Glebe 672 Traffic Impact Analysis Arlington County, Virginia Table Of

GLEBE 672 TRAFFIC IMPACT ANALYSIS ARLINGTON COUNTY, VIRGINIA

TABLE OF CONTENTS Page

Section 1 INTRODUCTION ______1

Section 2 BACKGROUND INFORMATION ______6 Public Road Network...... 6 Non‐Auto Facilities and Services ...... 6 General Land Use Plan (GLUP) ...... 10 Site Access Concept ...... 11 Existing Traffic Counts ...... 14 Other Approved Developments ...... 16

Section 3 TRANSPORTATION IMPACT ANALYSIS ______21 Study Scope ...... 21 Existing Conditions Operational Analysis...... 21 Other Development Traffic ...... 25 Background Development Trip Distribution Analysis ...... 25 Background Traffic Growth ...... 25 Background Future Traffic Forecasts ...... 25 Background Future Intersection Levels of Service ...... 30 Background Future Queues ...... 30 Site Vehicle‐Trip Generation Analysis ...... 31 Site Trip Distribution Analysis ...... 33 Total Future Traffic Forecasts ...... 33 Total Future Intersection Levels of Service ...... 36 Total Future Queues ...... 36

Section 4 CONCLUSIONS ______37

FINAL TIA 12/5/20131

GLEBE 672 TRAFFIC IMPACT ANALYSIS ARLINGTON COUNTY, VIRGINIA

LIST OF FIGURES

FIGURE TITLE Page

1‐1 Site Location Map ...... 2 1‐2 Site Plan Reduction ...... 3

2‐1 Existing Lane Use and Traffic Controls ...... 8 2‐2 Transit Facilities Map ...... 9 2‐3 General Land Use Plan (GLUP) ...... 12 2‐4 Existing Weekday Peak Hour Vehicular Traffic Volumes (2014) ...... 17 2‐5 Existing Weekday Peak Hour Pedestrian Volumes (2014) ...... 18 2‐6 Existing Weekday Peak Hour Bicycle Volumes (2014) ...... 19 2‐7 Pipeline Development Location Map ...... 20

3‐1 Pipeline Development Trip Assignments (2017) ...... 27 3‐2 Regional Growth (2017) ...... 28 3‐3 Future Traffic Forecasts without Development (2017) ...... 29 3‐4 Net New Site Trip Assignments and Directional Distributions (2017) ...... 34 3‐5 Total Future Weekday Peak Hour Traffic Forecasts with Development (2017) ...... 35

LIST OF TABLES

TABLE TITLE Page

3‐1 Intersection Levels of Service Summary ...... 23 3‐2 Intersection Queuing Summary ...... 24 3‐3 Background Development Vehicle‐Trip Generation Summary ...... 26 3‐4 Site Trip Generation Summary ...... 32

FINAL TIA 12/5/20132

GLEBE 672 TRAFFIC IMPACT ANALYSIS ARLINGTON COUNTY, VIRGINIA

LIST OF APPENDICES

APPENDIX TITLE

A Existing Vehicular, Pedestrian, Bicycle Traffic and Saturated Flow Rate Counts (2014) B Scope of Work Agreement C Existing Intersection Levels of Service and Queues (2014) D Description of Levels of Service E Background Future Intersection Levels of Service and Queues (2017) F Total Future Intersection Levels of Service and Queues (2017)

FINAL TIA 12/5/20133

Glebe 672

SECTION 1 INTRODUCTION

This report presents the results of a Transportation Impact Analysis (TIA) for the Glebe 672 redevelopment, in Arlington County, Virginia. As shown on Figure 1‐1, the 1.01‐acre subject site is located at 670 North Glebe Road, in the southwest quadrant of the North Glebe Road/7th Street North intersection and in the northwest quadrant of the North Glebe Road/North Carlin Springs Road intersection. The subject site is bounded by 7th Street North to the north, North Glebe Road to the east, a public alley to the west, and North Carlin Springs Road to the south.

The current zoning designation for the site is C‐2 (Service Commercial‐Community Business District) and designated as High‐Medium Residential Mixed‐Use use on the Arlington County General Land Use Plan (GLUP). The site is presently developed with an existing gas station with convenience store, a car dealership, and a parking lot.

The site is approximately ¼ mile to the Ballston‐MU Metro station on the Orange Line and Silver Line. In addition, the site is served by several Metro and ART bus lines and a connected network of street, sidewalk and bike routes.

The Applicant, The Penrose Group, plans to rezone the property to R‐C (Apartment Dwelling and Commercial District); raze the gas station, car dealership, and parking lot; and then redevelop the site with the following approximate development program:

. 178 Residential Dwelling Units . 4,510 GSF Retail

The proposed uses would be developed in a building with 178 below‐grade parking spaces. Access to the garage and loading would be provided via 7th Street North. The project site plan, dated July 15, 2014, is included as Figure 1‐2.

Sidewalks would be provided along the site’s frontage on North Glebe Road, 7th Street North, and North Carlin Springs Road. Pedestrian access to the residential lobby of the building would be provided from North Glebe Road. Pedestrian access to the retail uses would also be provided from entrances on North Glebe Road.

FINAL TIA 12/5/20131 1 2 3

Tasks undertaken in this study included the following:

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

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

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

4. Counts of existing vehicular and pedestrian traffic at six (6) study intersections and the site driveway(s).

5. Analysis of existing levels of service at each of these intersections.

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

7. The numbers of AM and PM peak hour vehicle‐trips that would be generated by four (4) background developments were estimated based on previously approved traffic studies.

8. Background future traffic volumes were forecasted based on existing traffic counts, an annual growth rate of 1 (one) percent per year (compounded) on through and turning movements, and traffic that would be generated by other approved but incomplete development projects (i.e., background projects), for build‐out year 2017 conditions.

9. Background future levels of service were calculated at each key intersection based on background future traffic forecasts and existing traffic controls and intersection geometrics.

