TRANSPORTATION IMPACT ANALYSIS ______18 Study Scope

NVR AT BALLSTON TRAFFIC IMPACT ANALYSIS ARLINGTON COUNTY, VIRGINIA

Prepared for: NVR, Incorporated

Prepared by: Wells + Associates, Inc.

Michael Workosky, PTP, TOPS, TSOS John Cavan, P.E., PTOE 703.917.6620

September 16, 2016

NVR AT BALLSTON TRAFFIC IMPACT ANALYSIS ARLINGTON COUNTY, VIRGINIA

TABLE OF CONTENTS Page

Section 1 INTRODUCTION ______1

Section 2 BACKGROUND INFORMATION ______6 Public Road Network...... 6 Non-Auto Facilities and Services ...... 6 General Land Use Plan (GLUP) ...... 10 Site Access Concept ...... 10 Existing Traffic Counts ...... 13 Other Approved Developments ...... 13

Section 3 TRANSPORTATION IMPACT ANALYSIS ______18 Study Scope ...... 18 Existing Conditions Operational Analysis...... 18 Other Development Traffic ...... 21 Background Development Trip Distribution Analysis ...... 21 Background Traffic Growth ...... 21 Background Future Traffic Forecasts ...... 21 Background Future Intersection Levels of Service ...... 26 Background Future Queues ...... 26 Site Vehicle-Trip Generation Analysis ...... 26 Site Trip Distribution Analysis ...... 28 Total Future Traffic Forecasts ...... 28 Total Future Intersection Levels of Service...... 33 Total Future Queues ...... 33

Section 4 CONCLUSIONS ______36

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NVR AT BALLSTON TRAFFIC IMPACT ANALYSIS ARLINGTON COUNTY, VIRGINIA

LIST OF FIGURES

FIGURE TITLE Page

1-1 Site Location Map ...... 4 1-2 Site Plan Reduction ...... 5

2-1 Existing Lane Use and Traffic Controls ...... 7 2-2 Transit Facilities Map ...... 8 2-3 General Land Use Plan (GLUP) ...... 11 2-4 Existing Weekday Peak Hour Vehicular Traffic Volumes (2016) ...... 14 2-5 Existing Weekday Peak Hour Pedestrian Volumes (2016) ...... 15 2-6 Existing Weekday Peak Hour Bicycle Volumes (2016) ...... 16 2-7 Pipeline Development Location Map...... 17

3-1 Pipeline Development Trip Assignments (2019) ...... 23 3-2 Regional Growth (2019) ...... 24 3-3 Future Traffic Forecasts without Development (2019) ...... 25 3-4 Traffic Adjustments for Removed Existing Site Trips (2019) ...... 29 3-5 Residential Site Trip Assignments and Directional Distributions (2019) ...... 30 3-6 Net New Trips Added to Road Network (2019) ...... 31 3-7 Total Future Weekday Peak Hour Traffic Forecasts with Development (2019) ...... 32 3-8 Proposed Lane Use and Traffic Controls ...... 35

LIST OF TABLES

TABLE TITLE Page

3-1 Intersection Levels of Service Summary ...... 19 3-2 Intersection Queuing Summary ...... 20 3-3 Pipeline Development Trip Generation Summary ...... 22 3-4 Site Trip Generation Summary...... 26

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NVR AT BALLSTON TRAFFIC IMPACT ANALYSIS ARLINGTON COUNTY, VIRGINIA

LIST OF APPENDICES

APPENDIX TITLE

A Existing Vehicular, Pedestrian and Bicycle Traffic Counts (2016) B Scope of Work Agreement C Existing Intersection Levels of Service and Queues (2016) D Description of Levels of Service E Background Future Intersection Levels of Service and Queues (2019) F Total Future Intersection Levels of Service and Queues (2019)

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NVR at Ballston

SECTION 1 INTRODUCTION

This report presents the results of a Transportation Impact Analysis (TIA) for the NVR at Ballston redevelopment, in Arlington County, Virginia. As shown on Figure 1-1, the 1.26- acre subject site is located on the north and south sides of 11th Street N. and west of N. Vermont Street. The subject site is bounded by N. Vermont Street to the west, N. Utah Street to the east, and existing residential developments to the north and south.

The current zoning designation for the north parcel is R15-30T (Townhouse Dwelling District) while the south parcel is zoned R-5 (One-family, Restricted Two-family District). The Arlington County General Land Use Plan (GLUP) designates both parcels as Low- Medium” density residential, with 16 to 36 units per acre. A GLUP Amendment request has been filed for the south parcel to change the designation to “High-Medium Residential Mixed-Use”. The north parcel is currently occupied by a surface parking lot. The south parcel includes a church, Full Circle Montessori School, a single-family home, and an impervious surface parking lot.

The site is within ¼ mile to the Ballston-MU Metro station on the Orange and Silver Lines. In addition, the site is served by several Metro and ART bus lines and a connected network of streets, sidewalks, and bike routes.

The Applicant, NVR, has filed a 4.1 Site Plan Submission to raze the existing uses and redevelop the site with 86 residential units as summarized below:

North Parcel . 13 Townhouses

South Parcel . 14 Townhouses . 59 Multifamily Units

The proposed development would be served by 110 parking spaces (106 below grade and four (4) surface spaces). Access to the garage and loading would be provided via a private driveway south of 11th Street. The existing curb cuts on N. Vermont Street and 11 Street N. would be removed and access would be provided by two private driveways on N. Vermont Street, north and south of 11th Street N. The project site plan is included as Figure 1-2.

Sidewalks would be provided along the site’s frontage on N. Vermont Street and 11th Street N. Pedestrian access to the residential lobby of the main building would be provided from N. Vermont Street. A total a 50 bicycle parking spaces will be provided on site.

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Tasks undertaken in this study included the following:

1. Review the proposed site plan, development program, previous transportation studies, and other background data.

2. A field reconnaissance of existing roadway and intersection geometrics, lane use and traffic control, traffic signal phasings/timings, speed limits, pedestrian facilities, and transit services and facilities.

3. Discussions with Arlington County staff regarding the scope of this TIA.

4. Counts of existing vehicular and pedestrian traffic at four (4) study intersections and the site driveways.

5. Analysis of existing levels of service at each of the study intersections.

6. Review of existing Metrobus and ART routes and schedules.

7. Estimate the number of AM and PM peak hour vehicle-trips that would be generated by five (5) background developments based on previously approved traffic studies.

8. A forecast of background future traffic volumes without the proposed development based on existing traffic counts, an annual growth rate of 1.0 (one) percent per year (compounded annually), and traffic that would be generated by other approved but incomplete development projects (i.e., background projects), for buildout year 2019 conditions.

9. An analysis of future levels of service and queuing at each study intersection based on background future traffic forecasts and existing traffic controls and intersection geometrics.

10. The number of AM and PM peak hour vehicle-trips that would be generated by the NVR at Ballston redevelopment were estimated based on Institute of Transportation Engineers (ITE) trip generation rates/equations (9th Edition), estimates of transit use/non-auto mode splits by residents based the Washington Metropolitan Area Transit Authority’s (WMATA) Development-Related Ridership Survey Final Report, March 2006.

11. Review of the parking and loading requirements for the subject site.

12. Forecast total future traffic volumes with the proposed development in 2019 based on background future traffic forecasts, minus trips generated by the existing uses on-site, plus site traffic assignments from the proposed development.

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13. An analysis of the total future levels of service and queuing at each study intersection based on total future traffic forecasts with the proposed development and the proposed future traffic controls and intersection geometrics.

Sources of data for this analysis included traffic counts conducted by Wells + Associates; the Institute of Transportation Engineers (ITE); the Arlington County Department of Environmental Services (DES); the Arlington County General Land Use Plan (GLUP); The Washington Metropolitan Area Transit Authority (WMATA); R2L:Architects, PLLC; VIKA; McGuireWoods LLP; and NVR, Inc.

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Arlington County, Virginia NVR at Ballston Site Location Map Figure 1-1

N BUCHANAN STREET BUCHANAN N N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N

WILSON BOULEVARD N VERMONT STREET VERMONT N

WASHINGTON BOULEVARD

SITE N UTAH STREET UTAH N

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Transportation Consultants Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N

INNOVATION + SOLUTIONS N QUINCY STREET QUINCY N NORTH O:\PROJECTS\6500-7000\6876 NVR AT BALLSTON\GRAPHICS\6876 - 4.1 SITE PLAN REPORT GRAPHICS.DWG JCP Arlington County,Virginia NVR atBallston Site PlanReduction Figure 1-2 Transportation Consultants Soure: VIKA NORTH 5

SECTION 2 BACKGROUND INFORMATION

Public Road Network

Existing Network. Interstate 66 (I-66) and Arlington Boulevard (Route 50) provide regional access to the Ballston area via North Fairfax Drive (Route 237) and North Glebe Road (Route 120). N. Vermont Street provides direct access to the north parcel of the existing site while 11th Street N. provides direct access to the south parcel. Currently three (3) curb cuts exist, one on N. Vermont Street and two on 11th Street N. The north driveway on N. Vermont Street serves a surface parking lot for the church, Montessori school, and parking with permission. The two south driveways on 11th Street N. serve the church, Montessori School, and single family home. Existing intersection lane use and traffic control at the study intersections are shown on Figure 2-1.

Non-Auto Facilities and Services

Overview. The NVR Ballston site is served by Metrorail, Metrobus, Arlington Transit (ART), carsharing, Capital Bikeshare, and on-street bike routes on 11th Street N, N. Utah Street, and Fairfax Drive. These facilities are all generally within ¼ mile from the site. The existing transit facilities in the site area ae shown on Figure 2-2 and are described below.

Metrorail. The NVR Ballston site is approximately 1,100 feet (straight line distance) from the Ballston-MU Metro station, which serves the Orange and Silver Lines. The Orange and Silver Lines directly serve Arlington County and Fairfax County in Virginia; the District of Columbia; and Prince George’s County in Maryland. Metro passengers can transfer to the Blue Line at Rosslyn station, to the Red Line at Metro Center, and to the Green and Yellow Lines at L’Enfant Plaza. Expansion of the Silver Line is currently underway to include direct service to Loudoun County and Dulles International Airport and is expected to begin operation in 2020.

Metrobus. Metrobus stops along N. Glebe Road and Fairfax Drive are within 0.1 miles of the NVR Ballston site and serve routes 2A, 23A, 23T, 25B, 38B. Access to Metrobus Routes 1A, 1B, 1E, 10B, 22A, 22B, 22C, and 23B are provided by a stop at the Ballston Metro entrance. A summary of these routes are listed below:

The Wilson Boulevard – Vienna Line (1A, 1B, and 1E) connects passengers from Ballston-MU station to the Vienna Metrorail station, including stops in the Seven Corners area and the Dunn Loring Metrorail station. Service on 1A is provided every day; service on 1B and 1E is provided Monday through Friday

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Existing Lane Use and Traffic Controls Figure 2-1 Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1

Transportation Consultants

ROAD STREET ROAD N QUINCY STREET QUINCY N STOP

Stop Sign Signalized Intersection Represents One Travel Lane

N UTAH N GLEBE N GLEBE N STREET N STREET N 11TH 11TH INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2

FUTURE FUTURE STREET STREET STREET STREET

NORTH

N VERMONT N VERMONT N VERMONT N VERMONT N STOP STOP STREET N FAIRFAX DRIVE 11TH Transportation Consultants INNOVATION + SOLUTIONS O:\PROJECTS\6500-7000\6876 NVRAT BALLSTON\GRAPHICS\6876 -4.1SITEPLAN REPORTGRAPHICS.DWG

SITE

Figure 2-2 Transit Facilities Map

JCP NVR at Ballston Arlington County, Virginia NORTH 8

The Washington Boulevard – Dunn Loring Line (2A) connects passengers from Ballston-MU station to the Dunn Loring Metrorail station, including stops at the East Falls Church Metrorail station. Service on 2A is provided every day.

The Hunting Point – Ballston Line (10B) connects passengers from Ballston-MU station to Fairfax County at Hunting Point, including stops in the Shirlington area and Braddock Road Metro Station. Service on 10B is provided every day.

The Barcroft-South Fairlington Line (22A and 22C) connects passengers from Ballston-MU station to Pentagon Station with stops in the Shirlington and Fairlington areas. The 22B bus line connects passengers from Ballston-MU station to Columbia Pike. Service on 22A is provided every day. Service on 22B and 22C is provided Monday through Friday.

The McLean-Crystal City Line (23A) connects passengers from Crystal City station to McLean Station and Tysons Corner Center with stops at the Ballston-MU Station. Metrobus line 23B provides service from the Crystal City station to the Ballston-MU station while Metrobus line 23T provides service from the Shirlington area to the Mclean Station and Tysons Corner Center. Service on all three lines is provided every day.

The Landmark-Ballston Line (25B) connects passengers from Ballston-MU station to Van Dorn Street station with stops in Bailey’s Crossroads and Landmark. Service on 25B is provided every day.

The Ballston-Farragut Square Line (38B) connects passengers from Ballston-MU Station to Farragut North and Farragut West Stations with stops at Clarendon, Court House, Rosslyn and Foggy Bottom stations. Service on 38B is provided every day.

ART. Arlington Transit (ART) bus stops along N. Glebe Rd and N. Glebe Drive are within 0.1 miles of the NVR Ballston site and serve ART Route 51. Access to ART Bus routes 42, 52, 53A, 53B, 62, and 75 are provided by stops at the entrance to Ballston-MU station. A summary of these routes are listed below:

Route 42 operates between Ballston-MU station and Pentagon station with stops at Virginia Square and Clarendon stations, Courthouse Road and the Department of Human Health. Service on route 42 is provided every day.

Route 51 operates between Ballston-MU station and Virginia Hospital Center via N. George Mason Drive. Service on route 51 is provided every day.

Route 52 operates between Ballston-MU station and East Falls Church station with stops at Virginia Hospital Center. Service on route 52 is provided Monday through Friday.

Routes 53A and 53B operate between Ballston-MU station and East Falls Church station via N. Quincy Street, Military Rd and Williamsburg Boulevard. Service on routes 53A and 53B are provided Monday through Friday.

Route 62 operates between Ballston-MU station and Courthouse station via N. Quincy, N. Utah St, Lorcum Lane and Kirkwood Road. Service on route 62 is provided Monday through Friday.

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Route 75 operates between Ballston-MU station, Virginia Square station and Shirlington. Service on route 75 is provided Monday through Friday.

Carshare. Carsharing spaces are located throughout the Ballston area near the site. Two (2) Zipcar spaces are located at the intersection of N. Utah Street and Fairfax Drive in the EagleBank parking lot and Two (2) on-street Zipcar spaces are on the south side of Fairfax Drive between N. Utah Street and N. Taylor Street. Additionally, two (2) on-street Zipcar spaces are along N. Stuart St directly north of Fairfax Drive.

Bikeshare. Capital Bikeshare stations are located in the vicinity of the site, including one on 11th Street N. at N. Utah Street and one on N. Glebe Road to the north of 11th Street N.

Bicycle Facilities. In addition to the Capital Bikeshare stations, bicycle connectivity is provided via on-street bike lanes on Fairfax Drive. In addition, on-street bike routes are provided on 11th Street N., N. Utah Street, Wakefield Street, N. Taylor Street, and N. Stuart Street.

Pedestrian Facilities. Sidewalks exist along both sides of 11th Street N., N. Glebe Road, N. Vermont Street, N. Utah Street, and Fairfax Drive. Crosswalks with pedestrian signals are present on all legs of the N. Glebe Road intersections with both 11th Street N. and Fairfax Drive.

General Land Use Plan (GLUP)

The General Land Use Plan (GLUP) is an element of Arlington County’s Comprehensive Plan and is the primary policy guide for future development within the County. The GLUP is used to establish the overall character, extent and location of various land uses. It serves as a guide to communicate the policy of the County Board to citizens, the business community, developers and others in the development of Arlington County.

The site is currently designated for “Low-Medium” density residential, with 16 to 36 units per acre in the Arlington County General Land Use Plan as shown on Figure 2-3. The south parcel is proposed to be modified to the “High-Medium Residential Mixed-Use” under the currently submitted GLUP amendment application.

Site Access Concept

Pedestrian Access. Sidewalks would be provided along the site’s frontage on 11th Street N. (both north and south sides) and N. Vermont Street. Pedestrians would be given access to the lobby of the residential building from N. Vermont Street.

Bicycle Access. The private driveway on N. Vermont Street to the south of 11th Street N. would provide access to the bicycle storage area for residents.

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Figure 2-3 Arlington County General Land Use Plan (GLUP)

JCP NVR at Ballston Arlington County, Virginia NORTH 11

Driveways/Vehicular Access. The existing vehicular driveways serving the surface parking lot on the north side of 11th Street N. would be closed with the redevelopment of the site. Access would be provided via private driveways on N. Vermont Street, north and south of 11th Street N. as shown on Figure 1-2.

The private driveway serving the south parcel would provide access to loading and a below-grade parking garage serving the multi-family units. The curbside parking would be provided along northbound N. Vermont Street for pedestrian access to the main building.

Vehicle Parking. The development program includes 59 multi-family residential units and 27 townhouses. The standard Arlington County vehicle parking ratios are as follows:

. Townhouses: o 2 vehicle parking spaces per unit, and 1/5 additional parking spaces per dwelling unit for visitors

. Multi-family residential uses: o 1.125 vehicle parking spaces per unit, for the first 200 units, and one (1) vehicle parking space for each additional unit

Based on these parking requirements, 126 vehicle parking spaces would be required for residential units. According to site plan, the Applicant proposes 153 parking spaces. Therefore, the proposed parking supply would meet the parking requirement.

Bicycle Parking. The standard Arlington County bicycle parking ratios are as follows:

. Residential uses: o One (1) bicycle parking space per 2.5 units (for residents) o One (1) bicycle parking space per 50 units (for guests)

Based on these parking ratio requirements, a total of 36 bicycle parking spaces would be required for the site, as currently proposed. According to site plan, the Applicant proposes 50 bicycle parking spaces within a bike room on the north side of the multifamily residential building, exceeding the requirement.

Loading Area. The standard Arlington County off-street loading requirements are as follows:

. Multi-family residential uses: o One (1) loading space for each 200 units, when over 50 units

Based on the off-street loading requirements, one (1) loading space would be required for the residential units. According to the site plan, one (1) loading space would be provided on the north side of the multifamily residential building, meeting the requirement.

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Existing Traffic Counts

Existing AM and PM peak hour vehicular, pedestrian, and bicycle counts were conducted on Wednesday, May 18, 2016 by Wells + Associates at the following intersections:

1. N. Glebe Road/11th Street N. 2. N. Vermont Street/11th Street N. 3. N. Utah Street/11th Street N. 4. N. Vermont Street/Fairfax Drive 5. Existing Site Driveways

The vehicular, pedestrian, and bicycle count data is provided in Appendix A and summarized on Figures 2-4 through 2-6. For purposes of this study and in the interest of conservatism, the individual peak hour of each study intersection was utilized.

Figure 2-4 indicates that N. Vermont Street south of 11th Street N. presently carries 229 AM peak hour trips and 128 PM peak hour trips. 11th Street N. east of N. Vermont Street presently carries 239 AM peak hour trips and 160 PM peak hour trips. N. Glebe Road south of 11th Street N. presently carries 1,853 AM peak hour trips and 2,295 PM peak hour trips.

Figure 2-5 indicates that 166 and 107 pedestrians cross the 11th Street N./N. Vermont Street intersection during the AM and PM peak hours, respectively. A total of 230 to 280 pedestrians traverse the N. Glebe Road/11th Street N. intersection during the AM and PM peak hours, respectively.

Other Approved Developments

Five (5) other planned but unbuilt projects are located in the immediate study area:

1. Ballston Oak Townhomes (1138 N. Stuart St) 2. Row Homes at Ballston (4210 Washington Blvd) 3. Marymount University Ballston Center (1000 N. Glebe Rd) 4. 4000 N. Fairfax Drive 5. 3901 N. Fairfax Drive

The traffic impacts of these projects were taken into explicit account in this TIA. The location of each background development is depicted on Figure 2-7.

