East Falls Church

Station Vision Plan

July 2011

Washington Metropolitan Area Transit Authority

East Falls Church Station Vision Plan

Final Report

Washington Metropolitan Area Transit Authority Department of Planning and Joint Development Office of Station Area Planning and Asset Management

July 2011

Lead Agency: Consultant:

Washington Metropolitan Area Transit Parsons Brinckerhoff Authority Station Area Planning and Asset Management

Steven E. Goldin, Director Robin McElhenny, Manager of Station Area Planning Scott Peterson, Station Area Planner

600 5th Street NW Washington, DC 20001

East Falls Church Station Vision Plan

Contents

Introduction 1 Planning Context 1

Station Area Context 9 Land Use and Zoning 10 Area Transportation System 13

Station Facilities and Operations 21 Metrorail Operations 21 Existing Station Facilities 23 Pedestrian Access and Recommendations 25 Bicycle Access and Recommendations 27 Bus Access and Recommendations 29 Kiss & Ride Access and Recommendations 30 Park & Ride Access and Recommendations 32

Joint Development Alternatives 37 Alternative 1: Low Build - WMATA Parcel Only 38 Alternative 2: Medium Build 41 Alternative 3: High Build 44 Task Force Preferences 46 Composite Scheme 47

Multi-Modal Transit Center 55 Projected Ridership 55 Existing Conditions 56 New Station Entrance Concept Design - Alternative A 56 New Station Entrance Concept Design - Alternative B 58 Order of Magnitude 68 Summary 68

Contents i

East Falls Church Station Vision Plan

Figures

Figure 1: System Map 1 Figure 2: East Falls Church Planning Study Area 2 Figure 3: Illustrative Plan from East Falls Church Area Plan 4 Figure 4: Development and Open Spaces 9 Figure 5: Planned Development at City Center South 10 Figure 6: 1/2 Mile Radius of Station 11 Figure 7: Arlington County Zoning 12 Figure 8: Existing Transportation Network 14 Figure 9: Existing Bus Routes 15 Figure 10: Mode Share to Station 21 Figure 11: Station Facilities and Circulation 23 Figure 12: Internal Station Facilities 24 Figure 13: Station Access Hierarchy 25 Figure 14: Allowable Walking Distances of Station Facilities from Station Entrance 25 Figure 15: Recommended Pedestrian Improvements 27 Figure 16: Recommended Bicycle Improvements 28 Figure 17: Kiss & Ride Origins by Zip Code 30 Figure 18: Recommended Kiss & Ride Improvements 31 Figure 19: Park & Ride Origin Map 32 Figure 20: Alternative 1 Diagram 39 Figure 21: Alternative 1 Illustrative Plan 40 Figure 22: Alternative 1 3-D View 40 Figure 23: Alternative 2 Diagram 42 Figure 24: Alternative 2 Illustrative Plan 42 Figure 25: Alternative 2 3-D View 43 Figure 26: Alternative 2 3-D Detail 43 Figure 27: Alternative 3 Diagram 45 Figure 28: Alternative 3 Illustrative Plan 45 Figure 29: Alternative 3 3-D View 46 Figure 30: Composite Scheme 3-D View 47 Figure 31: Composite Scheme Ground Level 48 Figure 32: Composite Scheme Level 2 48 Figure 33: Composite Scheme Levels 3 & 4 49 Figure 34: Composite Scheme Levels 5-10 49 Figure 35: Enlarged Plaza Plan - Level 1 50 ii Contents East Falls Church Station Vision Plan

Figure 36: Sections Looking West and South 50 Figure 37: Sections Looking North and East 51 Figure 38: Composite Scheme Axonometric 51 Figure 39: Alternative A - Site Plan 57 Figure 40: Alternative A - Mezzanine/Platform Level Plan 59 Figure 41: Alternative A - Bridge Level Plan 60 Figure 42: Alternative A - Cross Section Looking West 61 Figure 43: Alternative A - Cross Section Showing Bridge 61 Figure 44: Alternative B - Site Plan 62 Figure 45: Alternative B - Platform Level Plan 63 Figure 46: Alternative B - Mezzanine Level Plan 64 Figure 47: Alternative B - Multi-Modal Transit Facility 65 Figure 48: Alternative B - Cross Section 66 Figure 49: Alternative B - Cross Section Looking West 66 Figure 50: Alternative B - Additional Cross Sections 67

Tables

Table 1: Bus Routes Serving East Falls Church Station 29 Table 2: Alternative 1 Program 38 Table 3: Alternative 2 Program 41 Table 4: Alternative 3 Program 44 Table 5: Order of Magnitude Costs for Alternative A 69 Table 6: Order of Magnitude Costs for Alternative B 70

Contents iii

Introduction

Planning Context

East Falls Church Station Vision Plan Section 1

East Falls Church Station Vision Plan

Introduction

Planning Context To lead the community review In 2006, Arlington County tasked process, the East Falls Church the Washington Metropolitan Area Planning Task Force was established, Transit Authority (WMATA, Metro) to comprised of 17 members develop a conceptual plan for transit- from Metro, VDOT, advisory oriented development integrated commissions, area businesses, and with multi-modal transportation civic association representatives improvements at the East Falls from both jurisdictions appointed Church Metrorail station. Ultimately, by the Arlington County Board and Arlington County initiated their own the Falls Church City Council. Its local planning study of the East Falls charge was to work closely with the Church area that would proceed County and the City of Falls Church concurrently with the Metro station in creating a vision for transit- study and with participation from the oriented development in the East area stakeholders: the City of Falls Falls Church station area and review Church, the Virginia Department of recommendations presented by the Transportation (VDOT), Metro, and county planners. the surrounding community.

Figure 1: Metrorail System

Section 1 1

East Falls Church Station Vision Plan

The purpose of the Arlington County environment within the East Falls Falls Church Area Plan study area is study was to generate a land use Church station area. shown on Figure 2. and transportation vision for transit- oriented development in the East Falls A final concept plan and policy This Metro study is focused on Church area of Arlington County and framework was developed in the the immediate station vicinity. The the City of Falls Church. The goal of report, 2010 East Falls Church Area primary objective of this study is to the visioning exercise was to develop Plan, and presented to the Arlington provide conceptual planning and a concept plan that would set height, County Board and the City of Falls visual representation of alternative density, use mix, and urban design Church City Council for adoption. At solutions for multi-modal and station standards for Arlington County the July 10th County Board meeting, access improvements integrated with sites, including the East Falls Church the County Board voted unanimously Joint Development at the station. station Park & Ride and other sites to accept the task force’s plan. The The planning and design process that are likely to redevelop within County Board voted to adopt a set involved documenting existing site the study area. The transportation of policy determinations that were conditions; evaluating station access analysis included an evaluation of derived from the task force’s plan, improvements for pedestrians, pedestrian, bicycle, and vehicular and directed the County Manager to bicyclists, and vehicular traffic; station access and station capacity, incorporate the policy determinations developing alternatives for joint and will recommend infrastructure, into a revised East Falls Church Area development on the station site and streetscape, and other public Plan to be presented to the County a second entrance on the west end of improvements to create an urban, Board for adoption. The plan was the station; and soliciting input from walkable, and accessible mixed-use adopted on April 16, 2011. The East the task force and the community.

Figure 2: East Falls Church Area Plan Study Area

2 Section 1 East Falls Church Station Vision Plan

The study area has been the focus Arlington/East Falls Church Virginia Tech East Falls Church of numerous plans and studies Civic Association (AEFCCA) Metro Area Plan (2004) throughout the past two decades, and Neighborhood Conversation This plan envisioned a pedestrian- these studies inform the visioning Plan (1986) friendly rail center with outdoor process for the East Falls Church This plan recommends preserving the dining, new ground-level retail, a Station Vision Plan. low-density residential character of public plaza, and a connection over the area and encouraging low-scale, I-66 to unite both sides of the East Arlington County General Land new neighborhood-serving retail Falls Church area. The preferred Use Plan (1986) development that is in character alternative includes additional street In the General Land Use Plan, with the existing built environment. linkages to enhance connectivity, the station area is identified as The plan also recommends that the additional residential development, a publicly-owned government/ existing East Falls Church Metrorail a hotel, and retail development community facility. The surrounding station parking lot should not be throughout the study area. The plan neighborhoods are designated expanded to provide additional for the East Falls Church station low-density residential areas. The capacity. area envisioned nearly 40,000 square station area is similarly planned to feet of retail, 12,000 square feet of remain a low-density residential area, Arlington-Falls Church Ad-Hoc restaurants, 222 hotel rooms, over but with redevelopment limited to the Planning Committee Final Re- 100,000 square feet of office space, existing commercial and industrial port (1987) and 488 residential units, including area between I-66 and the City of Falls This report, formulated by joint 75 affordable housing units. With this Church boundary. Building heights Arlington and Falls Church development, Metro parking is cut are limited to 65 feet along major representatives, provides a vision for in half as the station becomes more streets and 35 feet in residential areas. the future of the East Falls Church of a neighborhood center instead of a area. It recommends planning for suburban commuter area. East Falls Church Land Use redevelopment throughout the area Study (1986) and specifically along Four Mile Run, City of Falls Church Compre- The study, intended to outline goals encouraging neighborhood-oriented hensive Plan (2005) for the area, was created before the businesses and making streetscape This plan was updated in 2005 Metro station opened. The primary elements and public amenities to guide the city’s physical, vision for the future was to preserve consistent throughout the area. economic, and social development the low-density residential character and redevelopment in a planned, of the area and to encourage small- East Falls Church Station Access coordinated manner. The plan scale redevelopment. The concept Improvement Study (2002) includes a new land use map that plan presented in this study shows This study, conducted by Metro, allows higher density development the Metro station surrounded analyzes the existing access to the and mixed-uses in areas that are by single-family housing, with East Falls Church station, including currently zoned as industrial/ townhouses along Washington origins of riders, station access by service, particularly in the vicinity Boulevard across from the station, mode, and peak period at the station. of the East Falls Church Metrorail and some service commercial uses The study measures parking demand station. The plan identifies areas with at the intersection of Lee Highway and estimates that there is an existing redevelopment potential within one and Washington Boulevard. The plan demand for up to 900 spaces despite mile of the station, along Washington recognizes the need for higher-density that only 422 spaces exist. The study Street, and in the Seven Corners area. residential uses near the Metro also proposes three station access station and proposes townhouse improvements: a bicycle/pedestrian I-66 Transit/TDM Study Final infill development on vacant or bridge over I-66, a sidewalk along Report (2009) underutilized sites. Washington Boulevard, and covered The Virginia Department of Rail walkways at the bus bays and Kiss and Public Transportation (DRPT) & Ride lot. Additional crosswalks conducted a transit/transportation and station art are also discussed as demand management (TDM) study potential improvements. for the I-66 corridor from Washington,

Section 1 3 East Falls Church Station Vision Plan

Figure 3: Illustrative Plan from East Falls Church Area Plan

DC, to Haymarket, Virginia. The Park & Ride lot be developed with recommended I-66 Priority Bus ground floor retail and up to six service would stop at East Falls stories of residential development Church and provide a faster, more above. The plan also recommends direct trip to the major destinations transportation improvements for in I-66 corridor, such as the Ballston- bicycles and pedestrians, streetscape Rosslyn corridor and the K Street enhancements, and urban design corridor. The report recommended guidelines to make the East Falls improvements such as bike storage Church area a more walkable, livable and showers, mobile commuter community. stores, and neighborhood shuttles. The report also envisions the East Falls Church station with a new entrance and multi-modal transit center by 2030.