10. The numbers of AM and PM peak hour vehicle‐trips that would be generated by the Glebe 672 redevelopment were estimated based on Institute of Transportation Engineers (ITE) trip generation rates/equations (9th Edition), estimates of transit use/non‐auto mode splits by residents, patrons and employees, and local knowledge.

11. Review of the Glebe 672 parking and loading requirements.

12. Total future traffic volumes were forecasted based on background future traffic forecasts, minus trips generated by the existing uses on‐site, plus site traffic assignments from the proposed development.

13. Total future levels of service were calculated at each key intersection based on total future traffic forecasts and proposed future traffic controls and intersection geometrics.

4 FINAL TIA 12/5/20134

Sources of data for this analysis included traffic counts conducted by Wells + Associates; the Institute of Transportation Engineers (ITE); the Arlington County Department of Environmental Services (DES); the Arlington County General Land Use Plan (GLUP); The Washington Metropolitan Area Transit Authority (WMATA); The Penrose Group; and VIKA.

The conclusions of this TIA are as follows:

1. The redevelopment of Glebe 672 would have a minimal overall vehicular impact on the adjacent street network.

2. The Glebe 672 site has strong regional and local vehicular, pedestrian, bicycle, and transit access. It is located within a connected network of arterial and local streets, with sidewalks and on-street bike routes, and within ¼ mile from the Ballston-MU Metro station.

3. The signalized study intersection of North Glebe Road/Wilson Boulevard currently operates at LOS “E” during the AM peak hour, with some movements operating near or beyond capacity. The North Glebe Road/North Carlin Springs Road intersection currently operates at overall acceptable levels of service during both the AM and PM peak hours, with some movements operating near or beyond capacity. All other turning movements at the other intersections operate at acceptable levels of service.

4. Four (4) approved, but unbuilt, pipeline projects in the study would generate a total of 987 AM peak hour vehicle-trips and 1,044 PM peak hour vehicle-trips, upon completion and full occupancy.

5. In future conditions without redevelopment, the addition of background traffic generated by the pipeline projects and regional traffic growth, the signalized study intersection of North Glebe Road/Wilson Boulevard would continue to operate at LOS “E” during the AM peak hour, with some movements operating near or beyond capacity. The North Glebe Road/North Carlin Springs Road intersection would continue to at overall acceptable levels of service during both the AM and PM peak hours, with some movements operating near or beyond capacity. All other turning movements at the other intersections would operate at acceptable levels of service.

6. The Glebe 672 project would generate 33 net-new AM peak hour vehicle-trips and 70 net- new PM peak hour vehicle-trips.

7. In future conditions with the redevelopment of subject site, the signalized study intersection of North Glebe Road/Wilson Boulevard would continue to operate at LOS “E” during the AM peak hour, with some movements operating near or beyond capacity. The North Glebe Road/North Carlin Springs Road intersection would continue to at overall acceptable levels of service during both the AM and PM peak hours, with some movements operating near or beyond capacity. All other turning movements at the other intersections would operate at acceptable levels of service.

8. The proposed Glebe 672 Transportation Management Plan (TMP) would further minimize the project’s vehicular traffic impacts.

FINAL TIA 12/5/20135 5

SECTION 2 BACKGROUND INFORMATION

Public Road Network

Existing Network. Interstate 66 (I‐66), Wilson Boulevard (Route 6811), and Arlington Boulevard (Route 50) provide regional access to the Ballston area via North Glebe Road (Route 120). 7th Street North provides direct access to the existing site. Currently one (1) curb cut exists on 7th Street North along the site frontage, which provides access to a parking lot. The entrance to the parking lot is opposite to a driveway serving a car rental service. Existing intersection lane use and traffic control at the study intersections are shown on Figure 2‐1.

Non‐Auto Facilities and Services

Overview. The Glebe 672 site is served by Metrorail, Metrobus, Arlington Transit (ART), carsharing, Capital Bikeshare, and an on‐street bike route on North Vermont Street. These facilities are all generally within ¼ mile from the site. Figure 2‐2 shows the existing transit facilities in the site area.

Metrorail. The Glebe 672 site is approximately 1,260 feet (straight line distance) from the Ballston‐MU Metro station, which serves the Orange Line and Silver Line. Currently, the Orange Line and Silver Line directly serve Arlington County and Fairfax County in Virginia; the District of Columbia; and Prince George’s County in Maryland. Metro passengers can transfer to the Blue Line at Rosslyn station, to the Red Line at Metro Center, and to the Green and Yellow Lines at L’Enfant Plaza. The Silver Line is a newly operating Metro route between Largo Town Center and Wiehle–Reston East stations, whose second phase will ultimately connect Dulles International Airport with the larger Metrorail system. The second phase of the Silver Line is currently under construction and is projected to operate in 2018.

Metrobus. The North Glebe Road/7th Street North Metrobus stop, which serves routes 25A, 25B, and 25E, is immediately adjacent to the Glebe 672 site. The site is also approximately 1,500 feet walking distance from the Wilson Boulevard/North Taylor Street Metrobus stop which serves routes 1A, 1B, 1E, 2A, 25B, and 38B. The North Glebe Road/North Henderson Road Metrobus stop is approximately 1,300 feet walking distance from the site, and serves routes 10B, 22A, 22B, 23A, 23B, and 23T.

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

6 FINAL TIA 12/5/20136

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

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

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

The McLean‐Crystal City Line (23A, 23B, and 23T) connects passengers from Crystal City station to Tysons Corner Westpark Transit Station via the Ballston‐MU station. Metrobus line 23B provides service from the Crystal City station to the Ballston‐MU station while Metrobus line 23T provides service from the Shirlington area to the Tysons Corner Westpark Transit Station. Service on 23A is provided every day; and service on 23B and 23T is provided Monday through Friday.