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Existing Peak Hour Vehicular Traffic Volumes (2016) Figure 2-4 Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants 19/132 98/90 17/60

5/5

ROAD STREET ROAD

N QUINCY STREET QUINCY N 36/25 148/23

19/13 945/800

89/23 57/25

000 / 694/1300

102/49

N GLEBE N N UTAH N GLEBE N 81/40 38/61 30/4 65/108 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2 663/697 51/33 32/23 77/13 58/60

5/10

STREET STREET STREET FUTURE FUTURE STREET

38/57 16/5

5/1 6/1

18/12 15/6

15/41 46/57

NORTH

2/4 1/4

29/53 52/28

N VERMONT N VERMONT N N VERMONT N VERMONT N 27/33 996/885 54/35 47/25 66/36 1/5 STREET N FAIRFAX DRIVE 11TH

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Existing Peak Hour Pedestrian Volumes Figure 2-5 Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET

3 1

Transportation Consultants

9/7 40/66

ROAD STREET ROAD N QUINCY STREET QUINCY N 117/146 230/280 47/55 25/57 43/88 34/60

000 /

N UTAH N GLEBE N GLEBE N

36/27 STREET N 63/66 STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS

11TH

STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2

9/7 12/6

FUTURE FUTURE STREET STREET STREET STREET 295/340 166/107 169/188 114/138 39/46 28/41

NORTH

N VERMONT N VERMONT N N VERMONT N VERMONT N

3/7 STREET N 87/14 FAIRFAX DRIVE 11TH

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Figure 2-6 Existing Peak Hour Bicycle Volumes (2016) Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD

SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants

7/5 0/0 4/4 0/1

ROAD STREET ROAD

N QUINCY STREET QUINCY N 0/0 0/0

1/1 0/0

0/0 0/0

000 / 0/2

0/0

N UTAH N GLEBE N GLEBE N 1/4 0/0 2/3 1/0 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2 27/5 0/0 3/0 0/0 5/3 0/0

FUTURE FUTURE STREET STREET STREET STREET

1/0 0/0

0/0 0/0

0/0 1/0

NORTH

0/0 0/0

0/0 4/0

N VERMONT N VERMONT N VERMONT N VERMONT N 1/0 12/27 2/0 1/0 1/5 0/0 STREET N FAIRFAX DRIVE 11TH

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Arlington County, Virginia NVR at Ballston Pipeline Development Figure 2-7

N BUCHANAN STREET BUCHANAN N N ABINGDON STREET ABINGDON N 66 INTERSTATE

MARYMOUNT UNIVERSITY N GLEBE ROAD GLEBE N

WILSON BOULEVARD N VERMONT STREET VERMONT N

WASHINGTON BOULEVARD

SITE N UTAH STREET UTAH N

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N

BALLSTON OAK

TOWNHOMES N STUART STREET STUART N AT BALLSTON M ROW HOMES

Transportation Consultants Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N FAIRFAX DRIVE

INNOVATION + SOLUTIONS 4000 N. N QUINCY STREET QUINCY N FAIRFAX DRIVE 3901 N. NORTH

SECTION 3 TRANSPORTATION IMPACT ANALYSIS

Study Scope

Based on discussions with Arlington County staff, the NVR at Ballston traffic impact study includes the four (4) intersections listed previously as well as the two (2) proposed driveways. A copy of the approved scoping agreement is included in Appendix B. For purposes of this traffic study, the buildout year was assumed to be 2019 based on the anticipated construction schedule.

Existing Conditions Operational Analysis

Existing peak hour levels of service (LOS) were estimated at the four (4) study intersections based on: the existing lane use and traffic control shown on Figure 2-1; existing traffic signal phasings/timings obtained from Arlington County; the existing vehicular, pedestrian, and bicycle traffic counts shown on Figures 2-4 to 2-6; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro Software, version 9.1 (build 907 rev 6). Heavy vehicle percentages assumed in the Synchro model were based on VDOT AADT count data. The results are presented in Appendix C and summarized in Table 3-1. Descriptions of levels of service (LOS) “A” through “F” for signalized and unsignalized intersections are included in Appendix D.

Levels of Service. As shown in Table 3-1, the signalized intersection of N. Glebe Road and 11th Street N. currently operates at an acceptable overall level-of-service (LOS) “A” during the AM peak hour and LOS “B” during the PM peak hour. The westbound 11th Street N. approach (AM peak) and the eastbound 11th Street N. approach (PM peak) currently operate near capacity at LOS “E”.

The stop controlled N. Vermont Street/11th Street N. and N. Utah Street/11th Street N. intersections operate at LOS “A” during the peak periods with minimal delays. The stop- controlled approaches on N. Vermont Street at Fairfax Drive operate beyond capacity (LOS “F”) due to the high mainline through volumes.

Queues. Existing peak hour queues for the turning movements were determined using the 50th and 95th percentile queues estimated by Synchro Software, version 9.1 (build 907 rev 6). The results are presented in Appendix C and summarized in Table 3-2. The table shows that the turn lanes on N. Glebe Road at 11th Street N. adequately accommodate queues. Queuing at the unsignalized study intersections on 11th Street N. is 18 feet (one vehicle length) or less during peak periods. The southbound approach of N. Vermont Street at Fairfax Drive experiences a queue of up to 115 feet (five vehicle lengths).

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Table 3‐1 NVR at Ballston Intersection Levels of Service Summary (1) (2) (3) (4) 2016 Existing Conditions 2019 Background Future Conditions 2019 Total Future Conditions Intersection Lane Intersection Control Group AM PM AM PM AM PM

(1) N. Glebe Road/ Signal EBLTR D (52.6) E (77.6) D (53.5) F (111.9) E (58.1) F (114.4) 11th Street N. WBLTR E (62.0) D (39.6) E (62.9) D (36.9) E (61.8) D (37.5) NBL B (11.3) B (10.1) D (40.1) B (12.4) C (33.3) B (12.4) NBTR A (3.9) B (12.2) A (4.6) B (14.3) A (3.7) B (14.4) SBL A (5.5) B (11.6) A (6.4) B (14.6) A (4.7) B (16.2) SBTR A (5.6) B (10.2) A (7.3) B (12.3) A (6.0) B (12.3) Overall A (9.1) B (18.8) B (11.5) C (24.5) A (9.9) C (24.8)

(2) N. Vermont Street/ All‐Way EBLTR A [8.1] A [7.7] A [8.2] A [7.8] A [7.7] A [7.9] 11th Street N. Stop WBLTR A [8.5] A [7.8] A [8.6] A [7.8] A [8.2] A [7.9] NBLTR A [8.2] A [7.8] A [8.2] A [7.9] A [7.9] A [8.0] SBLTR A [7.8] A [7.3] A [7.9] A [7.4] A [7.7] A [7.5] Overall A [8.2] A [7.8] A [8.3] A [7.8] A [7.9] A [7.9]

(3) N. Utah Street/ Stop SBLR A [9.8] A [9.6] A [9.9] A [9.7] A [9.9] A [9.7] 11th Street N.

(4) N. Vermont Street/ Stop EBLTR A [2.3] A [1.5] A [2.5] A [1.6] A [1.4] A [1.7] Fairfax Drive WBLTR A [1.6] A [2.0] A [1.7] A [2.1] A [1.7] A [2.1] NBLTR F [80.3] F [218.0] F [140.0] F [389.9] F [109.4] F [406.6] SBLTR F [180.7] F [66.5] F [334.6] F [135.4] F [277.7] F [154.0]

(5) N. Vermont Street/ Stop WBLR ‐‐‐‐A [8.7] A [8.7] North Site Driveway SBLT ‐‐‐‐A [0.0] A [0.0]

(6) N. Vermont Street/ Stop WBLR ‐‐‐‐A [9.0] A [9.0] South Site Driveway SBLT ‐‐‐‐A [0.2] A [2.3]

Notes: (1) Analysis performed using Synchro software, version 9.1 (2) Values in parentheses, ( ), represent signalized delay in seconds (3) Values in brackets, [ ], represent unsignalized delay in seconds (4) Roadway names in bold are considered north/south for purposes of this analysis. 19

Table 3‐2 NVR at Ballston Intersection Queuing Summary (1) (2) (3) (4) (5(

2016 Existing Conditions 2019 Background Future Conditions 2019 Total Future Conditions

Intersection Lane Available AM Peak PM Peak Queue ExceedsAM Peak PM Peak Queue ExceedsAM Peak PM Peak Queue Exceeds Intersection Control Group Storage (feet) 50th Percent 95th Percent 50th Percent 95th Percent Storage Length? 50th Percent 95th Percent 50th Percent 95th Percent Storage Length? 50th Percent 95th Percent 50th Percent 95th Percent Storage Length?

(1) N. Glebe Road/ Signal EBLTR ‐ 23 55 169 #287 No 51 93 ~257 #403 No 53 98 ~259 #404 No 11th Street N. WBLTR ‐ 107 161 111 182 No 126 180 122 197 No 102 155 128 205 No NBL 215 14 59 7 m14 No 33 #170 11 m23 No 28 #163 11 m22 No NBTR ‐ 59 100 194 270 No 69 115 211 288 No 59 99 213 291 No SBL 100 20 55 8 25 No 22 61 9 27 No 15 42 11 32 No SBTR ‐ 135 223 122 148 No 190 308 134 161 No 164 269 134 161 No

(2) N. Vermont Street/ All‐Way EBLTR ‐ ‐13‐10No ‐13‐10No ‐8‐13No 11th Street N. Stop WBLTR ‐ ‐ 18 ‐ 10 No ‐ 18 ‐ 10 No ‐ 13 ‐ 13 No NBLTR ‐ ‐ 15 ‐ 8 No ‐ 18 ‐ 8 No ‐ 15 ‐ 10 No SBLTR ‐ ‐ 12 ‐ 3 No ‐ 5 ‐ 3 No ‐ 5 ‐ 3 No

(3) N. Utah Street/ Stop EBT ‐ ‐ 0 ‐ 0 No ‐ 0 ‐ 0 No ‐ 0 ‐ 0 No 11th Street N. WBT ‐ ‐ 0 ‐ 0 No ‐ 0 ‐ 0 No ‐ 0 ‐ 0 No SBLR ‐ ‐ 6 ‐ 4 No ‐ 7 ‐ 4 No ‐ 6 ‐ 4 No

(4) N. Vermont Street/ Stop EBLTR ‐ ‐ 6 ‐ 4 No ‐ 7 ‐ 4 No ‐ 4 ‐ 4 No Fairfax Drive WBLTR ‐ ‐ 4 ‐ 5 No ‐ 4 ‐ 5 No ‐ 4 ‐ 5 No NBLTR ‐ ‐ 63 ‐ 186 No ‐ 88 ‐ 233 No ‐ 77 ‐ 236 No SBLTR ‐ ‐ 115 ‐ 79 No ‐ 147 ‐ 119 No ‐ 112 ‐ 132 No

(5) N. Vermont Street/ Stop WBLR ‐‐‐‐‐ ‐ ‐‐‐‐ ‐ ‐0‐0No North Site Driveway NBTR ‐‐‐‐‐ ‐ ‐‐‐‐ ‐ ‐0‐0No SBLT ‐‐‐‐‐ ‐ ‐‐‐‐ ‐ ‐0‐0No

(6) N. Vermont Street/ Stop WBLR ‐‐‐‐‐ ‐ ‐‐‐‐ ‐ ‐2‐1No South Site Driveway NBTR ‐‐‐‐‐ ‐ ‐‐‐‐ ‐ ‐0‐0No SBLT ‐‐‐‐‐ ‐ ‐‐‐‐ ‐ ‐0‐1No

Notes: (1) Queue length is based on the 50th and 95th percentile queues in feet as reported by Synchro, Version 9.1. (2) "~" ‐ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. (3) "#" ‐ 95th percentile volume exceeds capacity, queue may be longer. (4) "m" ‐ Volume for 95th percentile queue is metered by upstream signal. (5) Roadway names in bold are considered north/south for purposes of this analysis. 20

Other Development Traffic

The number of peak hour trips that would be generated by the five (5) background projects was obtained from the approved traffic impact studies for these projects where available. In general, site trips were estimated based on peak hour rates/equations included in the Institute of Transportation Engineers' (ITE) Trip Generation, and include estimates for transit, rideshare, and non-auto mode splits. As shown in Table 3-3, it is estimated that these projects would generate a total of 682 AM peak hour vehicle-trips and 673 PM peak hour vehicle-trips, upon completion and full occupancy.

Background Development Trip Distribution Analysis

The distribution of peak hour trips that would be generated by the approved background projects was determined based on previous approved traffic impact studies. The trips generated by the background projects shown in Table 3-3 were assigned to the public road network, and the resulting traffic assignments are shown on Figure 3-1.

Background Traffic Growth

Increases in traffic associated with regional growth from 2016 to 2019 were estimated at one (1.0) percent per year compounded annually for through movements on N. Glebe Road and Fairfax Drive. This growth rate accounts for increases in traffic resulting from potential development and influences outside of the immediate study area. Increases as a result of regional growth are shown on Figure 3-2.

Background Future Traffic Forecasts (2019)

In order to forecast background future traffic volumes at the study intersections, the pipeline development trip assignments (Figure 3-1) and regional growth (Figure 3-2) were added to the existing traffic counts (Figure 2-4). The resulting background future traffic forecasts without development for 2019 are shown on Figure 3-3.

FINAL TIA 12/5/2013 2121

Table 3‐3 NVR at Ballston Pipeline Development Trip Generation Summary

ITE AM Peak Hour PM Peak Hour

Land Use Code Amount Unit In Out Total In Out Total

1. Ballston Oak Townhomes (1) Existing Single Family Residential 210 4 D.U. 134314 Proposed Townhouses 230 16 D.U. 2 10 12 9 4 13 Net Increase in Trips 178639 25% Non Auto Mode Share 0 ‐2 ‐2 ‐1 ‐1 ‐2 Total Ballston Oak Townhomes Trips 156527

2. Row Homes at Ballston (2) Duplex Residential Units 230 2 D.U. 0 2 2 1 1 2 Total Row Homes at Ballston Trips 022112

3. Marymount University Ballston Center (3) Residential 270 D.U. 13 55 68 54 29 83 Office 55,000 S.F. 68 9 77 16 75 91 Retail 5,000 S.F. 347437 Academic 105,000 S.F. 189 29 218 95 75 170 Total Marymount University Ballston Center Trips 273 97 370 169 182 351

4. 4000 N. Fairfax Drive(4) Multifamily Residential 330 D.U. 16 65 81 63 34 97 Specialty Retail 8,000 S.F. 7 5 12 7 6 13 Total Marymount University Ballston Center Trips 23 70 93 70 40 110

5. 3901 N. Fairfax Drive (5) Office with 30 Percent Reduction 178,631 S.F. 183 26 209 33 162 195 Specialty Retail 3,000 S.F. 112448 Black Box Theater 11,000 S.F. 0 0 0 0 0 0 Total 3901 North Fairfax Drive Trips 184 27 211 37 166 203

Total Pipeline Development Trips 481 201 682 282 391 673

Notes: (1) Based on "Ballston Oak Townhomes Transportation Impact Analysis" dated March 27, 2014. (2) Trip generation rates calculated using Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition. (3) Based on "Marymount University Ballston Center Transportation Impact Analysis" dated October 16, 2013. (4) Based on 2005 Development‐Related Ridership Survey Final Report, WMATA, March 2006 (5) Based on "Traffic Impact Study ‐ 3901 N. Fairfax Drive" dated December 13, 2011.

6/1/2014 2422

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Figure 3-1 Pipeline Development Trip Assignments (2019) Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD

SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants 16/30 8/15

5/9 4/7

ROAD STREET ROAD

N QUINCY STREET QUINCY N 0/0 45/27

0/0 25/16

0/0 19/12

000 / 13/24

1/2

N UTAH N GLEBE N GLEBE N 13/8 2/1 11/7 0/0 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2 64/64 0/0 0/0 0/0 5/9 0/0

FUTURE FUTURE STREET STREET STREET STREET

0/0 0/0

NORTH

0/0 0/0

N VERMONT N VERMONT N VERMONT N VERMONT N 0/0 77/80 0/0 0/0 13/8 0/0 STREET N FAIRFAX DRIVE 11TH

JCP GRAPHICS.DWG REPORT PLAN SITE 4.1 - BALLSTON\GRAPHICS\6876 AT NVR O:\PROJECTS\6500-7000\6876

Figure 3-2 Regional Growth (2019) Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants

0/0 0/0 0/0 0/0

ROAD STREET ROAD

N QUINCY STREET QUINCY N 0/0 0/0

0/0 29/24

0/0 0/0

000 / 21/39

0/0

N UTAH N GLEBE N GLEBE N 0/0 0/0 0/0 0/0 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2 20/21 0/0 0/0 0/0 0/0 0/0

FUTURE FUTURE STREET STREET STREET STREET

0/0 0/0

NORTH

0/0 0/0

N VERMONT N VERMONT N VERMONT N VERMONT N 0/0 30/27 0/0 0/0 0/0 0/0 STREET N FAIRFAX DRIVE 11TH

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Figure 3-3 Background Future Traffic Forecasts without Development (2019) Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD

SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants 103/99 35/162 25/75

9/12

ROAD STREET ROAD

N QUINCY STREET QUINCY N 36/25 193/50

19/13 999/840

89/23 76/37

000 / 728/1363

103/51

N UTAH N GLEBE N GLEBE N 94/48 40/62 41/11 65/108 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2 747/782 51/33 32/23 77/13 63/69 5/10

FUTURE FUTURE STREET STREET STREET STREET

38/57 16/5

5/1 6/1

18/12 15/6

15/41 46/57

NORTH

2/4 1/4

29/53 52/28

N VERMONT N VERMONT N VERMONT N VERMONT N 27/33 1103/992 54/35 47/25 79/44 1/5 STREET N FAIRFAX DRIVE 11TH

Background Future Intersection Levels of Service

Future peak hour levels of service without the NVR at Ballston redevelopment in year 2019 were estimated at the four (4) study intersections based on the existing lane use and traffic control shown on Figure 2-1; existing traffic signal phasings/timings obtained from Arlington County; the background future traffic forecasts shown on Figure 3-3; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro Software, version 9.1. The results are presented in Appendix E and summarized in Table 3-1.

As shown in Table 3-1, after inclusion of the development of the five (5) background developments and regional growth, the signalized intersection of N. Glebe Road and 11th Street N. would continue operate at acceptable overall level-of-service (LOS) “C” or better during the AM and PM peak hours. However, the westbound 11th Street N. approach would continue to operate at LOS “E” during the AM peak hour and the eastbound approach would operate at LOS “F” during the PM peak hour. A minor increase in green time for the eastbound and westbound approaches of five (5) to 10 seconds would reduce the eastbound approach delay to within current conditions while maintaining overall acceptable levels of service. It is noted that this change is dependent on the timing and coordination of adjacent signalized intersections.

The stop-controlled approaches of N. Vermont Street at Fairfax Drive would continue to operate beyond capacity (LOS “F”) due to the mainline traffic volumes on Fairfax Drive.

All other study intersections would operate at acceptable levels-of-service during both the AM and PM peak hours.

Background Future Queues

Background future peak hour queue results for the turning movements are presented in Appendix E and summarized in Table 3-2.

As shown in Table 3-2, the turn lanes of N. Glebe Road would continue to adequately accommodate projected queues. Queuing at the unsignalized study intersections on 11th Street N. would be 18 feet (one vehicle length) or less during peak periods. The southbound approach of N. Vermont Street at Fairfax Drive would experience a queue of up to 147 feet (six vehicle lengths). These results are generally consistent with existing conditions.

Site Vehicle-Trip Generation Analysis

The number of vehicle-trips that would be generated by the NVR at Ballston development was estimated based on rates/equations included in the ITE Trip Generation, 9th Edition and estimates of transit use/non-auto mode splits by residents. The trip generation estimates are shown in Table 3-4.