East Falls Church Area Plan (2011) This plan provides guidance on the development of the East Falls Church area. The plan recommends that the station area develop as a transit mixed-use hub and that the

4 Section 1

Station Area Context

Land Use and Zoning

Area Transportation System

East Falls Church Station Vision Plan Section 2

East Falls Church Station Vision Plan

Station Area Context

The Arlington/East Falls Church area Dominion Trail (W&OD), a 45-mile is primarily residential in nature, trail that connects Washington, with stable single family homes and DC with Purcellville, VA. Figure 4 small-scale multi-family residences illustrates open spaces within the in proximity to the Metro station. station area. The area has a variety of amenities that make it a desirable location, The built environment consists of a including 62 acres of parkland within variety of residential neighborhoods, 1/3 mile of the station (Tuckahoe Park, small pockets of neighborhood- East Falls Church Park, Benjamin serving commercial uses, and several Banneker Park, Isaac Crossman open spaces. Immediately to the Park, and Madison Manor Park), two south of the station, behind the I-66 highly-regarded schools (Tuckahoe sound wall, is a Dominion Power Elementary and O’Connell High electrical substation. As the area has School), and a network of bike routes grown, medium-density residential including the Washington & Old uses, such as townhomes and condos,

Figure 4: Development and Open Spaces

Section 2 9

East Falls Church Station Vision Plan have been introduced. In 2006, the The City of Falls Church has also seen Land Use and Zoning Westlee, a 128-unit condominium a recent surge in investment, as the The Arlington/East Falls Church building with ground floor retail, Center City South project is moving area is laid out in a pattern of grid opened at 2200 North Westmoreland forward. The Falls Church City and curvilinear streets. In Arlington, Street, just a few blocks from the Council recently approved a proposal east-west local streets are numbered Metro station, and several other for the project, which includes one starting at Route 50 and moving locations look to be following suit: million square feet of mixed-use north and south, while north-south The Hanover Company is completing development with more than 100,000 local streets generally follow an construction of a mixed use apartment square feet of retail space and a alphabetical naming pattern going building with 214 units across from Harris Teeter grocery, 90,000 square from east to west, with three- the West Lee, Akridge is planning feet of office space, 412 apartments, syllable names used in this part of to redevelop an office complex on 16 townhouses, 134 55-and-over the County. Interstate 66, or Custis North Washington Street as 150 condominiums, and a 180-room Memorial Parkway, is a major barrier condominiums and office space called hotel. The development, located at that divides the neighborhoods into Falls Church Gateway, and Hekemian West Broad Street and South Maple northern and southern sections. Lee & Co. has proposed a mixed-use Avenue, is just one mile away from Highway, Washington Boulevard, redevelopment project called the East Falls Church Metrorail and North Sycamore Street cross I-66; Northgate with 105 apartments at 472 Station. The two-phase construction is however, pedestrian access to the North Washington Street. scheduled to be completed by 2013. station is limited because of the high volume of vehicular traffic in the area.

Figure 5: Planned Development at City Center South

10 Section 2 East Falls Church Station Vision Plan

Figure 6: 1/2-Mile Radius from Station

Section 2 11

East Falls Church Station Vision Plan

Figure 7: Arlington County Zoning

12 Section 2 East Falls Church Station Vision Plan

Figure 7 indicates that the station- Ride entrance. Because there is four bus bays and four layover spaces. area zoning is a special district for no crosswalk provided where the Figure 9 shows the bus routes that public utilities and transportation. sidewalk terminates, pedestrians serve the area. This district extends along I-66 frequently cross Washington to the east and west. Most of the Boulevard mid-block through traffic, Adjacent to the station entrance, the land surrounding the station area in a location that has a limited sight crosswalk through the bus access is zoned R-6, which allows single- distance to the curve at the eastbound lanes is generally perceived as unsafe, family residences. To the north of lanes from the Washington Boulevard given the long distance and relatively the station’s existing surface parking bridge. These pedestrians continue high volume of pedestrian traffic, but lot, the zoning allows more dense on through the station’s Park & the crosswalk is well marked and bus development such as townhouses. Ride entrance, which does not have traffic is light. The intersection of Washington any sidewalks, to access the station Boulevard and Lee Highway marks entrance as shown in the photo below. Bicycle Access the area with the most mixed-use East Falls Church has some of the development in the study area. This Shown in Figure 8 in black, Metrorail system’s highest bicycle area is zoned to allow apartment continuous sidewalks are located in usage. Station observations have homes, commercial offices, and most residential neighborhoods north shown that more than 100 bicyclists commercial services. of Lee Highway, and discontinuous use the station and the racks are sidewalks are located in the typically near capacity. There are Area Transportation residential neighborhood south of several factors behind the station’s Lee Highway. Most gaps in sidewalks attractiveness to bicycling: the System are located on minor neighborhood proximity to two regional trails The Arlington/East Falls Church area streets rather than principal arterial (the Washington & Old Dominion has a well developed transportation roads. Washington Boulevard, Lee Trail and the Custis Trail) and network with vehicular access, a Highway, and North Sycamore Street the bicycle-friendly nature of the strong bus network, bike routes, and generally have continuous sidewalks residential streets around the sidewalks. I-66 is the main east- along both sides of the street. station. The limited amount of west highway in Northern Virginia vehicle parking and inconvenient and splits the East Falls Church Bus Access or indirect bus access to the station neighborhood. Four bridges cross The East Falls Church station is from surrounding neighborhoods I-66 within ½ mile of the Metrorail served by 10 bus routes, which utilize also contribute to the high share of station, and the station entrance itself is located along an underpass beneath the highway. The principal arterial roads in the study area include North Sycamore Street to the east of the station, Washington Boulevard to the north of the station, and Lee Highway located a few blocks west of the station.

Pedestrian Access In general, the pedestrian infrastructure is supportive for those walking to the station. Most intersections have clear and visible crosswalks with pedestrian signals, and sidewalks are generally well connected and in good condition.

However, the sidewalk along the south side of Washington Boulevard Many pedestrians were observed crossing mid-block along Washington terminates at the station Park & Boulevard

Section 2 13

East Falls Church Station Vision Plan

Figure 8: Existing Transportation Network

bicycle access. These factors make north of the station. There are riding a bicycle an attractive option issues for bicyclists crossing at the for Metrorail passengers who are Washington/Lee Highway/W&OD coming from a farther distance than Trail intersections. The typically-off- can be comfortably walked. There are street W&OD trail detours through bicycle access routes from south of the residential streets near the East Falls station, but there are no designated Church station, and many parts of the bike lanes from the north of the path are narrow in this area. station. Not very many bicyclists have been observed accessing the station Figure 8 shows both on-street and off The crosswalk through the bus access from the residential neighborhoods -street bicycle routes. North Sycamore lanes is well-marked with light traffic.

14 Section 2 East Falls Church Station Vision Plan

LEE HIGHWAY SYCAMORE STREET SYCAMORE FAIRFAX DRIVE

WASHINGTON BLVD

TUCKAHOE STREET

INTERSTATE 66 19TH STREET

C i t y Ao fr lF i na gl l ts o Cn hC u o r u c nh t y

Bus Routes 2A, 2B, 2C, 2G: Washington Boulevard 3A, 3B, 3E: Lee Highway 24T: McLean Hamlet- East Falls Church ART 52, 53: Ballston- East Falls Church Figure 9: Existing Bus Routes East Falls Church East Falls Church Metrorail Station