The Ballston‐Bradley‐Pentagon Line (25A, 25B, and 25E) connects passengers from the Ballston‐MU station to Pentagon station via Bailey’s Crossroad and Shirlington. The Landmark‐Ballston Line (25B) connects passengers from the Ballston‐MU station to the Van Dorn Street station (route 25B) via Bailey’s Crossroads and Landmark. Service on 25A is provided every day; service on 25B is provided Monday through Saturday; and service on 25E is provided Monday through Friday.

The Ballston‐Farragut Square Line (38B) connects passengers from the Ballston‐MU station to Farragut Square in downtown Washington, DC via the Rosslyn‐Ballston corridor and Georgetown. Service on 38B is provided every day.

FINAL TIA 12/5/20137 7 8 9

ART. The North Glebe Road/North Henderson Road stop, which serves Arlington Transit (ART) bus route 41, is approximately 1,300 feet walking distance from the site. Route 41 operates between Court House station and Columbia Pike via North Glebe Road. Service on route 41 is provided every day.

The Wilson Boulevard/North Taylor Street stop, which serves Arlington Transit (ART) bus route 75, is approximately 1,500 feet walking distance from the site. Route 75 operates between Shirlington Station and the Virginia Square Metro station. Service on route 75 is provided Monday through Friday.

Carshare. Carsharing spaces are located throughout the Ballston area near the site. Two (2) on‐street Zipcar spaces are located along 9th Street North between North Stafford Street and North Randolph Street. Six (6) on‐street Zipcar spaces are along North Stuart Street adjacent to the Ballston‐MU station.

Bikeshare. Capital Bikeshare stations are located in the vicinity of the site, including one on North Stuart Street at 9th Street North next to the Ballston‐MU station and one within the cul‐de‐sac of 5th Street North to the east of N. Quincy Street.

Bicycle Facilities. In addition to the Capital Bikeshare stations previously mentioned, in the vicinity of the site, bicycle connectivity is provided via on‐street bike lanes on North Quincy Street and Fairfax Drive. In addition, on‐street bike routes are provided on North Vermont Street, North Taylor Street, 9th Street North, and North Henderson Road.

Pedestrian Facilities. Sidewalks exist on both the east and west sides of North Glebe Road, both the north and south sides of North Carlin Springs Road, and both the north and south sides of 7th Street North. Crosswalks with pedestrian signals are present on all legs of the following signalized intersections:

1. Wilson Boulevard/North Glebe Road 2. North Glebe Road/North Carlin Springs Road

General Land Use Plan (GLUP)

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

As shown on Figure 2‐3, the GLUP designates the site location area as High‐Medium Residential Mixed‐Use.

10 FINAL TIA 12/5/201310

Site Access Concept

Pedestrian Access. Sidewalks would be provided along the site’s frontage on North Glebe Road, 7th Street North, and North Carlin Springs Road. Pedestrians would be given access to the lobby of the building from North Glebe Road. Pedestrian access to the retail uses would be provided from entrances on North Glebe Road.

A sidewalk with 6‐foot minimum clearance width would be provided on the site frontage along 7th Street North, and a sidewalk with 8‐foot minimum clearance would be provided on the site frontage along North Carlin Springs Road.

Bicycle Access. A service corridor via the loading on 7th Street North and the residential lobby would provide access to the bicycle storage for residents. The storage facility would be located on the ground level of the building.

FINAL TIA 12/5/201311 11 12

Driveways/Vehicular Access. Vehicular access to the underground parking would be provided via a full‐movement entrance on 7th Street North.

A lay‐by lane for pick‐up and drop‐off on the site frontage along North Glebe Road would provide storage for up to two (2) vehicles.

Vehicle Parking. The development program includes 178 multi‐family residential units and 4,510 SF of retail uses. The standard Arlington County vehicle parking ratios are as follows:

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

. Retail uses: o One (1) vehicle parking space for each 580 SF of retail space.

Based on these parking requirements, 201 vehicle parking spaces would be required for 178 multi‐family residential units. The 4,510 SF of retail space would require 8 vehicle parking spaces. Therefore, a total of 209 vehicle parking spaces would be required.

According to site plan, the Applicant proposes 178 parking spaces. Therefore, a reduction in the number of parking spaces is requested, from 209 to 178.

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

. Multi‐family residential uses: o Three (3) bicycle parking space per ten (10) units

. Retail uses: o Two (2) retail bicycle parking spaces for every 10,000 SF of retail floor area

Based on these parking ratio requirements, a total of 55 bicycle parking spaces would be required for the site, as currently proposed. Of the 55 bicycle parking spaces, 54 bicycle spaces would be required for the residential uses, and one (1) space would be required for the retail patrons and employees. According to site plan, the Applicant proposes 60 bicycle parking spaces.

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

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

. Retail uses:

FINAL TIA 12/5/201313 13

o One (1) loading space for over 3,000 SF and up to 15,000 Sf; one (1) additional space for over 15,000 SF and up to 50,000 SF; one (1) additional space for over 50,000 SF of retail uses

Based on the off‐street loading requirements, one (1) loading bay would be required for the residential units and one (1) bay would be required for the retail space.

Existing Traffic Counts

Existing AM and PM peak hour counts of vehicular, pedestrian, and bicycle traffic were conducted by Wells + Associates on Thursday, April 3, 2014 and Tuesday, June 10, 2014, at the following intersections:

1. North Glebe Road/Wilson Boulevard 2. North Glebe Road/7th Street North 3. North Glebe Road/North Carlin Springs Road 4. Wilson Boulevard/North Vermont Street 5. North Tazewell Street/7th Street North 6. North Tazewell Street/North Carlin Springs Road 7. 7th Street North/Site Entrance/Car Rental Driveway 8. All existing site entrances

The traffic counts are included in Appendix A. Vehicular, pedestrian, and bicycle traffic counts are summarized on Figures 2‐4, 2‐5, and 2‐6, respectively. Based on the results of these traffic counts, the peak hours of the surrounding street network occur between 8:00 and 9:00 AM and 5:15 and 6:15 PM and were assumed as the common peak hours for purposes of this study.