FINAL TIA 12/5/2013 2626

Table 3‐4 NVR at Ballston Site Trip Generation Analysis 1

ITE AM Peak Hour PM Peak Hour Average Land Use Code Amount Unit In Out Total In Out Total Daily Trips

Existing School Drop‐Offs/Pick‐Ups 3131620 0 0 n/a Existing Parking Lot 42 32 74 8 5 13 n/a Total Existing Vehicle Trips 2 73 63 136 8 5 13 n/a

Proposed North Townhomes 230 13 D.U. 2 8 10 7 4 11 109 South Townhomes 230 14 D.U. 2 9 11 8 4 12 116 Multi‐Family Units 220 59 D.U. 7 26 33 33 17 50 481 Total Trips 86D.U.114354482573706 40% Non‐Auto Mode Split Adjustment 3 4 18 22 19 10 29 282 Total Proposed Vehicle Trips 7 25 32 29 15 44 424

Net New Trips (Proposed ‐ Existing) ‐66 ‐38 ‐104 21 10 31 n/a

Notes: 1. Trip generation rates calculated using Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition. 2. Based on counts collect by Wells + Associates on May 18, 2016. 3. A 40 percent mode split adjustment was assumed based equations from WMATA' s 2005 Development‐Related Ridership Survey Final Report 27

The north and south properties are currently occupied by a surface parking lot (north site), church, Full Circle Montessori School, and a single-family home (south site). Based on traffic counts of the driveways serving the surface parking lot and the drop-off/pick-up activity for the Montessori School, the existing uses generate 136 AM peak-hour vehicle trips and 13 PM peak hour vehicle trips. The trips associated with these uses would be removed with the redevelopment of the site. The trips to be removed from the road network are depicted on Figure 3-4.

For the site’s proposed residential uses, it is estimated that 40 percent of the residential site-generated trips would be made by some mode other than private auto, such as Metrorail, bus, walk, or bicycle. These reductions were determined and agreed to during scoping process with Arlington County and are generally consistent with the WMATA 2005 Development-Related Ridership Survey and Arlington County’s data. As shown in Table 3- 4, the proposed residential uses would generate 32 AM peak hour vehicle trips, 44 PM peak hour vehicle trips and 424 daily trips. It is noted that a Transportation Demand Management (TDM) plan would be provided to ensure that non-auto goals are met.

When accounting for the removal of existing site-generated trips observed, the site would generate 104 fewer AM peak hour trips and 31 more PM peak hour trips than the existing uses. Thus, there would be a significant reduction in AM peak hour trips and a slight increase in PM peak hour trips subsequent to the site development.

Site Trip Distribution Analysis

The distribution of peak hour trips that will be generated by the NVR at Ballston development was determined based on existing traffic counts, the existing road network, previously approved traffic impact studies, and local knowledge. The trip distributions are summarized below and the resulting site traffic assignments are shown on Figure 3-5. Accounting for the removal of the existing on-site uses, the net new trips added to the road network are shown on Figure 3-6.

To/from the north of N. Glebe Road 15% To/from the south of N. Glebe Road 20% To/from the east on Fairfax Drive 25% To/from the west on Fairfax Drive 25% To/from the east of Washington Boulevard 5% To/from the west of Washington Boulevard 10% Total 100%

Total Future Traffic Forecasts

The net new trips generated by the NVR at Ballston development, shown in Figure 3-6, were added to the background traffic forecasts (Figure 3-3) in order to yield total future traffic forecasts. The resulting total future traffic forecasts are presented on Figure 3-7.

FINAL TIA 12/5/2013 2828

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Figure 3-4 Traffic Adjustments for Removed Site Trips (2019) Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants -19/-1

0/0 0/0 0/0

ROAD STREET ROAD

N QUINCY STREET QUINCY N 0/0 0/0

0/0 0/0

-18/-2 0/0

000 / 0/0

-15/-3

N UTAH N GLEBE N GLEBE N -4/-1 -19/-1 0/0 -16/-1 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX INTERSECTION INTERSECTION 6 5 4 2 -15/-1 -22/-3 -3/-2 -8/0 0/0 0/0

FUTURE FUTURE STREET STREET STREET STREET

-18/-1 -5/-1

0/0 -2/0

-3/-1 -2/0

0/0 -19/0

NORTH

0/0 0/-1

0/0 -25/-1

N VERMONT N VERMONT N VERMONT N VERMONT N 0/0 0/0 -9/-1 -7/-2 -11/-1 0/0 STREET N FAIRFAX DRIVE 11TH

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Figure 3-5 Residential Site Trip Assignments (2019) Arlington, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N 66 INTERSTATE 10%

25%

15% N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N

4 20%

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU N STAFFORD STREET STAFFORD N

5% N RANDOLPH STREET RANDOLPH N 25% N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants

5/3 0/0 0/0 0/0

ROAD STREET ROAD

N QUINCY STREET QUINCY N 0/0 0/0

0/0 0/0

2/7 0/0

000 / 0/0

3/10

N UTAH N GLEBE N GLEBE N 1/3 6/3 0/0 6/4 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX 6 5 4 2 3/15

0/0 0/0 1/2 0/0 1/3

STREET STREET STREET STREET STREET STREET STREET STREET

1/1 0/0 5/4 2/1

4/17 0/0 0/0 1/1

2/2 1/0

0/0 11/7

NORTH

0/1 0/0 0/0 0/1

2/7 1/5 0/0 4/3

N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N 6/4 15/9 4/2 0/0 0/0 0/0 1/6 1/2 0/0 0/1 NORTH SITE SOUTH SITE DRIVEWAY DRIVEWAY STREET N FAIRFAX DRIVE 11TH

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Figure 3-6 Net New Trips Added to Road Network (2019) Arlington, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants -14/2

0/0 0/0 0/0

ROAD STREET ROAD

N QUINCY STREET QUINCY N 0/0 0/0

0/0 0/0

-16/5 0/0

000 / 0/0

-12/7

N UTAH N GLEBE N GLEBE N -3/2 -13/2 0/0 -10/3 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX 6 5 4 2 -22/-3 -14/1 -5/15

-2/1

0/0 0/0

STREET STREET STREET STREET STREET STREET STREET STREET

-16/-1 -9/-1 -13/3 -3/0

4/17 0/0 0/0 -1/1

-1/1 -1/0

0/0 -8/7

NORTH

-44/-1 -3/-3 0/0 0/0

2/7 1/5 0/0 -21/2

N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N 6/4 15/9 4/2 0/0 0/0 0/0 -8/5 -6/0 -11/-1 0/1 NORTH SITE SOUTH SITE DRIVEWAY DRIVEWAY STREET N FAIRFAX DRIVE 11TH

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Figure 3-7 Total Future Traffic Forecasts with Development (2019) Arlington, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1 Transportation Consultants 89/101 35/162 25/75

9/12

ROAD STREET ROAD

N QUINCY STREET QUINCY N 36/25 193/50

19/13 999/840

73/28 76/37

000 / 728/1363

91/58

N UTAH N GLEBE N GLEBE N 91/50 27/64 41/11 55/111 STREET N STREET N AM PEAK HOUR 11TH 11TH PM PEAK HOUR INNOVATION + SOLUTIONS 11TH STREET N DRIVE FAIRFAX 6 5 4 2 747/782 51/33 18/24 72/28 41/66

3/11

STREET STREET STREET STREET STREET STREET STREET STREET

114/38 28/11 25/60 13/5

4/17 0/0 5/1 5/2

17/13 14/6

15/41 38/64

NORTH

55/88 4/16 2/4 1/4

2/7 1/5 29/53 31/30

N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N 6/4 15/9 4/2 0/0 27/33 1103/992 46/40 41/25 68/43 1/6 NORTH SITE SOUTH SITE DRIVEWAY DRIVEWAY STREET N FAIRFAX DRIVE 11TH

Total Future Intersection Levels of Service (2019)

Future peak hour levels of service with the proposed development in year 2019 were estimated at the six (6) study intersections based on the proposed lane use and traffic controls shown on Figure 3-8; existing traffic signal phasings/timings obtained from Arlington County; the total future traffic forecasts shown on Figure 3-7; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro Software, version 9.1. The results are presented in Appendix F and summarized in Table 3-1.

The results are shown in Table 3-1, and indicate that with NVR at Ballston development, each study intersection would generally operate consistent with background conditions with minimal increases in delay.

1. Consistent with future conditions without the development, the signalized intersection of N. Glebe Road and 11th Street N. would continue operate at acceptable overall level-of-service (LOS) “C” or better with westbound and eastbound 11th Street N. approaches operating at LOS “E” or “F” during the AM or PM peak hours. The potential timing adjustments described previously for the eastbound and westbound approaches during the PM peak hour would apply under future conditions. It is noted that the overall delay in AM peak hour would be reduced with the elimination of the existing school trips, and the increase in overall delay during the PM peak hour would be 0.30 seconds. Thus, the site development would have minimal impact to the overall operation and level of service at this location and additional geometric improvements are not recommended.

2. The stop-controlled approaches of N. Vermont Street at Fairfax Drive would continue to operate beyond capacity (LOS “F”) due to the mainline traffic volumes on Fairfax Drive. Vehicles turning from N. Vermont Street could utilize gaps in traffic created by the adjacent traffic signal on Fairfax Drive or use the existing grid of streets to turn at a traffic signal. Given the close proximity of this intersection to the existing traffic signal at Glebe Road, no additional improvements are recommended.

3. All of the individual approaches and turning movements at the remaining stop controlled study intersections would operate at acceptable levels-of-service during both the AM and PM peak hours without further improvements. This includes the movements at the site driveways on N. Vermont Street.

Total Future Queues

Total future peak hour queue results for the turning movements are presented in Appendix F and summarized in Table 3-2.

FINAL TIA 12/5/2013 3333

Consistent with background conditions, the turn lanes of N. Glebe Road would continue to adequately accommodate projected queues. Queuing at the unsignalized study intersections on 11th Street N. would be 15 feet (one vehicle length) or less during peak periods. The southbound approach of N. Vermont Street at Fairfax Drive would experience a queue of up to 132 feet (five vehicle lengths). Queuing at the site driveways is anticipated to be minimal.

It is noted that the queuing at the locations mentioned above would only increase by 13 feet or less (one vehicle length) due to the proposed development, and would only be impacted during the PM peak hour. Queues during the AM peak hour would be reduced since traffic from the existing school would be eliminated.

The capacity and queuing analysis results indicate that the redevelopment of the site would have minor impacts to existing traffic operations at the adjacent study intersections. Overall reductions in delay and queues would be realized during the AM peak hour with the elimination of the existing school trips, and only minor increases in delay are expected during the PM peak hour.

FINAL TIA 12/5/2013 3434

JCP GRAPHICS.DWG REPORT PLAN SITE 4.1 - BALLSTON\GRAPHICS\6876 AT NVR O:\PROJECTS\6500-7000\6876

Figure 3-8 Proposed Future Lane Use and Traffic Controls Arlington County, Virginia NVR at Ballston N ABINGDON STREET ABINGDON N

66 INTERSTATE N GLEBE ROAD GLEBE N 1

WILSON BOULEVARD

6 5 N VERMONT STREET VERMONT N 2 4

WASHINGTON BOULEVARD SITE N UTAH STREET UTAH N 3

FAIRFAX DRIVE N TAYLOR STREET TAYLOR N

11TH STREET N N STUART STREET STUART N M

Metro Station

Ballston-MU

N STAFFORD STREET STAFFORD N N RANDOLPH STREET RANDOLPH N N WAKEFIELD 11TH STREET N STREET 3 1

Transportation Consultants

ROAD STREET ROAD N QUINCY STREET QUINCY N STOP

Stop Sign Signalized Intersection Represents One Travel Lane

N UTAH N GLEBE N GLEBE N STREET N STREET N 11TH 11TH INNOVATION + SOLUTIONS 11TH

STREET N DRIVE FAIRFAX

6 5 4 2

STREET STREET STREET STREET STREET STREET STREET STREET

NORTH

N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N VERMONT N NORTH SITE SOUTH SITE DRIVEWAY DRIVEWAY STOP STOP STREET N FAIRFAX DRIVE 11TH

SECTION 4 CONCLUSIONS

The principal findings of this traffic impact analysis are as follows:

1. The proposed NVR at Ballston development would have a minimal overall vehicular impact on the adjacent street network. As identified in this report, overall intersection delays would be reduced during the AM peak (with the elimination of the existing school) and only slight increases in delay (less than five seconds) would be realized during the PM peak hour.

2. The subject site has exceptional regional and local vehicular, pedestrian, bicycle, and transit access. It is located within a connected network of arterial and local streets, with sidewalks and on-street bike routes, and within ¼ mile of the Ballston-MU Metro station.

3. The signalized study intersection of N. Glebe Road/11th Street N. currently operates at overall acceptable levels-of-service, with some movements operating near or beyond capacity. The stop controlled sidestreet approaches of N. Vermont Street at Fairfax Drive currently operate beyond capacity due to the amount of through traffic along Fairfax Drive. All other study intersections operate at acceptable levels-of-service.

4. The five (5) approved but unbuilt pipeline projects in the study area would generate a total of 682 AM peak hour vehicle-trips and 673 PM peak hour vehicle-trips, upon completion and full occupancy.

5. Under future conditions without the proposed development, the signalized study intersection of N. Glebe Road/11th Street N. would continue to operate at overall acceptable levels-of-service, with the side-street movements operating near or beyond capacity. Minor changes in signal timing would reduce these delays during the PM peak hour. The stop controlled sidestreet approaches of N. Vermont Street at Fairfax Drive would continue operate at capacity. All other study intersections would operate at acceptable levels-of-service.

6. The NVR at Ballston project (27 townhouses/59 multi-family units) would generate would generate 32 AM peak hour vehicle trips, 44 PM peak hour vehicle trips and 424 daily trips, when complete in 2019. This reflects a non-auto mode share of 40 percent. When accounting for the existing uses on-site, the project would generate 104 fewer AM peak hour vehicle-trips and 31 more PM peak hour vehicle-trips. Thus, the redevelopment would reduce the AM peak hour impact and slightly increase the PM peak hour impact.

7. Under future conditions with the development of subject site, overall delays at the N. Glebe Road/11th Street N. intersection would decrease by 1.6 seconds in the AM peak hour and increase by 0.30 seconds during the PM peak hour when compared to future conditions without development. Thus, the redevelopment would have a minimal

FINAL TIA 12/5/2013 3636

impact at the intersection and additional geometric improvements are not recommended. Further, while the stop controlled sidestreet approaches of N. Vermont Street at the Fairfax Drive intersection would continue operate beyond capacity, gaps in traffic are created by the adjacent traffic signal at Glebe Road, and there are other routes available that may be utilized by motorists during peak periods. All other study intersections, including the site access driveways, would operate at acceptable levels- of-service with minimal delays and queuing with the full development of the site.

8. The NVR at Ballston project would also include a Transportation Management Plan (TMP) that reinforces the expected vehicle trip reductions given the project’s proximity to transit, bicycle, and walking facilities and minimizes the project’s vehicular traffic impacts.

O:\Projects\6500-7000\6876 NVR at Ballston\Documents\Reports\NVR Ballston TIS Report (Final 9_16_2016).docx

FINAL TIA 12/5/2013 3737

Appendix A Existing Vehicular, Pedestrian and Bicycle Traffic Counts (2014)

Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: NVR Ballston DATE: 5/18/2016 SOUTHBOUND ROAD: North Glebe Road - 120 W+A JOB NO: xxxDAY: WednesdayNORTHBOUND ROAD: North Glebe Road - 120 INTERSECTION: N. Glebe Rd. & 11th Street N.WEATHER: rainWESTBOUND ROAD: 11th Street North LOCATION: Arlington County,VACOUNTED BY: Gina & AudryEASTBOUND ROAD: 11th Street North INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Glebe Road - 120 11th Street North North Glebe Road - 120 11th Street North & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 16 121 7 144 4 0 6 10 6 97 8 111 3126 25516271 6:45 AM - 7:00 AM 14 147 8 169 8 1 7 16 7 111 9 127 3036 29622318 7:00 AM - 7:15 AM 16 144 9 169 8 4 6 18 9 109 10 128 0000 29718315 7:15 AM - 7:30 AM 31 190 10 231 6 3 8 17 13 143 13 169 7 1 3 11 400 28 428 7:30 AM - 7:45 AM 20 220 17 257 12 10 10 32 15 169 18 202 6 0 4 10 459 42 501 7:45 AM - 8:00 AM 30 205 18 253 16 7 11 34 22 181 10 213 6 0 4 10 466 44 510 8:00 AM - 8:15 AM 40 238 21 299 22 7 13 42 15 196 12 223 2248 52250572 8:15 AM - 8:30 AM 45 258 24 327 13 9 9 31 36 172 23 231 3 3 8 14 558 45 603 8:30 AM - 8:45 AM 33 244 26 303 14 7 5 26 29 145 12 186 6039 48935524 8:45 AM - 9:00 AM 28 203 35 266 20 9 7 36 16 167 7 190 7 1 5 13 456 49 505 9:00 AM - 9:15 AM 30 181 27 238 10 12 8 30 20 162 15 197 2125 43535470 9:15 AM - 9:30 AM 35 204 25 264 15 4 2 21 22 156 10 188 3047 45228480 Total 338 2355 227 2920 148 73 92 313 210 1808 147 2165 48 9 42 99 5085 412 5497 AM One Hour Volumes 6:30 AM - 7:30 AM 77 602 34 713 0.77 26 8 27 61 0.85 35 460 40 535 0.79 13 2 8 23 0.52 1248 84 1332 6:45 AM - 7:45 AM 81 701 44 826 0.80 34 18 31 83 0.65 44 532 50 626 0.77 16 1 10 27 0.61 1452 110 1562 7:00 AM - 8:00 AM 97 759 54 910 0.89 42 24 35 101 0.74 59 602 51 712 0.84 19 1 11 31 0.70 1622 132 1754 7:15 AM - 8:15 AM 121 853 66 1040 0.87 56 27 42 125 0.74 65 689 53 807 0.90 21 3 15 39 0.89 1847 164 2011 7:30 AM - 8:30 AM 135 921 80 1136 0.87 63 33 43 139 0.83 88 718 63 869 0.94 17 5 20 42 0.75 2005 181 2186 7:45 AM - 8:45 AM 148 945 89 1182 0.90 65 30 38 133 0.79 102 694 57 853 0.92 17 5 19 41 0.73 2035 174 2209 8:00 AM - 9:00 AM 146 943 106 1195 0.91 69 32 34 135 0.80 96 680 54 830 0.90 18 6 20 44 0.79 2025 179 2204 8:15 AM - 9:15 AM 136 886 112 1134 0.87 57 37 29 123 0.85 101 646 57 804 0.87 18 5 18 41 0.73 1938 164 2102 8:30 AM - 9:30 AM 126 832 113 1071 0.88 59 32 22 113 0.78 87 630 44 761 0.97 18 2 14 34 0.65 1832 147 1979 PM 15 Minute Volumes 4:00 PM - 4:15 PM 6 170 8 184 22 0 13 35 8 245 9 262 15 2 31 48 446 83 529 4:15 PM - 4:30 PM 10 158 11 179 14 2 5 21 5 258 2 265 12 2 25 39 444 60 504 4:30 PM - 4:45 PM 13 202 4 219 19 0 15 34 10 254 7 271 14 3 36 53 490 87 577 4:45 PM - 5:00 PM 13 195 2 210 26 2 14 42 10 303 8 321 13 1 36 50 531 92 623 5:00 PM - 5:15 PM 6 193 5 204 38 0 12 50 17 320 5 342 22 2 40 64 546 114 660 5:15 PM - 5:30 PM 8 183 7 198 26 1 16 43 8 348 10 366 15 1 25 41 564 84 648 5:30 PM - 5:45 PM 2 211 5 218 23 2 17 42 14 317 5 336 12 0 42 54 554 96 650 5:45 PM - 6:00 PM 7 213 6 226 21 1 16 38 10 315 5 330 11 2 25 38 556 76 632 6:00 PM - 6:15 PM 10 192 2 204 31 3 12 46 16 277 5 298 6 0 22 28 502 74 576 6:15 PM - 6:30 PM 6 215 10 231 28 0 13 41 19 275 2 296 9 5 19 33 527 74 601 6:30 PM - 6:45 PM 9 187 3 199 19 2 9 30 14 223 12 249 2 4 15 21 448 51 499 6:45 PM - 7:00 PM 6 174 4 184 15 2 6 23 18 227 16 261 1 2 11 14 445 37 482 Total 96 2293 67 2456 282 15 148 445 149 3362 86 3597 132 24 327 483 6053 928 6981 PM One Hour Volumes 4:00 PM - 5:00 PM 42 725 25 792 0.90 81 4 47 132 0.79 33 1060 26 1119 0.87 54 8 128 190 0.90 1911 322 2233 4:15 PM - 5:15 PM 42 748 22 812 0.93 97 4 46 147 0.74 42 1135 22 1199 0.88 61 8 137 206 0.80 2011 353 2364 4:30 PM - 5:30 PM 40 773 18 831 0.95 109 3 57 169 0.85 45 1225 30 1300 0.89 64 7 137 208 0.81 2131 377 2508 4:45 PM - 5:45 PM 29 782 19 830 0.95 113 5 59 177 0.89 49 1288 28 1365 0.93 62 4 143 209 0.82 2195 386 2581 5:00 PM - 6:00 PM 23 800 23 846 0.94 108 4 61 173 0.87 49 1300 25 1374 0.94 60 5 132 197 0.77 2220 370 2590 5:15 PM - 6:15 PM 27 799 20 846 0.94 101 7 61 169 0.92 48 1257 25 1330 0.91 44 3 114 161 0.75 2176 330 2506 5:30 PM - 6:30 PM 25 831 23 879 0.95 103 6 58 167 0.91 59 1184 17 1260 0.94 38 7 108 153 0.71 2139 320 2459 5:45 PM - 6:45 PM 32 807 21 860 0.93 99 6 50 155 0.84 59 1090 24 1173 0.89 28 11 81 120 0.79 2033 275 2308 6:00 PM - 7:00 PM 31 768 19 818 0.89 93 7 40 140 0.76 67 1002 35 1104 0.93 18 11 67 96 0.73 1922 236 2158