Existing Bus Routes 1/2 mile radius of station

Boundary

Section 2 15

East Falls Church Station Vision Plan

Street, Washington Boulevard, North Falls Church area are located around off-peak. Washington Boulevard’s Van Buren Street, and 22nd Street the Metrorail station and in proximity peak period travel times range from North have on-street bike lanes. The to the intersection of Washington nine miles per hour to 16 miles per off-street W&OD Trail runs east-west Boulevard and Lee Highway, where hour. Off-peak, the travel times are through the area, roughly paralleling the office, commercial, and high- between 14 and 16 miles per hour. I-66, crossing underneath North density housing is located. Most of Speeding, tailgating, and red light Sycamore Street, running up North the residential neighborhood streets running are common driver behaviors Tuckahoe Street, and continuing its have restricted permit parking and in the area. path adjacent to I-66. The W&OD trail are generally empty. is heavily used by pedestrians and East-west connection to Lee bicyclists alike, for both commuting Primary Roadways Highway and North Washington and recreational purposes. The Custis I-66 bisects the study area and carries Street via North Westmoreland Trail, which runs along the north side a large volume of vehicles east and Street is provided by 19th Street of I-66 from East Falls Church to the west through Northern Virginia. North, a secondary street in the Mt. Vernon Trail along the Potomac There are high-occupancy vehicle study area. This street experiences River, connects to the W&OD trail (HOV) restrictions on I-66 during a high volume of traffic in the peak near Madison Manor Park via a various parts of the day: eastbound periods from station-generated pedestrian/bicycle bridge over I-66. lanes are reserved for HOV-2 and traffic exiting the Kiss & Ride lot. The W&OD and Custis Trails are motorcycles from 6:30 a.m. to 9 a.m., The intersection of 19th Street North major bicycle commuting routes and all westbound lanes are reserved and North Sycamore Street has a and are important segments of the for HOV-2 and motorcycles from 4 LOS D in the east direction in the Northern Virginia regional bikeway p.m. to 6:30 p.m. Some of the greatest weekday morning when long vehicle and trail network. congestion (level of service E/F) in the queues are experienced. There are entire I-66 corridor occurs at East Falls significant sightline problems at the Station Area Parking Church in the westbound direction, intersection for vehicles turning left Both of the station’s parking facilities both in the morning and evening peak from northbound North Sycamore are well-utilized, with the 422 space periods. Street to westbound 19th Street Park & Ride lot typically full by 7:30 North, and from southbound North a.m., and the Kiss & Ride lot busy Lee Highway/Washington Sycamore Street to the I-66 ramp due during the weekday peak periods. Street, North Sycamore Street, to the curvature of the roadway and Because of the limited parking and Washington Boulevard are the sight obstruction from vehicles options around the station area, many automobile-oriented corridors and queueing in both lanes. Particularly drivers who cannot get a space at have limited pedestrian and bicycle in the northbound direction, drivers the East Falls Church station Park & accommodations. They all carry have to watch for oncoming cars Ride lot will drive to the West Falls significant vehicle volumes, especially traveling southbound on North Church/VT-UVA station, drive to their during the peak period. Sycamore Sycamore Street as well as avoid the destination, or find on-street parking Street also experiences moderate bus pedestrians using the crosswalk at in the neighborhood and walk to the traffic turning into and out of the 19th Street North traveling to and station. In the afternoon and evenings Metro station during peak periods, from the station. The 2010 East Falls when Park & Ride spaces become with an average of one bus departing Church Area Plan recommends high- available, many spaces are re-used every two minutes. Intersection levels visibility crosswalks and reduced- by Metro riders, making this lot the of service are generally good, with a length crosswalks at all approaches, highest utilized Park & Ride facility typical level of service (LOS) between as well as a traffic signal upgrade at in the Metrorail system. Refer to the A to C, but travel times are slow. this location to reduce the conflicts appendices for more discussion of this During peak periods, Lee Highway/ between pedestrians and vehicles. topic. Washington Street has travel times between 10 and 18 miles per hour, The community has expressed interest while off-peak travel speeds are in having additional Metro parking, 15 to 21 miles per hour. Sycamore but only if there is a way to restrict experiences travel times between nine its use to Arlington residents. Most and 18 miles per hour during the peak parking lots in the Arlington-East period and 14 to 16 miles per hour

16 Section 2

Station Facilities and Operations Metrorail Operations Existing Station Facilities Pedestrian Access and Recommendations Bicycle Access and Recommendations Bus Access and Recommendations Kiss & Ride Access and Recommendations Park & Ride Access and Recommendations

East Falls Church Station Vision Plan Section 3

East Falls Church Station Vision Plan

Station Facilities and Operations

Metrorail Operations elsewhere in Arlington County, the The East Falls Church Metrorail City of Falls Church, and Fairfax station is located in the median of County. It is typically an origination I-66 along North Sycamore Street. station rather than a destination Though the station opened in June station, although the increase in area 1986, it will become a transfer station retail offerings has boosted the share between the Orange Line and the of riders visiting East Falls Church. planned Silver Line when Phase I of the Dulles Corridor Metrorail Project Ridership is completed in 2013. The Silver Line The East Falls Church station will share track with the Orange Line averaged 4,200 boardings per from Washington, DC to the East Falls weekday in 2009, a slight decrease Church station before diverting to from the 4,306 daily boardings in Tysons Corner and Wiehle Avenue 2008. Ridership has grown modestly via the Dulles Access Road. Phase II over the last 20 years when compared will extend the Silver Line to Dulles with the other four Orange Line International Airport and Ashburn, stations that opened in 1986. Virginia. Ridership at the East Falls Church station increased 25 percent while The East Falls Church station is ridership at the West Falls Church-VT/ neighborhood oriented, but also UVA, Dunn Loring-Merrifield, serves a commuter population from and Vienna/Fairfax-GMU stations

Figure 10: Mode Share to Station

Shuttle, 3% Taxi, 1% Bike, 3% ART, 4%

Kiss & Ride, 13% Walk, 38%

MetroBus, 17%

Car, 21%

Section 3 21

East Falls Church Station Vision Plan

increased 160 percent, 80 percent, the station is used more by residents an average of 113 people per rail and 120 percent, respectively. The than workers. According to the 2007 car (ppc) when factored at the East Falls Church station ranks 65th Metrorail Passenger Survey, 71 percent maximum load point at Court House in ridership out of the 86 Metrorail of all customers entering the East Falls station during the peak hour. Metro station in system behind Clarendon Church station were going to work, Operations uses 120 ppc for their rail station with 4,355 daily boardings 13 percent were going home, four car capacity standard. and ahead of Virginia Square-GMU percent to a job-related business, three station with 4,067 boardings. percent were going on a personal The proposed operating plan for trip, three percent were going sight- Phase I of the Dulles Corridor The majority of Metrorail customers seeing, two percent to school, and Metrorail Project includes diverting access the station via walking two percent were going shopping all six tripper-trains from the West or biking. According to the 2007 or dining. Also from the survey, 45 Falls Church-VT/UVA station and Metrorail Passenger Survey, 38 percent of the customers entering two or three trains from Vienna/ percent of passengers accessed the the East Falls Church station live in Fairfax-GMU to the Silver Line. At station by walking, and over three Arlington, 27 percent live in Fairfax the East Falls Church station, new percent accessed the station by County, 14 percent live in the City of service would remain the same bicycle. The proportion of access by Falls Church, and seven percent said with a total of 21 trains serving bicycle is notably high compared to they live in Washington, DC. the station including eight trains similar stations, and is due in part to between Vienna/Fairfax-GMU and the well-connected system of trails in The East Falls Church Metrorail New Carrollton stations, four trains the area. According to the 2006 Station Station is serviced by the Orange between Vienna/Fairfax-GMU and Access Study, East Falls Church has Line Monday through Friday, from 5 Largo Town Center Station, and eight the fourth-highest share of bicyclists a.m. to midnight, and on weekends trains between Wiehle Avenue and in the entire Metrorail system. Most from 7 a.m. to 3 a.m. During the peak Stadium-Armory station. To relieve bicyclists access the station from the operating hours (5 a.m. to 9:30 a.m. the current bottleneck effect from the south, and the bike safety issues at the and 3 p.m. to 7 p.m. on weekdays), Orange Line and Blue Line merging Lee Highway/Fairfax Drive/W&OD trains run approximately every three at Rosslyn station and to address Trail intersection will need to be minutes in each direction. In the peak growing ridership demand along the addressed. hour, 14 to 15 trains originate from Yellow and Green Line in downtown the Vienna/Fairfax-GMU station and Washington, Metro is considering a Nearly 13 percent of all East Falls travel to the New Carrollton station, plan to divert four of the 10 Blue Line Church Metrorail customers arrive six “tripper” trains originate at the trains across the Yellow Line bridge at the station by a bus: 11 percent West Falls Church-VT/UVA station with new service from Franconia- via Metrobus and two percent via with two trains traveling to the New Springfield to Greenbelt station. Arlington Transit. Twenty-four Carrollton station and four trains percent drive a car to the station turning-back at Stadium-Armory Forecasted Ridership and use the Park & Ride lot or find station. At East Falls Church, there As the Arlington/East Falls Church parking nearby. Twenty-one percent are 20 to 21 trains serving the station area continues to be an attractive of customers use the Kiss & Ride in the peak hour with 11 six-car trains area to live, Metrorail ridership will facilities to access the station with and nine eight-car trains. Trains run increase as the population increases. 17 percent being dropped-off by from Vienna/Fairfax-GMU station The study performed for the Dulles automobile, three percent by private to New Carrollton station every Corridor Metrorail Environmental shuttle service, and less than one 12 minutes during off-peak times. Impact Statement (EIS) projected percent by taxi. Ridership data collected from Metro 8,098 daily boardings at the East Falls shows that the peak hours are 7:30 Church station with full build-out to In the morning peak, 91 percent of to 8:30 a.m. and 5:30 to 6:30 p.m.; Loudoun County in 2025. The 2007 riders enter the station and wait for similarly, peak half hours are 8:00 to Station Access and Capacity Study a train, while in the evening peak, 8:30 a.m. and 5:30 to 6:00 p.m. projected future ridership based 83 percent of riders are arriving at on the Metropolitan Washington the station and exiting. The ratio of Currently, rail car capacity on the Council of Governments (MWCOG) customers entering the station in the Orange Line is within the Metro Round 7.0 Population Forecasts with AM to those exiting confirms that standards for capacity limits with ridership at the East Falls Church

22 Section 3 East Falls Church Station Vision Plan

station forecasted to increase to 6,580 Map ID Facility Description Location boardings by 2030, an increase of 57 1 Park & Ride • Surface parking lot with a Northernmost part of percent from 2009. total of 422 parking spaces the station A detailed analysis of ridership and 2 Bus • Four bus bays Immediately north of the development trends, performed for Facilities • Four layover spaces station this study (see Appendix 1), projects 3 Short-Term • 52 parking spaces (2 ADA South of the station ridership to increase to between 7,413 Kiss & Ride spaces, 13 ‘A’ spaces, 2 and 7,728 boardings in 2030, a 76 to 84 car-sharing spaces, and 35 percent increase over 2009 ridership. metered, short-term spaces) The range of the ridership estimate is • Pick-up/drop-off lane based on whether transit parking is • Private shuttle drop-off replaced with joint development and 4 Taxi Queue • Dedicated taxi stand in Along N. Sycamore assumes full development build-out right-turn lane Street adjacent to Kiss as described in Appendix 1. & Ride 5 Bicycle • 88 bicycle racks (for 176 Station entrance along A preliminary station capacity Racks bikes) N. Sycamore Street analysis was performed using standards from the 2007 Metro 6 Bicycle • 36 bicycle lockers Sidewalk adjacent to Station Access and Capacity Study. Lockers Kiss & Ride An infrastructure analysis indicated no current issues with the vertical transportation systems, as the existing elevator, and escalators have adequate capacity for existing ridership levels. The fare collection systems, the fare vendors, and the faregates also have no capacity issues at present.

