AM 0 0 0 0 0 AM 0 0 830 778 36 28 0 0 NORTHBOUND 0 0 0 0 0 0 0 0 Bushey Dr

Cars (NOON) HT (NOON)

7 3 Pedestrians (Crosswalks) 3 0 1 2 0 0 N N O O O O M M 15 6 M M 2 0 P N A A N P 835 890 40 26 2

0 0 1 2 1 4 3 8 0 0 0 0 0 0 0 0 PM 1 0 PM NOON 0 0 NOON AM AM Cars (PM) 0 0 HT (PM) AM 0 0 AM NOON NOON 4 7 1 0 3 0 1 PM 4 0 PM 0 0 0 0 0 0 0 0 0 21 17 1 0 N N

1264 1179 O O 25 29 O O M M M M 0 0 P N A A N P 0 0 0 0 0 0 0 0 Prepared by National Data & Surveying Services SPEED Veirs Mill Rd E/O Bushey Dr Day:Tuesday City: Silver Spring Date:11/17/2020 Project #: MD20_280005_001e

East Bound Time < 15 15 - 19 20 - 24 25 - 29 30 - 34 35 - 39 40 - 44 45 - 49 50 - 54 55 - 59 60 - 64 65 - 69 70 + Total 00:00 AM 0 0 0 4 12 25 21 10 4 0 0 0 0 76 01:00 0 0 0 2 4 6 7 11 7 5 0 0 0 42 02:00 0 1 1 3 5 6 8 1 0 0 0 0 0 25 03:00 0 0 1 1 3 12 12 6 3 1 1 0 0 40 04:00 0 0 0 6 13 20 34 20 12 6 2 0 0 113 05:00 0 0 3 11 41 77 96 66 23 9 2 1 0 329 06:00 0 9 18 44 128 169 125 62 26 10 0 0 0 591 07:00 3 6 20 80 186 256 203 71 26 12 1 0 1 865 08:00 0 0 13 43 167 281 228 91 21 7 4 0 0 855 09:00 6 4 14 34 139 230 194 84 19 8 0 1 0 733 10:00 0 0 9 31 112 248 202 85 27 7 1 0 0 722 11:00 0 0 8 30 115 283 214 59 18 6 0 0 0 733 12:00 PM 0 0 6 34 148 273 238 79 24 7 1 0 0 810 13:00 0 1 9 31 124 274 223 96 28 13 0 0 1 800 14:00 1 1 9 41 173 325 282 110 23 8 2 0 0 975 15:00 4 13 24 105 278 375 274 95 22 4 0 0 0 1194 16:00 5 22 55 141 257 384 270 101 26 7 0 0 0 1268 17:00 1 6 29 109 262 393 243 95 22 8 0 1 0 1169 18:00 1 4 30 83 207 324 237 74 20 4 1 0 0 985 19:00 0 1 10 41 122 242 164 45 11 8 3 0 1 648 20:00 0 0 8 21 77 146 125 44 14 5 2 0 0 442 21:00 0 1 2 19 63 134 87 40 12 3 1 2 1 365 22:00 0 2 3 13 37 78 55 22 4 2 0 0 0 216 23:00 0 1 1 3 18 36 31 8 2 1 1 0 0 102 Totals 21 72 273 930 2691 4597 3573 1375 394 141 22 5 4 14098 % of Totals 0% 1% 2% 7% 19% 33% 25% 10% 3% 1% 0% 0% 0% 100%

AM Volumes 9 20 87 289 925 1613 1344 566 186 71 11 2 1 5124 % AM 0% 0% 1% 2% 7% 11% 10% 4% 1% 1% 0% 0% 0% 36% AM Peak Hour 09:00 06:00 07:00 07:00 07:00 11:00 08:00 08:00 10:00 07:00 08:00 05:00 07:00 07:00 Volume 6 9 20 80 186 283 228 91 27 12 4 1 1 865 PM Volumes 12 52 186 641 1766 2984 2229 809 208 70 11 3 3 8974 % PM 0% 0% 1% 5% 13% 21% 16% 6% 1% 0% 0% 0% 0% 64% PM Peak Hour 16:00 16:00 16:00 16:00 15:00 17:00 14:00 14:00 13:00 13:00 19:00 21:00 13:00 16:00 Volume 5 22 55 141 278 393 282 110 28 13 3 2 1 1268 Directional Peak Periods AM 7-9 NOON 12-2 PM 4-6 Off Peak Volumes All Speeds Volume % Volume % Volume % Volume % 1720 12% 1610 11% 2437 17% 8331 59%

Percentiles Street Name Direction 15th 50th Average 85th 95th ADT Veirs Mill Rd East Bound 32 38 38 45 49 14098 Veirs Mill Rd West Bound 32 38 38 44 49 14005 Prepared by National Data & Surveying Services SPEED Veirs Mill Rd E/O Bushey Dr Day:Tuesday City: Silver Spring Date:11/17/2020 Project #: MD20_280005_001w

West Bound Time < 15 15 - 19 20 - 24 25 - 29 30 - 34 35 - 39 40 - 44 45 - 49 50 - 54 55 - 59 60 - 64 65 - 69 70 + Total 00:00 AM 0 0 1 4 25 30 17 8 2 0 0 0 0 87 01:00 0 0 0 3 5 12 13 7 3 0 0 0 0 43 02:00 0 0 0 5 5 12 12 5 4 1 0 0 0 44 03:00 0 0 0 2 5 8 10 11 5 1 0 0 0 42 04:00 0 0 0 2 8 15 30 19 9 1 1 0 0 85 05:00 0 0 2 5 22 53 99 35 8 8 1 0 0 233 06:00 0 0 3 15 62 158 156 90 19 7 0 1 0 511 07:00 0 0 1 2 109 265 218 85 27 12 1 0 1 721 08:00 0 0 0 16 142 297 200 85 20 3 2 1 0 766 09:00 0 0 0 9 99 256 209 68 22 5 2 1 0 671 10:00 1 0 0 14 106 289 241 76 15 3 0 0 0 745 11:00 0 0 0 29 162 374 203 64 11 4 1 0 0 848 12:00 PM 0 0 0 22 185 341 220 66 19 6 0 0 0 859 13:00 0 0 3 23 161 359 264 83 18 0 0 1 0 912 14:00 0 0 6 43 171 419 252 64 21 4 0 0 0 980 15:00 2 5 8 124 323 413 172 50 10 2 2 0 0 1111 16:00 6 0 15 97 340 439 213 48 13 6 0 1 0 1178 17:00 1 13 20 128 435 394 148 51 7 1 1 0 1 1200 18:00 0 0 4 152 404 296 117 34 13 4 0 0 1 1025 19:00 0 0 5 40 189 308 126 37 7 2 0 1 0 715 20:00 0 0 1 18 96 185 122 36 7 4 0 0 0 469 21:00 0 0 0 10 51 150 116 26 14 3 0 0 0 370 22:00 0 0 0 8 45 100 60 27 2 2 0 0 1 245 23:00 0 0 0 7 28 55 40 7 4 3 1 0 0 145 Totals 10 18 69 778 3178 5228 3258 1082 280 82 12 6 4 14005 % of Totals 0% 0% 0% 6% 23% 37% 23% 8% 2% 1% 0% 0% 0% 100%

AM Volumes 1 0 7 106 750 1769 1408 553 145 45 8 3 1 4796 % AM 0% 0% 1% 5% 13% 10% 4% 1% 0% 0% 0% 0% 34% AM Peak Hour 10:00 06:00 11:00 11:00 11:00 10:00 06:00 07:00 07:00 08:00 06:00 07:00 11:00 Volume 1 3 29 162 374 241 90 27 12 2 1 1 848 PM Volumes 9 18 62 672 2428 3459 1850 529 135 37 4 3 3 9209 % PM 0% 0% 0% 5% 17% 25% 13% 4% 1% 0% 0% 0% 0% 66% PM Peak Hour 16:00 17:00 17:00 18:00 17:00 16:00 13:00 13:00 14:00 12:00 15:00 13:00 17:00 17:00 Volume 6 13 20 152 435 439 264 83 21 6 2 1 1 1200 Directional Peak Periods AM 7-9 NOON 12-2 PM 4-6 Off Peak Volumes All Speeds Volume % Volume % Volume % Volume % 1487 11% 1771 13% 2378 17% 8369 60%

Summary Time < 15 15 - 19 20 - 24 25 - 29 30 - 34 35 - 39 40 - 44 45 - 49 50 - 54 55 - 59 60 - 64 65 - 69 70 + Total 00:00 AM 0 0 1 8 37 55 38 18 6 0 0 0 0 163 01:00 0 0 0 5 9 18 20 18 10 5 0 0 0 85 02:00 0 1 1 8 10 18 20 6 4 1 0 0 0 69 03:00 0 0 1 3 8 20 22 17 8 2 1 0 0 82 04:00 0 0 0 8 21 35 64 39 21 7 3 0 0 198 05:00 0 0 5 16 63 130 195 101 31 17 3 1 0 562 06:00 0 9 21 59 190 327 281 152 45 17 0 1 0 1102 07:00 3 6 21 82 295 521 421 156 53 24 2 0 2 1586 08:00 0 0 13 59 309 578 428 176 41 10 6 1 0 1621 09:00 6 4 14 43 238 486 403 152 41 13 2 2 0 1404 10:00 1 0 9 45 218 537 443 161 42 10 1 0 0 1467 11:00 0 0 8 59 277 657 417 123 29 10 1 0 0 1581 12:00 PM 0 0 6 56 333 614 458 145 43 13 1 0 0 1669 13:00 0 1 12 54 285 633 487 179 46 13 0 1 1 1712 14:00 1 1 15 84 344 744 534 174 44 12 2 0 0 1955 15:00 6 18 32 229 601 788 446 145 32 6 2 0 0 2305 16:00 11 22 70 238 597 823 483 149 39 13 0 1 0 2446 17:00 2 19 49 237 697 787 391 146 29 9 1 1 1 2369 18:00 1 4 34 235 611 620 354 108 33 8 1 0 1 2010 19:00 0 1 15 81 311 550 290 82 18 10 3 1 1 1363 20:00 0 0 9 39 173 331 247 80 21 9 2 0 0 911 21:00 0 1 2 29 114 284 203 66 26 6 1 2 1 735 22:00 0 2 3 21 82 178 115 49 6 4 0 0 1 461 23:00 0 1 1 10 46 91 71 15 6 4 2 0 0 247 Totals 31 90 342 1708 5869 9825 6831 2457 674 223 34 11 8 28103 % of Totals 0% 0% 1% 6% 21% 35% 24% 9% 2% 1% 0% 0% 0% 100%

AM Volumes 10 20 94 395 1675 3382 2752 1119 331 116 19 5 2 9920 % AM 0% 0% 0% 1% 6% 12% 10% 4% 1% 0% 0% 0% 0% 35% AM Peak Hour 09:00 06:00 06:00 07:00 08:00 11:00 10:00 08:00 07:00 07:00 08:00 09:00 07:00 08:00 Volume 6 9 21 82 309 657 443 176 53 24 6 2 2 1621 PM Volumes 21 70 248 1313 4194 6443 4079 1338 343 107 15 6 6 18183 % PM 0% 0% 1% 5% 15% 23% 15% 5% 1% 0% 0% 0% 0% 65% PM Peak Hour 16:00 16:00 16:00 16:00 17:00 16:00 14:00 13:00 13:00 12:00 19:00 21:00 13:00 16:00 Volume 11 22 70 238 697 823 534 179 46 13 3 2 1 2446 Directional Peak Periods AM 7-9 NOON 12-2 PM 4-6 Off Peak Volumes All Speeds Volume % Volume % Volume % Volume % 3207 11% 3381 12% 4815 17% 16700 59%

Percentiles Street Name Direction 15th 50th Average 85th 95th ADT Veirs Mill Rd Summary 32 38 38 44 49 28103 Prepared by NDS/ATD Project #: MD20_280005_001 City: Silver Spring Location:Veirs Mill Rd E/O Bushey Dr Date: 11/17/2020