Figure 2‐4 indicates that North Glebe Road north of Wilson Boulevard presently carries 2,421 AM peak hour trips and 2,302 PM peak hour trips. North Glebe Road south of Wilson Boulevard presently carries 2,193 AM peak hour trips and 2,150 PM peak hour trips. Wilson Boulevard east of North Glebe Road presently carries 2,037 AM peak hour trips and 1,665 PM peak hour trips. Wilson Boulevard west of North Glebe Road presently carries 1,987 AM peak hour trips and 1,667 PM peak hour trips.

North Glebe Road north of 7th Street North presently carries 1,969 AM peak hour trips and 2,444 PM peak hour trips. North Glebe Road south of 7th Street North presently carries 1,969 AM peak hour trips and 2,380 PM peak hour trips. 7th Street North east of North Glebe Road presently carries 6 AM peak hour trips and 84 PM peak hour trips. 7th Street North west of North Glebe Road presently carries 50 AM peak hour trips and 96 PM peak hour trips.

Figure 2‐5 indicates that 35 and 108 pedestrians cross North Glebe Road at the Wilson Boulevard intersection during the AM and PM peak hours, respectively. This same figure

14 FINAL TIA 12/5/201314

also indicates that 70 and 132 pedestrians cross Wilson Boulevard at the North Glebe Road intersection during the AM and PM peak hours, respectively.

At the North Glebe Road/North Carlin Springs Road intersection, 230 and 225 pedestrians cross North Glebe Road during the AM and PM peak hours, respectively; 139 and 211 pedestrians cross North Carlin Springs Road during the AM and PM peak hours, respectively.

FINAL TIA 12/5/201315 15

Other Approved Developments

Four (4) other planned but unbuilt projects are located in the immediate study area:

1. The Springs 2. 650 North Glebe Road 3. Founders Square 4. Marymount Ballston Center

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

16 FINAL TIA 12/5/201316 17 18 19 20

SECTION 3 TRANSPORTATION IMPACT ANALYSIS

Study Scope

Based on discussions with Arlington County staff, the Glebe 672 traffic impact study includes the seven (7) intersections listed previously. A copy of the approved scoping agreement is included in Appendix B. It was assumed that the existing parking lot entrance on the south leg of the 7th Street North/Site Entrance/Car Rental Driveway intersection would remain aligned with the north leg of the intersection after the site build‐out. Thus, this intersection is analyzed as a four‐legged intersection throughout. For purposes of this traffic study, the build‐out year was assumed to be 2017 based on the anticipated construction schedule.

Existing Conditions Operational Analysis

Existing peak hour levels of service (LOS) were estimated at the seven (7) study intersections based on: the existing lane use and traffic control shown on Figure 2‐1; existing traffic signal phasings/timings obtained from Arlington County; the existing vehicular, pedestrian, and bicycle traffic counts shown on Figures 2‐4 to 2‐6; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro Software, version 7 (build 773 rev 8). The results are presented in Appendix C and summarized in Table 3‐1. Descriptions of levels of service (LOS) “A” through “F” for signalized and unsignalized intersections are included in Appendix D.

Saturated Flow Rate. Based on discussions with Arlington County staff after the scoping meeting, the saturated flow rate was field measured on Wilson Boulevard and Glebe Road based on methodologies presented in the Institute of Transportation Engineers Traffic Engineering Handbook, 6th Edition and are summarized in Appendix A. The saturated flow rate of Wilson Boulevard was determined to be 1,520 passenger cars per hour per lane (pcphpl) and the saturated flow rate of Glebe Road was determined to be 1,610 pcphpl. A review of the Synchro analysis determined factors such as pedestrians, lane widths, CBD area type, parking maneuvers, and bus blockages sufficiently reduced calculated saturated flow rates below field verified values. Therefore no further adjustments were made to the ideal saturated flow rate coded into the Synchro model.

Levels of Service. As shown in Table 3‐1, the signalized intersection of North Glebe Road and Wilson Boulevard currently operates at an overall level‐of‐service (LOS) “E” during the AM peak hour and LOS “D” during the PM peak hour. The eastbound left turn operates at LOS “F” during both the AM and PM peak hour, and the eastbound through and northbound through‐right lane groups operate at LOS “E” during the AM peak hour. The North Glebe Road/North Carlin Springs Road intersection would operate at acceptable overall levels of service during the peak periods, however the eastbound left turn operates at LOS “F” during the AM peak, and the southbound left turn operates at LOS “E” during both the AM and PM peak hour. The northbound left turn at the unsignalized Wilson Boulevard/North

FINAL TIA 12/5/201321 21

Vermont Street intersection would operate at LOS “E” during the AM peak hour. All other turning movements at the other intersections operate at acceptable levels of service.

22 FINAL TIA 12/5/201322 Table 3-1 Glebe 672 Intersection Level of Service Summary Future 2017 Conditions without Future 2017 Conditions with the Existing 2014 Conditions the Development Development Intersection Critical AM PM AM PM AM PM Intersection Control Movement

1. Wilson Boulevard/North Glebe Road Signal EBL F (86.1) F (176.0) F (119.0) F (162.1) F (119.0) F (162.1) EBT E (73.8) D (39.5) E (76.1) D (36.6) E (76.1) D (36.6) EBR C (26.9) C (33.1) C (27.2) C (31.4) C (27.2) C (31.5) WBL C (34.3) D (52.8) D (35.7) D (46.9) D (35.7) D (54.3) WBT C (34.3) D (42.6) C (34.4) D (40.1) C (34.4) D (40.1) WBR D (39.1) D (45.7) D (45.9) E (71.9) D (45.9) E (71.9) NBL B (13.0) D (36.5) B (14.3) D (49.1) B (14.4) D (50.0) NBTR E (69.2) B (16.1) F (100.1) C (21.4) F (107.0) C (21.8) SBL D (47.7) B (18.7) F (109.6) C (24.7) F (109.6) C (25.6) SBTR C (30.2) C (32.8) C (31.3) D (39.9) C (31.3) D (40.5) OVERALL E (60.1) D (40.8) E (76.2) D (43.8) E (78.6) D (44.3)