Looking forward to the projected ridership in 2030, the vertical circulation and fare collection systems at the existing East Falls Church station mezzanine will be adequate to handle peak loads boarding in the morning and alighting in the evening rush periods.

Existing Station Facilities The East Falls Church station site is comprised of 7.1 acres of land, which includes a 422-space Park & Ride lot at the north side of the station area, a bus loop with four bus bays north of the station entrance, a Kiss & Ride with a pick-up/drop-off lane for vehicles and taxis to the south of the station entrance, and bicycle facilities (36 bike lockers and 88 bike racks) immediately outside the station and to the north of the station. Figure 11: Station Facilities and Circulation

Section 3 23

East Falls Church Station Vision Plan

The majority of the site is not owned by Metro; the Virginia Department of Transportation (VDOT) owns 3.9 acres of the northern parcel that provides an easement for transit use. Metro owns the remaining 1.9 acres of the northern parcel and all 1.3 acres of the southern parcel. Dominion Power has an aerial easement over 44 feet above the Kiss & Ride lot for their power lines. As shown in Figure 15, the Orange Line Metrorail tracks run east- west in the median of I-66 and the Dominion Power substation is visible immediately adjacent to the Kiss & Ride lot on the south parcel.

Bicycle racks, sidewalks connecting the Kiss & Ride lot to the south, and sidewalks connecting the bus loop and Park & Ride lot to the north are located where North Sycamore Street runs below I-66 (Figure 12).

Internal Station Facilities The East Falls Church station is an above-grade, center platform station with an upper platform located between the inbound and outbound lanes of I-66 and a lower mezzanine at street level (see Figure 12). The station mezzanine fare collection system consists of eight faregates, two add-fare vendors in the paid area, Figure 12: Internal Station Facilities and four fare vendor machines in the free area. The vertical transportation pedestrians having the highest access without the need for car system consists of three escalators priority access, followed by bicycles, storage, it still requires a significant and one elevator from the mezzanine transit, Kiss & Ride, and Park & Ride. amount of space and proximity to to the center platform. The only The prioritization of each mode of the station. To encourage travel using entrance to the station is from North access relates to the proximity of other modes, access from Park & Sycamore Street. The capacity of both each facility to the station entrance in Ride lots to the station entrance are the vertical transportation and fare terms of distance, as shown in Figure given the lowest priority in the station collection systems is considered very 14. Pedestrian access has the highest access hierarchy. good and should accommodate the priority for the safety of all transit projected growth in ridership. customers and to promote walking The layout of the East Falls Church Station Access and Capacity as the preferred mode of access to the Station site generally conforms to the station. Similarly, bicycles and transit Metro guidelines shown in Figure 14. Metro’s Station Site and Access (bus) are prioritized because of their On the north side of the site, the Park Planning Manual (SSAPM) includes efficiency and environmental benefits, & Ride lot is located further away design guidelines on for ideal station and their reduction in the demand for from the station entrance than the access conditions. Figure 13 shows costly parking facilities. While Kiss other site facilities. The Park & Ride Metro’s hierarchy of access, with & Ride facilities provide vehicular lot is well within Metro’s guidelines,

24 Section 3 East Falls Church Station Vision Plan

with the farthest parking space 980 station entrance, most within view Pedestrian priority could be improved feet away from the station entrance. of the station manager’s kiosk. To the at the East Falls Church site. As the Transit access is closer to the station south of the station, Kiss & Ride and Station Site and Access Planning Manual on the north side, with the bus loop short-term parking provide needed describes, “At many existing suburban in between the Park & Ride lot and proximity to the station’s entrance. stations, pedestrians must cross bus the station entrance. Bicycles are Bicycle lockers are also located to the bays, parking lots, and vehicular lanes given higher priority, with bicycle south of the station in the Kiss & Ride to reach the station entrance.” Many racks located immediately outside the area. pedestrians approaching the East Falls Church station from the north cross the vehicular travel lanes that allow access to the Park & Ride lot, or walk across two lanes of the bus loop. While the crosswalks are striped and the sidewalk network is continuous, improved pedestrian access should be a priority for any redevelopment of the station site.

Pedestrian Access and Recommendations The East Falls Church station is accessible via sidewalks along streets that connect the surrounding neighborhoods. Pedestrian access is particularly limited coming from the City of Falls Church along Washington Street, and requires crossing I-66 along Lee Highway to North Sycamore Street, neither of which provides straight access to the station. Most pedestrians from the City of Falls Church cut through the neighborhood using Westmoreland Street and 19th Street North to access the south side of the Figure 13: Station Access Hierarchy Source: WMATA station. Additionally, access from the station to the W&OD trail presents a challenge to pedestrians using the stairs from the Kiss & Ride lot to 19th Road North, a 23-foot vertical climb. There are no crosswalks across Washington Boulevard to

Source: WMATA Figure 14: Allowable Walking Distances of Station Facilities from Station Entrance

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East Falls Church Station Vision Plan

northernmost boundary of the Metro property, leading many pedestrians to illegally cross the street at various points along the roadway to access the station. The sidewalk also terminates before the Washington Boulevard Bridge, which encourages pedestrians to cross mid-block without a crosswalk.

Recommended Pedestrian Improvements The greatest need in the station area is for safe pedestrian crossings along Washington Boulevard and North Sycamore Street. The existing pedestrian connections do not accommodate the demand of pedestrians accessing the station. The following are recommended Topography separates the station from the surrounding neighborhood. pedestrian improvements (see Figure 15):

1. Provide continuous sidewalks along both sides of Washington Boulevard between Lee Highway and North Sycamore Street.

2. Create formal north-south crosswalk across Washington Boulevard to accommodate pedestrians coming from the northwest.

3. Improve crosswalks and pedestrian signalization at North Sycamore Street to create a better entrance to the station site.

4. Design and build a pedestrian crossing adjacent to the Washington Boulevard bridge over I-66. This improvement is Many pedestrians cross Washington Boulevard mid-block without a crosswalk. endorsed by Arlington County staff and the East Falls Church Planning Task Force.

5. Provide covered waiting areas with continuous canopies connecting the bus platforms and the Kiss & Ride pick-up/drop-off area to the station entrance.

26 Section 3 East Falls Church Station Vision Plan

Figure 15: Recommended Pedestrian Improvements

6. Improve all pedestrian facilities Bicycle Access and at the station entrance. For Recommendations example, create a more attractive, Of the 12 bicycle lockers, eight, or well-lit public plaza in front nearly 67 percent of the lockers, are of the station. Install new rented. The bicycle rack utilization landscaping near the entrance rate is nearly 100 percent, or almost area. two bicycles for each of the 88 racks. 7. As part of future joint The bike racks are located under the development, add pedestrian I-66 bridge which protects bicycles Bicycle lockers at the station. barriers in the median on from the weather. However, there Washington Boulevard with are problems with birds roosting a new intersection to joint on the ledges of the concrete bridge development. Also add piers above the bikes. Most bike pedestrian barriers along the racks are within sight of the station sidewalk on the western side of manager’s kiosk, but some are not the Kiss & Ride access road to and are susceptible to theft due to the prevent pedestrians from cutting adjacency of North Sycamore Street. through traffic in front of the exit. Because the bicycle access at this station is significant, improving and expanding the bicycle facilities should be prioritized to promote this mode Bicycle racks at the station are near of access. capacity.

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East Falls Church Station Vision Plan

Arlington County and the District East Falls Church area is a potential aim to capitalize on this asset and of Columbia have joined together to location. eliminate both on- and off-site bike create the Capital Bikeshare program. and pedestrian barriers, improve bike The County is currently designing Recommended Bicycle parking, and encourage better signage a bike station for the Ballston Metro Improvements and wayfinding. Station area, which will be a sheltered One of the greatest assets of the facility with bicycle racks, benches, East Falls Church station is its The following are recommended and an air pump. Arlington County location directly on a major biking bicycle improvements (see Figure 16): is considering several bike stations thoroughfare, the W&OD Trail. throughout the county, and the Recommended bicycle improvements

Figure 16: Recommended Bicycle Improvements

28 Section 3 East Falls Church Station Vision Plan

1. Encourage additional bicycle 5. Work with Arlington County average of seven buses per bay and lanes on adjacent roads, to implement a bike station at an average of 8.5-minute headways. including North Sycamore the East Falls Church Metrorail There are approximately four bus Street, Lee Highway, Fairfax station. layover spaces on the inside lanes Drive, and Washington of the bus loop, which are currently Boulevard, consistent with the 6. Work with Arlington County to used for Metro staff parking. The bus recommendations of the East implement the Capital Bikeshare loop allows for internal recirculation, Falls Church Area Plan. The plan program with a rental location at which is desirable from a bus also recommends sharrows and the East Falls Church station. operations perspective. shared roadway markers, where appropriate, and on-street bicycle Bus Access and According to 2007 Metro data, there routes for segments of 18th Street are an average of 721 Metrobus North, 19th Street North, and Recommendations boardings and 590 Metrobus Buses access the station bus facilities 19th Road North. alightings at the East Falls Church from North Sycamore Street, via station. In addition, there were Washington Boulevard and Lee 2. Develop better wayfinding to 75 Arlington Transit (ART) bus Highway to the north. The station is provide direction to and from boardings and 82 alightings at the served by 10 bus routes using the four the East Falls Church station and station. bus bays, with an average of 27 to 28 the W&OD Trail. Cyclists need bus departures per hour during the to know where they should be peak periods. The bus facilities, which riding and parking their bikes. have not reached capacity, serve an 3. Provide additional bicycle racks to accommodate future demand, Table 1: Bus Routes Serving East Falls Church Station or a secure bicycle corral area. The bike corral, also known as Direction Route Destination Peak Hour Peak Hour a bike cage, can be constructed Number Service Departures (min) with secure keypad or card-swipe Washington Boulevard Line access for users who sign up to Eastbound 2A Ballston Metro early-late none park their bicycle at the corral. Eastbound 2B Ballston Metro AM 30 If freestanding, the cages should be constructed in a visible area Eastbound 2C Ballston Metro AM/PM 30 and should be sheltered from the Eastbound 2G Ballston Metro PM 30 elements. Westbound 2A Woodley Pl early-late none Westbound 2B Fair Oaks Mall AM/PM 30 4. Continue to provide bike facilities under cover and within sight of Westbound 2C Tysons Corner AM/PM 30 the station manager. (If bike cages Westbound 2G Fair Oaks Mall AM none are installed, there may not be Lee Highway Line enough demand for additional Eastbound 3A Rosslyn Metro AM/PM 30 bike lockers.) Eastbound 3B Rosslyn Metro AM/PM 30 Eastbound 3E Rosslyn Metro early-late none Westbound 3A Annandale AM/PM 30 Westbound 3B West Falls Church AM/PM 30 Metro McLean Hamlet - East Falls Church Line Northbound 24T Tysons-Westpark AM/PM 30 Ballston - East Falls Church Line Eastbound ART 52 Ballston Metro AM/PM 60 Bike cages, seen here in Portland, Eastbound ART 53 Ballston Metro AM/PM 30 provide secure bicycle parking.