1400 NB SB EB WB

1200

1000

800

Vehicles 600

400

200

0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

Appendix C – Excerpts from Approved and Unbuilt Development Traffic Studies

2a Exhibit School at 250 students School Assuming Average Usage of the Average of Usage Assuming Trip Generation for Trip Generation Re-development of Site of Re-development Traffic Impact Analysis Traffic Impact Lenhart Traffic Consulting, Inc. Traffic Lenhart Traffic Engineering & Transportation Planning EngineeringTransportation & Traffic 2b Exhibit School at 500 students School Trip Generation for Trip Generation Assuming Maximum Historical Usage of Usage the Maximum Historical Assuming Re-development of Site of Re-development Traffic Impact Analysis Traffic Impact Lenhart Traffic Consulting, Inc. Traffic Lenhart Traffic Engineering & Transportation Planning EngineeringTransportation & Traffic

Appendix D – HCM Worksheets

HCM Signalized Intersection Capacity Analysis Existing Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 2 167 735 22 7 261 569 14 0 330 187 0 Future Volume (vph) 2 167 735 22 7 261 569 14 0 330 187 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 0.97 0.91 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 3502 5161 3502 5164 5187 1578 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 3502 5161 3502 5164 5187 1578 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.91 0.91 0.91 0.91 0.88 0.88 0.88 0.85 Adj. Flow (vph) 2 174 766 23 8 287 625 15 0 375 212 0 RTOR Reduction (vph) 0 0 1 0 0 0 1 0 0 0 144 0 Lane Group Flow (vph) 0 176 788 0 0 295 639 0 0 375 69 0 Confl. Peds. (#/hr) 16 6 6 16 29 6 6 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot Prot NA NA Perm Protected Phases 6 6 2 1 1 5 8 Permitted Phases 8 Actuated Green, G (s) 19.0 78.2 21.3 80.5 58.5 58.5 Effective Green, g (s) 19.0 78.2 21.3 80.5 58.5 58.5 Actuated g/C Ratio 0.11 0.43 0.12 0.45 0.32 0.32 Clearance Time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Vehicle Extension (s) 4.0 0.2 4.0 0.2 4.0 4.0 Lane Grp Cap (vph) 369 2242 414 2309 1685 512 v/s Ratio Prot c0.05 c0.15 c0.08 0.12 0.07 v/s Ratio Perm 0.04 v/c Ratio 0.48 0.35 0.71 0.28 0.22 0.14 Uniform Delay, d1 75.8 34.0 76.4 31.4 44.2 42.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.4 6.1 0.3 0.1 0.2 Delay (s) 77.1 34.4 82.5 31.7 44.3 43.1 Level of Service E C F C D D Approach Delay (s) 42.2 47.7 43.8 Approach LOS D D D Intersection Summary HCM 2000 Control Delay 55.3 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 73.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 1 HCM Signalized Intersection Capacity Analysis Existing Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: AM Peak Hour

Movement SBT SBR Lane Configurations Traffic Volume (vph) 899 139 Future Volume (vph) 899 139 Ideal Flow (vphpl) 1900 1900 Total Lost time (s) 6.5 Lane Util. Factor 0.91 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.98 Flt Protected 1.00 Satd. Flow (prot) 5038 Flt Permitted 1.00 Satd. Flow (perm) 5038 Peak-hour factor, PHF 0.85 0.85 Adj. Flow (vph) 1058 164 RTOR Reduction (vph) 15 0 Lane Group Flow (vph) 1207 0 Confl. Peds. (#/hr) 29 Heavy Vehicles (%) 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G (s) 58.5 Effective Green, g (s) 58.5 Actuated g/C Ratio 0.32 Clearance Time (s) 6.5 Vehicle Extension (s) 4.0 Lane Grp Cap (vph) 1637 v/s Ratio Prot c0.24 v/s Ratio Perm v/c Ratio 0.74 Uniform Delay, d1 53.9 Progression Factor 1.39 Incremental Delay, d2 1.8 Delay (s) 76.9 Level of Service E Approach Delay (s) 76.9 Approach LOS E Intersection Summary

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 2 HCM Signalized Intersection Capacity Analysis Existing Conditions 2: Randolph Rd & Colie Dr Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 6 15 482 1 1 994 63 0 1 2 44 1 Future Volume (vph) 6 15 482 1 1 994 63 0 1 2 44 1 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Lane Util. Factor 1.00 0.91 0.91 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.001.00 0.99 0.91 1.000.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1805 5185 5126 1722 1805 1592 Flt Permitted 0.95 1.00 0.94 1.00 0.75 1.00 Satd. Flow (perm) 1805 5185 4818 1722 1430 1592 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.84 0.84 0.84 0.38 0.38 0.38 0.63 0.63 Adj. Flow (vph) 7 17 560 1 1 1183 75 0 3 5 70 2 RTOR Reduction (vph) 0 0 0 0 0 2 0 0 5 0 0 64 Lane Group Flow (vph) 0 24 561 0 0 1257 0 0 3 0 70 8 Confl. Peds. (#/hr) 5 6 6 5 4 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Perm NA Perm NA Perm NA Protected Phases 1 1 6 2 8 4 Permitted Phases 2 8 4 Actuated Green, G (s) 5.5 153.3 140.3 14.2 14.2 14.2 Effective Green, g (s) 5.5 153.3 140.3 14.2 14.2 14.2 Actuated g/C Ratio 0.03 0.85 0.78 0.08 0.08 0.08 Clearance Time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Vehicle Extension (s) 3.0 0.2 0.2 3.0 3.0 3.0 Lane Grp Cap (vph) 55 4415 3755 135 112 125 v/s Ratio Prot c0.01 0.11 0.00 0.00 v/s Ratio Perm c0.26 c0.05 v/c Ratio 0.44 0.13 0.33 0.03 0.62 0.06 Uniform Delay, d1 85.7 2.2 5.9 76.5 80.3 76.7 Progression Factor 0.57 4.20 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.4 0.1 0.2 0.1 10.4 0.2 Delay (s) 53.8 9.4 6.2 76.6 90.7 76.9 Level of Service D A A E F E Approach Delay (s) 11.2 6.2 76.6 83.7 Approach LOS B A E F Intersection Summary HCM 2000 Control Delay 13.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 42.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 3 HCM Signalized Intersection Capacity Analysis Existing Conditions 2: Randolph Rd & Colie Dr Timing Plan: AM Peak Hour

Movement SBR Lane Configurations Traffic Volume (vph) 44 Future Volume (vph) 44 Ideal Flow (vphpl) 1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.63 Adj. Flow (vph) 70 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. (#/hr) 4 Heavy Vehicles (%) 0% Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 4 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 3: Bushey Dr & Randolph Rd Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (veh/h) 3 30 453 13 3 18 1043 12 0 1 11 20 Future Volume (Veh/h) 3 30 453 13 3 18 1043 12 0 1 11 20 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.98 0.98 0.98 0.98 0.87 0.87 0.87 0.87 0.69 0.69 0.69 0.92 Hourly flow rate (vph) 0 31 462 13 0 21 1199 14 0 1 16 22 Pedestrians 1 8 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 586 pX, platoon unblocked 0.00 0.00 vC, conflicting volume 0 1215 0 483 1035 1796 168 1482 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 1215 0 483 1035 1796 168 1482 tC, single (s) 0.0 4.1 0.0 4.1 7.5 6.5 6.9 7.5 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 2.2 3.5 4.0 3.3 3.5 p0 queue free % 0 95 0 98 100 99 98 73 cM capacity (veh/h) 0 580 0 1082 141 75 846 80 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 31 185 185 105 321 600 314 17 82 Volume Left 31 0 0 0 21 0 0 0 22 Volume Right 0 0 0 13 0 0 14 16 47 cSH 580 1700 1700 1700 1082 1700 1700 526 156 Volume to Capacity 0.05 0.11 0.11 0.06 0.02 0.35 0.18 0.03 0.53 Queue Length 95th (ft) 4 0 0 0 1 0 0 2 65 Control Delay (s) 11.6 0.0 0.0 0.0 0.7 0.0 0.0 12.1 51.3 Lane LOS B A BF Approach Delay (s) 0.7 0.2 12.1 51.3 Approach LOS BF Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 52.1% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 5 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 3: Bushey Dr & Randolph Rd Timing Plan: AM Peak Hour

Movement SBT SBR Lane Configurations Traffic Volume (veh/h) 12 43 Future Volume (Veh/h) 12 43 Sign Control Stop Grade 0% Peak Hour Factor 0.92 0.92 Hourly flow rate (vph) 13 47 Pedestrians 2 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 0 Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1795 410 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1795 410 tC, single (s) 6.5 6.9 tC, 2 stage (s) tF (s) 4.0 3.3 p0 queue free % 83 92 cM capacity (veh/h) 75 595 Direction, Lane #

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 6 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 4: Veirs Mill Rd & Bushey Dr Timing Plan: AM Peak Hour

Movement EBU EBL EBT WBU WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 1 5 927 2 862 2 28 25 Future Volume (Veh/h) 1 5 927 2 862 2 28 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.87 0.87 0.87 0.72 0.72 Hourly flow rate (vph) 0 5 966 0 991 2 39 35 Pedestrians 5 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 0 Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) 1066 pX, platoon unblocked 0.00 0.00 0.91 vC, conflicting volume 0 998 0 1329 502 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 998 0 1010 502 tC, single (s) 0.0 4.1 0.0 6.8 6.9 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 3.5 3.3 p0 queue free % 0 99 0 82 93 cM capacity (veh/h) 0 698 0 215 518 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 SB 1 Volume Total 5 322 322 322 661 332 74 Volume Left 5 0 0 0 0 0 39 Volume Right 0 0 0 0 0 2 35 cSH 698 1700 1700 1700 1700 1700 408 Volume to Capacity 0.01 0.19 0.19 0.19 0.39 0.20 0.18 Queue Length 95th (ft) 1 0 0 0 0 0 16 Control Delay (s) 10.2 0.0 0.0 0.0 0.0 0.0 19.3 Lane LOS B C Approach Delay (s) 0.1 0.0 19.3 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 35.3% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 7 HCM Signalized Intersection Capacity Analysis Existing Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: PM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 4 308 843 48 9 349 858 27 0 1117 462 0 Future Volume (vph) 4 308 843 48 9 349 858 27 0 1117 462 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 0.97 0.91 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 3502 5137 3502 5151 5187 1572 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 3502 5137 3502 5151 5187 1572 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.97 0.97 0.97 0.97 0.94 0.94 0.94 0.97 Adj. Flow (vph) 4 331 906 52 9 360 885 28 0 1188 491 0 RTOR Reduction (vph) 0 0 3 0 0 0 2 0 0 0 232 0 Lane Group Flow (vph) 0 335 955 0 0 369 911 0 0 1188 259 0 Confl. Peds. (#/hr) 37 8 8 37 83 8 8 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot Prot NA NA Perm Protected Phases 6 6 2 1 1 5 8 Permitted Phases 8 Actuated Green, G (s) 27.0 76.2 25.0 74.2 56.8 56.8 Effective Green, g (s) 27.0 76.2 25.0 74.2 56.8 56.8 Actuated g/C Ratio 0.15 0.42 0.14 0.41 0.32 0.32 Clearance Time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Vehicle Extension (s) 4.0 0.2 4.0 0.2 4.0 4.0 Lane Grp Cap (vph) 525 2174 486 2123 1636 496 v/s Ratio Prot c0.10 c0.19 c0.11 0.18 c0.23 v/s Ratio Perm 0.16 v/c Ratio 0.64 0.44 0.76 0.43 0.73 0.52 Uniform Delay, d1 71.9 36.8 74.6 37.8 54.7 50.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.9 0.6 7.1 0.6 1.7 1.3 Delay (s) 74.8 37.4 81.7 38.4 56.4 51.8 Level of Service E D F D E D Approach Delay (s) 47.1 50.9 55.1 Approach LOS D D E Intersection Summary HCM 2000 Control Delay 49.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 82.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Movement SBT SBR Lane Configurations Traffic Volume (vph) 627 141 Future Volume (vph) 627 141 Ideal Flow (vphpl) 1900 1900 Total Lost time (s) 6.5 Lane Util. Factor 0.91 Frpb, ped/bikes 0.97 Flpb, ped/bikes 1.00 Frt 0.97 Flt Protected 1.00 Satd. Flow (prot) 4893 Flt Permitted 1.00 Satd. Flow (perm) 4893 Peak-hour factor, PHF 0.97 0.97 Adj. Flow (vph) 646 145 RTOR Reduction (vph) 21 0 Lane Group Flow (vph) 770 0 Confl. Peds. (#/hr) 83 Heavy Vehicles (%) 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G (s) 56.8 Effective Green, g (s) 56.8 Actuated g/C Ratio 0.32 Clearance Time (s) 6.5 Vehicle Extension (s) 4.0 Lane Grp Cap (vph) 1544 v/s Ratio Prot 0.16 v/s Ratio Perm v/c Ratio 0.50 Uniform Delay, d1 50.0 Progression Factor 0.83 Incremental Delay, d2 0.3 Delay (s) 42.1 Level of Service D Approach Delay (s) 42.1 Approach LOS D Intersection Summary

Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 8 56 1444 4 0 743 76 7 0 1 136 2 Future Volume (vph) 8 56 1444 4 0 743 76 7 0 1 136 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.5 5.5 5.5 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.91 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.99 1.00 0.85 1.00 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1805 5185 5076 1795 1592 1801 1604 Flt Permitted 0.95 1.00 1.00 0.73 1.00 0.76 1.00 Satd. Flow (perm) 1805 5185 5076 1387 1592 1435 1604 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.50 0.50 0.50 0.94 0.94 Adj. Flow (vph) 8 59 1520 4 0 782 80 14 0 2 145 2 RTOR Reduction (vph) 0 0 0 0 0 6 0 0 2 0 0 29 Lane Group Flow (vph) 0 67 1524 0 0 856 0 14 0 0 145 6 Confl. Peds. (#/hr) 12 2 2 12 3 1 1 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA NA Perm NA Perm NA Protected Phases 1 1 6 2 8 4 Permitted Phases 2 8 4 Actuated Green, G (s) 12.0 144.7 125.2 22.8 22.8 22.8 22.8 Effective Green, g (s) 12.0 144.7 125.2 22.8 22.8 22.8 22.8 Actuated g/C Ratio 0.07 0.80 0.70 0.13 0.13 0.13 0.13 Clearance Time (s) 7.5 5.5 5.5 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 0.2 0.2 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 120 4168 3530 175 201 181 203 v/s Ratio Prot c0.04 c0.29 0.17 0.00 0.00 v/s Ratio Perm 0.01 c0.10 v/c Ratio 0.56 0.37 0.24 0.08 0.00 0.80 0.03 Uniform Delay, d1 81.4 4.9 10.0 69.3 68.7 76.4 68.9 Progression Factor 0.68 2.23 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.1 0.2 0.2 0.2 0.0 21.9 0.1 Delay (s) 59.4 11.1 10.2 69.5 68.7 98.3 69.0 Level of Service E B B E E F E Approach Delay (s) 13.1 10.2 69.4 92.6 Approach LOS B B E F Intersection Summary HCM 2000 Control Delay 17.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 74.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Movement SBR Lane Configurations Traffic Volume (vph) 31 Future Volume (vph) 31 Ideal Flow (vphpl) 1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.94 Adj. Flow (vph) 33 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. (#/hr) 3 Heavy Vehicles (%) 0% Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (veh/h) 5 111 1437 22 1 15 776 38 1 2 10 12 Future Volume (Veh/h) 5 111 1437 22 1 15 776 38 1 2 10 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.97 0.97 0.97 0.97 0.41 0.41 0.41 0.88 Hourly flow rate (vph) 0 118 1529 23 0 15 800 39 2 5 24 14 Pedestrians 1 1 1 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 3.5 Percent Blockage 0 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 586 pX, platoon unblocked 0.00 0.00 0.92 0.92 0.92 0.92 0.92 vC, conflicting volume 0 846 0 1553 2114 2654 523 1630 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 846 0 1308 1915 2500 192 1391 tC, single (s) 0.0 4.1 0.0 4.1 7.5 6.5 6.9 7.5 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 2.2 3.5 4.0 3.3 3.5 p0 queue free % 0 85 0 97 92 77 97 79 cM capacity (veh/h) 0 794 0 494 24 22 759 66 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 118 612 612 329 215 400 239 31 56 Volume Left 118 0 0 0 15 0 0 2 14 Volume Right 0 0 0 23 0 0 39 24 35 cSH 794 1700 1700 1700 494 1700 1700 91 97 Volume to Capacity 0.15 0.36 0.36 0.19 0.03 0.24 0.14 0.34 0.58 Queue Length 95th (ft) 13 0 0 0 2 0 0 33 67 Control Delay (s) 10.3 0.0 0.0 0.0 1.3 0.0 0.0 63.7 83.3 Lane LOS B A FF Approach Delay (s) 0.7 0.3 63.7 83.3 Approach LOS FF Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 61.0% ICU Level of Service B Analysis Period (min) 15

Movement SBT SBR Lane Configurations Traffic Volume (veh/h) 6 31 Future Volume (Veh/h) 6 31 Sign Control Stop Grade 0% Peak Hour Factor 0.88 0.88 Hourly flow rate (vph) 7 35 Pedestrians 7 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 1 Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked 0.92 vC, conflicting volume 2646 294 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2491 294 tC, single (s) 6.5 6.9 tC, 2 stage (s) tF (s) 4.0 3.3 p0 queue free % 69 95 cM capacity (veh/h) 22 703 Direction, Lane #

Movement EBU EBL EBT WBU WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 2 22 1335 9 1251 17 17 35 Future Volume (Veh/h) 2 22 1335 9 1251 17 17 35 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.93 0.93 0.93 0.68 0.68 Hourly flow rate (vph) 0 24 1483 0 1345 18 25 51 Pedestrians 4 18 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 2 Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) 1066 pX, platoon unblocked 0.00 0.00 0.88 vC, conflicting volume 0 1381 0 1914 704 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 1381 0 1559 704 tC, single (s) 0.0 4.1 0.0 6.8 6.9 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 3.5 3.3 p0 queue free % 0 95 0 71 86 cM capacity (veh/h) 0 494 0 86 376 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 SB 1 Volume Total 24 494 494 494 897 466 76 Volume Left 24 0 0 0 0 0 25 Volume Right 0 0 0 0 0 18 51 cSH 494 1700 1700 1700 1700 1700 263 Volume to Capacity 0.05 0.29 0.29 0.29 0.53 0.27 0.29 Queue Length 95th (ft) 4 0 0 0 0 0 29 Control Delay (s) 12.7 0.0 0.0 0.0 0.0 0.0 31.4 Lane LOS B D Approach Delay (s) 0.2 0.0 31.4 Approach LOS D Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 52.7% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Existing Conditions Synchro 10 Report Kimley-Horn Page 7 HCM Signalized Intersection Capacity Analysis Background Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 2 167 735 23 7 263 569 14 0 340 198 0 Future Volume (vph) 2 167 735 23 7 263 569 14 0 340 198 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 0.97 0.91 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 3502 5160 3502 5164 5187 1578 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 3502 5160 3502 5164 5187 1578 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2 174 766 24 8 286 618 15 0 370 215 0 RTOR Reduction (vph) 0 0 1 0 0 0 1 0 0 0 150 0 Lane Group Flow (vph) 0 176 789 0 0 294 632 0 0 370 65 0 Confl. Peds. (#/hr) 16 6 6 16 29 6 6 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot Prot NA NA Perm Protected Phases 6 6 2 1 1 5 8 Permitted Phases 8 Actuated Green, G (s) 19.1 82.5 21.3 84.7 54.2 54.2 Effective Green, g (s) 19.1 82.5 21.3 84.7 54.2 54.2 Actuated g/C Ratio 0.11 0.46 0.12 0.47 0.30 0.30 Clearance Time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Vehicle Extension (s) 4.0 0.2 4.0 0.2 4.0 4.0 Lane Grp Cap (vph) 371 2365 414 2429 1561 475 v/s Ratio Prot c0.05 c0.15 c0.08 0.12 0.07 v/s Ratio Perm 0.04 v/c Ratio 0.47 0.33 0.71 0.26 0.24 0.14 Uniform Delay, d1 75.7 31.2 76.4 28.7 47.3 45.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.4 6.0 0.3 0.1 0.2 Delay (s) 77.0 31.6 82.4 29.0 47.4 46.0 Level of Service E C F C D D Approach Delay (s) 39.8 45.9 46.9 Approach LOS D D D Intersection Summary HCM 2000 Control Delay 54.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 73.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 1 HCM Signalized Intersection Capacity Analysis Background Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: AM Peak Hour

Movement SBT SBR Lane Configurations Traffic Volume (vph) 901 139 Future Volume (vph) 901 139 Ideal Flow (vphpl) 1900 1900 Total Lost time (s) 6.5 Lane Util. Factor 0.91 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.98 Flt Protected 1.00 Satd. Flow (prot) 5039 Flt Permitted 1.00 Satd. Flow (perm) 5039 Peak-hour factor, PHF 0.92 0.92 Adj. Flow (vph) 979 151 RTOR Reduction (vph) 15 0 Lane Group Flow (vph) 1115 0 Confl. Peds. (#/hr) 29 Heavy Vehicles (%) 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G (s) 54.2 Effective Green, g (s) 54.2 Actuated g/C Ratio 0.30 Clearance Time (s) 6.5 Vehicle Extension (s) 4.0 Lane Grp Cap (vph) 1517 v/s Ratio Prot c0.22 v/s Ratio Perm v/c Ratio 0.74 Uniform Delay, d1 56.5 Progression Factor 1.35 Incremental Delay, d2 2.0 Delay (s) 77.9 Level of Service E Approach Delay (s) 77.9 Approach LOS E Intersection Summary

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 2 HCM Signalized Intersection Capacity Analysis Background Conditions 2: Randolph Rd & Colie Dr Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 6 15 492 1 1 996 63 0 1 2 44 1 Future Volume (vph) 6 15 492 1 1 996 63 0 1 2 44 1 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Lane Util. Factor 1.00 0.91 0.91 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.001.00 0.99 0.90 1.000.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1805 5185 5127 1710 1805 1589 Flt Permitted 0.95 1.00 0.94 1.00 0.76 1.00 Satd. Flow (perm) 1805 5185 4818 1710 1436 1589 Peak-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 0.92 Adj. Flow (vph) 7 16 535 1 1 1083 68 0 1 2 48 1 RTOR Reduction (vph) 0 0 0 0 0 2 0 0 2 0 0 45 Lane Group Flow (vph) 0 23 536 0 0 1150 0 0 1 0 48 4 Confl. Peds. (#/hr) 5 6 6 5 4 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Perm NA Perm NA Perm NA Protected Phases 1 1 6 2 8 4 Permitted Phases 2 8 4 Actuated Green, G (s) 5.4 156.1 143.2 11.4 11.4 11.4 Effective Green, g (s) 5.4 156.1 143.2 11.4 11.4 11.4 Actuated g/C Ratio 0.03 0.87 0.80 0.06 0.06 0.06 Clearance Time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Vehicle Extension (s) 3.0 0.2 0.2 3.0 3.0 3.0 Lane Grp Cap (vph) 54 4496 3832 108 90 100 v/s Ratio Prot c0.01 0.10 0.00 0.00 v/s Ratio Perm c0.24 c0.03 v/c Ratio 0.43 0.12 0.30 0.01 0.53 0.04 Uniform Delay, d1 85.8 1.8 4.9 79.0 81.7 79.2 Progression Factor 0.52 4.70 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.2 0.1 0.2 0.0 6.0 0.2 Delay (s) 49.5 8.4 5.1 79.1 87.7 79.3 Level of Service D A A E F E Approach Delay (s) 10.1 5.1 79.1 83.5 Approach LOS B A E F Intersection Summary HCM 2000 Control Delay 11.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.32 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 42.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 3 HCM Signalized Intersection Capacity Analysis Background Conditions 2: Randolph Rd & Colie Dr Timing Plan: AM Peak Hour