A-1 Wells + Associates, Inc. McLean, Virginia

Pedestrian Volume Survey

PROJECT: NVR Ballston W+A JOB NO: xxx North Glebe Road - 120 INTERSECTION: N. Glebe Rd. & 11th Street N. 1 LOCATION: Arlington County,VA 2 DATE: 5/18/2016 84 DAY: Wednesday 73North WEATHER: rain 5 COUNTED BY: Gina 11th Street North 6 11th Street North INPUTED BY: agan North Glebe Road - 120

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 45684122 6:45 AM - 7:00 AM 31127 11 7:00 AM - 7:15 AM 6264 2 3 7:15 AM - 7:30 AM 453242 2 7:30 AM - 7:45 AM 55 88632 7:45 AM - 8:00 AM 3 2 1 10 13 6 5 8:00 AM - 8:15 AM 6137145210 8:15 AM - 8:30 AM 8461226967 8:30 AM - 8:45 AM 73123101028 8:45 AM - 9:00 AM 7227119110 9:00 AM - 9:15 AM 823 13312 9:15 AM - 9:30 AM 12127 82 Total 62 34 33 85 117 53 26 54 AM One Hour Volumes 6:30 AM-7:30 AM17131616155383032201193 6:45 AM - 7:45 AM 18 13 10 16 19 10 4 8 31 26 29 12 98 7:00 AM - 8:00 AM 18 14 10 24 25 16 3 12 32 34 41 15 122 7:15 AM - 8:15 AM 18 13 7 27 39 19 5 19 31 34 58 24 147 7:30 AM - 8:30 AM 22 12 10 37 61 26 11 24 34 47 87 35 203 7:45 AM - 8:45 AM 24 10 11 52 63 30 10 30 34 63 93 40 230 8:00 AM - 9:00 AM 28 10 12 49 61 33 11 35 38 61 94 46 239 8:15 AM - 9:15 AM 30 11 12 42 60 31 10 27 41 54 91 37 223 8:30 AM - 9:30 AM 23 9 7 32 41 22 12 22 32 39 63 34 168 PM 15 Minute Volumes 4:00 PM - 4:15 PM 44313732 4:15 PM - 4:30 PM 8 2 7 1 3 6 3 6 4:30 PM - 4:45 PM 4128103962 4:45 PM - 5:00 PM 655 3927 5:00 PM - 5:15 PM 6311 32069 5:15 PM - 5:30 PM 14511541294 5:30 PM - 5:45 PM 710135 631139 5:45 PM - 6:00 PM 961471297 6:00 PM - 6:15 PM 1146611874 6:15 PM - 6:30 PM 859241185 6:30 PM - 6:45 PM 116107 4310 6:45 PM - 7:00 PM 741272576 Total 95 66 109 51 32 144 76 71 PM One Hour Volumes 4:00 PM - 5:00 PM 22 23 23 12 12 31 14 17 45 35 43 31 154 4:15 PM - 5:15 PM 24 22 31 11 12 44 17 24 46 42 56 41 185 4:30 PM - 5:30 PM 30 25 35 15 13 50 23 22 55 50 63 45 213 4:45 PM - 5:45 PM 33 23 40 10 16 72 30 29 56 50 88 59 253 5:00 PM - 6:00 PM 36 24 49 17 13 75 37 29 60 66 88 66 280 5:15 PM - 6:15 PM 41 25 44 23 11 73 38 24 66 67 84 62 279 5:30 PM - 6:30 PM 35 25 42 20 11 72 37 25 60 62 83 62 267 5:45 PM - 6:45 PM 39 21 39 22 5 45 27 26 60 61 50 53 224 6:00 PM - 7:00 PM 37 19 37 22 7 38 25 25 56 59 45 50 210

A-2 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - Bicycles

A-3 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: NVR Ballston DATE: 5/18/2016 SOUTHBOUND ROAD: North Vermont Street W+A JOB NO: xxxDAY: WednesdayNORTHBOUND ROAD: North Vermont Street INTERSECTION: N. Vermont St. & 11th Street N.WEATHER: rainWESTBOUND ROAD: 11th Street North LOCATION: Arlington County,VACOUNTED BY: JovanaEASTBOUND ROAD: 11th Street North INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Vermont Street 11th Street North North Vermont Street 11th Street North & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 3003 16411 1236 5106 91726 6:45 AM - 7:00 AM 0011 09615 3025 3609 62430 7:00 AM - 7:15 AM 2103 18615 81413 56011162642 7:15 AM - 7:30 AM 4015 09312 41510 93012152439 7:30 AM - 7:45 AM 1012 020424 40610 49013123749 7:45 AM - 8:00 AM 2013 026935 6039 109221125668 8:00 AM - 8:15 AM 5 4 6 15 0 15 9 24 15 0 9 24 13 14 3 30 39 54 93 8:15 AM - 8:30 AM 5 2 4 11 0 18 10 28 10 1 7 18 12 23 0 35 29 63 92 8:30 AM - 8:45 AM 0011 1171533 5012172513240187391 8:45 AM - 9:00 AM 6 0 4 10 0 16 13 29 22 0 18 40 27 8 0 35 50 64 114 9:00 AM - 9:15 AM 4116 019726 409131920039196584 9:15 AM - 9:30 AM 2002 08816 406102520146126274 Total 34 8 20 62 3 171 94 268 86 5 84 175 157 132 8 297 237 565 802 AM One Hour Volumes 6:30 AM - 7:30 AM 9 1 2 12 0.60 2 32 19 53 0.88 16 4 14 34 0.65 22 16 0 38 0.79 46 91 137 6:45 AM - 7:45 AM 7 1 3 11 0.55 1 46 19 66 0.69 19 2 17 38 0.73 21 24 0 45 0.87 49 111 160 7:00 AM - 8:00 AM 9 1 3 13 0.65 1 63 22 86 0.61 22 2 18 42 0.81 28 27 2 57 0.68 55 143 198 7:15 AM - 8:15 AM 12 4 9 25 0.42 0 70 25 95 0.68 29 1 23 53 0.55 36 35 5 76 0.63 78 171 249 7:30 AM - 8:30 AM 13 6 12 31 0.52 0 79 32 111 0.79 35 1 25 61 0.64 39 55 5 99 0.71 92 210 302 7:45 AM - 8:45 AM 12 6 12 30 0.50 1 76 43 120 0.86 36 1 31 68 0.71 60 59 7 126 0.79 98 246 344 8:00 AM - 9:00 AM 16 6 15 37 0.62 1 66 47 114 0.86 52 1 46 99 0.62 77 58 5 140 0.88 136 254 390 8:15 AM - 9:15 AM 15 3 10 28 0.64 1 70 45 116 0.88 41 1 46 88 0.55 83 64 2 149 0.93 116 265 381 8:30 AM - 9:30 AM 12 1 6 19 0.48 1 60 43 104 0.79 35 0 45 80 0.50 96 61 3 160 0.87 99 264 363 PM 15 Minute Volumes 4:00 PM - 4:15 PM 1102 36312 311216 48012182442 4:15 PM - 4:30 PM 3025 012113 2079 710219143246 4:30 PM - 4:45 PM 2002 07310 41813 4408 151833 4:45 PM - 5:00 PM 3003 111214 601925 45211282553 5:00 PM - 5:15 PM 2035 29112 312529 711422343468 5:15 PM - 5:30 PM 2125 384151021830 910120353570 5:30 PM - 5:45 PM 1113 16411 502328 55313312455 5:45 PM - 6:00 PM 3014 110213 601420 313117243054 6:00 PM - 6:15 PM 0011 08412 711624 113014252651 6:15 PM - 6:30 PM 2125 112720 811120 520429254974 6:30 PM - 6:45 PM 0011 261018 611623 412218243660 6:45 PM - 7:00 PM 3025 210416 711422 315422273865 Total 22 4 15 41 16 105 45 166 67 9 183 259 56 126 23 205 300 371 671 PM One Hour Volumes 4:00 PM - 5:00 PM 9 1 2 12 0.60 4 36 9 49 0.88 15 2 46 63 0.63 19 27 4 50 0.66 75 99 174 4:15 PM - 5:15 PM 10 0 5 15 0.75 3 39 7 49 0.88 15 2 59 76 0.66 22 30 8 60 0.68 91 109 200 4:30 PM - 5:30 PM 9 1 5 15 0.75 6 35 10 51 0.85 23 4 70 97 0.81 24 30 7 61 0.69 112 112 224 4:45 PM - 5:45 PM 8 2 6 16 0.80 7 34 11 52 0.87 24 3 85 112 0.93 25 31 10 66 0.75 128 118 246 5:00 PM - 6:00 PM 8 2 7 17 0.85 7 33 11 51 0.85 24 3 80 107 0.89 24 39 9 72 0.82 124 123 247 5:15 PM - 6:15 PM 6 2 5 13 0.65 5 32 14 51 0.85 28 3 71 102 0.85 18 41 5 64 0.80 115 115 230 5:30 PM - 6:30 PM 6 2 5 13 0.65 3 36 17 56 0.70 26 2 64 92 0.82 14 51 8 73 0.63 105 129 234 5:45 PM - 6:45 PM 5 1 5 11 0.55 4 36 23 63 0.79 27 3 57 87 0.91 13 58 7 78 0.67 98 141 239 6:00 PM - 7:00 PM 5 1 6 12 0.60 5 36 25 66 0.83 28 4 57 89 0.93 13 60 10 83 0.72 101 149 250

A-4 Wells + Associates, Inc. McLean, Virginia

Pedestrian Volume Survey

PROJECT: NVR Ballston W+A JOB NO: xxx North Vermont Street INTERSECTION: N. Vermont St. & 11th Street N. 1 LOCATION: Arlington County,VA 2 DATE: 5/18/2016 84 DAY: Wednesday 73North WEATHER: rain 5 COUNTED BY: Jovana11th Street North 6 11th Street North INPUTED BY: agan North Vermont Street

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 5 2 111 6:45 AM - 7:00 AM 111 7:00 AM - 7:15 AM 11 11 7:15 AM - 7:30 AM 16 114 1 7:30 AM - 7:45 AM 34 143 1 7:45 AM - 8:00 AM 24 13421 8:00 AM - 8:15 AM 34374112 8:15 AM - 8:30 AM 26511111023 8:30 AM - 8:45 AM 21383311 8:45 AM - 9:00 AM 6515743 2 9:00 AM - 9:15 AM 371321 9:15 AM - 9:30 AM 562211 Total 214530783633813 AM One Hour Volumes 6:30 AM-7:30 AM2130436121549331 6:45 AM-7:45 AM51203780217315237 7:00 AM-8:00 AM715039122322321551 7:15 AM - 8:15 AM 9 18 3 10 12 12 3 5 27 13 24 8 72 7:30 AM - 8:30 AM 10 18 8 20 22 18 5 7 28 28 40 12 108 7:45 AM - 8:45 AM 7 16 9 57 21 18 6 7 23 66 39 13 141 8:00 AM - 9:00 AM 11 17 24 63 22 17 4 8 28 87 39 12 166 8:15 AM - 9:15 AM 11 20 22 59 20 17 3 6 31 81 37 9 158 8:30 AM-9:30 AM9142254119242376206125 PM 15 Minute Volumes 4:00 PM - 4:15 PM 3437 4:15 PM - 4:30 PM 5 1 4 4 3 4:30 PM - 4:45 PM 12213513 4:45 PM - 5:00 PM 341 141 5:00 PM - 5:15 PM 1121110 2 5:15 PM - 5:30 PM 42124421 5:30 PM - 5:45 PM 43311912 5:45 PM - 6:00 PM 5211282 6:00 PM - 6:15 PM 922241022 6:15 PM - 6:30 PM 822123 1 6:30 PM - 6:45 PM 84124101 6:45 PM - 7:00 PM 443158 Total 5526231234821311 PM One Hour Volumes 4:00 PM-5:00 PM1268111205318931866 4:15 PM-5:15 PM1076292355178321067 4:30 PM-5:30 PM9964923461810321070 4:45 PM-5:45 PM12107472745221134976 5:00 PM-6:00 PM14875831552212391083 5:15 PM-6:15 PM229761131753113421298 5:30 PM-6:30 PM26985930553513391097 5:45 PM - 6:45 PM 30 10 6 6 12 31 5 3 40 12 43 8 103 6:00 PM - 7:00 PM 29 12 8 6 15 31 3 3 41 14 46 6 107

A-5 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - Bicycles

A-6 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: NVR Ballston DATE: 5/18/2016 SOUTHBOUND ROAD: North Utah Street W+A JOB NO: xxxDAY: WednesdayNORTHBOUND ROAD: North Utah Street INTERSECTION: N. Utah St. & 11th Street N.WEATHER: rainWESTBOUND ROAD: 11th Street North LOCATION: Arlington County,VACOUNTED BY: CinthiaEASTBOUND ROAD: 11th Street North INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Utah Street 11th Street North North Utah Street 11th Street North & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 7018 0202 0000 0505 87 15 6:45 AM - 7:00 AM 3014 013013 0000 010010 42327 7:00 AM - 7:15 AM 2057 012012 0000 013013 72532 7:15 AM - 7:30 AM 3058 0909 0000 0808 81725 7:30 AM - 7:45 AM 3014 022022 0000 014014 43640 7:45 AM - 8:00 AM 8019 027027 0000 014014 94150 8:00 AM - 8:15 AM 9 0 4 13 0 17 0 17 0000 023023134053 8:15 AM - 8:30 AM 8 0 8 16 0 18 0 18 0000 029029164763 8:30 AM - 8:45 AM 10 0 4 14 0 20 0 20 0000 016016143650 8:45 AM - 9:00 AM 9 0 3 12 0 26 0 26 0000 030030125668 9:00 AM - 9:15 AM 7018 017017 0000 020020 83745 9:15 AM - 9:30 AM 7018 011011 0000 023023 83442 Total 76 0 35 111 0 194 0 194 0000 02050205111399510 AM One Hour Volumes 6:30 AM - 7:30 AM 15 0 12 27 0.84 0 36 0 36 0.69 00000.00 0 36 0 36 0.69 27 72 99 6:45 AM - 7:45 AM 11 0 12 23 0.72 0 56 0 56 0.64 00000.00 0 45 0 45 0.80 23 101 124 7:00 AM - 8:00 AM 16 0 12 28 0.78 0 70 0 70 0.65 00000.00 0 49 0 49 0.88 28 119 147 7:15 AM - 8:15 AM 23 0 11 34 0.65 0 75 0 75 0.69 00000.00 0 59 0 59 0.64 34 134 168 7:30 AM - 8:30 AM 28 0 14 42 0.66 0 84 0 84 0.78 00000.00 0 80 0 80 0.69 42 164 206 7:45 AM - 8:45 AM 35 0 17 52 0.81 0 82 0 82 0.76 00000.00 0 82 0 82 0.71 52 164 216 8:00 AM - 9:00 AM 36 0 19 55 0.86 0 81 0 81 0.78 00000.00 0 98 0 98 0.82 55 179 234 8:15 AM - 9:15 AM 34 0 16 50 0.78 0 81 0 81 0.78 00000.00 0 95 0 95 0.79 50 176 226 8:30 AM - 9:30 AM 33 0 9 42 0.75 0 74 0 74 0.71 00000.00 0 89 0 89 0.74 42 163 205 PM 15 Minute Volumes 4:00 PM - 4:15 PM 5016 0505 0000 011011 61622 4:15 PM - 4:30 PM 1023 012012 0000 014014 32629 4:30 PM - 4:45 PM 3058 0707 0000 0707 81422 4:45 PM - 5:00 PM 7029 0606 0000 010010 91625 5:00 PM - 5:15 PM 4 0 6 10 0707 0000 015015102232 5:15 PM - 5:30 PM 5027 010010 0000 020020 73037 5:30 PM - 5:45 PM 7018 0303 0000 013013 81624 5:45 PM - 6:00 PM 3058 010010 0000 022022 83240 6:00 PM - 6:15 PM 7 0 3 10 0808 0000 020020102838 6:15 PM - 6:30 PM 7 0 3 10 0 11 0 11 0000 030030104151 6:30 PM - 6:45 PM 8 0 2 10 0 11 0 11 0000 018018102939 6:45 PM - 7:00 PM 6039 0707 0000 021021 92837 Total 63 0 35 98 0 97 0 97 0000 0201020198298396 PM One Hour Volumes 4:00 PM - 5:00 PM 16 0 10 26 0.72 0 30 0 30 0.63 00000.00 0 42 0 42 0.75 26 72 98 4:15 PM - 5:15 PM 15 0 15 30 0.75 0 32 0 32 0.67 00000.00 0 46 0 46 0.77 30 78 108 4:30 PM - 5:30 PM 19 0 15 34 0.85 0 30 0 30 0.75 00000.00 0 52 0 52 0.65 34 82 116 4:45 PM - 5:45 PM 23 0 11 34 0.85 0 26 0 26 0.65 00000.00 0 58 0 58 0.73 34 84 118 5:00 PM - 6:00 PM 19 0 14 33 0.83 0 30 0 30 0.75 00000.00 0 70 0 70 0.80 33 100 133 5:15 PM - 6:15 PM 22 0 11 33 0.83 0 31 0 31 0.78 00000.00 0 75 0 75 0.85 33 106 139 5:30 PM - 6:30 PM 24 0 12 36 0.90 0 32 0 32 0.73 00000.00 0 85 0 85 0.71 36 117 153 5:45 PM - 6:45 PM 25 0 13 38 0.95 0 40 0 40 0.91 00000.00 0 90 0 90 0.75 38 130 168 6:00 PM - 7:00 PM 28 0 11 39 0.98 0 37 0 37 0.84 00000.00 0 89 0 89 0.74 39 126 165

A-7 Wells + Associates, Inc. McLean, Virginia

Pedestrian Volume Survey

PROJECT: NVR Ballston W+A JOB NO: xxx North Utah Street INTERSECTION: N. Utah St. & 11th Street N. 1 LOCATION: Arlington County,VA 2 DATE: 5/18/2016 84 DAY: Wednesday 73North WEATHER: rain 5 COUNTED BY: Cinthia11th Street North 6 11th Street North INPUTED BY: agan North Utah Street