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East Falls Church Station Vision Plan

Recommended Bus 2. Improve station signage and (Zipcar), and 35 metered, short-term Improvements wayfinding to facilitate rail- parking spaces. The “A” spaces are The following are recommended bus to-bus transfers. A central map front-end/front-out, pull-in spaces for improvements: with Metrobus and ART bus 15-minute driver attended parking bays identified would improve only. The metered spaces are for 1. The Station Site and Access wayfinding. An area map a seven-hour parking during the Planning Manual requires new showing bus routes should be off-peak period between 8:30 a.m. and or reconfigured bus facilities provided at each bus bay. 3:30 p.m. with 15-minute maximum have fully covered platforms standing time during the peak AM with covered walkways to the and PM periods. station entrance. The bus bays Kiss & Ride Access and are currently spread out, with Recommendations The motorcycle parking was recently two bays on each side of the The Kiss & Ride lot on the south side expanded from 10 to 17 spaces in loop, with individual shelters of the station entrance is accessed response to increased demand. Taxis that are often inadequate to from 19th Street North, between the use the right-turn lane on North provide shelter to all the waiting North Tuckahoe Street and North Sycamore Street, adjacent to Kiss & passengers during peak hours. Sycamore Street intersections. There Ride lot where, typically, four to five The bus bays should be equipped are a total of 52 parking spaces with taxis wait for customers throughout with additional seating and two Americans with Disabilities the peak periods. The curbs along the shelter for waiting passengers. Act-compliant (ADA) spaces, 13 “A” sidewalks to the station entrance are spaces, two spaces for car-sharing posted as “No Parking,” but are used

Figure 17: Kiss & Ride Origins by Zip Code

30 Section 3 East Falls Church Station Vision Plan

for unofficial pick-ups and drop-offs by attended automobiles and private shuttles. The three drive aisles are all one way, in one direction, which does not allow for internal re-circulation.

The Kiss & Ride lot is a busy, well- utilized facility during the peak periods. During a typical weekday in July, 247 vehicles accessed the Kiss & Ride lot in the AM peak hour and 244 accessed the Kiss & Ride lot in the PM peak hour. A license plate survey taken at the same time shows 28 percent of the vehicles accessing the Kiss & Ride lot coming from Arlington County, 16 percent coming from the Falls Church area of Fairfax County, and 13 percent from the City of Falls Church (see Figure 17). Two apartment buildings along Roosevelt Street in Falls Church provide frequent shuttle service, dropping off passengers along the curb.

Of all the vehicles exiting the Kiss & Ride lot onto 19th Street North in the peak PM hour, 70 percent of the Figure 18: Recommended Kiss & Ride Improvements vehicles turn east towards North Sycamore Street and 30 percent of the vehicles turn west towards North Recommended Kiss & Ride Washington Street. During the peak Improvements hours, the volume of vehicles exiting Following are recommended Kiss & the Kiss & Ride lot creates long queue Ride improvements (see Figure 18): lines in front of the 19th Street North intersection where there is already a 1. Provide an official curbside long queue of vehicles waiting for the parking lane for private shuttles signal at the North Sycamore Street and automobile pick-up and intersection. Using Arlington County drop-off activity. traffic counts, it is estimated that 36 A customer is dropped off at the Kiss percent of the vehicles traveling east 2. Reconfigure Kiss & Ride lot to & Ride. on 19th Street North turn north onto allow for internal re-circulation. North Sycamore Street, 30 percent turn south, and 34 percent go straight 3. Provide additional exit lane onto towards the I-66 access ramp. 19th Street South for right turns to reduce the traffic queue. From the analysis in Appendix 5, the existing Kiss & Ride lot should 4. Provide wayfinding signage for have adequate capacity to meet Kiss & Ride. future demand; however, the facility will require improvements to Cars queue to drop off passengers accommodate the increase in traffic. during peak periods.

Section 3 31

East Falls Church Station Vision Plan

Parking at East Falls Church on May 19, 2009

Figure 19: Park & Ride Origin Map

Park & Ride Access and Data from 339 registered SmarTrip Recommendations cards used to exit the parking facility on a typical day in May 2009 The station has one Park & Ride lot indicated that 27 percent of the Park with 422 parking spaces, including 10 & Ride users were from Arlington ADA spaces and 63 monthly/reserved County, 30 percent were from the spaces. The daily rate for parking at Falls Church/Sleepy Hollow area of the station is currently $4.50. There Fairfax County, 18 percent from the is a waiting list for reserved parking other parts of Fairfax County, and Customers using the Park & Ride lot in the lot, at an additional rate of $65 11 percent are from the City of Falls pay $4.50 daily. per month. Over the last year, the Church. Observations and parking parking lot utilization rate averaged counts taken confirm that the Park & 125 percent, which is a high rate of Ride lot is well-utilized on weekends. turnover for parking a Metrorail Figure 19 shows the point of origins station. On a typical weekday, the for customers using the Park & Ride Park & Ride lot fills before 7:30 a.m., lot. indicating a high level of unmet demand. The 10 ADA spaces fill before 6:30 a.m.

The ADA spaces fill before 6:30 a.m.

32 Section 3 East Falls Church Station Vision Plan

Recommended Park & Ride Lot Improvements The following are recommended Park & Ride lot improvements:

1. Install a posted sign indicating a five mph speed limit as recommended in the Station Site and Access Planning Manual.

2. Create a pedestrian sidewalk within the parking lot, providing safe access to the station.

Joint Development alternatives (see Section 4) envision building structured parking on the Park & Ride lot with residential uses above. With regard to long-term space in the future, the assumption is a one-for-one replacement, although 100 percent, 50 percent, and zero percent replacement ratios are explored in the joint development alternatives. For planning purposes, the cost of replacing an existing surface space with structured parking is approximately $25,000 per space, assuming a straightforward, freestanding garage.

A future traffic analysis should be conducted to insure that improvements suggested in this report are consistent with forecasted trip growth. In addition to the Park & Ride and Kiss & Ride, a number of on-street, shared parking spaces with joint development are proposed.

Section 3 33

Joint Development Alternatives Alternative 1: Low Build - WMATA Parcel Only Alternative 2: Medium Build Alternative 3: High Build Task Force Preferences Composite Scheme

East Falls Church Station Vision Plan Section 4

East Falls Church Station Vision Plan

Joint Development Alternatives

Arlington County and the East Falls only the Metro land with transit- Church Task Force tasked Metro oriented development uses and with exploring transit-oriented utilize the VDOT land exclusively for development opportunities at the East transportation functions (bus, Park & Falls Church Metrorail station with Ride, and possibly Kiss & Ride). three development alternatives, each with three transit parking replacement Placemaking scenarios. These alternatives were Creating inviting public spaces and designed to highlight key issues places were central in all alternatives. and choices surrounding future However, the character of those development, from the location of spaces reflected the massing and various transit facilities to the form programmatic emphasis of each on new commercial structures to be alternative. Placemaking strategies constructed. The alternatives focused ranged from (1) focusing externally primarily on the existing Park & Ride and creating a shopping street edge lot, but also explored development on along Washington Boulevard, (2) the Kiss & Ride parking lot. creating a large public plaza in the middle of the northern parcel, and (3) The alternatives process went through creating a more compact, urban space two iterations: the first arrayed the to be consistent with a larger, more range of transit parking replacement urban program. options (zero percent, 50 percent, and 100 percent) for each alternative, Massing/Building Height and the second round assigned a The purpose of this element is to different replacement parking option fully explore a range of massing for each alternative; the second round concepts, each with their own height alternatives are presented in this limit. This range of height limits report. The alternatives are described includes (1) four-story maximum, (2) in terms of their ownership, range six-story maximum, and (3) ten-story of possible Floor Area Ratios (FAR), maximum. In all alternatives, the building height, parking and bus uses along the street edge facing the operations strategies, replacement surrounding neighborhoods would be parking strategy, and ultimately a maximum of four stories. order-of-magnitude square foot estimates of each use category. Programmatic Emphasis Specifically, the key issues that will be This element will allow exploration used to develop the alternatives were: of a range of programmatic emphasis. The range includes: (1) minor Parcel Ownership residential, medium commercial This element focuses on where new (retail and office); (2) medium development is located. The baseline residential, medium commercial; was to use all Metro and VDOT land and (3) major residential, major for transit oriented development. commercial. Another option was to develop

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East Falls Church Station Vision Plan

Intensity of Development Location of Replacement The following is a description of The purpose of this element is Parking each alternative in terms of the key to explore different levels of The locations of replacement parking elementschoices highlighted by each. development intensity with a range include: (1) western-most parcel, established by Arlington County (2) southern-most parcel, and (3) Alternative 1: Low planning staff. The range includes (1) integrated within the center of the Build—WMATA Parcel FAR 1.5, (2) FAR 2.5, and (3) FAR 3.5. northern development. Alternative 1 illustrated a 100 percent replacement Only Bus Pick-up/Drop-off Location strategy, Alternative 2 illustrated a Three potential locations will be 50 percent replacement strategy, and Key Elements/Choices explored, including (1) in current Alternative 3 illustrated a zero percent location, (2) in a parallel configuration replacement strategy. Parcel Ownership with Kiss & Ride zone in the northern Develop only the WMATA land and development area, and (3) within the Based on feedback from Metro and utilize the VDOT land exclusively for central development. Arlington County staff, the different transportation functions (bus, Park approaches to the elements/choices & Ride, and possibly Kiss & Ride). Kiss & Ride Locations are presented for each Alternative. Remove the private development Three potential locations were The Alternatives were: from the southwest corner of Parcel E, evaluated, including (1) in current in the VDOT right-of-way. location on the southern parcel • Alternative 1: Low Build— with parking above, (2) in a parallel WMATA Parcel Only Placemaking configuration with the bus zone in • Alternative 2: Medium Build Create a street-oriented retail edge the northern development area, and • Alternative 3: High Build along Washington Boulevard, with (3) within the main civic space of the on-street parking and extensive northern development area. pedestrian amenities.