2. North Glebe Road/7th Street North STOP EB B [10.2] C [16.5] A [10.0] B [14.9] B [10.7] C [22.0] WB A [0.0] B [12.7] A [0.0] B [12.1] A [0.0] B [12.2] NB A [0.2] A [1.2] A [0.2] A [1.2] A [0.2] A [1.6] SB [0.0] A [0.1] [0.0] A [0.1] [0.0] A [0.1]

3. North Glebe Road/North Carlin Springs Road Signal EBL F (82.3) D (41.6) F (122.5) D (50.2) F (122.5) D (50.2) EBT C (32.2) C (30.0) C (32.1) C (30.0) C (32.1) C (30.0) EBR C (34.9) C (34.1) D (36.0) C (34.8) D (36.0) C (34.8) WBL C (29.6) C (33.2) C (29.5) C (33.0) C (29.5) C (33.0) WBT C (29.4) C (33.3) C (29.4) C (33.0) C (29.4) C (33.0) WBR C (31.6) C (34.0) C (31.5) C (33.6) C (31.5) C (33.6) NBL A (2.0) D (54.4) A (3.2) F (80.8) A (3.3) F (85.8) NBTR B (11.1) D (44.2) B (12.8) D (45.7) B (12.8) D (45.8) SBL E (65.8) E (69.6) E (65.3) E (67.8) E (65.4) E (67.2) SBTR B (12.3) B (16.4) B (12.4) B (17.5) B (12.5) B (17.7) OVERALL C (25.5) C (32.6) C (30.4) D (36.4) C (30.4) D (37.0)

4. Wilson Boulevard/North Vermont Street STOP WB A [0.6] A [2.0] A [0.6] A [2.1] A [0.6] A [2.1] NBL E [42.3] D [26.5] E [46.1] D [31.6] E [47.2] D [32.1] NBR B [14.8] B [10.4] B [15.0] B [10.5] B [15.0] B [10.5]

5. 7th Street North/North Tazewell Street STOP EB A [9.2] A [9.8] A [9.2] A [9.8] A [9.2] A [9.9] WB A [9.5] A [9.3] A [9.5] A [9.2] A [9.5] A [9.2] NB A [0.2] A [2.0] A [0.2] A [2.0] A [0.2] A [1.8]

6. North Carlin Springs Road/North Tazewell Street STOP EB A [0.5] A [0.9] A [0.5] A [0.8] A [0.5] A [0.9] WB A [0.5] A [0.3] A [0.4] A [0.2] A [0.4] A [0.2] NB C [22.0] D [28.0] C [22.7] D [27.7] C [22.7] D [28.2]

7. 7th Street North/Site Entrance/Car Rental Driveway STOP EB A [0.2] A [0.2] A [0.2] A [0.2] A [0.2] A [0.2] WB [0.0] [0.0] [0.0] [0.0] [0.0] A [3.2] NB A [0.0] A [0.0] A [0.0] A [0.0] A [8.6] A [8.7] SB A [8.8] A [9.0] A [8.8] A [9.0] A [9.2] A [9.8]

Notes: (1) Numbers in parentheses indicate average delay in seconds per vehicle for signal controlled intersections. (2) Numbers in brackets indicate average delay in seconds per vehicle for unsignalized intersections.

23 Table 3-2 Glebe 672 95th Percentile Queue Summary Does 95th Future 2017 Conditions without Does 95th Future 2017 Conditions with the Does 95th Existing 2014 Conditions percentile the Development percentile Development percentile Intersection Critical Available queue exceed queue exceed queue exceed AM PM AM PM AM PM Intersection Control Movement Storage storage? storage? storage?

1. Wilson Boulevard/North Glebe Road Signal EBL 380 600 312 YES 718 361 YES 718 361 YES EBT 510 694 233 YES 703 237 YES 703 237 YES EBR 290 51 37 NO 58 45 NO 58 46 NO WBL 200 74 187 NO 81 199 NO 81 228 YES WBT 525 133 309 NO 137 320 NO 137 320 NO WBR 140 211 234 YES 276 398 YES 276 398 YES NBL 340 45 135 NO 53 172 NO 54 172 NO NBTR 790 602 184 NO 656 236 NO 672 240 NO SBL 240 183 85 NO 340 119 YES 340 135 YES SBTR 325 178 401 YES 218 515 YES 218 527 YES

2. North Glebe Road/7th Street North STOP EB 215 411NO 49NO 823NO WB 255 015NO 013NO 014NO NB 405 03NO 03NO 04NO SB 430 00NO 00NO 00NO

3. North Glebe Road/North Carlin Springs Road Signal EBL 180 441 230 YES 528 304 YES 528 304 YES EBT 215 154 59 NO 151 58 NO 151 58 NO EBR 150 226 189 YES 254 215 YES 254 215 YES WBL 60 25 98 YES 24 97 YES 24 97 YES WBT 60 27 147 YES 27 146 YES 27 146 YES WBR 60 26 68 YES 28 66 YES 28 66 YES NBL 235 3 289 YES 3 347 YES 3 362 YES NBTR 455 241 261 NO 324 309 NO 324 311 NO SBL 175 113 59 NO 113 52 NO 113 52 NO SBTR 795 66 121 NO 83 133 NO 84 136 NO

4. Wilson Boulevard/North Vermont Street STOP WB 195 15NO 16NO 16NO NBL 70 611NO 713NO 914NO NBR 70 35 6 NO 33 6 NO 33 6 NO

5. 7th Street North/North Tazewell Street STOP EB 320 11NO 11NO 11NO WB 220 46NO 36NO 47NO NB 420 01NO 01NO 01NO