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 4141 6:45 AM - 7:00 AM 14 32111 7:00 AM - 7:15 AM 1 11311 7:15 AM - 7:30 AM 13 716 2 7:30 AM - 7:45 AM 42 8310 1 7:45 AM - 8:00 AM 33211213 1 8:00 AM - 8:15 AM 231103811 8:15 AM - 8:30 AM 44 9914 5 8:30 AM - 8:45 AM 121723 1 8:45 AM - 9:00 AM 362644 1 9:00 AM - 9:15 AM 12122533 9:15 AM - 9:30 AM 11124 1 Total 21 30 8 69 32 75 7 18 AM One Hour Volumes 6:30 AM - 7:30 AM 3 7 0 15 5 14 3 4 10 15 19 7 51 6:45 AM - 7:45 AM 7 9 0 19 7 20 2 5 16 19 27 7 69 7:00 AM - 8:00 AM 9 8 2 27 7 32 1 5 17 29 39 6 91 7:15 AM - 8:15 AM 10 11 3 36 9 37 1 5 21 39 46 6 112 7:30 AM - 8:30 AM 13 12 3 38 17 45 1 8 25 41 62 9 137 7:45 AM - 8:45 AM 10 12 4 37 16 38 1 8 22 41 54 9 126 8:00 AM - 9:00 AM 10 15 4 32 18 29 1 8 25 36 47 9 117 8:15 AM - 9:15 AM 9 14 4 24 17 26 3 10 23 28 43 13 107 8:30 AM - 9:30 AM 5 11 5 16 10 16 3 6 16 21 26 9 72 PM 15 Minute Volumes 4:00 PM - 4:15 PM 2316241 4:15 PM - 4:30 PM 4 1 2 5 8 1 5 4:30 PM - 4:45 PM 13232 4:45 PM - 5:00 PM 5412342 5:00 PM - 5:15 PM 333 242 5:15 PM - 5:30 PM 5 3143 5:30 PM - 5:45 PM 726241011 5:45 PM - 6:00 PM 9 545141 6:00 PM - 6:15 PM 10 1 3 3 11 1 6:15 PM - 6:30 PM 143646413 6:30 PM - 6:45 PM 1471357 1 6:45 PM - 7:00 PM 3663365 Total 7629373245771411 PM One Hour Volumes 4:00 PM - 5:00 PM 11 8 6 12 13 18 4 5 19 18 31 9 77 4:15 PM-5:15 PM128861318552014311075 4:30 PM - 5:30 PM 13 8 10 5 12 13 4 0 21 15 25 4 65 4:45 PM - 5:45 PM 20 9 13 5 13 21 5 1 29 18 34 6 87 5:00 PM - 6:00 PM 24 5 17 7 15 31 4 1 29 24 46 5 104 5:15 PM - 6:15 PM 31 2 15 10 16 38 2 2 33 25 54 4 116 5:30 PM - 6:30 PM 40 5 18 13 18 39 3 5 45 31 57 8 141 5:45 PM - 6:45 PM 47 10 13 14 19 36 2 5 57 27 55 7 146 6:00 PM - 7:00 PM 41 16 14 13 17 28 6 5 57 27 45 11 140

A-8 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - Bicycles

A-9 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: NVR Ballston DATE: 5/18/2016 SOUTHBOUND ROAD: North Vermont Street W+A JOB NO: xxxDAY: WednesdayNORTHBOUND ROAD: North Vermont Street INTERSECTION: Fairfax Rd. & N. Vermont St.WEATHER: rainWESTBOUND ROAD: Fairfax Drive - 237 LOCATION: Arlington County,VACOUNTED BY: Maria & AnitaEASTBOUND ROAD: Fairfax Drive - 237 INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Vermont Street Fairfax Drive - 237 North Vermont Street Fairfax Drive - 237 & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:00 AM - 6:15 AM 5038 51064115 5016 596210314218232 6:15 AM - 6:30 AM 9 0 2 11 8 156 3 167 2013 798110614273287 6:30 AM - 6:45 AM 9 0 2 11 6 222 0 228 2024 6100611215340355 6:45 AM - 7:00 AM 2024 92255239 5051011109412414363377 7:00 AM - 7:15 AM 10 0 2 12 5 251 8 264 2125 12118013017394411 7:15 AM - 7:30 AM 14 0 3 17 7 222 3 232 6118 15144716625398423 7:30 AM - 7:45 AM 8 2 6 16 12 243 6 261 4048 141481117324434458 7:45 AM - 8:00 AM 8 3 3 14 16 274 6 296 9 1 6 16 13 151 4 168 30 464 494 8:00 AM - 8:15 AM 12 0 3 15 10 259 7 276 5139 14192821424490514 8:15 AM - 8:30 AM 10 0 6 16 16 220 8 244 11 0 2 13 10 172 9 191 29 435 464 8:30 AM - 8:45 AM 11 0 5 16 10 189 9 208 6017 271401117823386409 8:45 AM - 9:00 AM 15 11 5 31 6 175 9 190 8019 16177820140391431 Total 113 16 42 171 110 2542 68 2720 65 4 29 98 150 1645 71 1866 269 4586 4855 AM One Hour Volumes 6:00 AM - 7:00 AM 25 0 9 34 0.77 28 709 12 749 0.78 14 0 9 23 0.58 29 403 13 445 0.90 57 1194 1251 6:15 AM - 7:15 AM 30 0 8 38 0.79 28 854 16 898 0.85 11 1 10 22 0.55 36 425 11 472 0.91 60 1370 1430 6:30 AM - 7:30 AM 35 0 9 44 0.65 27 920 16 963 0.91 15 2 10 27 0.68 44 471 17 532 0.80 71 1495 1566 6:45 AM - 7:45 AM 34 2 13 49 0.72 33 941 22 996 0.94 17 2 12 31 0.78 52 519 22 593 0.86 80 1589 1669 7:00 AM - 8:00 AM 40 5 14 59 0.87 40 990 23 1053 0.89 21 3 13 37 0.58 54 561 22 637 0.92 96 1690 1786 7:15 AM - 8:15 AM 42 5 15 62 0.91 45 998 22 1065 0.90 24 3 14 41 0.64 56 635 30 721 0.84 103 1786 1889 7:30 AM - 8:30 AM 38 5 18 61 0.95 54 996 27 1077 0.91 29 2 15 46 0.72 51 663 32 746 0.87 107 1823 1930 7:45 AM - 8:45 AM 41 3 17 61 0.95 52 942 30 1024 0.86 31 2 12 45 0.70 64 655 32 751 0.88 106 1775 1881 8:00 AM - 9:00 AM 48 11 19 78 0.63 42 843 33 918 0.83 30 1 7 38 0.73 67 681 36 784 0.92 116 1702 1818 PM 15 Minute Volumes 4:00 PM - 4:15 PM 6309 51609174 40812 6117512821302323 4:15 PM - 4:30 PM 7018 21645171 711018 2149615726328354 4:30 PM - 4:45 PM 6006 616013179130821 8144515727336363 4:45 PM - 5:00 PM 5016 1219217221 90514 8158116720388408 5:00 PM - 5:15 PM 11 0 1 12 8 256 10 274 14 1 7 22 2 171 3 176 34 450 484 5:15 PM - 5:30 PM 11 0 2 13 14 243 5 262 22 1 12 35 3 153 6 162 48 424 472 5:30 PM - 5:45 PM 10 0 0 10 11 224 6 241 16 1 9 26 7 175 6 188 36 429 465 5:45 PM - 6:00 PM 7 1 3 11 5 220 9 234 12 2 9 23 11 165 2 178 34 412 446 6:00 PM - 6:15 PM 13 0 4 17 12 200 6 218 15 1 12 28 8 193 4 205 45 423 468 6:15 PM - 6:30 PM 20 0 2 22 14 201 12 227 13 1 9 23 7 167 10 184 45 411 456 6:30 PM - 6:45 PM 17 0 3 20 4 264 6 274 13 0 11 24 7 172 7 186 44 460 504 6:45 PM - 7:00 PM 7 1 3 11 9 151 6 166 8 0 6 14 10 165 8 183 25 349 374 Total 120 5 20 145 102 2435 104 2641 146 8 106 260 79 1929 63 2071 405 4712 5117 PM One Hour Volumes 4:00 PM - 5:00 PM 24 3 2 29 0.81 25 676 44 745 0.84 33 1 31 65 0.77 24 568 17 609 0.91 94 1354 1448 4:15 PM - 5:15 PM 29 0 3 32 0.67 28 772 45 845 0.77 43 2 30 75 0.85 20 622 15 657 0.93 107 1502 1609 4:30 PM - 5:30 PM 33 0 4 37 0.71 40 851 45 936 0.85 58 2 32 92 0.66 21 626 15 662 0.94 129 1598 1727 4:45 PM - 5:45 PM 37 0 4 41 0.79 45 915 38 998 0.91 61 3 33 97 0.69 20 657 16 693 0.92 138 1691 1829 5:00 PM - 6:00 PM 39 1 6 46 0.88 38 943 30 1011 0.92 64 5 37 106 0.76 23 664 17 704 0.94 152 1715 1867 5:15 PM - 6:15 PM 41 1 9 51 0.75 42 887 26 955 0.91 65 5 42 112 0.80 29 686 18 733 0.89 163 1688 1851 5:30 PM - 6:30 PM 50 1 9 60 0.68 42 845 33 920 0.95 56 5 39 100 0.89 33 700 22 755 0.92 160 1675 1835 5:45 PM - 6:45 PM 57 1 12 70 0.80 35 885 33 953 0.87 53 4 41 98 0.88 33 697 23 753 0.92 168 1706 1874 6:00 PM - 7:00 PM 57 1 12 70 0.80 39 816 30 885 0.81 49 2 38 89 0.79 32 697 29 758 0.92 159 1643 1802

A-10 Wells + Associates, Inc. McLean, Virginia

Pedestrian Volume Survey

PROJECT: NVR Ballston W+A JOB NO: xxx North Vermont Street INTERSECTION: Fairfax Rd. & N. Vermont St. 1 LOCATION: Arlington County,VA 2 DATE: 5/18/2016 84 DAY: Wednesday 73North WEATHER: rain 5 COUNTED BY: AnitaFairfax Drive - 237 6 Fairfax Drive - 237 INPUTED BY: agan North Vermont Street

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:00 AM - 6:15 AM 83 9101 6:15 AM - 6:30 AM 10 3 10 12 6:30 AM - 6:45 AM 11 8 9 15 1 2 6:45 AM - 7:00 AM 12 4 1 6 18 7:00 AM - 7:15 AM 10 12 12 24 2 7:15 AM - 7:30 AM 10 15 1 10 32 2 4 7:30 AM - 7:45 AM 13 10 1 11 35 2 7:45 AM - 8:00 AM 19 12 1 24 20 1 3 8:00 AM - 8:15 AM 12 18 11 32 3 8:15 AM - 8:30 AM 13 17 1 19 17 8:30 AM - 8:45 AM 25 12 19 10 3 3 8:45 AM - 9:00 AM 18 8 1 14 12 1 Total 161 122 2 4 154 237 14 14 AM One Hour Volumes 6:00 AM - 7:00 AM 41 18 0 1 34 55 2 2 59 1 89 4 153 6:15 AM - 7:15 AM 43 27 0 1 37 69 3 2 70 1 106 5 182 6:30 AM - 7:30 AM 43 39 0 2 37 89 5 6 82 2 126 11 221 6:45 AM - 7:45 AM 45 41 0 3 39 109 4 6 86 3 148 10 247 7:00 AM - 8:00 AM 52 49 0 3 57 111 5 9 101 3 168 14 286 7:15 AM - 8:15 AM 54 55 0 3 56 119 6 9 109 3 175 15 302 7:30 AM - 8:30 AM 57 57 1 2 65 104 4 5 114 3 169 9 295 7:45 AM - 8:45 AM 69 59 1 1 73 79 7 6 128 2 152 13 295 8:00 AM - 9:00 AM 68 55 2 0 63 71 7 3 123 2 134 10 269 PM 15 Minute Volumes 4:00 PM - 4:15 PM 71214151222 4:15 PM - 4:30 PM 9 16 17 14 4:30 PM - 4:45 PM 12 23 1 2 14 17 1 4:45 PM - 5:00 PM 7 19 2 13 16 1 5:00 PM - 5:15 PM 16 25 23 25 5:15 PM - 5:30 PM 15 20 1 1 18 25 2 5:30 PM - 5:45 PM 31 17 3 2 27 25 5:45 PM - 6:00 PM 23 14 1 38 20 2 1 6:00 PM - 6:15 PM 11 15 1 2 20 26 3 1 6:15 PM - 6:30 PM 10 17 1 1 24 20 6:30 PM - 6:45 PM 29 19 1 17 23 6:45 PM - 7:00 PM 23 11 16 15 Total 193 208 9 15 242 238 9 6 PM One Hour Volumes 4:00 PM - 5:00 PM 35 70 2 8 59 59 4 2 105 10 118 6 239 4:15 PM - 5:15 PM 44 83 1 4 67 72 2 0 127 5 139 2 273 4:30 PM - 5:30 PM 50 87 2 5 68 83 2 2 137 7 151 4 299 4:45 PM - 5:45 PM 69 81 4 5 81 91 1 2 150 9 172 3 334 5:00 PM - 6:00 PM 85 76 4 4 106 95 2 3 161 8 201 5 375 5:15 PM - 6:15 PM 80 66 5 6 103 96 5 4 146 11 199 9 365 5:30 PM - 6:30 PM 75 63 5 6 109 91 5 2 138 11 200 7 356 5:45 PM - 6:45 PM 73 65 3 4 99 89 5 2 138 7 188 7 340 6:00 PM - 7:00 PM 73 62 3 3 77 84 3 1 135 6 161 4 306

A-11 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - Bicycles

A-12 Wells & Associates,Inc McLean, Virginia

Existing Traffic Count

PROJECT: NVR Ballston DATE: 5/18/2016 W & A JOB NO.: DAY: Wednesday LOCATION: Arlington County,VA IN WEATHER: clear JURISDICTION: Car Pool Lane COUNTED BY: Geraldin INPUTED BY: agan

Arlington County,VA Number of Passengers Total Total Time Passengers 12345678+Vehicles Passengers Time AM 6:30-6:45 100000001 1 6:30-6:45 6:45-7:00 000000000 0 6:45-7:00 7:00-7:15 000000000 0 7:00-7:15 7:15-7:30 000000000 0 7:15-7:30 7:30-7:45 000000000 0 7:30-7:45 7:45-8:00 010000001 2 7:45-8:00 8:00-8:15 000000000 0 8:00-8:15 8:15-8:30 300000003 3 8:15-8:30 8:30-8:45 110000002 3 8:30-8:45 8:45-9:00 22300000025 28 8:45-9:00 9:00-9:15 120000003 5 9:00-9:15 9:15-9:30 100000001 1 9:15-9:30 35 42 1 Hour Totals 6:30-7:30 100000001 16:30-7:30 6:45-7:45 000000000 06:45-7:45 7:00-8:00 010000001 27:00-8:00 7:15-8:15 010000001 27:15-8:15 7:30-8:30 310000004 57:30-8:30 7:45-8:45 420000006 87:45-8:45 8:00-9:00 26 400000030348:00-9:00 8:15-9:15 27 600000033398:15-9:15 8:30-9:30 25 600000031378:30-9:30

AM Peak 8:15-9:15 27 600000033398:15-9:15

PM 4:00-4:15 000000000 0 4:00-4:15 4:15-4:30 000000000 0 4:15-4:30 4:30-4:45 000000011 8 4:30-4:45 4:45-5:00 000000000 0 4:45-5:00 5:00-5:15 000000000 0 5:00-5:15 5:15-5:30 000000000 0 5:15-5:30 5:30-5:45 000000000 0 5:30-5:45 5:45-6:00 000000000 0 5:45-6:00 6:00-6:15 000000000 0 6:00-6:15 6:15-6:30 000000000 0 6:15-6:30 6:30-6:45 000000000 0 6:30-6:45 6:45-7:00 000000000 0 6:45-7:00

1 Hour Totals 4:00-5:00 00000001184:00-5:00 4:15-5:15 00000001184:15-5:15 4:30-5:30 00000001184:30-5:30 4:45-5:45 00000000004:45-5:45 5:00-6:00 00000000005:00-6:00 5:15-6:15 00000000005:15-6:15 5:30-6:30 00000000005:30-6:30 5:45-6:45 00000000005:45-6:45 6:00-7:00 00000000006:00-7:00

PM Peak 4:00-5:00 00000001 184:00-5:00

A-13 Wells & Associates,Inc McLean, Virginia

Existing Traffic Count

PROJECT: NVR Ballston DATE: 5/18/2016 W & A JOB NO.: 0DAY: Wednesday LOCATION: Arlington County,VA OUT WEATHER: clear JURISDICTION: Car Pool Lane COUNTED BY: Geraldin INPUTED BY: agan

Arlington County,VA Number of Passengers Total Total Time Passengers 12345678+Vehicles Passengers Time AM 6:30-6:45 000000000 0 6:30-6:45 6:45-7:00 000000000 0 6:45-7:00 7:00-7:15 000000000 0 7:00-7:15 7:15-7:30 000000000 0 7:15-7:30 7:30-7:45 000000000 0 7:30-7:45 7:45-8:00 000000000 0 7:45-8:00 8:00-8:15 000000000 0 8:00-8:15 8:15-8:30 010000001 2 8:15-8:30 8:30-8:45 000000000 0 8:30-8:45 8:45-9:00 000000000 0 8:45-9:00 9:00-9:15 000000000 0 9:00-9:15 9:15-9:30 000000000 0 9:15-9:30 12 1 Hour Totals 6:30-7:30 000000000 06:30-7:30 6:45-7:45 000000000 06:45-7:45 7:00-8:00 000000000 07:00-8:00 7:15-8:15 000000000 07:15-8:15 7:30-8:30 010000001 27:30-8:30 7:45-8:45 010000001 27:45-8:45 8:00-9:00 010000001 28:00-9:00 8:15-9:15 010000001 28:15-9:15 8:30-9:30 000000000 08:30-9:30

AM Peak 7:30-8:30 010000001 27:30-8:30

PM 4:00-4:15 100000001 1 4:00-4:15 4:15-4:30 000000000 0 4:15-4:30 4:30-4:45 000000000 0 4:30-4:45 4:45-5:00 000000000 0 4:45-5:00 5:00-5:15 000000000 0 5:00-5:15 5:15-5:30 000000000 0 5:15-5:30 5:30-5:45 000000000 0 5:30-5:45 5:45-6:00 000000000 0 5:45-6:00 6:00-6:15 000000000 0 6:00-6:15 6:15-6:30 000000000 0 6:15-6:30 6:30-6:45 000000000 0 6:30-6:45 6:45-7:00 000000000 0 6:45-7:00

1 Hour Totals 4:00-5:00 10000000114:00-5:00 4:15-5:15 00000000004:15-5:15 4:30-5:30 00000000004:30-5:30 4:45-5:45 00000000004:45-5:45 5:00-6:00 00000000005:00-6:00 5:15-6:15 00000000005:15-6:15 5:30-6:30 00000000005:30-6:30 5:45-6:45 00000000005:45-6:45 6:00-7:00 00000000006:00-7:00

PM Peak 4:00-5:00 10000000 114:00-5:00

A-14 Wells + Associates, Inc. McLean, Virginia

Trip Generation Count - All Vehicles

PROJECT: NVR Ballston DATE: 5/18/2016 DRIVEWAY #1: Parking Lot Entrance W+A JOB NO: 0 DAY: WednesdayDRIVEWAY #2: 0 INTERSECTION: Parking Lot Entrance WEATHER: clearDRIVEWAY #3: 0 LOCATION: Arlington County,VA COUNTED BY: MuhaDRIVEWAY #4: 0 INPUTED BY: agan Driveway #1 Driveway #2 Driveway #3 Driveway #4 Time Parking Lot Entrance 0 0 0 Total Total Total Period In Out Total In Out Total In Out Total In Out Total In Out In & Out AM 15 Minute Volumes 6:30 AM - 6:45 AM 02200000000002 2 6:45 AM - 7:00 AM 00000000000000 0 7:00 AM - 7:15 AM 00000000000000 0 7:15 AM - 7:30 AM 00000000000000 0 7:30 AM - 7:45 AM 02200000000002 2 7:45 AM - 8:00 AM 40400000000040 4 8:00 AM - 8:15 AM 17 12 29 000000000171229 8:15 AM - 8:30 AM 10 8 18 000000000108 18 8:30 AM - 8:45 AM 42600000000042 6 8:45 AM - 9:00 AM 11 10 21 000000000111021 9:00 AM - 9:15 AM 5 7 12 00000000057 12 9:15 AM - 9:30 AM 12300000000012 3 Total 52 45 97 000000000524597 AM One Hour Volumes 6:30 AM - 7:30 AM 02200000000002 2 6:45 AM - 7:45 AM 02200000000002 2 7:00 AM - 8:00 AM 42600000000042 6 7:15 AM - 8:15 AM 21 14 35 000000000211435 7:30 AM - 8:30 AM 31 22 53 000000000312253 7:45 AM - 8:45 AM 35 22 57 000000000352257 8:00 AM - 9:00 AM 42 32 74 000000000423274 8:15 AM - 9:15 AM 30 27 57 000000000302757 8:30 AM - 9:30 AM 21 21 42 000000000212142 PM 15 Minute Volumes 4:00 PM - 4:15 PM 34700000000034 7 4:15 PM - 4:30 PM 16700000000016 7 4:30 PM - 4:45 PM 11200000000011 2 4:45 PM - 5:00 PM 02200000000002 2 5:00 PM - 5:15 PM 11200000000011 2 5:15 PM - 5:30 PM 31400000000031 4 5:30 PM - 5:45 PM 10100000000010 1 5:45 PM - 6:00 PM 03300000000003 3 6:00 PM - 6:15 PM 00000000000000 0 6:15 PM - 6:30 PM 32500000000032 5 6:30 PM - 6:45 PM 10100000000010 1 6:45 PM - 7:00 PM 43700000000043 7 Total 18 23 41 000000000182341 PM One Hour Volumes 4:00 PM - 5:00 PM 5 13 18 00000000051318 4:15 PM - 5:15 PM 3 10 13 00000000031013 4:30 PM - 5:30 PM 5 5 10 00000000055 10 4:45 PM - 5:45 PM 54900000000054 9 5:00 PM - 6:00 PM 5 5 10 00000000055 10 5:15 PM - 6:15 PM 44800000000044 8 5:30 PM - 6:30 PM 45900000000045 9 5:45 PM - 6:45 PM 45900000000045 9 6:00 PM - 7:00 PM 8 5 13 00000000085 13

A-15

Appendix B Scope of Work Agreement

PRE-SCOPE OF WORK MEETING FORM NVR at Ballston Traffic Impact Analysis Base Assumptions

Contact Information Michael Workosky John Cavan Consultant Names: John Schick Tele: 703.917.6620 E-mail: [email protected] [email protected] [email protected] Developer/Owner Jay K. Johnson Name: NVR, Inc. Tele: 703-956-4775 E-mail: [email protected]

Project Information Project Name: NVR at Ballston

The Subject Property includes two (2) parcels on the north and south sides of 11th Street and west of N. Vermont Street in Arlington, Virginia as shown in Figure 1. The site is generally located on the north side of Fairfax Drive and east of Glebe Road. Project Location: The north parcel is occupied by a surface parking lot. The south parcel includes church, Full Circle Montessori school, a single-family home, and an impervious surface parking lot. The existing uses are served by surface parking and two (2) existing curb cuts.