Movement SBR Lane Configurations Traffic Volume (vph) 44 Future Volume (vph) 44 Ideal Flow (vphpl) 1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 48 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. (#/hr) 4 Heavy Vehicles (%) 0% Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 4 HCM Unsignalized Intersection Capacity Analysis Background Conditions 3: Bushey Dr & Randolph Rd Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (veh/h) 3 30 463 13 3 18 1045 12 0 1 11 20 Future Volume (Veh/h) 3 30 463 13 3 18 1045 12 0 1 11 20 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.98 0.98 0.98 0.98 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 31 472 13 0 20 1136 13 0 1 12 22 Pedestrians 1 8 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 586 pX, platoon unblocked 0.00 0.00 vC, conflicting volume 0 1151 0 493 1022 1740 172 1416 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 1151 0 493 1022 1740 172 1416 tC, single (s) 0.0 4.1 0.0 4.1 7.5 6.5 6.9 7.5 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 2.2 3.5 4.0 3.3 3.5 p0 queue free % 0 95 0 98 100 99 99 76 cM capacity (veh/h) 0 613 0 1073 146 81 842 91 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 31 189 189 107 304 568 297 13 82 Volume Left 31 0 0 0 20 0 0 0 22 Volume Right 0 0 0 13 0 0 13 12 47 cSH 613 1700 1700 1700 1073 1700 1700 489 171 Volume to Capacity 0.05 0.11 0.11 0.06 0.02 0.33 0.17 0.03 0.48 Queue Length 95th (ft) 4 0 0 0 1 0 0 2 57 Control Delay (s) 11.2 0.0 0.0 0.0 0.7 0.0 0.0 12.6 43.9 Lane LOS B A BE Approach Delay (s) 0.7 0.2 12.6 43.9 Approach LOS BE Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 5 HCM Unsignalized Intersection Capacity Analysis Background Conditions 3: Bushey Dr & Randolph Rd Timing Plan: AM Peak Hour

Movement SBT SBR Lane Configurations Traffic Volume (veh/h) 12 43 Future Volume (Veh/h) 12 43 Sign Control Stop Grade 0% Peak Hour Factor 0.92 0.92 Hourly flow rate (vph) 13 47 Pedestrians 2 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 0 Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1740 388 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1740 388 tC, single (s) 6.5 6.9 tC, 2 stage (s) tF (s) 4.0 3.3 p0 queue free % 84 92 cM capacity (veh/h) 81 614 Direction, Lane #

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 6 HCM Unsignalized Intersection Capacity Analysis Background Conditions 4: Veirs Mill Rd & Bushey Dr Timing Plan: AM Peak Hour

Movement EBU EBL EBT WBU WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 1 5 938 2 864 2 28 25 Future Volume (Veh/h) 1 5 938 2 864 2 28 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 5 977 0 939 2 30 27 Pedestrians 5 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 0 Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) 1066 pX, platoon unblocked 0.00 0.00 0.91 vC, conflicting volume 0 946 0 1281 476 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 946 0 971 476 tC, single (s) 0.0 4.1 0.0 6.8 6.9 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 3.5 3.3 p0 queue free % 0 99 0 87 95 cM capacity (veh/h) 0 730 0 229 538 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 SB 1 Volume Total 5 326 326 326 626 315 57 Volume Left 5 0 0 0 0 0 30 Volume Right 0 0 0 0 0 2 27 cSH 730 1700 1700 1700 1700 1700 435 Volume to Capacity 0.01 0.19 0.19 0.19 0.37 0.19 0.13 Queue Length 95th (ft) 1 0 0 0 0 0 11 Control Delay (s) 10.0 0.0 0.0 0.0 0.0 0.0 17.8 Lane LOS A C Approach Delay (s) 0.1 0.0 17.8 Approach LOS C Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 35.3% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 7 HCM Signalized Intersection Capacity Analysis Background Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: PM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 4 308 843 51 9 362 858 27 0 1124 469 0 Future Volume (vph) 4 308 843 51 9 362 858 27 0 1124 469 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 0.97 0.91 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 3502 5135 3502 5151 5187 1572 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 3502 5135 3502 5151 5187 1572 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.97 0.97 0.97 0.97 0.94 0.94 0.94 0.97 Adj. Flow (vph) 4 331 906 55 9 373 885 28 0 1196 499 0 RTOR Reduction (vph) 0 0 3 0 0 0 2 0 0 0 232 0 Lane Group Flow (vph) 0 335 958 0 0 382 911 0 0 1196 267 0 Confl. Peds. (#/hr) 37 8 8 37 83 8 8 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot Prot NA NA Perm Protected Phases 6 6 2 1 1 5 8 Permitted Phases 8 Actuated Green, G (s) 27.0 75.4 25.6 74.0 57.0 57.0 Effective Green, g (s) 27.0 75.4 25.6 74.0 57.0 57.0 Actuated g/C Ratio 0.15 0.42 0.14 0.41 0.32 0.32 Clearance Time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Vehicle Extension (s) 4.0 0.2 4.0 0.2 4.0 4.0 Lane Grp Cap (vph) 525 2150 498 2117 1642 497 v/s Ratio Prot c0.10 c0.19 c0.11 0.18 c0.23 v/s Ratio Perm 0.17 v/c Ratio 0.64 0.45 0.77 0.43 0.73 0.54 Uniform Delay, d1 71.9 37.4 74.3 37.9 54.6 50.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.9 0.7 7.4 0.6 1.8 1.4 Delay (s) 74.8 38.0 81.7 38.6 56.4 52.1 Level of Service E D F D E D Approach Delay (s) 47.5 51.3 55.1 Approach LOS D D E Intersection Summary HCM 2000 Control Delay 50.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Movement SBT SBR Lane Configurations Traffic Volume (vph) 640 141 Future Volume (vph) 640 141 Ideal Flow (vphpl) 1900 1900 Total Lost time (s) 6.5 Lane Util. Factor 0.91 Frpb, ped/bikes 0.97 Flpb, ped/bikes 1.00 Frt 0.97 Flt Protected 1.00 Satd. Flow (prot) 4898 Flt Permitted 1.00 Satd. Flow (perm) 4898 Peak-hour factor, PHF 0.97 0.97 Adj. Flow (vph) 660 145 RTOR Reduction (vph) 20 0 Lane Group Flow (vph) 785 0 Confl. Peds. (#/hr) 83 Heavy Vehicles (%) 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G (s) 57.0 Effective Green, g (s) 57.0 Actuated g/C Ratio 0.32 Clearance Time (s) 6.5 Vehicle Extension (s) 4.0 Lane Grp Cap (vph) 1551 v/s Ratio Prot 0.16 v/s Ratio Perm v/c Ratio 0.51 Uniform Delay, d1 50.0 Progression Factor 0.81 Incremental Delay, d2 0.4 Delay (s) 40.9 Level of Service D Approach Delay (s) 40.9 Approach LOS D Intersection Summary

Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 8 56 1451 4 0 756 76 7 0 1 136 2 Future Volume (vph) 8 56 1451 4 0 756 76 7 0 1 136 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.5 5.5 5.5 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.91 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.99 1.00 0.85 1.00 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1805 5185 5078 1795 1592 1801 1604 Flt Permitted 0.95 1.00 1.00 0.73 1.00 0.76 1.00 Satd. Flow (perm) 1805 5185 5078 1387 1592 1436 1604 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.92 0.92 0.92 0.94 0.94 Adj. Flow (vph) 8 59 1527 4 0 796 80 8 0 1 145 2 RTOR Reduction (vph) 0 0 0 0 0 5 0 0 1 0 0 29 Lane Group Flow (vph) 0 67 1531 0 0 871 0 8 0 0 145 6 Confl. Peds. (#/hr) 12 2 2 12 3 1 1 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA NA Perm NA Perm NA Protected Phases 1 1 6 2 8 4 Permitted Phases 2 8 4 Actuated Green, G (s) 12.0 144.7 125.2 22.8 22.8 22.8 22.8 Effective Green, g (s) 12.0 144.7 125.2 22.8 22.8 22.8 22.8 Actuated g/C Ratio 0.07 0.80 0.70 0.13 0.13 0.13 0.13 Clearance Time (s) 7.5 5.5 5.5 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 0.2 0.2 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 120 4168 3532 175 201 181 203 v/s Ratio Prot c0.04 c0.30 0.17 0.00 0.00 v/s Ratio Perm 0.01 c0.10 v/c Ratio 0.56 0.37 0.25 0.05 0.00 0.80 0.03 Uniform Delay, d1 81.4 4.9 10.1 69.0 68.6 76.4 68.9 Progression Factor 0.68 2.25 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.1 0.2 0.2 0.1 0.0 21.9 0.1 Delay (s) 59.5 11.2 10.2 69.2 68.7 98.3 69.0 Level of Service E B B E E F E Approach Delay (s) 13.2 10.2 69.1 92.6 Approach LOS B B E F Intersection Summary HCM 2000 Control Delay 17.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 74.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (veh/h) 5 111 1444 22 1 15 789 38 1 2 10 12 Future Volume (Veh/h) 5 111 1444 22 1 15 789 38 1 2 10 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.97 0.97 0.97 0.97 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 118 1536 23 0 15 813 39 1 2 11 13 Pedestrians 1 1 1 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 3.5 Percent Blockage 0 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 586 pX, platoon unblocked 0.00 0.00 0.92 0.92 0.92 0.92 0.92 vC, conflicting volume 0 859 0 1560 2124 2674 526 1630 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 859 0 1313 1924 2520 192 1390 tC, single (s) 0.0 4.1 0.0 4.1 7.5 6.5 6.9 7.5 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 2.2 3.5 4.0 3.3 3.5 p0 queue free % 0 85 0 97 96 91 99 83 cM capacity (veh/h) 0 785 0 492 24 21 758 75 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 118 614 614 330 218 406 242 14 54 Volume Left 118 0 0 0 15 0 0 1 13 Volume Right 0 0 0 23 0 0 39 11 34 cSH 785 1700 1700 1700 492 1700 1700 93 99 Volume to Capacity 0.15 0.36 0.36 0.19 0.03 0.24 0.14 0.15 0.55 Queue Length 95th (ft) 13 0 0 0 2 0 0 13 62 Control Delay (s) 10.4 0.0 0.0 0.0 1.3 0.0 0.0 50.5 78.3 Lane LOS B A FF Approach Delay (s) 0.7 0.3 50.5 78.3 Approach LOS FF Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 61.4% ICU Level of Service B Analysis Period (min) 15

Movement SBT SBR Lane Configurations Traffic Volume (veh/h) 6 31 Future Volume (Veh/h) 6 31 Sign Control Stop Grade 0% Peak Hour Factor 0.92 0.92 Hourly flow rate (vph) 7 34 Pedestrians 7 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 1 Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked 0.92 vC, conflicting volume 2666 298 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2511 298 tC, single (s) 6.5 6.9 tC, 2 stage (s) tF (s) 4.0 3.3 p0 queue free % 68 95 cM capacity (veh/h) 22 698 Direction, Lane #