6. North Carlin Springs Road/North Tazewell Street STOP EB 325 12NO 12NO 12NO WB 220 11NO 11NO 11NO NB 75 53NO 53NO 53NO

7. 7th Street North/Site Entrance STOP EB 160 00NO 00NO 00NO WB 50 00NO 00NO 02NO NB 75 00NO 00NO 32NO SB 75 00NO 00NO 00NO

Queues. Existing peak hour queues for the turning movements were determined using the 95th percentile queues estimated by Synchro Software, version 7 (build 773 rev 8). The results are presented in Appendix C and summarized in Table 3‐2. The table shows that the estimated 95th percentile queues exceed the available storage at the North Glebe Road/Wilson Boulevard intersection for the eastbound left, eastbound through, westbound right, and southbound through‐right lane groups. At the North Glebe Road/North Carlin Springs Road intersection, the 95th percentile queue exceeds storage for the eastbound left, eastbound right, westbound left, westbound through, westbound right, and northbound left turn lanes.

Other Development Traffic

The number of peak hour trips that would be generated by the four (4) background projects was obtained from the approved traffic impact studies for these projects where available and the most current available development activity in the Arlington County Quarterly Development Tracking Reports. In general, site trips were estimated based on peak hour rates/equations included in the Institute of Transportation Engineers' (ITE) Trip Generation, and estimates of transit, rideshare, and non‐auto mode splits. As shown in Table 3‐3, it is estimated that these projects would generate a total of 987 AM peak hour vehicle‐trips and 1,044 PM peak hour vehicle‐trips, upon completion and full occupancy.

Background Development Trip Distribution Analysis

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

Background Traffic Growth

Increases in traffic associated with regional growth from 2014 to 2017 were estimated at one (1) percent per year compounded annually for movements on Wilson Boulevard, North Glebe Road, North Carlin Springs Road, North Vermont Street, North Tazewell Street, and 7th Street North. This growth rate accounts for increases in traffic resulting from potential development and influences outside of the immediate study area. Increases as a result of regional growth are shown on Figure 3‐2.

Background Future Traffic Forecasts (2017)

In order to forecast background future traffic volumes at the study intersections, the background development traffic assignments (Figure 3‐1) were added to the existing traffic counts (Figure 2‐4), with a one (1) percent annual growth rate on through and turning movements (Figure 3‐2). The resulting background future traffic forecasts are shown on Figure 3‐3.

FINAL TIA 12/5/201325 25 Table 3‐3 Glebe 672 Pipeline Trip Generation Summary AM Peak Hour PM Peak Hour

Project Name/Land Use ITE Code Size Units IN OUT TOTAL IN OUT TOTAL

The Springs (1) Residential 220 104 Dwelling Units 11 44 55 49 26 75 Non‐Auto Mode Share Reduction 50% 6 22 28 25 13 38 Residential Subtotal 5 22 27 24 13 37

Office 710 5,630 Square Feet 819178 Non‐Auto Mode Share Reduction 25% 2 0 2 0 2 2 Office Subtotal 617156

Total The Springs 11 23 34 25 18 43

650 North Glebe Road (2) Multi‐Family Residential 220 163 Dwelling Units 10 38 48 39 21 60 Retail 820 2,230 Square Feet 8 5 13 19 19 38 Total 650 North Glebe Road 18 43 61 58 40 98

Founders Square (3) General Office Building 710 418,810 Square Feet 575 78 653 106 518 624 Non‐Auto Mode Share Reduction 30% 172 24 196 32 155 187 Office Subtotal 403 54 457 74 363 437

Apartments 220 256 Dwelling Units 26 103 129 103 55 158 Non‐Auto Mode Share Reduction 60% 15 62 77 62 33 95 Residential Subtotal 11 41 52 41 22 63

Specialty Retail Center (4) 826 16,705 Square Feet 8 8 16 27 35 62 Pass‐by Reduction 15% 1 1 2 4 5 9 Retail Subtotal 7 7 14 23 30 53

Total Founders Square 421 102 523 138 415 553

Marymount University Ballston Center (5) Residential 220 267 Dwelling Units 27 108 135 107 58 165 Non‐Auto Mode Share Reduction 50% 14 54 68 54 29 83 Residential Subtotal 13 54 67 53 29 82

Office 710 55,000 Square Feet 105 14 119 24 116 140 Non‐Auto Mode Share Reduction 35% 37 5 42 8 41 49 Office Subtotal 68 9 77 16 75 91

Retail 826 5,000 Square Feet 16 18 34 15 18 33 Non‐Auto Mode Share Reduction 80% 13 14 27 11 15 26 Retail Subtotal 347437

Academic ‐ 105,000 Square Feet 189 29 218 95 75 170

Total Marymount University Ballston Center 273 96 369 168 182 350

Total of Pipeline Developments 723 264 987 389 655 1,044 Notes: (1) Based on previously approved traffic impact study prepared by Wells + Associates, Inc. on March 20, 2013. (2) Trip generation calculations based on previously approved traffic study by Wells + Associates, Inc. on March 19, 2012. ITE Land Use Codes are as assumed at time of study. (3) Non‐auto mode share calculations based on previously approved traffic study by Gorove/Slade Associates, Inc. on October 26, 2007. (4) ITE Code 826 (Special Retail Center) does not provide AM adjacent street information, therefore AM peak hour trip generation is based on 25% of the peak hour, as assumed in previously approved traffic study by Gorove/Slade Associates, Inc. on October 26, 2007. (5) Based on previously approved traffic impact study prepared by Wells + Associates, Inc. on October 16, 2013.

26 27 28 29

Background Future Intersection Levels of Service

Future peak hour levels of service without the redevelopment of Glebe 672 in year 2017 were estimated at the seven (7) study intersections based on the existing lane use and traffic control shown on Figure 2‐1; existing traffic signal phasings/timings obtained from Arlington County; the background future traffic forecasts shown on Figure 3‐3; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro Software, version 7 (build 773 rev 8). The results are presented in Appendix E and summarized in Table 3‐1.