NVR plans to submit a 4.1 site plan application to redevelop the Subject Properties. The existing uses would be razed and redeveloped with a 16 townhouses on the north parcel and 73 units (14 townhouses/59 multifamily units) on the south parcel. The south parcel townhouses and Project Description: multi-family units would be served by structured parking.

Vehicular access would be provided via private driveways on N. Vermont Street, north and south of 11th Street N. The private driveway serving the south parcel would provide access to loading and the below-grade parking garage. A copy of the concept plan is shown on Figure 2.

Proposed Use: Residential X Commercial  Mixed Use  Other 

B-1 Proposed Use / Based the site’s proximity to the Trip Generation See Table 1 for Trip Generation Ballston Metro Station and the Table 2005 WMATA Ridership Survey it is estimated that a 40 percent non- Residential : auto mode split reduction in residential trips is expected. Existing: church/school, SFDU

Proposed: 89 Dwelling Units (30 TH, 59 Apts.)

Traffic Impact Analysis Assumptions

Study Period Existing Year: 2016 Build-out Year: 2019 Design Year: N/A

Study Area Boundaries North: 11th Street North South: Fairfax Drive (Attach map)

East: N. Utah Street West: Glebe Road See Figure 3

External Factors That It requested that the County staff provide any additional information Could Affect Project regarding funded Capital Improvements within the study area.

Consistency With An amendment to the General Land Use Plan (GLUP) is proposed. Comprehensive Plan

2014 VDOT ADT Data: Fairfax Drive: 17,000 vpd (1% HV) Glebe Road: 27,000 vpd (3% HV) Available Traffic Data Washington Boulevard 18,000 (3% HV) (Historical, forecasts)

W+A will collect peak hour traffic counts at each off-site study intersections.

Trip Distribution Road Name: Glebe Road N 15% S 20% E __% W __%

Road Name: Fairfax Drive N __% S __% E 25% W 25% See Figure 3 Road Name: Washington Blvd N __% S ___% E 5% W 10%

Road Name: N __% S ___% E __% W __% ______Consistent with previous traffic AM Annual Vehicle Trip studies, a growth rate of 1.0 Peak Period for Study

Growth Rate: percent, compounded annually (circle all that apply)

will be used. PM

B-2 5. All existing and proposed site 1. N. Glebe Road/11th Street N driveways

2. N Vermont Street/11th Street Study Intersections N

See Figure 3 3. N Utah Street/11th Street N

4. Fairfax Drive/N Vermont Street Trip Adjustment Internal allowance:  Yes X No Pass-by allowance:  Yes X No Factors Reduction: Reduction:

Software Methodology X Synchro 9.1  HCS (v.2000/+)  aaSIDRA  CORSIM  Other

Traffic Signal Proposed No additional signals are proposed. or Affected (Analysis software to be Synchro version 9.1 software will be used for intersection analysis. used, progression AM and PM peak hour signal timings and phasing are requested from speed, cycle length) County staff. Improvement(s) Assumed None

Based on discussions with Arlington County staff, the following pipeline developments will be assumed:

Background Traffic 1. Ballston Oak Townhomes (1138 N. Sturt St) Studies Considered 2. Row Homes at Ballston (4210 Washington Blvd) 3. Marymount University Ballston Center (1000 N. Glebe Rd) 4. 4000 Fairfax Drive 5. 3901 North Fairfax Drive

 Master Development Plan (MDP) X 4.1 Site Plan Submission  Plan Submission Preliminary/Sketch Plan

X Queuing analysis  Actuation/Coordination  Weaving analysis Additional Issues to be  Merge analysis X Bike/Ped Accommodations X Intersection(LOS) addressed X TDM Measures

B-3 B-4 Table 1 Trip Generation Comparison Site Trip Generation Analysis 1

ITE AM Peak Hour PM Peak Hour ADT Land Use Code Amount Unit In Out Total In Out Total Total

Proposed North Residential 230 16 D.U. 2 10 12 9 4 13 131 South Residential 230 14 D.U. 2 9 11 8 4 12 116 South Residential 220 59 D.U. 7 26 3333 17 50 481 Total Trips 89 D.U. 9 35 44 41 21 62 597 40% Non‐Auto Mode Split Adjustment 2 4 14 18 17 8 25 239 Total Vehicle Trips 5 21 26 24 13 37 358

Notes: 1. Trip generation rates calculated using ITE Trip Generation Manual, 9th Edition. 2. A 40 percent mode split adjstment was assumed based equations from WMATA's 2005 Development‐Related Ridership Survey Final Report B-5 Wells + Associates, Inc. Tysons, VIrginia B-6 B-7 B-8

Appendix C Existing Intersection Levels of Service and Queues (2016)

HCM Signalized Intersection Capacity Analysis 2016 Existing AM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 19 5 17 38 30 65 57 694 102 89 945 148 Future Volume (vph) 19 5 17 38 30 65 57 694 102 89 945 148 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 11 11 11 11 11 12 11 11 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 0.97 0.97 1.00 0.97 1.00 0.95 Flpb, ped/bikes 0.99 0.99 0.99 1.00 0.95 1.00 Frt 0.94 0.93 1.00 0.98 1.00 0.95 Flt Protected 0.98 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1337 1435 1510 4114 1444 3943 Flt Permitted 0.74 0.91 0.13 1.00 0.31 1.00 Satd. Flow (perm) 1013 1317 201 4114 470 3943 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 0.25 Adj. Flow (vph) 22 6 20 45 35 76 62 754 111 99 1050 592 RTOR Reduction (vph) 0 17 0 0 29 00900450 Lane Group Flow (vph) 0 31 0 0 127 0 62 856 0 99 1597 0 Confl. Peds. (#/hr) 34 43 43 34 40 63 63 40 Confl. Bikes (#/hr) 4 2 1 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 3% 3% 3% 3% 3% 3% Bus Blockages (#/hr) 00000001313000 Parking (#/hr) 0 0 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4422 Permitted Phases 4422 Actuated Green, G (s) 17.8 17.8 109.2 109.2 109.2 109.2 Effective Green, g (s) 20.8 20.8 111.2 111.2 111.2 111.2 Actuated g/C Ratio 0.15 0.15 0.79 0.79 0.79 0.79 Clearance Time (s) 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 0.2 0.2 0.2 0.2 Lane Grp Cap (vph) 150 195 159 3267 373 3131 v/s Ratio Prot 0.21 c0.40 v/s Ratio Perm 0.03 c0.10 0.31 0.21 v/c Ratio 0.21 0.65 0.39 0.26 0.27 0.51 Uniform Delay, d1 52.4 56.2 4.3 3.7 3.8 5.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 5.8 7.1 0.2 1.7 0.6 Delay (s) 52.6 62.0 11.3 3.9 5.5 5.6 Level of Service D E BA AA Approach Delay (s) 52.6 62.0 4.4 5.6 Approach LOS D E A A Intersection Summary HCM 2000 Control Delay 9.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period (min) 15

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C-1 Queues 2016 Existing AM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph) 48 156 62 865 99 1642 v/c Ratio 0.29 0.70 0.39 0.26 0.26 0.52 Control Delay 36.5 59.3 14.2 4.2 6.8 5.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.5 59.3 14.2 4.2 6.8 5.3 Queue Length 50th (ft) 23 107 14 59 20 135 Queue Length 95th (ft) 55 161 59 100 55 223 Internal Link Dist (ft) 203 241 511 583 Turn Bay Length (ft) 215 100 Base Capacity (vph) 289 382 159 3278 374 3178 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.17 0.41 0.39 0.26 0.26 0.52 Intersection Summary

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C-2 HCM Unsignalized Intersection Capacity Analysis 2016 Existing AM 2: N Vermont Street & 11th Street N 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 5 58 77 47 66 1 46 1 52 15 6 16 Future Volume (vph) 5 58 77 47 66 1 46 1 52 15 6 16 Peak Hour Factor 0.88 0.88 0.88 0.86 0.86 0.86 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 66 88 55 77 1 54 1 61 18 7 19 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 160 133 116 44 Volume Left (vph) 6 55 54 18 Volume Right (vph) 88 1 61 19 Hadj (s) -0.29 0.11 -0.19 -0.14 Departure Headway (s) 4.1 4.6 4.4 4.6 Degree Utilization, x 0.18 0.17 0.14 0.06 Capacity (veh/h) 831 749 760 725 Control Delay (s) 8.1 8.5 8.2 7.8 Approach Delay (s) 8.1 8.5 8.2 7.8 Approach LOS AAAA Intersection Summary Delay 8.2 Level of Service A Intersection Capacity Utilization 46.7% ICU Level of Service A Analysis Period (min) 15

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C-3 HCM 2010 AWSC 2016 Existing AM 2: N Vermont Street & 11th Street N 9/14/2016

Intersection Intersection Delay, s/veh 8.2 Intersection LOS A

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 5 58 77 0 47 66 1 0 46 1 52 Future Vol, veh/h 0 5 58 77 0 47 66 1 0 46 1 52 Peak Hour Factor 0.92 0.88 0.88 0.88 0.92 0.86 0.86 0.86 0.92 0.85 0.85 0.85 Heavy Vehicles, % 222222222222 Mvmt Flow 0 6 66 88 0 55 77 1 0 54 1 61 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 8.1 8.5 8.2 HCM LOS A A A

Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 46% 4% 41% 41% Vol Thru, % 1% 41% 58% 16% Vol Right, % 53% 55% 1% 43% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 99 140 114 37 LT Vol 46 5 47 15 Through Vol 1 58 66 6 RT Vol 52 77 1 16 Lane Flow Rate 116 159 133 44 Geometry Grp 1111 Degree of Util (X) 0.143 0.182 0.167 0.055 Departure Headway (Hd) 4.41 4.127 4.542 4.539 Convergence, Y/N Yes Yes Yes Yes Cap 814 870 791 790 Service Time 2.429 2.147 2.563 2.563 HCM Lane V/C Ratio 0.143 0.183 0.168 0.056 HCM Control Delay 8.2 8.1 8.5 7.8 HCM Lane LOS AAAA HCM 95th-tile Q 0.5 0.7 0.6 0.2

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C-4 HCM Unsignalized Intersection Capacity Analysis 2016 Existing AM 3: 11th Street N & N Utah Street 9/14/2016

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 0 98 81 0 19 36 Future Volume (Veh/h) 0 98 81 0 19 36 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.86 0.86 Hourly flow rate (vph) 0 115 95 0 22 42 Pedestrians 9 36 25 Lane Width (ft) 10.0 10.0 11.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 1 3 2 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 120 271 129 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 120 271 129 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 97 95 cM capacity (veh/h) 1440 687 898 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 115 95 64 Volume Left 0 0 22 Volume Right 0 0 42 cSH 1700 1700 812 Volume to Capacity 0.07 0.06 0.08 Queue Length 95th (ft) 0 0 6 Control Delay (s) 0.0 0.0 9.8 Lane LOS A Approach Delay (s) 0.0 0.0 9.8 Approach LOS A Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 22.9% ICU Level of Service A Analysis Period (min) 15

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C-5 HCM Unsignalized Intersection Capacity Analysis 2016 Existing AM 4: N Vermont Street & N Fairfax Drive 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 32 663 51 27 996 54 15 2 29 18 5 38 Future Volume (Veh/h) 32 663 51 27 996 54 15 2 29 18 5 38 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.91 0.91 0.91 0.85 0.85 0.85 0.92 0.92 0.92 Hourly flow rate (vph) 37 762 59 30 1095 59 18 2 34 20 5 41 Pedestrians 9 3 169 114 Lane Width (ft) 11.0 11.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1 0 14 10 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 281 pX, platoon unblocked 0.94 0.94 0.94 0.94 0.94 0.94 vC, conflicting volume 1268 990 1512 2362 582 1792 2362 518 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1268 861 1417 2322 427 1714 2322 518 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 93 95 60 92 93 38 79 91 cM capacity (veh/h) 497 632 45 24 464 33 24 452 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 418 440 304 548 333 54 66 Volume Left 37 0 30 0 0 18 20 Volume Right 0 59 0 0 59 34 41 cSH 497 1700 632 1700 1700 98 72 Volume to Capacity 0.07 0.26 0.05 0.32 0.20 0.55 0.92 Queue Length 95th (ft) 6040063115 Control Delay (s) 2.3 0.0 1.6 0.0 0.0 80.3 180.7 Lane LOS A A FF Approach Delay (s) 1.1 0.4 80.3 180.7 Approach LOS FF Intersection Summary Average Delay 8.2 Intersection Capacity Utilization 63.4% ICU Level of Service B Analysis Period (min) 15

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C-6 HCM Signalized Intersection Capacity Analysis 2016 Existing PM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 132 5 60 61 4 108 25 1300 49 23 800 23 Future Volume (vph) 132 5 60 61 4 108 25 1300 49 23 800 23 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 11 11 11 11 11 12 11 11 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 0.97 0.95 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.97 0.98 0.95 1.00 0.98 1.00 Frt 0.96 0.92 1.00 0.99 1.00 1.00 Flt Protected 0.97 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1316 1360 1456 4257 1500 4339 Flt Permitted 0.62 0.83 0.28 1.00 0.14 1.00 Satd. Flow (perm) 844 1143 435 4257 218 4339 Peak-hour factor, PHF 0.85 0.85 0.85 0.87 0.87 0.87 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 155 6 71 70 5 124 27 1413 53 25 870 25 RTOR Reduction (vph) 0 13 0 0 27 0030020 Lane Group Flow (vph) 0 219 0 0 172 0 27 1463 0 25 893 0 Confl. Peds. (#/hr) 60 88 88 60 66 66 66 66 Confl. Bikes (#/hr) 4321 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 3% 3% 3% 3% 3% 3% Bus Blockages (#/hr) 00000001212000 Parking (#/hr) 0 0 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4422 Permitted Phases 4422 Actuated Green, G (s) 34.3 34.3 82.7 82.7 82.7 82.7 Effective Green, g (s) 37.3 37.3 84.7 84.7 84.7 84.7 Actuated g/C Ratio 0.29 0.29 0.65 0.65 0.65 0.65 Clearance Time (s) 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 0.2 0.2 0.2 0.2 Lane Grp Cap (vph) 242 327 283 2773 142 2827 v/s Ratio Prot c0.34 0.21 v/s Ratio Perm c0.26 0.15 0.06 0.11 v/c Ratio 0.91 0.53 0.10 0.53 0.18 0.32 Uniform Delay, d1 44.7 38.9 8.4 12.0 8.9 9.9 Progression Factor 1.00 1.00 1.14 0.97 1.00 1.00 Incremental Delay, d2 33.0 0.7 0.5 0.5 2.7 0.3 Delay (s) 77.6 39.6 10.1 12.2 11.6 10.2 Level of Service E D BB BB Approach Delay (s) 77.6 39.6 12.1 10.3 Approach LOS E D B B Intersection Summary HCM 2000 Control Delay 18.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 65.5% ICU Level of Service C Analysis Period (min) 15

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C-7 Queues 2016 Existing PM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph) 232 199 27 1466 25 895 v/c Ratio 0.91 0.56 0.10 0.53 0.18 0.32 Control Delay 78.8 37.3 12.1 12.8 14.1 10.7 Queue Delay 0.0 0.0 0.0 0.1 0.0 0.0 Total Delay 78.8 37.3 12.1 12.9 14.1 10.7 Queue Length 50th (ft) 169 111 7 194 8 122 Queue Length 95th (ft) #287 182 m14 270 25 148 Internal Link Dist (ft) 203 241 511 583 Turn Bay Length (ft) 215 100 Base Capacity (vph) 278 386 284 2778 141 2831 Starvation Cap Reductn 0 0 0 346 0 0 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.83 0.52 0.10 0.60 0.18 0.32 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

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C-8 HCM Unsignalized Intersection Capacity Analysis 2016 Existing PM 2: N Vermont Street & 11th Street N 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 10 60 13 25 36 5 57 4 28 6 1 5 Future Volume (vph) 10 60 13 25 36 5 57 4 28 6 1 5 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 12 71 15 29 42 6 62 4 30 7 1 6 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 98 77 96 14 Volume Left (vph) 12 29 62 7 Volume Right (vph) 15 6 30 6 Hadj (s) -0.03 0.06 -0.02 -0.12 Departure Headway (s) 4.2 4.3 4.3 4.3 Degree Utilization, x 0.11 0.09 0.11 0.02 Capacity (veh/h) 830 807 802 800 Control Delay (s) 7.7 7.8 7.8 7.3 Approach Delay (s) 7.7 7.8 7.8 7.3 Approach LOS AAAA Intersection Summary Delay 7.8 Level of Service A Intersection Capacity Utilization 29.2% ICU Level of Service A Analysis Period (min) 15

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C-9 HCM 2010 AWSC 2016 Existing PM 2: N Vermont Street & 11th Street N 9/14/2016

Intersection Intersection Delay, s/veh 7.7 Intersection LOS A

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 10 60 13 0 25 36 5 0 57 4 28 Future Vol, veh/h 0 10 60 13 0 25 36 5 0 57 4 28 Peak Hour Factor 0.92 0.85 0.85 0.85 0.92 0.85 0.85 0.85 0.92 0.92 0.92 0.92 Heavy Vehicles, % 222222222222 Mvmt Flow 0 12 71 15 0 29 42 6 0 62 4 30 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.7 7.7 7.8 HCM LOS A A A

Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 64% 12% 38% 50% Vol Thru, % 4% 72% 55% 8% Vol Right, % 31% 16% 8% 42% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 89 83 66 12 LT Vol 57 10 25 6 Through Vol 4 60 36 1 RT Vol 28 13 5 5 Lane Flow Rate 97 98 78 14 Geometry Grp 1111 Degree of Util (X) 0.113 0.112 0.091 0.017 Departure Headway (Hd) 4.187 4.118 4.234 4.279 Convergence, Y/N Yes Yes Yes Yes Cap 843 859 835 842 Service Time 2.28 2.199 2.318 2.279 HCM Lane V/C Ratio 0.115 0.114 0.093 0.017 HCM Control Delay 7.8 7.7 7.7 7.4 HCM Lane LOS AAAA HCM 95th-tile Q 0.4 0.4 0.3 0.1

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C-10 HCM Unsignalized Intersection Capacity Analysis 2016 Existing PM 3: 11th Street N & N Utah Street 9/14/2016

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 0 90 40 0 13 25 Future Volume (Veh/h) 0 90 40 0 13 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.91 0.91 0.92 0.92 Hourly flow rate (vph) 0 106 44 0 14 27 Pedestrians 7 27 57 Lane Width (ft) 10.0 10.0 11.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 0 2 4 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 101 234 108 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 101 234 108 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 98 97 cM capacity (veh/h) 1426 708 900 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 106 44 41 Volume Left 0 0 14 Volume Right 0 0 27 cSH 1700 1700 824 Volume to Capacity 0.06 0.03 0.05 Queue Length 95th (ft) 0 0 4 Control Delay (s) 0.0 0.0 9.6 Lane LOS A Approach Delay (s) 0.0 0.0 9.6 Approach LOS A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 23.9% ICU Level of Service A Analysis Period (min) 15

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C-11 HCM Unsignalized Intersection Capacity Analysis 2016 Existing PM 4: N Vermont Street & N Fairfax Drive 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 23 697 33 33 885 35 41 4 53 12 1 57 Future Volume (Veh/h) 23 697 33 33 885 35 41 4 53 12 1 57 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.87 0.87 0.87 0.88 0.88 0.88 0.85 0.85 0.85 Hourly flow rate (vph) 25 758 36 38 1017 40 47 5 60 14 1 67 Pedestrians 7 7 188 138 Lane Width (ft) 11.0 11.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1 1 16 12 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 281 pX, platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC, conflicting volume 1195 982 1504 2285 592 1750 2283 504 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1195 686 1284 2180 239 1566 2178 504 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 95 94 15 81 89 58 96 85 cM capacity (veh/h) 518 669 55 27 558 33 27 452 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 404 415 292 508 294 112 82 Volume Left 25 0 38 0 0 47 14 Volume Right 0 36 0 0 40 60 67 cSH 518 1700 669 1700 1700 97 135 Volume to Capacity 0.05 0.24 0.06 0.30 0.17 1.15 0.61 Queue Length 95th (ft) 4050018679 Control Delay (s) 1.5 0.0 2.0 0.0 0.0 218.0 66.5 Lane LOS A A FF Approach Delay (s) 0.7 0.5 218.0 66.5 Approach LOS FF Intersection Summary Average Delay 14.7 Intersection Capacity Utilization 67.3% ICU Level of Service C Analysis Period (min) 15

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C-12

Appendix D Description of Levels of Service

Level of Service for Signalized Intersections

Level of service for signalized intersections is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, level-of-service (LOS) criteria are stated in terms of the average stopped delay per vehicle for a 15-min analysis period. The criteria are given in Exhibit 16-2. Delay may be measured in the field or estimated using procedures presented later in this chapter. Delay is a complex measure and is dependent on a number of variables, including the quality of progression, the cycle length, the green ratio, and the v/c ratio for the lane group in question.