Movement EBU EBL EBT WBU WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 2 22 1342 9 1264 17 17 35 Future Volume (Veh/h) 2 22 1342 9 1264 17 17 35 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 Hourly flow rate (vph) 0 24 1459 0 1359 18 18 38 Pedestrians 4 18 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 2 Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) 1066 pX, platoon unblocked 0.00 0.00 0.88 vC, conflicting volume 0 1395 0 1920 710 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 1395 0 1561 710 tC, single (s) 0.0 4.1 0.0 6.8 6.9 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 3.5 3.3 p0 queue free % 0 95 0 79 90 cM capacity (veh/h) 0 488 0 86 372 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 SB 1 Volume Total 24 486 486 486 906 471 56 Volume Left 24 0 0 0 0 0 18 Volume Right 0 0 0 0 0 18 38 cSH 488 1700 1700 1700 1700 1700 267 Volume to Capacity 0.05 0.29 0.29 0.29 0.53 0.28 0.21 Queue Length 95th (ft) 4 0 0 0 0 0 19 Control Delay (s) 12.8 0.0 0.0 0.0 0.0 0.0 29.2 Lane LOS B D Approach Delay (s) 0.2 0.0 29.2 Approach LOS D Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 53.1% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Background Conditions Synchro 10 Report Kimley-Horn Page 7 HCM Signalized Intersection Capacity Analysis Future Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 2 153 735 23 7 265 569 14 0 324 199 0 Future Volume (vph) 2 153 735 23 7 265 569 14 0 324 199 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 0.97 0.91 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 3502 5160 3502 5164 5187 1578 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 3502 5160 3502 5164 5187 1578 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2 159 766 24 8 288 618 15 0 352 216 0 RTOR Reduction (vph) 0 0 1 0 0 0 1 0 0 0 150 0 Lane Group Flow (vph) 0 161 789 0 0 296 632 0 0 352 66 0 Confl. Peds. (#/hr) 16 6 6 16 29 6 6 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot Prot NA NA Perm Protected Phases 6 6 2 1 1 5 8 Permitted Phases 8 Actuated Green, G (s) 19.0 81.8 21.4 84.2 54.8 54.8 Effective Green, g (s) 19.0 81.8 21.4 84.2 54.8 54.8 Actuated g/C Ratio 0.11 0.45 0.12 0.47 0.30 0.30 Clearance Time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Vehicle Extension (s) 4.0 0.2 4.0 0.2 4.0 4.0 Lane Grp Cap (vph) 369 2344 416 2415 1579 480 v/s Ratio Prot c0.05 c0.15 c0.08 0.12 0.07 v/s Ratio Perm 0.04 v/c Ratio 0.44 0.34 0.71 0.26 0.22 0.14 Uniform Delay, d1 75.5 31.6 76.3 29.0 46.7 45.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 0.4 6.1 0.3 0.1 0.2 Delay (s) 76.6 32.0 82.4 29.3 46.8 45.6 Level of Service E C F C D D Approach Delay (s) 39.6 46.2 46.4 Approach LOS D D D Intersection Summary HCM 2000 Control Delay 54.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 73.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 1 HCM Signalized Intersection Capacity Analysis Future Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: AM Peak Hour

Movement SBT SBR Lane Configurations Traffic Volume (vph) 907 145 Future Volume (vph) 907 145 Ideal Flow (vphpl) 1900 1900 Total Lost time (s) 6.5 Lane Util. Factor 0.91 Frpb, ped/bikes 0.99 Flpb, ped/bikes 1.00 Frt 0.98 Flt Protected 1.00 Satd. Flow (prot) 5034 Flt Permitted 1.00 Satd. Flow (perm) 5034 Peak-hour factor, PHF 0.92 0.92 Adj. Flow (vph) 986 158 RTOR Reduction (vph) 16 0 Lane Group Flow (vph) 1128 0 Confl. Peds. (#/hr) 29 Heavy Vehicles (%) 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G (s) 54.8 Effective Green, g (s) 54.8 Actuated g/C Ratio 0.30 Clearance Time (s) 6.5 Vehicle Extension (s) 4.0 Lane Grp Cap (vph) 1532 v/s Ratio Prot c0.22 v/s Ratio Perm v/c Ratio 0.74 Uniform Delay, d1 56.1 Progression Factor 1.32 Incremental Delay, d2 2.0 Delay (s) 76.0 Level of Service E Approach Delay (s) 76.0 Approach LOS E Intersection Summary

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 2 HCM Signalized Intersection Capacity Analysis Future Conditions 2: Randolph Rd & Colie Dr Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 6 15 492 12 1 996 63 25 0 0 44 1 Future Volume (vph) 6 15 492 12 1 996 63 25 0 0 44 1 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Lane Util. Factor 1.00 0.91 0.91 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 1.001.00 0.99 1.00 1.000.85 Flt Protected 0.95 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1805 5162 5127 1792 1805 1589 Flt Permitted 0.95 1.00 0.94 0.73 0.76 1.00 Satd. Flow (perm) 1805 5162 4818 1367 1439 1589 Peak-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 0.92 Adj. Flow (vph) 7 16 535 13 1 1083 68 27 0 0 48 1 RTOR Reduction (vph) 0 0 1 0 0 2 0 0 0 0 0 45 Lane Group Flow (vph) 0 23 547 0 0 1150 0 27 0 0 48 4 Confl. Peds. (#/hr) 5 6 6 5 4 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Perm NA Perm Perm NA Protected Phases 1 1 6 2 8 4 Permitted Phases 2 8 4 Actuated Green, G (s) 5.4 156.1 143.2 11.4 11.4 11.4 Effective Green, g (s) 5.4 156.1 143.2 11.4 11.4 11.4 Actuated g/C Ratio 0.03 0.87 0.80 0.06 0.06 0.06 Clearance Time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Vehicle Extension (s) 3.0 0.2 0.2 3.0 3.0 3.0 Lane Grp Cap (vph) 54 4476 3832 86 91 100 v/s Ratio Prot c0.010.11 0.00 v/s Ratio Perm c0.24 0.02 c0.03 v/c Ratio 0.43 0.12 0.30 0.31 0.53 0.04 Uniform Delay, d1 85.8 1.8 4.9 80.6 81.7 79.2 Progression Factor 0.56 4.52 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.3 0.1 0.2 2.1 5.4 0.2 Delay (s) 53.5 8.1 5.1 82.7 87.1 79.3 Level of Service D A A F F E Approach Delay (s) 9.9 5.1 82.7 83.2 Approach LOS A A F F Intersection Summary HCM 2000 Control Delay 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.32 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 42.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 3 HCM Signalized Intersection Capacity Analysis Future Conditions 2: Randolph Rd & Colie Dr Timing Plan: AM Peak Hour

Movement SBR Lane Configurations Traffic Volume (vph) 44 Future Volume (vph) 44 Ideal Flow (vphpl) 1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF 0.92 Adj. Flow (vph) 48 RTOR Reduction (vph) 0 Lane Group Flow (vph) 0 Confl. Peds. (#/hr) 4 Heavy Vehicles (%) 0% Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 4 HCM Unsignalized Intersection Capacity Analysis Future Conditions 3: Bushey Dr & Randolph Rd Timing Plan: AM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (veh/h) 3 30 463 13 3 7 1045 12 0 1 17 20 Future Volume (Veh/h) 3 30 463 13 3 7 1045 12 0 1 17 20 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.98 0.98 0.98 0.98 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 31 472 13 0 8 1136 13 0 1 18 22 Pedestrians 1 8 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 586 pX, platoon unblocked 0.00 0.00 vC, conflicting volume 0 1151 0 493 998 1716 172 1398 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 1151 0 493 998 1716 172 1398 tC, single (s) 0.0 4.1 0.0 4.1 7.5 6.5 6.9 7.5 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 2.2 3.5 4.0 3.3 3.5 p0 queue free % 0 95 0 99 100 99 98 77 cM capacity (veh/h) 0 613 0 1073 154 85 842 94 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 31 189 189 107 292 568 297 19 82 Volume Left 31 0 0 0 8 0 0 0 22 Volume Right 0 0 0 13 0 0 13 18 47 cSH 613 1700 1700 1700 1073 1700 1700 573 177 Volume to Capacity 0.05 0.11 0.11 0.06 0.01 0.33 0.17 0.03 0.46 Queue Length 95th (ft) 4 0 0 0 1 0 0 3 55 Control Delay (s) 11.2 0.0 0.0 0.0 0.3 0.0 0.0 11.5 41.9 Lane LOS B A BE Approach Delay (s) 0.7 0.1 11.5 41.9 Approach LOS BE Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 45.3% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 5 HCM Unsignalized Intersection Capacity Analysis Future Conditions 3: Bushey Dr & Randolph Rd Timing Plan: AM Peak Hour

Movement SBT SBR Lane Configurations Traffic Volume (veh/h) 12 43 Future Volume (Veh/h) 12 43 Sign Control Stop Grade 0% Peak Hour Factor 0.92 0.92 Hourly flow rate (vph) 13 47 Pedestrians 2 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 0 Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1716 388 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1716 388 tC, single (s) 6.5 6.9 tC, 2 stage (s) tF (s) 4.0 3.3 p0 queue free % 85 92 cM capacity (veh/h) 85 614 Direction, Lane #

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 6 HCM Unsignalized Intersection Capacity Analysis Future Conditions 4: Veirs Mill Rd & Bushey Dr Timing Plan: AM Peak Hour

Movement EBU EBL EBT WBU WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 1 6 938 2 864 8 36 27 Future Volume (Veh/h) 1 6 938 2 864 8 36 27 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 6 977 0 939 9 39 29 Pedestrians 5 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 0 Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) 1066 pX, platoon unblocked 0.00 0.00 0.91 vC, conflicting volume 0 953 0 1286 479 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 953 0 974 479 tC, single (s) 0.0 4.1 0.0 6.8 6.9 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 3.5 3.3 p0 queue free % 0 99 0 83 95 cM capacity (veh/h) 0 726 0 227 536 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 SB 1 Volume Total 6 326 326 326 626 322 68 Volume Left 6 0 0 0 0 0 39 Volume Right 0 0 0 0 0 9 29 cSH 726 1700 1700 1700 1700 1700 396 Volume to Capacity 0.01 0.19 0.19 0.19 0.37 0.19 0.17 Queue Length 95th (ft) 1 0 0 0 0 0 15 Control Delay (s) 10.0 0.0 0.0 0.0 0.0 0.0 19.0 Lane LOS B C Approach Delay (s) 0.1 0.0 19.0 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 7 HCM Unsignalized Intersection Capacity Analysis Future Conditions 5: Bushey Dr & Gannon Rd Timing Plan: AM Peak Hour

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 0 10 3 0 3 7 7 2 5 46 1 Future Volume (Veh/h) 2 0 10 3 0 3 7 7 2 5 46 1 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 2 0 11 3 0 3 8 8 2 5 50 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 88 86 50 96 86 9 51 10 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 88 86 50 96 86 9 51 10 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 99 100 100 100 99 100 cM capacity (veh/h) 893 801 1023 876 801 1079 1568 1623 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 13 6 18 56 Volume Left 2 3 8 5 Volume Right 11 3 2 1 cSH 1001 967 1568 1623 Volume to Capacity 0.01 0.01 0.01 0.00 Queue Length 95th (ft) 1 0 0 0 Control Delay (s) 8.6 8.7 3.3 0.7 Lane LOS A A A A Approach Delay (s) 8.6 8.7 3.3 0.7 Approach LOS A A Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 8 HCM Unsignalized Intersection Capacity Analysis Future Conditions 6: Bushey Dr & Site Driveway A Timing Plan: AM Peak Hour

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 3 6 1 11 46 2 Future Volume (Veh/h) 3 6 1 11 46 2 Sign Control Stop Free Free Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 3 7 1 12 50 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 65 51 52 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 65 51 52 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 100 cM capacity (veh/h) 945 1023 1567 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 10 13 52 Volume Left 3 1 0 Volume Right 7 0 2 cSH 998 1567 1700 Volume to Capacity 0.01 0.00 0.03 Queue Length 95th (ft) 1 0 0 Control Delay (s) 8.6 0.6 0.0 Lane LOS A A Approach Delay (s) 8.6 0.6 0.0 Approach LOS A Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 9 HCM Unsignalized Intersection Capacity Analysis Future Conditions 7: Bushey Dr & Site Driveway B Timing Plan: AM Peak Hour