Table 2: Alternative 1 Program Struct. Total Site Site Building Building Total Struct. Parking Struct. Struct. Surface Area Area SF (No Building SF per Building Parking SF per Parking Parking Parking Block Use (Acres) (SF) Parking) Stories Story SF Stories Story SF Spaces Spaces FAR Joint Development A Retail 1.36 59,100 14,800 46 0.25 A-Bldg 1 14,800 14,800 0 0 0 0 C Retail 0.89 38,700 38,700 0 0.97 C-Base 1 w/ Pkg 1 15,000 15,000 1 13,700 13,700 46 C-Base 2,3 Parking 0 0 0 2 57,400 57,400 191 C-Tower 1 22,400 22,400 0 0 0 0 E Mixed Use 0.95 41,200 73,700 0 1.79 E-Base1 1 22,100 22,100 0 0 0 0 E- Tower 3 17,200 51,600 0 0 0 0 Sub-Total 3.19 139,000 125,900 91,500 125,900 42,400 71,100 237 46 0.91 Transit B Bus/K&R 2,96 129,000 0 0 0 0 0 0 0 0 52 0 D Access 0.06 2,700 0 0 0 0 0 0 0 0 0 0

F P&R 0.87 37,900 0 0 0 0 6 23,500 141,000 470 0 0 Sub-Total 3.89 169,600 0 0 0 23,500 141,000 470 52 0 Grand 7.08 308,600 125,900 91,500 125,900 65,900 212,100 707 98 0.41 Total

38 Section 4 East Falls Church Station Vision Plan

Figure 20: Alternative 1 Diagram

Massing/Building Height Traffic Improvements on the VDOT parcel, including Predominantly four stories, but with As in all of the alternatives, it is off-street bus and Kiss & Ride a five-story Park & Ride structure on anticipated that the intersection of facilities, as previously above. This Parcel C. Washington Boulevard and the bus alternative explores ways to create a access drive would be signalized. public space on Parcel G. The Park Programmatic Emphasis Similarly, in all alternatives the & Ride structure would be located Minor residential, medium westbound lanes of Washington on Parcel F. For the sub-alternatives commercial. Boulevard where they come across for each replacement strategy, the the bridge over I-66 will be realigned replacement ratio comes down (50 Development Density to form a T intersection with the main percent and zero percent). On all Floor Area Ratio (FAR) 1.5 Washington Boulevard alignment. replacement options, the Park & Ride structure would have a high quality Bus and Kiss & Ride Facilities Development Strategy by Parcel architectural treatment because of Aligned linearly along Parcel B. The its prominent location at the western bus bays are reconfigured to align Northern Parcel gateway into the station area. along the I-66 right-of-way with Private development on WMATA access from Washington Boulevard, land only, ground floor retail with Southern Parcel and the Kiss & Ride is accessed residential above along Washington One story retail only with surface from North Sycamore Street. Both Boulevard and wrapping around to parking. On-street parking along facilities are not designed for internal North Sycamore Street. All of the North Sycamore Street has been recirculation. transportation uses would occur added.

Section 4 39

East Falls Church Station Vision Plan

Figure 21: Alternative 1 Illustrative Plan (100 Percent Park & Ride Replacement)

Figure 22: Alternative 1 3D View (100 Percent Park & Ride Replacement)

Note: These diagrams illustrate the building massing for Alternative 1 and do not show any architectural details.

40 Section 4 East Falls Church Station Vision Plan

Alternative 2: Medium Placemaking Development Density Build Create a large park-like space in the FAR 2.5 middle of the northern parcel, flanked by convenience retail uses. Bus and Kiss & Ride Facilities Key Elements/Choices Both facilities reconfigured to Massing/Building Height function in current location. Kiss & Parcel Ownership Six-story maximum stepping down to Ride on ground floor of Parcel A with All WMATA and VDOT land available four stories along the street edges. replacement parking above. for both transit oriented development and ancillary transportation functions Programmatic Emphasis Traffic Improvements (Park & Ride structure, Kiss & Ride, Medium residential, medium As in all of the alternatives, it is and Bus facilities). commercial. anticipated that the intersection of Washington Boulevard and the interior site drive would

Table 3: Alternative 2 Program Struct. Total Site Site Building Building Total Struct. Parking Struct. Struct. Surface Area Area SF (No Building SF per Building Parking SF per Parking Parking Parking Block Use (Acres) (SF) Parking) Stories Story SF Stories Story SF Spaces Spaces FAR Joint Development A Residential 1.36 59,100 67,200 0 1.14 A-Base 1,2 Pkg w/ K&R 0 0 0 2 33,600 67,200 224 A-Base 3,4 2 33,600 67,200 0 0 0 0 C Mixed Use 1.80 78,600 232,300 0 2.96 C-Below Grd Pkg w/ P&R 0 0 0 3 63,200 189,600 632 C-Base 1 1 68,300 68,300 0 0 0 0 C-Base 2 1 63,200 63,200 0 0 0 0 C-Base 3,4 2 47,500 95,000 0 0 0 0 C-Tower 2 34,500 69,000 0 0 0 0 D Mixed Use 1.30 56,600 207,800 0 3.67 D-Below Grd 0 0 0 2 42,300 84,600 282 D-Base 1,2 2 42,300 84,600 0 0 0 0 D-Base 3,4 2 36,200 72,400 0 0 0 0 D-Tower 2 25,400 50,800 0 0 0 0 E Mixed Use 1.08 47,200 105,400 0 2.23 E-Below Grd Parking 0 0 0 2 26,400 52,800 E-Base 1,2 2 26,400 52,800 0 0 0 E-Base 3,4 2 20,100 40,200 0 0 0 E-Tower 2 6,200 12,400 0 0 0 Sub-Total 5.54 241,600 612,700 403,700 676,900 165,500 394,200 1,314 0 2.54 Transit B Plaza/Bus 1.54 67,100 1,600 0 0.02 B-Access Elevator 1 1,600 1,600 0 0 0 0 B-Below Grd Bus 0 0 0 0 0 0 0 Sub-Total 1.54 67,100 1,600 1,600 1,600 0 0 0 0 0 Grand 7.08 308,600 614,300 405,300 677,500 165,500 394,200 1,314 0 1.99 Total

Section 4 41

East Falls Church Station Vision Plan

Figure 23: Alternative 2 Diagram

Figure 24: Alternative 2 Illustrative Plan (50 Percent Park & Ride Replacement)

42 Section 4 East Falls Church Station Vision Plan

Figure 25: Alternative 2 3D View (50 Percent Park & Ride Replacement)

Figure 26: Alternative 2 3-D Detail (50 Percent Park & Ride Replacement)

Note: These diagrams illustrate the building massing for Alternative 2 and do not show any architectural details.

Section 4 43

East Falls Church Station Vision Plan

be signalized. Similarly, in all Ground floor retail with residential For all sub-alternatives for each alternatives, the westbound lanes of above would be present along replacement strategy, the elevations Washington Boulevard where they Washington Boulevard, wrapping of the parking structure would have come across the bridge over I-66 will around to North Sycamore Street. a high quality architectural treatment be realigned to form a T intersection Off-street bus and Kiss & Ride due to its prominent southern with the main Washington Boulevard pick-up/drop-off would remain in gateway location into the station area. alignment. current locations. A public space could be created somewhere in the Alternative 3: High Build Development Strategy by Parcel vicinity of Parcel E. Key Elements/Choices Northern Parcel Southern Parcel Consists of medium-intensity Kiss & Ride remains on ground Parcel Ownership residential development and medium- level with replacement Park & Ride All WMATA and VDOT land intensity commercial development. structure above, up to four stories. would be available for transit

Table 4: Alternative 3 Program Struct. Total Site Site Building Building Total Struct. Parking Struct. Struct. Surface Area Area SF (No Building SF per Building Parking SF per Parking Parking Parking Block Use (Acres) (SF) Parking) Stories Story SF Stories Story SF Spaces Spaces FAR Joint Development A Residential 1.36 59,100 183,000 0 3.1 A-Base 1,2,3 3 30,500 91,500 3 24,300 72,900 243 A-Tower 1 3 20,500 61,500 0 0 0 0 A-Tower 2 3 10,000 30,000 0 0 0 0 C Mixed Use 1.59 69,400 270,100 0 3.89 C-Below Grd Pkg w/ K&R 0 0 0 3 46,000 138,000 460 C-Base 1 1 46,000 46,000 0 0 0 0 C-Tower 1 3 12,600 37,800 0 0 0 0 C-Tower 2 9 20,700 186,300 0 0 0 0 E Plaza 0.37 16,200 1,200 1 1,200 1,200 0 0.07 F Mixed Use 1.21 52,700 183,100 0 3.47 F-Below Grd Parking 0 0 0 3 29,500 88,500 295 F-Base 1 1 33,700 33,700 0 0 0 0 F-Tower 1 3 12,600 37,800 0 0 0 0 F-Tower 2 9 12,400 111,600 0 0 0 0 G Residential 1.32 67,600 147,700 0 2.58 G-Below Grd Parking 0 0 0 2 30,400 60,800 203 G-Base 1 1 30,400 30,400 0 0 0 0 G-Base 2,3,4 3 24,700 74,100 0 0 0 0 G-Tower 6 7,200 43,200 0 0 0 0 Sub-Total 5.85 255,000 785,100 262,500 785,100 130,200 360,200 1,201 0 3.08 Transit B Plaza/Bus 0.61 26,700 0 0 0 0 0 0 0 0 0 0 D Access 0.62 26,900 0 0 0 0 0 0 0 0 0 0 Sub-Total 1.23 53,600 0 0 0 0 0 0 0 Grand Total 7.08 308,600 785,100 262,500 785,100 130,200 360,200 1,201 0 2.54