As shown in Table 3‐1, after inclusion of the development of the four (4) background developments and regional growth, the signalized intersection of North Glebe Road and Wilson Boulevard would operate at an overall level‐of‐service (LOS) “E” during the AM peak hour and LOS “D” during the PM peak hour, consistent with existing conditions, but with increased delay. Multiple lane groups at this intersection would continue to operate at LOS “E” or “F” during the AM or PM peak hour, consistent with existing conditions. In addition to the lane groups operating at LOS “E” or “F” as in existing conditions, the westbound right would operate at LOS “E” during the PM peak hour, the northbound through‐right lane group would operate at LOS “F” during the AM peak hour, and the southbound left would operate at LOS “F” during the AM peak hour.

The North Glebe Road/North Carlin Springs Road signalized intersection would continue to operate at overall acceptable levels of service, but some lane groups would operate at LOS “E” or “F” during the AM and PM peak hours, consistent with existing conditions. In addition to the lane groups operating at LOS “E” or “F” as in existing conditions, the northbound left would operate at LOS “F” during the PM peak hour.

The northbound left turn at the unsignalized Wilson Boulevard/North Vermont Street intersection would operate at LOS “E” during the AM peak hour, consistent with existing conditions. All other turning movements at the other intersections would operate at acceptable levels of service.

Background Future Queues

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

The table shows that the estimated 95th percentile queues continue to exceed the available storage at the North Glebe Road/Wilson Boulevard intersection for the eastbound left, eastbound through, westbound right, and southbound through‐right lane groups. In addition, the southbound left queue would exceed the available storage.

At the North Glebe Road/North Carlin Springs Road intersection, the 95th percentile queue continues to exceed storage for the eastbound left, eastbound right, westbound left, westbound through, westbound right, and northbound left turn lanes.

30 FINAL TIA 12/5/201330

Site Vehicle‐Trip Generation Analysis

The number of vehicle‐trips that would be generated by the redevelopment of Glebe 672 was estimated based on rates/equations included in the ITE Trip Generation, 9th Edition, estimates of transit use/non‐auto mode splits by residents and retail patrons, and existing site driveway counts collected by Wells + Associates on June 10, 2014. The trip generation estimates are shown in Table 3‐4.

Currently, the site is developed with a gasoline/service station with convenience parts. The gasoline station has eight (8) vehicle fueling positions. Based on vehicular traffic counts at each of the existing site driveways that were collected by Wells + Associates on June 10, 2014, 51 AM peak hour and 105 PM peak hour trips were observed entering and existing the gas station entrance points. Since a substantial percentage of these trips were expected to be made as pass‐by trips, the ITE Trip Generation Manual, 9th Edition User’s Guide and Handbook was consulted to derive a pass‐by trip reduction for the gas station trips. After inclusion of the pass‐by trip reduction, it was determined that 19 AM peak hour (11 in, 8 out) and 46 PM peak hour (18 in, 28 out) trips were exclusive to the gasoline station.

Based on ITE Trip Generation 9th Edition rates/equations, the proposed uses of 4,510 SF of retail and 178 multi‐family residential dwelling units would generate 52 AM peak hour (11 in, 41 out) and 116 PM peak hour (66 in, 50 out) trips. Compared to the existing uses, the proposed uses would therefore generate 33 AM peak hour (0 in, 33 out) and 70 PM peak hour (48 in, 22 out) net‐new trips.

The net new trips added to the road network are shown on Figure 3‐4.

FINAL TIA 12/5/201331 31 32

Table 3‐4 Glebe 25 Site Trip Generation Summary (1) AM Peak Hour PM Peak Hour

Land Use ITE Code Size Units IN OUT TOTAL IN OUT TOTAL

Existing Conditions (2) Gasoline/Service Station with Convenience Mart 8 VFP 27 24 51 48 57 105 62% AM Pass‐By Reduction/56% PM Pass‐By Reduction/60% Weekday Pass‐By Reduction (3) 16 16 32 30 29 59 Subtotal 11 8 19 18 28 46

Existing Trips 11 8 19 18 28 46

Proposed Use Retail 820 4,510 SF 2 2 4 36 39 75 29% Transit Reduction (4) ‐1 1 11 11 22 Retail Subtotal 1 2 3 25 28 53

Multi‐Family Residential 220 178 DU 18 73 91 75 41 116 46% Transit Reduction (4) 8 34 42 34 19 53 Residential Subtotal 10 39 49 41 22 63

Proposed Trips 11 41 52 66 50 116

Proposed Trips minus Existing Trips ‐ 33 33 48 22 70 Notes: (1) Based on ITE Trip Generation 9th Edition rates and/or equations. (2) Existing conditions are based on driveway counts collected at the existing entrances by Wells + Associates on June 10, 2014. (3) Based on average pass‐by trip percentages obtained from ITE's Trip Generation Manual, 9th Edition User's Guide and Handbook. (4) Transit reductions based on 2005 Development‐Related Ridership Survey Final Report; Washington Metropolitan Area Transit Authority, March 2006.

Site Trip Distribution Analysis

The distribution of peak hour trips that will be generated by the redevelopment of the Glebe 672 was determined based on existing traffic counts, the existing traffic network, previously approved traffic impact studies, and local knowledge. The resulting net‐new site traffic assignments and directional distributions are shown on Figure 3‐4.

Total Future Traffic Forecasts

The net‐new trips generated by the Glebe 672 redevelopment, shown in Figure 3‐4, were added to the background traffic forecasts (Figure 3‐3) in order to yield total future traffic forecasts. The resulting total future traffic forecasts are presented on Figure 3‐5.