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 6 3 1 13 54 2 Future Volume (Veh/h) 6 3 1 13 54 2 Sign Control Stop Free Free Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 7 3 1 14 59 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 76 60 61 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 76 60 61 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 99 100 100 cM capacity (veh/h) 932 1011 1555 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 10 15 61 Volume Left 7 1 0 Volume Right 3 0 2 cSH 954 1555 1700 Volume to Capacity 0.01 0.00 0.04 Queue Length 95th (ft) 1 0 0 Control Delay (s) 8.8 0.5 0.0 Lane LOS A A Approach Delay (s) 8.8 0.5 0.0 Approach LOS A Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 10 HCM Signalized Intersection Capacity Analysis Future Conditions 1: Randolph Rd & Veirs Mill Road/Veirs Mill Rd Timing Plan: PM Peak Hour

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (vph) 4 318 843 51 9 362 858 27 0 1132 472 0 Future Volume (vph) 4 318 843 51 9 362 858 27 0 1132 472 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 0.97 0.91 0.91 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 3502 5135 3502 5151 5187 1572 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 3502 5135 3502 5151 5187 1572 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.97 0.97 0.97 0.97 0.94 0.94 0.94 0.97 Adj. Flow (vph) 4 342 906 55 9 373 885 28 0 1204 502 0 RTOR Reduction (vph) 0 0 3 0 0 0 2 0 0 0 231 0 Lane Group Flow (vph) 0 346 958 0 0 382 911 0 0 1204 271 0 Confl. Peds. (#/hr) 37 8 8 37 83 8 8 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA Prot Prot NA NA Perm Protected Phases 6 6 2 1 1 5 8 Permitted Phases 8 Actuated Green, G (s) 27.0 75.3 25.6 73.9 57.1 57.1 Effective Green, g (s) 27.0 75.3 25.6 73.9 57.1 57.1 Actuated g/C Ratio 0.15 0.42 0.14 0.41 0.32 0.32 Clearance Time (s) 9.0 6.5 9.0 6.5 6.5 6.5 Vehicle Extension (s) 4.0 0.2 4.0 0.2 4.0 4.0 Lane Grp Cap (vph) 525 2148 498 2114 1645 498 v/s Ratio Prot c0.10 c0.19 c0.11 0.18 c0.23 v/s Ratio Perm 0.17 v/c Ratio 0.66 0.45 0.77 0.43 0.73 0.54 Uniform Delay, d1 72.2 37.4 74.3 38.0 54.6 50.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.3 0.7 7.4 0.6 1.8 1.5 Delay (s) 75.5 38.1 81.7 38.6 56.5 52.2 Level of Service E D F D E D Approach Delay (s) 48.0 51.3 55.2 Approach LOS D D E Intersection Summary HCM 2000 Control Delay 50.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 83.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Movement SBT SBR Lane Configurations Traffic Volume (vph) 640 140 Future Volume (vph) 640 140 Ideal Flow (vphpl) 1900 1900 Total Lost time (s) 6.5 Lane Util. Factor 0.91 Frpb, ped/bikes 0.97 Flpb, ped/bikes 1.00 Frt 0.97 Flt Protected 1.00 Satd. Flow (prot) 4900 Flt Permitted 1.00 Satd. Flow (perm) 4900 Peak-hour factor, PHF 0.97 0.97 Adj. Flow (vph) 660 144 RTOR Reduction (vph) 19 0 Lane Group Flow (vph) 785 0 Confl. Peds. (#/hr) 83 Heavy Vehicles (%) 0% 0% Turn Type NA Protected Phases 4 Permitted Phases Actuated Green, G (s) 57.1 Effective Green, g (s) 57.1 Actuated g/C Ratio 0.32 Clearance Time (s) 6.5 Vehicle Extension (s) 4.0 Lane Grp Cap (vph) 1554 v/s Ratio Prot 0.16 v/s Ratio Perm v/c Ratio 0.51 Uniform Delay, d1 50.0 Progression Factor 0.85 Incremental Delay, d2 0.3 Delay (s) 42.6 Level of Service D Approach Delay (s) 42.6 Approach LOS D Intersection Summary

Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 8 56 1451 25 0 756 76 18 0 0 136 2 Future Volume (vph) 8 56 1451 25 0 756 76 18 0 0 136 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Lane Util. Factor 1.00 0.91 0.91 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 1.001.00 0.99 1.00 1.000.86 Flt Protected 0.95 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1805 5171 5078 1795 1801 1604 Flt Permitted 0.95 1.00 1.00 0.73 0.76 1.00 Satd. Flow (perm) 1805 5171 5078 1387 1436 1604 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.92 0.92 0.92 0.94 0.94 Adj. Flow (vph) 8 59 1527 26 0 796 80 20 0 0 145 2 RTOR Reduction (vph) 0 0 1 0 0 5 0 0 0 0 0 29 Lane Group Flow (vph) 0 67 1552 0 0 871 0 20 0 0 145 6 Confl. Peds. (#/hr) 12 2 2 12 3 1 1 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot NA NA Perm Perm NA Protected Phases 1 1 6 2 8 4 Permitted Phases 2 8 4 Actuated Green, G (s) 12.0 144.7 125.2 22.8 22.8 22.8 Effective Green, g (s) 12.0 144.7 125.2 22.8 22.8 22.8 Actuated g/C Ratio 0.07 0.80 0.70 0.13 0.13 0.13 Clearance Time (s) 7.5 5.5 5.5 7.0 7.0 7.0 Vehicle Extension (s) 3.0 0.2 0.2 3.0 3.0 3.0 Lane Grp Cap (vph) 120 4156 3532 175 181 203 v/s Ratio Prot c0.04c0.30 0.17 0.00 v/s Ratio Perm 0.01 c0.10 v/c Ratio 0.56 0.37 0.25 0.11 0.80 0.03 Uniform Delay, d1 81.4 4.9 10.1 69.7 76.4 68.9 Progression Factor 0.68 2.24 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.1 0.2 0.2 0.3 21.9 0.1 Delay (s) 59.3 11.3 10.2 69.9 98.3 69.0 Level of Service E B B E F E Approach Delay (s) 13.3 10.2 69.9 92.6 Approach LOS B B E F Intersection Summary HCM 2000 Control Delay 18.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 180.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL Lane Configurations Traffic Volume (veh/h) 5 111 1444 22 1 23 789 38 1 2 10 12 Future Volume (Veh/h) 5 111 1444 22 1 23 789 38 1 2 10 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.97 0.97 0.97 0.97 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 118 1536 23 0 24 813 39 1 2 11 13 Pedestrians 1 1 1 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 3.5 Percent Blockage 0 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 586 pX, platoon unblocked 0.00 0.00 0.92 0.92 0.92 0.92 0.92 vC, conflicting volume 0 859 0 1560 2142 2692 526 1648 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 859 0 1309 1941 2537 187 1405 tC, single (s) 0.0 4.1 0.0 4.1 7.5 6.5 6.9 7.5 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 2.2 3.5 4.0 3.3 3.5 p0 queue free % 0 85 0 95 95 90 99 82 cM capacity (veh/h) 0 785 0 493 22 20 763 72 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 118 614 614 330 227 406 242 14 54 Volume Left 118 0 0 0 24 0 0 1 13 Volume Right 0 0 0 23 0 0 39 11 34 cSH 785 1700 1700 1700 493 1700 1700 89 95 Volume to Capacity 0.15 0.36 0.36 0.19 0.05 0.24 0.14 0.16 0.57 Queue Length 95th (ft) 13 0 0 0 4 0 0 13 65 Control Delay (s) 10.4 0.0 0.0 0.0 2.0 0.0 0.0 52.9 84.1 Lane LOS B A FF Approach Delay (s) 0.7 0.5 52.9 84.1 Approach LOS FF Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 61.5% ICU Level of Service B Analysis Period (min) 15

Movement SBT SBR Lane Configurations Traffic Volume (veh/h) 6 31 Future Volume (Veh/h) 6 31 Sign Control Stop Grade 0% Peak Hour Factor 0.92 0.92 Hourly flow rate (vph) 7 34 Pedestrians 7 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 1 Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked 0.92 vC, conflicting volume 2684 298 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2529 298 tC, single (s) 6.5 6.9 tC, 2 stage (s) tF (s) 4.0 3.3 p0 queue free % 66 95 cM capacity (veh/h) 21 698 Direction, Lane #

Movement EBU EBL EBT WBU WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 2 25 1342 9 1264 30 15 35 Future Volume (Veh/h) 2 25 1342 9 1264 30 15 35 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 Hourly flow rate (vph) 0 27 1459 0 1359 32 16 38 Pedestrians 4 18 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 2 Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) 1066 pX, platoon unblocked 0.00 0.00 0.88 vC, conflicting volume 0 1409 0 1933 718 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 1409 0 1576 718 tC, single (s) 0.0 4.1 0.0 6.8 6.9 tC, 2 stage (s) tF (s) 0.0 2.2 0.0 3.5 3.3 p0 queue free % 0 94 0 81 90 cM capacity (veh/h) 0 482 0 83 368 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 SB 1 Volume Total 27 486 486 486 906 485 54 Volume Left 27 0 0 0 0 0 16 Volume Right 0 0 0 0 0 32 38 cSH 482 1700 1700 1700 1700 1700 281 Volume to Capacity 0.06 0.29 0.29 0.29 0.53 0.29 0.19 Queue Length 95th (ft) 4 0 0 0 0 0 17 Control Delay (s) 12.9 0.0 0.0 0.0 0.0 0.0 28.4 Lane LOS B D Approach Delay (s) 0.2 0.0 28.4 Approach LOS D Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 0 7 5 0 5 14 36 0 20 37 2 Future Volume (Veh/h) 2 0 7 5 0 5 14 36 0 20 37 2 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 2 0 8 5 0 5 15 39 0 22 40 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 159 154 41 162 155 39 42 39 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 159 154 41 162 155 39 42 39 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 99 99 100 100 99 99 cM capacity (veh/h) 793 724 1036 787 723 1038 1580 1584 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 10 10 54 64 Volume Left 2 5 15 22 Volume Right 8 5 0 2 cSH 976 896 1580 1584 Volume to Capacity 0.01 0.01 0.01 0.01 Queue Length 95th (ft) 1 1 1 1 Control Delay (s) 8.7 9.1 2.1 2.6 Lane LOS A A A A Approach Delay (s) 8.7 9.1 2.1 2.6 Approach LOS A A Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 14.5% ICU Level of Service A Analysis Period (min) 15

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 2 4 3 35 56 3 Future Volume (Veh/h) 2 4 3 35 56 3 Sign Control Stop Free Free Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 2 4 3 38 61 3 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 106 62 64 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 106 62 64 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 100 100 cM capacity (veh/h) 894 1008 1551 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 6 41 64 Volume Left 2 3 0 Volume Right 4 0 3 cSH 967 1551 1700 Volume to Capacity 0.01 0.00 0.04 Queue Length 95th (ft) 0 0 0 Control Delay (s) 8.7 0.5 0.0 Lane LOS A A Approach Delay (s) 8.7 0.5 0.0 Approach LOS A Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 14.3% ICU Level of Service A Analysis Period (min) 15

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 4 2 3 38 71 6 Future Volume (Veh/h) 4 2 3 38 71 6 Sign Control Stop Free Free Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 4 2 3 41 77 7 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 128 80 84 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 128 80 84 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 100 100 cM capacity (veh/h) 870 985 1526 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 6 44 84 Volume Left 4 3 0 Volume Right 2 0 7 cSH 905 1526 1700 Volume to Capacity 0.01 0.00 0.05 Queue Length 95th (ft) 1 0 0 Control Delay (s) 9.0 0.5 0.0 Lane LOS A A Approach Delay (s) 9.0 0.5 0.0 Approach LOS A Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 14.5% ICU Level of Service A Analysis Period (min) 15

AHC 4010 Randolph Road 11/10/2020 Future Conditions Synchro 10 Report Kimley-Horn Page 10