44 Section 4 East Falls Church Station Vision Plan

Figure 27: Alternative 3 Diagram

Figure 28: Alternative 3 Illustrative Plan (Zero Percent Park & Ride Replacement)

Section 4 45

East Falls Church Station Vision Plan

Figure 29: Alternative 3 3D View (Zero Percent Park & Ride Replacement)

Figure 27: Alternative 3 Diagram

Note: This diagram illustrates the building massing for Alternative 3 and does not show any architectural details. oriented development and ancillary Kiss & Ride Facility Development Strategy by Parcel transportation functions. In central space on Parcel D with primary access off Washington Northern Parcel Placemaking Boulevard. Consists of high-intensity residential Create a more compact, urban space and commercial development. Bus that is consistent with a larger, more Replacement Park & Ride Structure operations would be relocated to urban program for this alternative. Within Parcels C and/or F. the center of new development with Surround the space with new retail access off Washington Boulevard. uses. Traffic Improvements Four story residential “liner” As in all of the alternatives, it is uses along Washington Boulevard Massing/Building Height anticipated that the intersection elevation. All retail lining the civic Ten-story maximum, stepping down of Washington Boulevard and space in the center of the northern to four stories around street edges. the interior site drive would be development signalized. Similarly, in all alternatives Programmatic Emphasis the westbound lanes of Washington Southern Parcel Major residential, major commercial. Boulevard where they come across All residential (+ parking), up to six the bridge over I-66 will be realigned stories. Development Density to form a T intersection with the main FAR 3.5 Washington Boulevard alignment. Task Force Preferences The Alternatives were presented to Bus Facility the East Falls Church Planning Task Reconfigured on Parcel B. Will need Force in the November 2008 Meeting. service access on Parcel B as well.

46 Section 4 East Falls Church Station Vision Plan

The following are their general Intensity of Development Location of Replacement Park & preferences, organized around the key The task force strongly objected to Ride Parking issues/choices. the most intense alternative and its The task force preferred replacing FAR of 3.5. They were much more 100 percent of the Park & Ride spaces Parcel Ownership comfortable with an alternative and keeping the parking facility on The task force preferred looking between Alternatives 1 and 2, with a the north parcel. The task force would at the whole northern parcel with target FAR of about 2.0. later vote to eliminate all transit a scheme that didn’t distinguish parking over objections from VDOT between owners and allowable Bus Facility Location and some task force members. uses. For planning guidance, VDOT The task force didn’t have strong staff requested that the master plan reactions to the optional bus location, Composite Scheme maintain a minimum 75-foot setback but Metro advised that it remain The composite scheme that is from the outside lane of I-66 to any in the current location to maintain presented in Figures 30 through 38 structures on the Park & Ride lot. adequate access. Constructing a reflects a consensus on the preceding parking structure over at least part key issues/choices as described. Placemaking of the bus facility was discussed and The task force generally preferred the supported by the task force, Metro, Arlington County used the composite more compact public space, although and Arlington County. scheme for the Metro master plan as there were members who did prefer the baseline for their own massing the park-like space. In subsequent Parking Facilities studies and concept plan for the development form studies undertaken Most believed that the Park & Ride Metro site. The county’s conceptual by Arlington County, the public space and Kiss & Ride facilities should plan for the Metro site was included grew in size to a ¾-acre public plaza remain in their current locations— in the East Falls Church Area Plan to address the desire for a community Metro concurred with this position. adopted by the Arlington County gathering space on the Metro site. Subsequently, a number of building Board in April 2011. restrictions were discovered related Massing/Building Height to the required “clear zones” beneath As joint development is advanced The task force preferred the lower and adjacent to the aerial high voltage at the East Falls Church Metrorail schemes, especially using a four-story lines above the Kiss & Ride lot. station, a detailed site plan will be limit along the edges of the property This resulted in reconfiguring and developed in coordination with and keeping the overall height reducing the development on the Arlington County and the East Falls down to six stories. Subsequently, southern parcel in later alternatives. Church community using this report they responded favorably to having The task force would ultimately vote and the Arlington County East Falls several internal structures with more to eliminate development on this site Church Area Plan as guidance. height within the VDOT right-of-way, from further consideration given the as long as the massing was such that limited development potential. they didn’t overwhelm adjacent lower scale uses. Figure 30: Composite Scheme 3-D View

Programmatic Emphasis The task force preferred a broader program than was presented, including a hotel and perhaps office space. However, recent market studies recommended a niche hotel and scattered small scale office uses at other sites in the general East Falls Church area. As a result, the programmatic emphasis was for a medium program of rental residential housing and a modest amount of convenience retail. Note: This diagram illustrates the building massing for the Composite Scheme and does not show any architectural details.

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Figure 31: Composite Scheme Ground Level

Figure 32: Composite Scheme Level 2

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Figure 33: Composite Scheme Levels 3 & 4

Figure 34: Composite Scheme Levels 5-10

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East Falls Church Station Vision Plan

Figure 35: Enlarged Plaza Plan - Level 1

Figure 36: Sections Looking West and South

50 Section 4 East Falls Church Station Vision Plan

Figure 37: Sections Looking North and East

Figure 38: Composite Scheme Axonometric

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Multimodal Transit Center

Projected Ridership Existing Conditions New Station Entrance Alternative A New Station Entrance Alternative B Order of Magnitude Summary

East Falls Church Station Vision Plan Section 5

East Falls Church Station Vision Plan

Multimodal Transit Center

To address interest from the East Earlier concept plans that were Falls Church Planning Task Force for developed by Metro and presented improving access to the East Falls to the East Falls Church Planning Church Metrorail station from the Task Force were revised and neighborhoods west of the station, expanded in response to comments Arlington County requested that and suggestions from task force the Metro study include conceptual members, such as a pedestrian planning for a new western station bridge connection from the new entrance. It was the desire of the task station mezzanine to the proposed force that the new station entrance joint development in the location of facilities provide a community the Park & Ride lot. After Arlington gathering place while connecting County developed concept plans for the neighborhoods with a decked a 3.5-acre urban plaza decked over plaza over I-66. The 2004 Virginia I-66 and determined that the projected Tech study envisioned a large, urban cost ($65 million) was too high to plaza built over I-66 between the be considered for future funding, Washington Boulevard and Lee the plan for the proposed, narrow Highway bridges to re-connect pedestrian bridge(s) to the station the neighborhoods and provide a entrance was expanded to create gathering space for the community. a functional, dynamic multimodal transit center that could qualify for a A new western entrance would federal grant. greatly improve pedestrian access to the East Falls Church station for For the purpose of evaluating the many transit customers by providing feasibility of a new station entrance, convenient, direct access to the station two alternative concept plans were platform and reducing walking developed to represent a full range distances, especially for people of scope and cost: one alternative walking from the City of Falls Church. presented is the least costly approach The location of the new entrance to providing a second entrance would increase the catchment area and the other alternative with a for the walk mode by one-third of multimodal transit center presents a a mile and is expected to attract scope in the higher cost range. Both new customers to Metrorail over a alternative concept plans consider period of time. Given the proximity the peak half-hour ridership figures to many of the parcels being studied for evaluating station capacity for redevelopment in the Arlington requirements. County/Falls Church City planning study, the proposed new station Projected Ridership entrance is also expected to serve To project the number of potential as a catalyst for transit-oriented customers using the proposed development in the Falls Church multimodal transit center, a detailed Gateway area and the Arlington analysis was performed (see County parcels. Appendix 1) to develop an estimate for the number of entries and exits

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through the new western station entrance. Using a comprehensive method for forecasting future ridership, development related rail trip generations, and historical ridership growth trends, it is estimated that ridership will increase at the East Falls Church station to approximately 7,413 daily weekday boardings, with 4,440 entries at the west entrance. The ridership will be higher if transit parking is replaced with joint development, as described in Appendix 1. The analysis also projects the number of customers entering and exiting the west entrance during the peak half-hour time period: 480 exits and 276 entries. The size of the new station mezzanine facilities must be designed to meet the ridership capacity during this time period. mid-point. Expanding the width of narrows as the distance between Existing Conditions the bridge will afford an opportunity the tracks narrows (Figure 39). At to connect the neighborhoods on the widest section at the end of the The layout of the existing station both sides of I-66, and in turn, platform, the out-to-out dimension design provides a good opportunity the neighborhoods to the station of the mezzanine enclosure is 25 to extend the new station mezzanine platform. feet with two-foot safety walks to the west. Also, the station has a for emergency egress on each center platform located at grade and side. To fit between the tracks, the there are no service rooms at the end mezzanine systems must have a of the platform that would need to be New Station Entrance linear configuration due to the replaced. However, planning a new Concept Design— narrow space. The station manager’s station entrance between operating Alternative A kiosk must be separate from the fare tracks will present special challenges In Alternative A, the new station gate array in lieu of the standard given all the system requirements for entrance mezzanine extends directly alignment. The distance between the a station mezzanine. off the west end of the platform. The end of the platform to the fare gates, design concept provides a direct, the fare gates to the fare vendors, Metro owns an easement along the accessible path from the station and the fare vendors to the escalators rail alignment between VDOT’s platform to the multimodal transit is based on the standard 20-foot right-of-way for the eastbound and center at the elevation of the WB minimum clearances for queuing westbound lanes of I-66. The Metro bridge without having to use vertical space. The mezzanine would be easement extends to the width of transportation systems: escalators, separated from the walkway and the security fencing on both sides stairs, ramps, or elevators. The multi- the tracks with continuous glazed of the tracks and varies in width modal transit center, the point of the panels, that would have egress doors as the tracks come closer together new station entrance, will connect to intermittently spaced for emergency farther away from the station. To the the mezzanine and platform with a exiting from the narrow safety walk. west, 650 feet from the end of the covered walkway. station platform, is the Washington Optional Entrance Boulevard (WB) bridge, which crosses Mezzanine The pedestrian bridge across I-66 to over 1-66 and the Metrorail tracks and The width of the new facilities is the new development on the north is located approximately 13 feet above limited to the width of the 30-foot side of the station would be accessed the platform elevation at the bridge’s existing platform, and gradually from the mezzanine by vertical