LOS A describes operations with very low delay, up to 10 sec per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay.

LOS B describes operations with delay greater than 10 and up to 20 sec per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of average delay.

Exhibit 16-2. Level-of-Service Criteria for Signalized Intersections LEVEL OF SERVICE STOPPED DELAY PER VEHICLE (SEC)

A <10.0

B > 10.0 and <20.0

C > 20.0 and < 35.0

D > 35.0 and < 55.0

E > 55.0 and < 80.0

F >80.0

LOS C describes operations with delay greater than 20 and up to 35 sec per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping.

LOS D describes operations with delay greater than 35 and up to 55 sec per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.

LOS E describes operations with delay greater than 55 and up to 80 sec per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences.

LOS F describes operations with delay in excess of 80 sec per vehicle. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels.

Source: Highway Capacity Manual, 2000. Transportation Research Board, National Research Council

D-1 Level of Service Criteria for Stop Sign Controlled Intersections

The level of service criteria are given in Table 17-2. As used here, control delay is defined as the total elapsed time from the time a vehicle stops at the end of the queue until the vehicle departs from the stop line; this time includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position, including deceleration of vehicles from free-flow speed to the speed of vehicles in queue.

The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation. . . .

Table 17-2. Level of Service Criteria for TWSC Intersections LEVEL OF SERVICE AVERAGE CONTROL DELAY (sec/veh) A < 10

B > 10 and < 15

C > 15 and < 25

D > 25 and < 35

E > 35 and < 50

F > 50

Average total delay less than 10 sec/veh is defined as Level of Service (LOS) A. Follow-up times of less than 5 sec have been measured when there is no conflicting traffic for a minor street movement, so control delays of less than 10 sec/veh are appropriate for low flow conditions. To remain consistent with the AWSC intersection analysis procedure described later in this chapter, a total delay of 50 sec/veh is assumed as the break point between LOS E and F.

The proposed level of service criteria for TWSC intersections are somewhat different from the criteria used in Chapter 16 for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from different kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection. Additionally, several driver behavior considerations combine to make delays at signalized intersections less onerous than at unsignalized intersections. For example, drivers at signalized intersections are able to relax during the red interval, where drivers on the minor approaches to unsignalized intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the amount of delay experienced by individual drivers at unsignalized than signalized intersections. For these reasons, it is considered that the total delay threshold for any given level of service is less for an unsignalized intersection than for a signalized intersection. . . .

LOS F exists when there are insufficient gaps of suitable size to allow a side street demand to cross safely through a major street traffic stream. This level of service is generally evident from extremely long total delays experienced by side street traffic and by queueing on the minor approaches. The method, however, is based on a constant critical gap size - that is, the critical gap remains constant, no matter how long the side street motorist waits. LOS F may also appear in the form of side street vehicles’ selecting smaller-than-usual gaps. In such cases, safety may be a problem and some disruption to the major traffic stream may result. It is important to note that LOS F may not always result in long queues but may result in adjustments to normal gap acceptance behavior. The latter is more difficult to observe on the field than queueing, which is more obvious.

Source: Highway Capacity Manual, 2000. Transportation Research Board, National Research Council

D-2

Appendix E Background Future Intersection Levels of Service and Queues (2019)

HCM Signalized Intersection Capacity Analysis 2019 Background AM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 9 25 40 41 65 76 728 103 89 999 193 Future Volume (vph) 35 9 25 40 41 65 76 728 103 89 999 193 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 11 11 11 11 11 12 11 11 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 0.98 0.98 1.00 0.98 1.00 0.94 Flpb, ped/bikes 0.99 0.99 0.99 1.00 0.95 1.00 Frt 0.95 0.94 1.00 0.98 1.00 0.94 Flt Protected 0.98 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1350 1450 1516 4120 1450 3884 Flt Permitted 0.65 0.89 0.09 1.00 0.30 1.00 Satd. Flow (perm) 903 1305 148 4120 450 3884 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 0.25 Adj. Flow (vph) 41 11 29 47 48 76 83 791 112 99 1110 772 RTOR Reduction (vph) 0 17 0 0 23 00900600 Lane Group Flow (vph) 0 64 0 0 148 0 83 894 0 99 1822 0 Confl. Peds. (#/hr) 34 43 43 34 40 63 63 40 Confl. Bikes (#/hr) 4 2 1 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 3% 3% 3% 3% 3% 3% Bus Blockages (#/hr) 00000001313000 Parking (#/hr) 0 0 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4422 Permitted Phases 4422 Actuated Green, G (s) 19.9 19.9 107.1 107.1 107.1 107.1 Effective Green, g (s) 22.9 22.9 109.1 109.1 109.1 109.1 Actuated g/C Ratio 0.16 0.16 0.78 0.78 0.78 0.78 Clearance Time (s) 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 0.2 0.2 0.2 0.2 Lane Grp Cap (vph) 147 213 115 3210 350 3026 v/s Ratio Prot 0.22 0.47 v/s Ratio Perm 0.07 c0.11 c0.56 0.22 v/c Ratio 0.44 0.69 0.72 0.28 0.28 0.60 Uniform Delay, d1 52.7 55.2 7.8 4.4 4.4 6.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 7.6 32.3 0.2 2.0 0.9 Delay (s) 53.5 62.9 40.1 4.6 6.4 7.3 Level of Service D E DA AA Approach Delay (s) 53.5 62.9 7.6 7.3 Approach LOS D E A A Intersection Summary HCM 2000 Control Delay 11.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 66.5% ICU Level of Service C Analysis Period (min) 15

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E-1 Queues 2019 Background AM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph) 81 171 83 903 99 1882 v/c Ratio 0.49 0.72 0.72 0.28 0.28 0.61 Control Delay 48.2 62.4 48.2 4.9 8.0 7.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.2 62.4 48.2 4.9 8.0 7.0 Queue Length 50th (ft) 51 126 33 69 22 190 Queue Length 95th (ft) 93 180 #170 115 61 308 Internal Link Dist (ft) 203 241 511 583 Turn Bay Length (ft) 215 100 Base Capacity (vph) 259 374 116 3217 351 3084 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.31 0.46 0.72 0.28 0.28 0.61 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

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E-2 HCM Unsignalized Intersection Capacity Analysis 2019 Background AM 2: N Vermont Street & 11th Street N 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 5 63 77 47 79 1 46 1 52 15 6 16 Future Volume (vph) 5 63 77 47 79 1 46 1 52 15 6 16 Peak Hour Factor 0.88 0.88 0.88 0.86 0.86 0.86 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 72 88 55 92 1 54 1 61 18 7 19 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 166 148 116 44 Volume Left (vph) 6 55 54 18 Volume Right (vph) 88 1 61 19 Hadj (s) -0.28 0.10 -0.19 -0.14 Departure Headway (s) 4.2 4.6 4.5 4.6 Degree Utilization, x 0.19 0.19 0.14 0.06 Capacity (veh/h) 824 749 749 714 Control Delay (s) 8.2 8.6 8.2 7.9 Approach Delay (s) 8.2 8.6 8.2 7.9 Approach LOS AAAA Intersection Summary Delay 8.3 Level of Service A Intersection Capacity Utilization 47.0% ICU Level of Service A Analysis Period (min) 15

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E-3 HCM 2010 AWSC 2019 Background AM 2: N Vermont Street & 11th Street N 9/14/2016

Intersection Intersection Delay, s/veh 8.3 Intersection LOS A

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 5 63 77 0 47 79 1 0 46 1 52 Future Vol, veh/h 0 5 63 77 0 47 79 1 0 46 1 52 Peak Hour Factor 0.92 0.88 0.88 0.88 0.92 0.86 0.86 0.86 0.92 0.85 0.85 0.85 Heavy Vehicles, % 222222222222 Mvmt Flow 0 6 72 88 0 55 92 1 0 54 1 61 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 8.2 8.6 8.2 HCM LOS A A A

Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 46% 3% 37% 41% Vol Thru, % 1% 43% 62% 16% Vol Right, % 53% 53% 1% 43% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 99 145 127 37 LT Vol 46 5 47 15 Through Vol 1 63 79 6 RT Vol 52 77 1 16 Lane Flow Rate 116 165 148 44 Geometry Grp 1111 Degree of Util (X) 0.144 0.19 0.186 0.055 Departure Headway (Hd) 4.457 4.157 4.543 4.588 Convergence, Y/N Yes Yes Yes Yes Cap 805 863 792 781 Service Time 2.48 2.178 2.565 2.615 HCM Lane V/C Ratio 0.144 0.191 0.187 0.056 HCM Control Delay 8.2 8.2 8.6 7.9 HCM Lane LOS AAAA HCM 95th-tile Q 0.5 0.7 0.7 0.2

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E-4 HCM Unsignalized Intersection Capacity Analysis 2019 Background AM 3: 11th Street N & N Utah Street 9/14/2016

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 0 103 94 0 19 36 Future Volume (Veh/h) 0 103 94 0 19 36 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.86 0.86 Hourly flow rate (vph) 0 121 111 0 22 42 Pedestrians 9 36 25 Lane Width (ft) 10.0 10.0 11.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 1 3 2 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 136 293 145 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 136 293 145 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 97 95 cM capacity (veh/h) 1420 667 879 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 121 111 64 Volume Left 0 0 22 Volume Right 0 0 42 cSH 1700 1700 793 Volume to Capacity 0.07 0.07 0.08 Queue Length 95th (ft) 0 0 7 Control Delay (s) 0.0 0.0 9.9 Lane LOS A Approach Delay (s) 0.0 0.0 9.9 Approach LOS A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 23.2% ICU Level of Service A Analysis Period (min) 15

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E-5 HCM Unsignalized Intersection Capacity Analysis 2019 Background AM 4: N Vermont Street & N Fairfax Drive 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 32 747 51 27 1103 54 15 2 29 18 5 38 Future Volume (Veh/h) 32 747 51 27 1103 54 15 2 29 18 5 38 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.91 0.91 0.91 0.85 0.85 0.85 0.92 0.92 0.92 Hourly flow rate (vph) 37 859 59 30 1212 59 18 2 34 20 5 41 Pedestrians 9 3 169 114 Lane Width (ft) 11.0 11.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1 0 14 10 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 281 pX, platoon unblocked 0.94 0.94 0.94 0.94 0.94 0.94 vC, conflicting volume 1385 1087 1648 2576 631 1957 2576 556 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1385 964 1561 2549 479 1890 2549 556 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 92 95 45 88 92 14 71 90 cM capacity (veh/h) 444 573 33 17 431 23 17 428 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 466 488 333 606 362 54 66 Volume Left 37 0 30 0 0 18 20 Volume Right 0 59 0 0 59 34 41 cSH 444 1700 573 1700 1700 72 53 Volume to Capacity 0.08 0.29 0.05 0.36 0.21 0.75 1.25 Queue Length 95th (ft) 7040088147 Control Delay (s) 2.5 0.0 1.7 0.0 0.0 140.0 334.6 Lane LOS A A FF Approach Delay (s) 1.2 0.4 140.0 334.6 Approach LOS FF Intersection Summary Average Delay 13.2 Intersection Capacity Utilization 65.8% ICU Level of Service C Analysis Period (min) 15

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E-6 HCM Signalized Intersection Capacity Analysis 2019 Background PM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 162 12 75 62 11 108 37 1363 51 23 840 50 Future Volume (vph) 162 12 75 62 11 108 37 1363 51 23 840 50 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 11 11 11 11 11 12 11 11 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 0.97 0.95 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.97 0.98 0.96 1.00 0.99 1.00 Frt 0.96 0.92 1.00 0.99 1.00 0.99 Flt Protected 0.97 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1320 1374 1465 4258 1505 4297 Flt Permitted 0.63 0.82 0.26 1.00 0.12 1.00 Satd. Flow (perm) 855 1140 395 4258 191 4297 Peak-hour factor, PHF 0.85 0.85 0.85 0.87 0.87 0.87 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 191 14 88 71 13 124 40 1482 55 25 913 54 RTOR Reduction (vph) 0 12 0 0 23 0030050 Lane Group Flow (vph) 0 281 0 0 185 0 40 1534 0 25 962 0 Confl. Peds. (#/hr) 60 88 88 60 66 66 66 66 Confl. Bikes (#/hr) 4321 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 3% 3% 3% 3% 3% 3% Bus Blockages (#/hr) 00000001212000 Parking (#/hr) 0 0 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4422 Permitted Phases 4422 Actuated Green, G (s) 38.0 38.0 79.0 79.0 79.0 79.0 Effective Green, g (s) 41.0 41.0 81.0 81.0 81.0 81.0 Actuated g/C Ratio 0.32 0.32 0.62 0.62 0.62 0.62 Clearance Time (s) 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 0.2 0.2 0.2 0.2 Lane Grp Cap (vph) 269 359 246 2653 119 2677 v/s Ratio Prot c0.36 0.22 v/s Ratio Perm c0.33 0.16 0.10 0.13 v/c Ratio 1.05 0.52 0.16 0.58 0.21 0.36 Uniform Delay, d1 44.5 36.4 10.3 14.4 10.6 11.9 Progression Factor 1.00 1.00 1.10 0.94 1.00 1.00 Incremental Delay, d2 67.4 0.5 1.1 0.7 4.0 0.4 Delay (s) 111.9 36.9 12.4 14.3 14.6 12.3 Level of Service F D BB BB Approach Delay (s) 111.9 36.9 14.3 12.3 Approach LOS F D B B Intersection Summary HCM 2000 Control Delay 24.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 70.5% ICU Level of Service C Analysis Period (min) 15

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E-7 Queues 2019 Background PM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph) 293 208 40 1537 25 967 v/c Ratio 1.05 0.54 0.16 0.58 0.21 0.36 Control Delay 107.4 36.9 13.2 14.4 16.0 12.2 Queue Delay 0.0 0.0 0.0 0.2 0.0 0.0 Total Delay 107.4 36.9 13.2 14.5 16.0 12.2 Queue Length 50th (ft) ~257 122 11 211 9 134 Queue Length 95th (ft) #403 197 m23 288 27 161 Internal Link Dist (ft) 203 241 511 583 Turn Bay Length (ft) 215 100 Base Capacity (vph) 280 382 246 2656 119 2683 Starvation Cap Reductn 0 0 0 331 0 0 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 1.05 0.54 0.16 0.66 0.21 0.36 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

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E-8 HCM Unsignalized Intersection Capacity Analysis 2019 Background PM 2: N Vermont Street & 11th Street N 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 10 69 13 25 44 5 57 4 28 6 1 5 Future Volume (vph) 10 69 13 25 44 5 57 4 28 6 1 5 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 12 81 15 29 52 6 62 4 30 7 1 6 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 108 87 96 14 Volume Left (vph) 12 29 62 7 Volume Right (vph) 15 6 30 6 Hadj (s) -0.03 0.06 -0.02 -0.12 Departure Headway (s) 4.2 4.3 4.3 4.3 Degree Utilization, x 0.13 0.10 0.12 0.02 Capacity (veh/h) 826 805 791 778 Control Delay (s) 7.8 7.8 7.9 7.4 Approach Delay (s) 7.8 7.8 7.9 7.4 Approach LOS AAAA Intersection Summary Delay 7.8 Level of Service A Intersection Capacity Utilization 29.4% ICU Level of Service A Analysis Period (min) 15

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E-9 HCM 2010 AWSC 2019 Background PM 2: N Vermont Street & 11th Street N 9/14/2016

Intersection Intersection Delay, s/veh 7.8 Intersection LOS A

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 10 69 13 0 25 44 5 0 57 4 28 Future Vol, veh/h 0 10 69 13 0 25 44 5 0 57 4 28 Peak Hour Factor 0.92 0.85 0.85 0.85 0.92 0.85 0.85 0.85 0.92 0.92 0.92 0.92 Heavy Vehicles, % 222222222222 Mvmt Flow 0 12 81 15 0 29 52 6 0 62 4 30 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.8 7.8 7.9 HCM LOS A A A

Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 64% 11% 34% 50% Vol Thru, % 4% 75% 59% 8% Vol Right, % 31% 14% 7% 42% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 89 92 74 12 LT Vol 57 10 25 6 Through Vol 4 69 44 1 RT Vol 28 13 5 5 Lane Flow Rate 97 108 87 14 Geometry Grp 1111 Degree of Util (X) 0.116 0.124 0.103 0.017 Departure Headway (Hd) 4.324 4.132 4.239 4.326 Convergence, Y/N Yes Yes Yes Yes Cap 834 854 832 832 Service Time 2.325 2.222 2.331 2.329 HCM Lane V/C Ratio 0.116 0.126 0.105 0.017 HCM Control Delay 7.9 7.8 7.8 7.4 HCM Lane LOS AAAA HCM 95th-tile Q 0.4 0.4 0.3 0.1

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E-10 HCM Unsignalized Intersection Capacity Analysis 2019 Background PM 3: 11th Street N & N Utah Street 9/14/2016

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 0 99 48 0 13 25 Future Volume (Veh/h) 0 99 48 0 13 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.91 0.91 0.92 0.92 Hourly flow rate (vph) 0 116 53 0 14 27 Pedestrians 7 27 57 Lane Width (ft) 10.0 10.0 11.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 0 2 4 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 110 253 117 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 110 253 117 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 98 97 cM capacity (veh/h) 1416 690 890 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 116 53 41 Volume Left 0 0 14 Volume Right 0 0 27 cSH 1700 1700 810 Volume to Capacity 0.07 0.03 0.05 Queue Length 95th (ft) 0 0 4 Control Delay (s) 0.0 0.0 9.7 Lane LOS A Approach Delay (s) 0.0 0.0 9.7 Approach LOS A Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 23.9% ICU Level of Service A Analysis Period (min) 15