Appendix E – Signal Warrant Volumes and Worksheets

13-Hour Traffic Volumes

Adjusted Existing NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU 6:00 AM 0 0 0 0 44 0 26 0 6 584 0 2 0 524 5 6 7:00 AM 0 0 0 0 42 0 33 0 10 882 0 1 0 778 3 3 8:00 AM 0 0 0 0 22 0 34 0 9 918 0 1 0 829 2 2 9:00 AM 0 0 0 0 28 0 24 0 6 761 0 1 0 700 1 4 10:00 AM 0 0 0 0 13 0 19 0 6 778 0 4 0 771 4 5 11:00 AM 0 0 0 0 18 0 42 0 13 781 0 2 0 890 4 3 12:00 PM 0 0 0 0 10 0 46 0 15 874 0 3 0 908 5 1 1:00 PM 0 0 0 0 18 0 33 0 13 855 0 1 0 968 3 5 2:00 PM 0 0 0 0 19 0 36 0 20 1039 0 1 0 1037 14 2 3:00 PM 0 0 0 0 22 0 28 0 11 1268 0 2 0 1206 7 15 4:00 PM 0 0 0 0 15 0 36 1 27 1372 0 3 0 1265 17 7 5:00 PM 0 0 0 0 26 0 33 0 26 1177 0 2 0 1189 13 8 6:00 PM 0 0 0 0 11 0 35 0 18 956 0 0 0 1022 15 4

Randolph Farms NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU 6:00 AM 0 0 0 0 0 0 0 0 0 6 0 0 0 1 0 0 7:00 AM 0 0 0 0 0 0 0 0 0 10 0 0 0 2 0 0 8:00 AM 10 2 9:00 AM 0 0 0 0 0 0 0 0 0 8 0 0 0 2 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 8 0 0 0 2 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 9 0 0 0 2 0 0 12:00 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 9 0 0 1:00 PM 0 0 0 0 0 0 0 0 0 4 0 0 0 10 0 0 2:00 PM 0 0 0 0 0 0 0 0 0 5 0 0 0 11 0 0 3:00 PM 0 0 0 0 0 0 0 0 0 6 0 0 0 12 0 0 4:00 PM 7 13 5:00 PM 0 0 0 0 0 0 0 0 0 6 0 0 0 13 0 0 6:00 PM 0 0 0 0 0 0 0 0 0 5 0 0 0 11 0 0

Background NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU 6:00 AM 0 0 0 0 44 0 26 0 6 590 0 2 0 525 5 6 7:00 AM 0 0 0 0 42 0 33 0 10 892 0 1 0 780 3 3 8:00 AM 0 0 0 0 22 0 34 0 9 928 0 1 0 831 2 2 9:00 AM 0 0 0 0 28 0 24 0 6 769 0 1 0 702 1 4 10:00 AM 0 0 0 0 13 0 19 0 6 786 0 4 0 773 4 5 11:00 AM 0 0 0 0 18 0 42 0 13 790 0 2 0 892 4 3 12:00 PM 0 0 0 0 10 0 46 0 15 878 0 3 0 917 5 1 1:00 PM 0 0 0 0 18 0 33 0 13 859 0 1 0 978 3 5 2:00 PM 0 0 0 0 19 0 36 0 20 1044 0 1 0 1048 14 2 3:00 PM 0 0 0 0 22 0 28 0 11 1274 0 2 0 1218 7 15 4:00 PM 0 0 0 0 15 0 36 1 27 1379 0 3 0 1278 17 7 5:00 PM 0 0 0 0 26 0 33 0 26 1183 0 2 0 1202 13 8 6:00 PM 0 0 0 0 11 0 35 0 18 961 0 0 0 1033 15 4 13-Hour Traffic Volumes

Net Site Trips NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU 6:00 AM 0 0 0 0 1 0 2 0 0 0 0 0 0 0 2 0 7:00 AM 0 0 0 0 2 0 6 0 1 0 0 0 0 0 5 0 8:00 AM 2 8 1 6 9:00 AM 0 0 0 0 1 0 5 0 1 0 0 0 0 0 4 0 10:00 AM 0 0 0 0 1 0 5 0 1 0 0 0 0 0 4 0 11:00 AM 0 0 0 0 2 0 8 0 1 0 0 0 0 0 6 0 12:00 PM 0 0 0 0 -2 0 0 0 3 0 0 0 0 0 13 0 1:00 PM 0 0 0 0 -2 0 0 0 2 0 0 0 0 0 11 0 2:00 PM 0 0 0 0 -1 0 0 0 2 0 0 0 0 0 10 0 3:00 PM 0 0 0 0 -1 0 0 0 2 0 0 0 0 0 10 0 4:00 PM -2 3 13 5:00 PM 0 0 0 0 -2 0 0 0 3 0 0 0 0 0 13 0 6:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 0

Total Future NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU 6:00 AM 0 0 0 0 45 0 28 0 6 590 0 2 0 525 7 6 7:00 AM 0 0 0 0 44 0 39 0 11 892 0 1 0 780 8 3 8:00 AM 0 0 0 0 24 0 42 0 10 928 0 1 0 831 8 2 9:00 AM 0 0 0 0 29 0 29 0 7 769 0 1 0 702 5 4 10:00 AM 0 0 0 0 14 0 24 0 7 786 0 4 0 773 8 5 11:00 AM 0 0 0 0 20 0 50 0 14 790 0 2 0 892 10 3 12:00 PM 0 0 0 0 8 0 46 0 18 878 0 3 0 917 18 1 1:00 PM 0 0 0 0 16 0 33 0 15 859 0 1 0 978 14 5 2:00 PM 0 0 0 0 18 0 36 0 22 1044 0 1 0 1048 24 2 3:00 PM 0 0 0 0 21 0 28 0 13 1274 0 2 0 1218 17 15 4:00 PM 0 0 0 0 13 0 36 1 30 1379 0 3 0 1278 30 7 5:00 PM 0 0 0 0 24 0 33 0 29 1183 0 2 0 1202 26 8 6:00 PM 0 0 0 0 11 0 35 0 19 961 0 0 0 1033 18 4

Total Future Adjusted NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU 6:00 AM 0 0 0 0 45 0 20 0 6 590 0 2 0 525 7 6 7:00 AM 0 0 0 0 44 0 28 0 11 892 0 1 0 780 8 3 8:00 AM 0 0 0 0 24 0 29 0 10 928 0 1 0 831 8 2 9:00 AM 0 0 0 0 29 0 20 0 7 769 0 1 0 702 5 4 10:00 AM 0 0 0 0 14 0 17 0 7 786 0 4 0 773 8 5 11:00 AM 0 0 0 0 20 0 35 0 14 790 0 2 0 892 10 3 12:00 PM 0 0 0 0 8 0 32 0 18 878 0 3 0 917 18 1 1:00 PM 0 0 0 0 16 0 23 0 15 859 0 1 0 978 14 5 2:00 PM 0 0 0 0 18 0 25 0 22 1044 0 1 0 1048 24 2 3:00 PM 0 0 0 0 21 0 20 0 13 1274 0 2 0 1218 17 15 4:00 PM 0 0 0 0 13 0 25 1 30 1379 0 3 0 1278 30 7 5:00 PM 0 0 0 0 24 0 23 0 29 1183 0 2 0 1202 26 8 6:00 PM 0 0 0 0 11 0 25 0 19 961 0 0 0 1033 18 4 TRAFFIC SIGNAL WARRANT ANALYSIS (2009 MUCTD)

MAJOR STREET: Veirs Mill Road EB WB # OF APPROACH LANES: 2

MINOR STREET: Bushey Drive NB SB # OF APPROACH LANES: 1

CITY, STATE: Wheaton. MD

COMMENTS:

ISOLATED COMMUNITY WITH POPULATION LESS THAN 10,000 (Y OR N): N

85TH PERCENTILE SPEED OR POSTED SPEED LIMIT GREATER THAN 40 MPH ON MAJOR STREET (Y OR N): Y

Veirs Mill Road Bushey Drive EB WB Total NB SB Minor Street Approach Approach Approach Approach Heavy Leg 06:00 AM TO 07:00 AM 599 538 1136 64 64 07:00 AM TO 08:00 AM 903 791 1694 71 71 08:00 AM TO 09:00 AM 939 841 1780 53 53 09:00 AM TO 10:00 AM 777 710 1487 49 49 10:00 AM TO 11:00 AM 797 786 1583 31 31 11:00 AM TO 12:00 PM 805 905 1710 55 55 12:00 PM TO 01:00 PM 900 937 1836 40 40 01:00 PM TO 02:00 PM 876 997 1872 39 39 02:00 PM TO 03:00 PM 1068 1073 2141 43 43 03:00 PM TO 04:00 PM 1290 1250 2540 40 40 04:00 PM TO 05:00 PM 1412 1315 2727 39 39 05:00 PM TO 06:00 PM 1215 1236 2451 47 47 06:00 PM TO 07:00 PM 980 1055 2035 35 35 07:00 PM TO 08:00 PM 0 0 08:00 PM TO 09:00 PM 0 0 09:00 PM TO 10:00 PM 0 0

Warrant Description Warrant Met? 1 Eight-Hour Volume Warrant NOT Met 2 Four-Hour Volume Warrant NOT Met 3 Peak Hour Volume Warrant NOT Met 4 Pedestrian Volume Warrant NOT Met 5 School Crossing N/A 6 Coordinated Signal System N/A 7 Crash Experience Warrant NOT Met 8 Roadway Network Warrant NOT Met 9 Intersection Near a Grade Crossing N/A

03/26/21 Kimley-Horn and Associates, Inc. TRAFFIC SIGNAL WARRANT ANALYSIS (2009 MUTCD)

MAJOR STREET: Veirs Mill Road EB WB # OF APPROACH LANES: 2

MINOR STREET: Bushey Drive NB SB # OF APPROACH LANES: 1

CITY, STATE: Wheaton. MD

COMMENTS:

ISOLATED COMMUNITY WITH POPULATION LESS THAN 10,000 (Y OR N): N 85TH PERCENTILE SPEED OR POSTED SPEED LIMIT GREATER THAN 40 MPH ON MAJOR STREET (Y OR N): y

MAJOR ST MINOR ST WARRANT 1 - Condition A, Part 1WARRANT 1 - Condition B, Part 1WARRANT 1 - Condition A, Part 2WARRANT 1 - Condition B, Part 2 WARRANT 2 WARRANT 3 TWO-WAY TRAFFIC MAIN SIDE BOTH MAIN SIDE BOTH MAIN SIDE BOTH MAIN SIDE BOTH Four-Hour Peak Hour TRAFFIC HEAVY LEG LINE STREET MET LINE STREET MET LINE STREET MET LINE STREET MET THRESHOLD VALUES 420 105 630 53 336 84 504 42 06:00 AM TO 07:00 AM 1,136 64 Y Y Y Y Y Y Y Y Y 07:00 AM TO 08:00 AM 1,694 71 Y Y Y Y Y Y Y Y Y 08:00 AM TO 09:00 AM 1,780 53 Y Y Y Y Y Y Y Y 09:00 AM TO 10:00 AM 1,487 49 Y Y Y Y Y Y 10:00 AM TO 11:00 AM 1,583 31 Y Y Y Y 11:00 AM TO 12:00 PM 1,710 55 Y Y Y Y Y Y Y Y 12:00 PM TO 01:00 PM 1,836 40 Y Y Y Y 01:00 PM TO 02:00 PM 1,872 39 Y Y Y Y 02:00 PM TO 03:00 PM 2,141 43 Y Y Y Y Y Y 03:00 PM TO 04:00 PM 2,540 40 Y Y Y Y 04:00 PM TO 05:00 PM 2,727 39 Y Y Y Y 05:00 PM TO 06:00 PM 2,451 47 Y Y Y Y Y Y 06:00 PM TO 07:00 PM 2,035 35 Y Y Y Y 24,993 608 13 0 0 13 4 4 13 0 0 13 7 7 2 0

8 HOURS NEEDED 8 HOURS NEEDED 8 HOURS NEEDED for both Condition A & B 4 HRS NEEDED 1 HR NEEDED NOT NOT NOT SATISFIED NOT SATISFIED NOT SATISFIED SATISFIED SATISFIED 03/26/21 Kimley-Horn and Associates, Inc.