56 Section 5 East Falls Church Station Vision Plan

Figure 39: Alternative A – Site Plan

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East Falls Church Station Vision Plan

transportation systems consisting station bridges. In general, the design New Station Entrance of an escalator, a stair, and two shown is intended to demonstrate the Concept Design— elevators. This station entrance is feasibility of the concept presented optional since there will be a main and will be subject to full design and Alternative B entrance at the WB bridge and could engineering analysis and review in In Alternative B, the new station be added when the development is the next phase of design if the project facility incorporates a floating built. Under the floating mezzanine goes forward. (elevated) mezzanine above the connected to the pedestrian bridge, open end of the existing platform. are the service rooms necessary Multimodal Transit Facility Alternative B is larger in scope than for the function of the mezzanine The plan for the multimodal transit Alternative A with a wider mezzanine entrance, including staff and public facility in Alternative A includes a extending over both tracks in the area toilets, which are required per Metro new bridge over I-66 adjacent the of the fare collection systems. labor rules and Commonwealth of existing WB bridge. The bridge’s Virginia established guidelines for concrete railing would be removed Mezzanine the Dulles Corridor Metrorail Project, and an additional lane would be The floating mezzanine connects respectively. The plan assumes that provided for automobile pick-up/ to the platform with two pairs of power and communication systems drop-off and a bus lane. An 18-foot escalators and stairs and two elevators can be extended from the existing wide, covered walkway serves as providing customers with ample service rooms. a pedestrian connection between vertical transportation system service. both sides of I-66 and a waiting One pair of escalator and stair drops Fare Collection Systems platform for the new Kiss & Ride/ begins on the platform below the The fare collection systems will bus facility. The ridership analysis end of the existing station canopy, consist of two add-fare vendors, five indicates that approximately 41 the other begins at the end of the faregates, and six fare vendors. The percent of the projected number platform. The vertical transportation add-fare vendors are located on the of customers accessing the station systems are spaced linearly to provide station platform, covered by a new using the drop-off mode would the standard 20-foot queue distance canopy that would extend from the want to use the western Kiss & Ride in front of the escalators and adequate mezzanine to the existing platform facility. The single lane for pick-up/ queue space between the elevators. canopy. Capacity calculations drop-off activity has enough length The fare collection systems will indicate that the minimum amount for approximately eight to nine consist of two add-fare vendors, four of equipment to accommodate the spaces, which will likely not provide faregates, and five fare vendors. The projected ridership volume is four enough capacity to meet future mezzanine is at the same elevation as faregates and five fare vendors. demand according to calculations the pedestrian bridge to the planned However, one additional unit for but would help mitigate the increase joint development across I-66 and the each system is advised due to the in future demand at the existing multimodal transit facility. narrow width of the mezzanine Kiss & Ride facility. With a turnout and the limited area of space for to allow left turns to westbound Multimodal Transit Facility queuing, particularly in front of the Washington Boulevard, the new Kiss The multimodal transit facility in fare vendors and escalators where & Ride drop-off lane would provide Alternative B is configured to provide the queue space encroaches on the convenient station access for private additional capacity for Kiss & Ride pedestrian traffic area. shuttles from the planned City Center operations and a separate facility in Falls Church and other future from the bridge traffic that would Station Architecture development. The plan also includes be safer and easier to access than the For both entrance alternatives, a a bus stop for drop-offs, which would single lane facility in Alternative A. vaulted canopy, similar to the design be used by three of the bus lines along The limited area available between the used in the Dulles Corridor Metrorail Washington Boulevard traveling east. planned public park on the south side stations, is used in the concept plans of the proposed new station entrance due to its ability to span the narrow does not provide an opportunity for mezzanine without intrusive columns a conventionally designed Kiss & and for cost estimating purposes. Ride facility with front-in/front-out The pedestrian bridge designs also slips and standard front-in/back-out show a design similar to the new spaces. However, a facility with a linear configuration and curb side

58 Section 5 East Falls Church Station Vision Plan

Figure 40: Alternative A – Mezzanine/Platform Level Plan

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East Falls Church Station Vision Plan

Figure 41: Alternative A – Bridge Level Plan

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Figure 42: Alternative A – Cross Section Looking West

Figure 43: Alternative A – Cross Section Showing Bridge

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East Falls Church Station Vision Plan

Figure 44: Alternative B – Site Plan

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Figure 45: Alternative B – Platform Level Plan

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East Falls Church Station Vision Plan

Figure 46: Alternative B – Mezzanine Level Plan

64 Section 5 East Falls Church Station Vision Plan

Figure 47: Alternative B – Multi-Modal Transit Facility

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East Falls Church Station Vision Plan

Figure 48: Alternative B – Cross Section

Figure 49: Alternative B – Cross Section Looking West 66 Section 5 East Falls Church Station Vision Plan Figure 50: Alternative B - Additional Cross Sections Figure

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East Falls Church Station Vision Plan

spaces would provide ample space to meet the projected demand as described in Appendix 6. Space for taxis and motorcycles would be consolidated in the eastern Kiss & Ride facility.

Order of Magnitude Tables 5 and 6 show the order of magnitude cost estimates for the new station entrance alternatives, the multimodal transit facility alternatives, and the pedestrian bridge to the joint development. These estimates include: 1) the hard cost for construction; 2) soft cost for design, engineering, and construction management; 3) and the projected annual escalation cost for construction (four percent) for the time period between FY10 to the earliest estimated time for a construction bid in fiscal year 2013. The order of magnitude cost estimates for Alternatives A and B are $60 million and $70 million, respectively.

Summary The proposed station entrance and multimodal facility would greatly improve access to the East Falls Church station and would better accommodate transit demand in the future from development generated ridership, from the expected normal growth in system ridership, and from new transit trips generated by the planned Dulles Corridor Metrorail Project. The new entrance alternatives shall be subject to further evaluation beyond the scope of this study on matters regarding cost benefit analysis, internal pedestrian traffic flow through the mezzanine, and NFPA requirements for emergency egress capacity, among other issues.

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Table 5: Order of Magnitude Costs for Alternative A Element Description Cost Mezzanine and Entrance Platform Extension Foundations, Platform, Finishes, Glazed Windscreens, MEP $2,351,290 Floating Mezzanine Foundations, Concrete Structure, Parapet, Stairs, and Escalators $751,210 Elevators Two Platform Elevators to Floating Mezzanine $1,681,880 Service Rooms Enclosures, Finishes, and MEP $434,880 Walkway Bridge Foundations, Piers, Structure, Wire Mesh Panels, Finishes, and Systems $3,637,630 Platform Canopy Canopy Structural Supports $1,612,580 Mezzanine Canopy Steel/Glass Canopy Assembly, Electrical $5,595,180 Station Furnishings Furnishings, Equipment, Kiosk, Signage $524,300 Fare Collection Fare Vendors and Faregates $1,307,830 Sub-Total FY 10 Construction Costs: Overhead, Profit, 10% Contingency, $17,896,780 5% Sale Tax for Materials Multi-Modal Transit Facility Selective Demolition Existing Bridge Abutment Prep and Demo Guardrail $90,680 I-66 Eastbound Abutment Backfilling, Retaining Wall, Rip-Rapping $1,914,060 I-66 Eastbound Piers Concrete Piers and Retaining Wall $318,170 I-66 Westbound Piers Abutment Modification, Retaining Wall, and Piers $574,730 Bridge Steel Structure, Decking Paving, Railings $12,311,940 Walkway Canopy Steel Framing, Sheet Metal Roofing, Glazed Skylights $628,080 Station Furnishings Benches, Signage, Station Pylon $43,930 MEP Electrical and Plumbing $121,240 Labor Cost Impacts $2,947,060 Sub-Total FY10 Construction Costs: Overhead, Profit, 10% Contingency, $18,999,890 5% Sale Tax for Materials Cost Escalation (9%) 3% Annual Cost Escalation from FY10 to FY13 $3,320,700 Soft Costs (35%) Design & Engineering, Design & Construction Management, $14,076,080 Insurance/Bond Grand Total Construction Cost & Soft Cost in FY13 Dollars $54,293,450

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Table 6: Order of Magnitude Costs for Alternative B

Element Description Cost Mezzanine and Entrance Platform Extension Foundations, Platform, Finishes, MEP $449,970 Escalators Two Platform Escalators at Platform and Platform Extension $1,910,340 Elevators Two Platform Elevators to Floating Mezzanine $1,864,260 Precast Stairs Two Stair at Platform and Platform Extension $349,560 Floating Mezzanine Foundations, Piers, Structure, Glazed Panels, Finishes, Service Rooms $4,145,490 Mezzanine Canopy Steel/Glass Canopy Assembly, Electrical $4,427,130 Station Furnishings Furnishings, Equipment, Kiosk, Signage $524,300 Fare Collection Fare Vendors and Faregates $1,196,800 Sub-Total FY 10 Construction Costs: Overhead, Profit, 10% Contingency, $14,867,850 5% Sale Tax for Materials Multi-Modal Transit Facility Selective Demolition Existing Bridge Abutment Prep and Demo Guardrail $71,850 I-66 Eastbound Abutment Backfilling, Retaining Wall, Rip-Rapping $2,846,760 I-66 Eastbound Piers Concrete Piers and Retaining Wall $463,130 I-66 Westbound Piers Abutment Modification, Retaining Wall, and Piers $574,730 Bridge Steel Structure, Decking Paving, Railings $19,751,410 Walkway Canopy Steel Framing, Sheet Metal Roofing, Glazed Skylights $628,080 Station Furnishings Benches, Signage, Station Pylon $43,930 MEP Electrical and Plumbing $250,450 Labor Cost Impacts $4,513,730 Sub-Total FY10 Construction Costs: Overhead, Profit, 10% Contingency, $29,144,070 5% Sale Tax for Materials Cost Escalation (9%) 3% Annual Cost Escalation from FY10 to FY13 $3,961,070 Soft Costs (35%) Design & Engineering, Design & Construction Management, $16,790,550 Insurance/Bond Grand Total Construction Cost & Soft Cost in FY13 Dollars $64,763,540

Table 6: Order of Magnitude Costs for Optional Pedestrian Bridge to Joint Development Element Description Cost Walkway Bridge Foundations, Piers, Structure, Wire Mesh Panels, Finishes, and $3,705,270 Systems Cost Escalation (9%) 3% Annual Cost Escalation from FY10 to FY13 $333,474 Soft Costs (35%) Design & Engineering, Design & Construction Management, $1,413,561 Insurance/Bond Grand Total Construction Cost & Soft Cost in FY13 Dollars $5,452,305

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