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E-11 HCM Unsignalized Intersection Capacity Analysis 2019 Background PM 4: N Vermont Street & N Fairfax Drive 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 23 782 33 33 992 35 41 4 53 12 1 57 Future Volume (Veh/h) 23 782 33 33 992 35 41 4 53 12 1 57 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.87 0.87 0.87 0.88 0.88 0.88 0.85 0.85 0.85 Hourly flow rate (vph) 25 850 36 38 1140 40 47 5 60 14 1 67 Pedestrians 7 7 188 138 Lane Width (ft) 11.0 11.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1 1 16 12 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 281 pX, platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC, conflicting volume 1318 1074 1636 2500 638 1918 2498 545 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1318 781 1429 2424 279 1754 2422 545 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 95 94 0 73 89 35 95 84 cM capacity (veh/h) 465 614 41 18 523 22 18 425 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 450 461 323 570 325 112 82 Volume Left 25 0 38 0 0 47 14 Volume Right 0 36 0 0 40 60 67 cSH 465 1700 614 1700 1700 73 96 Volume to Capacity 0.05 0.27 0.06 0.34 0.19 1.52 0.86 Queue Length 95th (ft) 40500233119 Control Delay (s) 1.6 0.0 2.1 0.0 0.0 389.9 135.4 Lane LOS A A FF Approach Delay (s) 0.8 0.5 389.9 135.4 Approach LOS

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E-12

Appendix F Total Future Intersection Levels of Service and Queues (2019)

HCM Signalized Intersection Capacity Analysis 2019 Total Future AM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 9 25 27 41 55 76 728 91 73 999 193 Future Volume (vph) 35 9 25 27 41 55 76 728 91 73 999 193 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 11 11 11 11 11 12 11 11 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 0.98 0.98 1.00 0.98 1.00 0.94 Flpb, ped/bikes 0.99 0.99 0.99 1.00 0.95 1.00 Frt 0.95 0.94 1.00 0.98 1.00 0.94 Flt Protected 0.98 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1348 1456 1515 4139 1447 3884 Flt Permitted 0.62 0.91 0.10 1.00 0.30 1.00 Satd. Flow (perm) 857 1344 152 4139 459 3884 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.90 0.90 0.25 Adj. Flow (vph) 41 11 29 32 48 65 83 791 99 81 1110 772 RTOR Reduction (vph) 0 17 0 0 25 00700540 Lane Group Flow (vph) 0 64 0 0 120 0 83 883 0 81 1828 0 Confl. Peds. (#/hr) 34 43 43 34 40 63 63 40 Confl. Bikes (#/hr) 4 2 1 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 3% 3% 3% 3% 3% 3% Bus Blockages (#/hr) 00000001313000 Parking (#/hr) 0 0 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4422 Permitted Phases 4422 Actuated Green, G (s) 16.7 16.7 110.3 110.3 110.3 110.3 Effective Green, g (s) 19.7 19.7 112.3 112.3 112.3 112.3 Actuated g/C Ratio 0.14 0.14 0.80 0.80 0.80 0.80 Clearance Time (s) 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 0.2 0.2 0.2 0.2 Lane Grp Cap (vph) 120 189 121 3320 368 3115 v/s Ratio Prot 0.21 0.47 v/s Ratio Perm 0.07 c0.09 c0.55 0.18 v/c Ratio 0.53 0.64 0.69 0.27 0.22 0.59 Uniform Delay, d1 55.9 56.8 6.1 3.5 3.3 5.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 5.1 27.2 0.2 1.4 0.8 Delay (s) 58.1 61.8 33.3 3.7 4.7 6.0 Level of Service E E CA AA Approach Delay (s) 58.1 61.8 6.2 5.9 Approach LOS EEAA Intersection Summary HCM 2000 Control Delay 9.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15

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F-1 Queues 2019 Total Future AM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph) 81 145 83 890 81 1882 v/c Ratio 0.59 0.68 0.69 0.27 0.22 0.59 Control Delay 58.1 60.4 40.8 3.9 5.9 5.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.1 60.4 40.8 3.9 5.9 5.7 Queue Length 50th (ft) 53 102 28 59 15 164 Queue Length 95th (ft) 98 155 #163 99 42 269 Internal Link Dist (ft) 203 241 511 583 Turn Bay Length (ft) 215 100 Base Capacity (vph) 247 385 121 3327 370 3168 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.33 0.38 0.69 0.27 0.22 0.59 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

NVR at Ballston Synchro - Report Wells + Associates, Inc. Page 1

F-2 HCM Unsignalized Intersection Capacity Analysis 2019 Total Future AM 2: N Vermont Street & 11th Street N 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 3 41 72 41 68 1 38 1 31 14 5 13 Future Volume (vph) 3 41 72 41 68 1 38 1 31 14 5 13 Peak Hour Factor 0.88 0.88 0.88 0.86 0.86 0.86 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 3 47 82 48 79 1 45 1 36 16 6 15 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 132 128 82 37 Volume Left (vph) 3 48 45 16 Volume Right (vph) 82 1 36 15 Hadj (s) -0.33 0.10 -0.12 -0.12 Departure Headway (s) 4.0 4.4 4.4 4.4 Degree Utilization, x 0.15 0.16 0.10 0.05 Capacity (veh/h) 870 779 768 749 Control Delay (s) 7.7 8.2 7.9 7.7 Approach Delay (s) 7.7 8.2 7.9 7.7 Approach LOS AAAA Intersection Summary Delay 7.9 Level of Service A Intersection Capacity Utilization 33.1% ICU Level of Service A Analysis Period (min) 15

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F-3 HCM 2010 AWSC 2019 Total Future AM 2: N Vermont Street & 11th Street N 9/14/2016

Intersection Intersection Delay, s/veh 7.9 Intersection LOS A

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 3 41 72 0 41 68 1 0 38 1 31 Future Vol, veh/h 0 3 41 72 0 41 68 1 0 38 1 31 Peak Hour Factor 0.92 0.88 0.88 0.88 0.92 0.86 0.86 0.86 0.92 0.85 0.85 0.85 Heavy Vehicles, % 222222222222 Mvmt Flow 0 3 47 82 0 48 79 1 0 45 1 36 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.7 8.2 7.9 HCM LOS A A A

Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 54% 3% 37% 44% Vol Thru, % 1% 35% 62% 16% Vol Right, % 44% 62% 1% 41% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 70 116 110 32 LT Vol 38 3 41 14 Through Vol 1 41 68 5 RT Vol 31 72 1 13 Lane Flow Rate 82 132 128 38 Geometry Grp 1111 Degree of Util (X) 0.1 0.146 0.157 0.046 Departure Headway (Hd) 4.384 3.978 4.418 4.435 Convergence, Y/N Yes Yes Yes Yes Cap 819 904 817 809 Service Time 2.4 1.99 2.418 2.454 HCM Lane V/C Ratio 0.1 0.146 0.157 0.047 HCM Control Delay 7.9 7.7 8.2 7.7 HCM Lane LOS AAAA HCM 95th-tile Q 0.3 0.5 0.6 0.1

NVR at Ballston Synchro - Report Wells + Associates, Inc. Page 1

F-4 HCM Unsignalized Intersection Capacity Analysis 2019 Total Future AM 3: 11th Street N & N Utah Street 9/14/2016

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 0 89 91 0 19 36 Future Volume (Veh/h) 0 89 91 0 19 36 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.86 0.86 Hourly flow rate (vph) 0 105 107 0 22 42 Pedestrians 9 36 25 Lane Width (ft) 10.0 10.0 11.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 1 3 2 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 132 273 141 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 132 273 141 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 97 95 cM capacity (veh/h) 1425 685 884 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 105 107 64 Volume Left 0 0 22 Volume Right 0 0 42 cSH 1700 1700 804 Volume to Capacity 0.06 0.06 0.08 Queue Length 95th (ft) 0 0 6 Control Delay (s) 0.0 0.0 9.9 Lane LOS A Approach Delay (s) 0.0 0.0 9.9 Approach LOS A Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 23.1% ICU Level of Service A Analysis Period (min) 15

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F-5 HCM Unsignalized Intersection Capacity Analysis 2019 Total Future AM 4: N Vermont Street & N Fairfax Drive 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 747 51 27 1103 46 15 2 29 17 5 25 Future Volume (Veh/h) 18 747 51 27 1103 46 15 2 29 17 5 25 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.91 0.91 0.91 0.85 0.85 0.85 0.92 0.92 0.92 Hourly flow rate (vph) 21 859 59 30 1212 51 18 2 34 18 5 27 Pedestrians 9 3 169 114 Lane Width (ft) 11.0 11.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1 0 14 10 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 281 pX, platoon unblocked 0.94 0.94 0.94 0.94 0.94 0.94 vC, conflicting volume 1377 1087 1602 2536 631 1921 2540 552 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1377 964 1512 2507 479 1852 2511 552 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 95 95 53 89 92 29 73 94 cM capacity (veh/h) 452 578 38 19 429 25 18 429 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 450 488 333 606 354 54 50 Volume Left 21 0 30 0 0 18 18 Volume Right 0 59 0 0 51 34 27 cSH 452 1700 578 1700 1700 82 48 Volume to Capacity 0.05 0.29 0.05 0.36 0.21 0.66 1.04 Queue Length 95th (ft) 4040077112 Control Delay (s) 1.4 0.0 1.7 0.0 0.0 109.4 277.7 Lane LOS A A FF Approach Delay (s) 0.7 0.4 109.4 277.7 Approach LOS FF Intersection Summary Average Delay 9.0 Intersection Capacity Utilization 60.2% ICU Level of Service B Analysis Period (min) 15

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F-6 HCM Unsignalized Intersection Capacity Analysis 2019 Total Future AM 5: N Vermont Street 9/14/2016

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 4041028 Future Volume (Veh/h) 4041028 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) 4041030 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 34 4 5 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 34 4 5 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) 979 1079 1616 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 4 5 30 Volume Left 4 0 0 Volume Right 0 1 0 cSH 979 1700 1616 Volume to Capacity 0.00 0.00 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 8.7 0.0 0.0 Lane LOS A Approach Delay (s) 8.7 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

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F-7 HCM Unsignalized Intersection Capacity Analysis 2019 Total Future AM 6: N Vermont Street 9/14/2016

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 6 15 55 2 4 114 Future Volume (Veh/h) 6 15 55 2 4 114 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 16 60 2 4 124 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 193 61 62 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 193 61 62 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 98 100 cM capacity (veh/h) 794 1004 1541 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 23 62 128 Volume Left 7 0 4 Volume Right 16 2 0 cSH 929 1700 1541 Volume to Capacity 0.02 0.04 0.00 Queue Length 95th (ft) 2 0 0 Control Delay (s) 9.0 0.0 0.2 Lane LOS A A Approach Delay (s) 9.0 0.0 0.2 Approach LOS A Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 19.2% ICU Level of Service A Analysis Period (min) 15

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F-8 HCM Signalized Intersection Capacity Analysis 2019 Total Futue PM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 162 12 75 64 11 111 37 1363 58 28 840 50 Future Volume (vph) 162 12 75 64 11 111 37 1363 58 28 840 50 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 11 11 11 11 11 12 11 11 12 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 0.97 0.95 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.97 0.98 0.96 1.00 0.99 1.00 Frt 0.96 0.92 1.00 0.99 1.00 0.99 Flt Protected 0.97 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1321 1374 1465 4251 1505 4297 Flt Permitted 0.62 0.81 0.26 1.00 0.12 1.00 Satd. Flow (perm) 848 1136 395 4251 189 4297 Peak-hour factor, PHF 0.85 0.85 0.85 0.87 0.87 0.87 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 191 14 88 74 13 128 40 1482 63 30 913 54 RTOR Reduction (vph) 0 12 0 0 23 0030050 Lane Group Flow (vph) 0 281 0 0 192 0 40 1542 0 30 962 0 Confl. Peds. (#/hr) 60 88 88 60 66 66 66 66 Confl. Bikes (#/hr) 4321 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 3% 3% 3% 3% 3% 3% Bus Blockages (#/hr) 00000001212000 Parking (#/hr) 0 0 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4422 Permitted Phases 4422 Actuated Green, G (s) 38.0 38.0 79.0 79.0 79.0 79.0 Effective Green, g (s) 41.0 41.0 81.0 81.0 81.0 81.0 Actuated g/C Ratio 0.32 0.32 0.62 0.62 0.62 0.62 Clearance Time (s) 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 0.2 0.2 0.2 0.2 Lane Grp Cap (vph) 267 358 246 2648 117 2677 v/s Ratio Prot c0.36 0.22 v/s Ratio Perm c0.33 0.17 0.10 0.16 v/c Ratio 1.05 0.54 0.16 0.58 0.26 0.36 Uniform Delay, d1 44.5 36.7 10.3 14.5 11.0 11.9 Progression Factor 1.00 1.00 1.10 0.94 1.00 1.00 Incremental Delay, d2 69.9 0.8 1.1 0.7 5.2 0.4 Delay (s) 114.4 37.5 12.4 14.4 16.2 12.3 Level of Service F D BB BB Approach Delay (s) 114.4 37.5 14.3 12.4 Approach LOS F D B B Intersection Summary HCM 2000 Control Delay 24.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 71.0% ICU Level of Service C Analysis Period (min) 15

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F-9 Queues 2019 Total Futue PM 1: N. Glebe Road & N. Wakefield Street/11th Street North 9/14/2016

Lane Group EBT WBT NBL NBT SBL SBT Lane Group Flow (vph) 293 215 40 1545 30 967 v/c Ratio 1.05 0.57 0.16 0.58 0.26 0.36 Control Delay 108.5 37.9 13.2 14.4 17.9 12.2 Queue Delay 0.0 0.0 0.0 0.2 0.0 0.0 Total Delay 108.5 37.9 13.2 14.6 17.9 12.2 Queue Length 50th (ft) ~259 128 11 213 11 134 Queue Length 95th (ft) #404 205 m22 291 32 161 Internal Link Dist (ft) 203 241 511 583 Turn Bay Length (ft) 215 100 Base Capacity (vph) 279 380 246 2652 117 2683 Starvation Cap Reductn 0 0 0 324 0 0 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 1.05 0.57 0.16 0.66 0.26 0.36 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

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F-10 HCM Unsignalized Intersection Capacity Analysis 2019 Total Futue PM 2: N Vermont Street & 11th Street N 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 11 66 28 25 43 6 64 4 30 6 2 5 Future Volume (vph) 11 66 28 25 43 6 64 4 30 6 2 5 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 13 78 33 29 51 7 70 4 33 7 2 6 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 124 87 107 15 Volume Left (vph) 13 29 70 7 Volume Right (vph) 33 7 33 6 Hadj (s) -0.10 0.05 -0.02 -0.11 Departure Headway (s) 4.2 4.4 4.4 4.4 Degree Utilization, x 0.14 0.11 0.13 0.02 Capacity (veh/h) 833 785 782 764 Control Delay (s) 7.9 7.9 8.0 7.5 Approach Delay (s) 7.9 7.9 8.0 7.5 Approach LOS AAAA Intersection Summary Delay 7.9 Level of Service A Intersection Capacity Utilization 30.3% ICU Level of Service A Analysis Period (min) 15

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F-11 HCM 2010 AWSC 2019 Total Futue PM 2: N Vermont Street & 11th Street N 9/14/2016

Intersection Intersection Delay, s/veh 7.9 Intersection LOS A

Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 11 66 28 0 25 43 6 0 64 4 30 Future Vol, veh/h 0 11 66 28 0 25 43 6 0 64 4 30 Peak Hour Factor 0.92 0.85 0.85 0.85 0.92 0.85 0.85 0.85 0.92 0.92 0.92 0.92 Heavy Vehicles, % 222222222222 Mvmt Flow 0 13 78 33 0 29 51 7 0 70 4 33 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.9 7.9 8 HCM LOS A A A

Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 65% 10% 34% 46% Vol Thru, % 4% 63% 58% 15% Vol Right, % 31% 27% 8% 38% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 98 105 74 13 LT Vol 64 11 25 6 Through Vol 4 66 43 2 RT Vol 30 28 6 5 Lane Flow Rate 107 124 87 15 Geometry Grp 1111 Degree of Util (X) 0.129 0.143 0.106 0.019 Departure Headway (Hd) 4.364 4.176 4.367 4.381 Convergence, Y/N Yes Yes Yes Yes Cap 824 863 825 819 Service Time 2.377 2.178 2.37 2.396 HCM Lane V/C Ratio 0.13 0.144 0.105 0.018 HCM Control Delay 8 7.9 7.9 7.5 HCM Lane LOS AAAA HCM 95th-tile Q 0.4 0.5 0.4 0.1

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F-12 HCM Unsignalized Intersection Capacity Analysis 2019 Total Futue PM 3: 11th Street N & N Utah Street 9/14/2016

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 0 101 50 0 13 25 Future Volume (Veh/h) 0 101 50 0 13 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.91 0.91 0.92 0.92 Hourly flow rate (vph) 0 119 55 0 14 27 Pedestrians 7 27 57 Lane Width (ft) 10.0 10.0 11.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 0 2 4 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 112 258 119 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 112 258 119 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 98 97 cM capacity (veh/h) 1413 686 888 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 119 55 41 Volume Left 0 0 14 Volume Right 0 0 27 cSH 1700 1700 807 Volume to Capacity 0.07 0.03 0.05 Queue Length 95th (ft) 0 0 4 Control Delay (s) 0.0 0.0 9.7 Lane LOS A Approach Delay (s) 0.0 0.0 9.7 Approach LOS A Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 23.9% ICU Level of Service A Analysis Period (min) 15

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F-13 HCM Unsignalized Intersection Capacity Analysis 2019 Total Futue PM 4: N Vermont Street & N Fairfax Drive 9/14/2016

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 24 782 33 33 992 40 41 4 53 13 1 60 Future Volume (Veh/h) 24 782 33 33 992 40 41 4 53 13 1 60 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.87 0.87 0.87 0.88 0.88 0.88 0.85 0.85 0.85 Hourly flow rate (vph) 26 850 36 38 1140 46 47 5 60 15 1 71 Pedestrians 7 7 188 138 Lane Width (ft) 11.0 11.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1 1 16 12 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 281 pX, platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC, conflicting volume 1324 1074 1642 2508 638 1924 2503 548 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1324 781 1436 2433 279 1760 2427 548 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 94 94 0 72 89 30 94 83 cM capacity (veh/h) 463 614 40 18 523 21 18 423 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 451 461 323 570 331 112 87 Volume Left 26 0 38 0 0 47 15 Volume Right 0 36 0 0 46 60 71 cSH 463 1700 614 1700 1700 72 94 Volume to Capacity 0.06 0.27 0.06 0.34 0.19 1.56 0.93 Queue Length 95th (ft) 40500236132 Control Delay (s) 1.7 0.0 2.1 0.0 0.0 406.6 154.0 Lane LOS A A FF Approach Delay (s) 0.8 0.5 406.6 154.0 Approach LOS FF Intersection Summary Average Delay 25.9 Intersection Capacity Utilization 69.5% ICU Level of Service C Analysis Period (min) 15

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F-14 HCM Unsignalized Intersection Capacity Analysis 2019 Total Futue PM 5: N Vermont Street 9/14/2016

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 2 0 16 5 0 11 Future Volume (Veh/h) 2 0 16 5 0 11 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 0 17 5 0 12 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 32 20 22 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 32 20 22 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) 982 1058 1593 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 2 22 12 Volume Left 2 0 0 Volume Right 0 5 0 cSH 982 1700 1593 Volume to Capacity 0.00 0.01 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 8.7 0.0 0.0 Lane LOS A Approach Delay (s) 8.7 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

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F-15 HCM Unsignalized Intersection Capacity Analysis 2019 Total Futue PM 6: N Vermont Street 9/14/2016

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 4 9 88 7 17 38 Future Volume (Veh/h) 4 9 88 7 17 38 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 10 96 8 18 41 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 177 100 104 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 177 100 104 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 99 cM capacity (veh/h) 803 956 1488 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 14 104 59 Volume Left 4 0 18 Volume Right 10 8 0 cSH 906 1700 1488 Volume to Capacity 0.02 0.06 0.01 Queue Length 95th (ft) 1 0 1 Control Delay (s) 9.0 0.0 2.3 Lane LOS A A Approach Delay (s) 9.0 0.0 2.3 Approach LOS A Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 19.6% ICU Level of Service A Analysis Period (min) 15

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F-16