Appendix F – Crash Data

Crash Summary Map - Veirs Mill Road and Bushey Drive ±

Ve e ir iv s M r ill D Ro y ad e h s u B

Collision Type Head on - Left Turn Other Rear End - Same Direction Side Swipe - Same Direction Single Vehicle Angle - Straight Movement

Source: Esri, Maxar, GeoEye, Earthstar Geographics, 0 75 150 300 Feet Crash Data

Local Case Hit and Run Cross Street Cross Street Surface Report Number Agency Severity Date Day of Week Lane Direction Road Grade Road Name RelNonMoto At Fault Collision Type Weather Light Traffic Controls Driver Substance Number (Yes or No) Type Name Conditions

MCP2766001B 15019833 Montgomery County Police Property Damage Crash 4/27/2015 Monday No West HILL UPHILL VEIRS MILL RD County BUSHEY DR DRIVER 5. Non-Collision CLEAR DRY DAYLIGHT N/A NONE DETECTED

MCP2991000H 16002380 Montgomery County Police Property Damage Crash 1/19/2016 Tuesday No West LEVEL VEIRS MILL RD County BUSHEY DR DRIVER 1. Rear End N/A DRY DAYLIGHT NO CONTROLS NONE DETECTED N/A, NONE MCP2844001T 16058373 Montgomery County Police Property Damage Crash ######## Saturday No North HILL UPHILL VEIRS MILL RD County BUSHEY DR DRIVER 1. Rear End CLEAR DRY DAYLIGHT N/A DETECTED 4. Sideswipe - Same DARK LIGHTS MCP2975001K 17014030 Montgomery County Police Property Damage Crash 3/19/2017 Sunday No East LEVEL SAMPSON RD Maryland (State) VEIRS MILL RD DRIVER Direction RAINING WET ON NO CONTROLS NONE DETECTED N/A, NONE MCP2973002R 17014193 Montgomery County Police Injury Crash 3/20/2017 Monday No West LEVEL VEIRS MILL RD County BUSHEY DR DRIVER 2. Angle CLEAR DRY DAYLIGHT NO CONTROLS DETECTED VEIRS MILL DARK LIGHTS MCP3014000Y 17511795 Montgomery County Police Property Damage Crash 6/4/2017 Sunday No West LEVEL SERV RD County BUSHEY DR DRIVER 1. Rear End CLEAR DRY ON NO CONTROLS NONE DETECTED

MCP2959003C 170536754 Montgomery County Police Injury Crash ######## Sunday No West LEVEL VEIRS MILL RD County BUSHEY DR DRIVER 2. Angle RAINING WET DAYLIGHT STOP SIGN NONE DETECTED GRADE 3. Head On - Left DARK LIGHTS MCP9118001B 180022336 Montgomery County Police Property Damage Crash 5/6/2018 Sunday No West DOWNHILL VEIRS MILL RD County BUSHEY DR DRIVER Turn CLEAR DRY ON N/A NONE DETECTED

MCP30530031 180055167 Montgomery County Police Property Damage Crash 11/3/2018 Saturday No South LEVEL VEIRS MILL RD County FERRARA AVE DRIVER 1. Rear End CLEAR DRY N/A NO CONTROLS N/A

MCP2617006B 180056115 Montgomery County Police Injury Crash 11/8/2018 Thursday No West HILL UPHILL VEIRS MILL RD County BUSHEY DR DRIVER 1. Rear End CLEAR DRY DAYLIGHT NO CONTROLS NONE DETECTED 4. Sideswipe - Same DARK LIGHTS MCP2846004V 190019823 Montgomery County Police Property Damage Crash 4/27/2019 Saturday No West HILL UPHILL VEIRS MILL RD County BUSHEY DR DRIVER Direction CLEAR DRY ON NO CONTROLS NONE DETECTED

MCP1502000X 190029353 Montgomery County Police Injury Crash 6/19/2019 Wednesday No West LEVEL VEIRS MILL RD County BUSHEY DR DRIVER 2. Angle CLEAR DRY DAYLIGHT STOP SIGN NONE DETECTED DARK LIGHTS MCP23300020 190035072 Montgomery County Police Property Damage Crash 7/23/2019 Tuesday No West HILL UPHILL VEIRS MILL RD County BUSHEY DR DRIVER Other CLEAR DRY ON NO CONTROLS NONE DETECTED VEIRS MILL 4. Sideswipe - Same NONE DETECTED, MCP3006004L 190044685 Montgomery County Police Property Damage Crash 9/18/2019 Wednesday Yes North HILL UPHILL SERV RD County BUSHEY DR DRIVER Direction CLEAR DRY DAYLIGHT NO CONTROLS UNKNOWN

MCP3232000Z 200022205 Montgomery County Police Property Damage Crash 6/5/2020 Friday No North LEVEL BUSHEY DR Maryland (State) VEIRS MILL RD DRIVER Other CLEAR DRY DAYLIGHT NO CONTROLS NONE DETECTED OTHER NONMOTORIS MCP31990021 200026750 Montgomery County Police Injury Crash 7/10/2020 Friday No West HILL UPHILL VEIRS MILL RD County BUSHEY DR CONVEYANCE T 1. Rear End CLEAR DRY DAYLIGHT NO CONTROLS NONE DETECTED

First Harmful Intersection Road Report Number Second Harmful Event Fixed Object Junction Longitude Event INTERSE T- Type Alignment FIXED CTION INTERSECTIO MCP2766001B OBJECT N/A OTHER POLE RELATED N STRAIGHT -77.07981667000 OTHER MCP2991000H VEHICLE OTHER VEHICLE N/A N/A FOUR-WAYN/A STRAIGHT -77.07950145000 OTHER INTERSE INTERSECTIO MCP2844001T VEHICLE N/A N/A CTION T-N STRAIGHT -77.07950950000 OTHER INTERSE INTERSECTIO MCP2975001K VEHICLE N/A N/A INTERSECTION T-N STRAIGHT -77.07894167000 OTHER CTION INTERSECTIO MCP2973002R VEHICLE N/A N/A RELATED T-N STRAIGHT -77.07949877000 OTHER INTERSECTIO MCP3014000Y VEHICLE OTHER VEHICLE N/A N/A T-N STRAIGHT -77.07921167000 OTHER INTERSE INTERSECTIO MCP2959003C VEHICLE N/A N/A CTION T-N STRAIGHT -77.07951486000 OTHER INTERSE INTERSECTIO MCP9118001B VEHICLE N/A N/A NONCTION N STRAIGHT -77.07960333000 OTHER INTERSE MCP30530031 VEHICLE OTHER VEHICLE N/A NONCTION N/A STRAIGHT -77.07894000000 OTHER INTERSE MCP2617006B VEHICLE OTHER VEHICLE N/A NONCTION N/A STRAIGHT -77.07889500000 OTHER INTERSE MCP2846004V VEHICLE N/A N/A CTION T-N/A STRAIGHT -77.07980333000 OTHER INTERSE INTERSECTIO MCP1502000X VEHICLE N/A N/A CTION T-N STRAIGHT -77.07950326000 OTHER INTERSE INTERSECTIO MCP23300020 VEHICLE OTHER VEHICLE N/A INTERSECTION T-N STRAIGHT -77.07950667000 OTHER CTION INTERSECTIO MCP3006004L VEHICLE N/A N/A RELATED N STRAIGHT -77.07957167000 OTHER MCP3232000Z VEHICLE N/A N/A N/A N/A STRAIGHT -77.07918667000 OTHER MCP31990021 VEHICLE N/A N/A N/A N/A STRAIGHT -77.07975333000 Crash Analysis Crash Dates: January 1, 2015 to June 2020 Total Comparison SEVERITY WEEKDAY WEEKEND TIME PERIOD LIGHT CONDITION WEATHER CONDITION TYPE OF COLLISION Fixed Fixed Deer/ Total Work YEAR AM Peak PM Peak Rain or Snow or Head Side-swipe Side-swipe Non- Ped/ Backed TOTAL Fatalities Injuries PDO Mon Tue Wed Thurs Fri Weekend Off Peak Day Dawn/ Dusk Dark Unknown Clear Fog Other Rear End Angle Object (In Object Other Other Zone (6 - 10) (3 - 7) Mist Sleet On (Same) (Opp.) Collision Bike Into Road) (Off Road) Animal

20150 0110000 0 0 1 01 0 00100000000 0 0 0 0 0000 1 0 20160 0201000 1 2 0 02 0 00100002000 0 0 0 0 0000 2 0 20170 2210000 3 1 0 32 0 20202001201 0 0 0 0 0000 4 0 20180 1200010 2 1 1 11 0 10300002000 0 0 0 0 0000 3 0 20190 1301200 1 1 2 12 0 20400000102 0 0 0 0 0000 4 0 20200 1100002 0 0 1 12 0 00200001000 0 0 0 0 0000 2 0 TOTAL0 51122212 7 5 5 6 10 0 5 0 1302 0 0 630 3 0 0 0 0 0 000 16 0 Note: Crash data only available to June 2020

Percentage Comparison SEVERITY WEEKDAY WEEKEND TIME PERIOD LIGHT CONDITION WEATHER CONDITION TYPE OF COLLISION Fixed Fixed Deer/ YEAR AM Peak PM Peak Snow or Head Side-swipe Side-swipe Non- Ped/ Backed TOTAL Fatalities Injuries PDO Mon Tue Wed Thurs Fri Weekend Off Peak Day Dawn/ Dusk Dark Unknown Clear Mist Rain Other Rear End Angle Object (In Object Other Other (6 - 10) (3 - 7) Sleet On (Same) (Opp.) Collision Bike Into Road) (Off Road) Animal

2012 0% 0% 100%100% 0% 0% 0% 0% 0% 0% 100% 0% 100% 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 6% 2013 0% 0% 100% 0% 50% 0% 0% 0% 50% 100% 0% 0% 100% 0% 0% 0% 50% 0% 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 13% 2014 0% 50% 50% 25% 0% 0% 0% 0% 75% 25% 0% 75% 50% 0% 50% 0% 50% 0% 50% 0% 0% 25% 50% 0% 25% 0% 0% 0% 0% 0% 0% 0% 0% 25% 2015 0% 33% 67% 0% 0% 0% 33% 0% 67% 33% 33% 33% 33% 0% 33% 0% 100% 0% 0% 0% 0% 67% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 19% 2016 0% 25% 75% 0% 25% 50% 0% 0% 25% 25% 50% 25% 50% 0% 50% 0% 100% 0% 0% 0% 0% 0% 25% 0% 50% 0% 0% 0% 0% 0% 0% 0% 0% 25% 2017 0% 50% 50% 0% 0% 0% 0% 100% 0% 0% 50% 50% 100% 0% 0% 0% 100% 0% 0% 0% 0% 50% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 13% TOTAL 0% 31% 69% 13% 13% 13% 6% 13% 44% 31% 31% 38% 63% 0% 31% 0% 81% 0% 13% 0% 0% 38% 19% 0% 19% 0% 0% 0% 0% 0% 0% 0% 0% 100%

Type of Collision Weather Condition Light Condition Time Period 0% 31% 0% 13% 31% AM Peak 25% 0% 38% 25% Rear End (6 - 10) PM Peak Angle Clear (3 - 7) Off Peak Mist Head On Day Rain Dawn/Dusk Sideswipe (Same Direction) Snow or Sleet 87% Dark Other 63% Unkown 31% Sideswipe (Opposite Direction)

0% Non-Collision Day of Week Crash Severity Fixed Object (In Road) Mon Tue Fixed Object (Off Road) 44% Wed 69% 31% Thurs Deer/Other Animal Fri Weekend Fatalities* Pedestrian/Bicyclist Injuries 13% PDO Other 13% 13%

50% 6% 13% *there were four fatalities during the study period (<1%)

Appendix G – ODOT Traffic Engineering Manual Excerpt