FINAL TIA 12/5/201333 33 34 35

Total Future Intersection Levels of Service

Future peak hour levels of service with the proposed redevelopment in year 2017 were estimated at the seven (7) study intersections based on the existing lane use and traffic controls shown on Figure 2‐4; existing traffic signal phasings/timings obtained from Arlington County; the total future traffic forecasts shown on Figure 3‐5; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro Software, version 7 (build 773 rev 8). The results are presented in Appendix F and summarized in Table 3‐1.

As shown in Table 3‐1, with the redevelopment of Glebe 672, each study intersection would generally operate consistent with background conditions with minimal increases in delays. Consistent with future conditions without the redevelopment, the signalized intersection of North Glebe Road and Wilson Boulevard would operate at an overall level‐of‐service (LOS) “E” during the AM peak hour and LOS “D” during the PM peak hour. Multiple lane groups at this intersection would continue to operate at LOS “E” or “F” during the AM or PM peak hour, consistent with background conditions.

The northbound left turn at the unsignalized Wilson Boulevard/North Vermont Street intersection would operate at LOS “E” during the AM peak hour, consistent with background conditions. All other turning movements at the other intersections would operate at acceptable levels of service.

Total Future Queues

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

Consistent with background conditions, the projected 95th percentile queues would continue to exceed the available storage at the North Glebe Road/Wilson Boulevard intersection for the eastbound left, eastbound through, westbound right, southbound left, and southbound through‐right lane groups. In addition, the westbound left queue would exceed the available storage. However, with minor adjustments to the timings—shifting the splits by two (2) seconds—the storage would be able to accommodate the total future queue in this lane.

36 FINAL TIA 12/5/201336

SECTION 4 CONCLUSIONS

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

1. The redevelopment of Glebe 672 would have a minimal overall vehicular impact on the adjacent street network.

4. Four (4) approved, but unbuilt, pipeline projects in the study would generate a total of 987 AM peak hour vehicle-trips and 1,044 PM peak hour vehicle-trips, upon completion and full occupancy.

6. The Glebe 672 project would generate 33 net-new AM peak hour vehicle-trips and 70 net- new PM peak hour vehicle-trips.

8. The proposed Glebe 672 Transportation Management Plan (TMP) would further minimize the project’s vehicular traffic impacts.

FINAL TIA 12/5/201337 37

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

Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: Balston Common Mall - Residental Tow DATE: 4/3/2014 SOUTHBOUND ROAD: North Glebe Road - 120 W+A JOB NO: 6148DAY: ThursdayNORTHBOUND ROAD: North Glebe Road - 120 INTERSECTION: Wilson Blvd. & Glebe Rd.WEATHER: clearWESTBOUND ROAD: Wilson Boulevard LOCATION: Arlington County,VACOUNTED BY: Carmen & EduvinaEASTBOUND ROAD: Wilson Boulevard INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Glebe Road - 120 Wilson Boulevard North Glebe Road - 120 Wilson Boulevard && Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 10 78 22 110 13 17 2 32 12 194 5 211 5 52 62 119 321 151 472 6:45 AM - 7:00 AM 9 86 20 115 13 22 9 44 39 247 12 298 19 109 100 228 413 272 685 7:00 AM - 7:15 AM 19 95 12 126 27 30 16 73 42 309 9 360 8 122 70 200 486 273 759 7:15 AM - 7:30 AM 11 135 22 168 25 38 19 82 42 327 6 375 25 144 80 249 543 331 874 7:30 AM - 7:45 AM 17 132 25 174 31 45 11 87 51 353 12 416 12 180 92 284 590 371 961 7:45 AM - 8:00 AM 21 106 25 152 32 45 18 95 52 271 13 336 32 251 89 372 488 467 955 8:00 AM - 8:15 AM 18 117 27 162 43 68 23 134 77 232 10 319 24 250 81 355 481 489 970 8:15 AM - 8:30 AM 20 127 44 191 45 66 11 122 76 320 37 433 11 245 149 405 624 527 1151 8:30 AM - 8:45 AM 13 124 39 176 42 56 24 122 63 309 17 389 23 310 107 440 565 562 1127 8:45 AM - 9:00 AM 18 156 35 209 37 67 17 121 114 230 19 363 32 258 88 378 572 499 1071 9:00 AM - 9:15 AM 12 170 35 217 43 39 20 102 45 213 26 284 39 215 87 341 501 443 944 9:15 AM - 9:30 AM 10 133 30 173 38 55 13 106 42 269 17 328 20 171 71 262 501 368 869 Total 178 1459 336 1973 389 548 183 1120 655 3274 183 4112 250 2307 1076 3633 6085 4753 10838 AM One Hour Volumes 6:30 AM - 7:30 AM 49 394 76 519 0.77 78 107 46 231 0.70 135 1077 32 1244 0.83 57 427 312 796 0.80 1763 1027 2790 6:45 AM - 7:45 AM 56 448 79 583 0.84 96 135 55 286 0.82 174 1236 39 1449 0.87 64 555 342 961 0.85 2032 1247 3279 7:00 AM - 8:00 AM 68 468 84 620 0.89 115 158 64 337 0.89 187 1260 40 1487 0.89 77 697 331 1105 0.74 2107 1442 3549 7:15 AM - 8:15 AM 67 490 99 656 0.94 131 196 71 398 0.74 222 1183 41 1446 0.87 93 825 342 1260 0.85 2102 1658 3760 7:30 AM - 8:30 AM 76 482 121 679 0.89 151 224 63 438 0.82 256 1176 72 1504 0.87 79 926 411 1416 0.87 2183 1854 4037 7:45 AM - 8:45 AM 72 474 135 681 0.89 162 235 76 473 0.88 268 1132 77 1477 0.85 90 1056 426 1572 0.89 2158 2045 4203 8:00 AM - 9:00 AM 69 524 145 738 0.88 167 257 75 499 0.93 330 1091 83 1504 0.87 90 1063 425 1578 0.90 2242 2077 4319 8:15 AM - 9:15 AM 63 577 153 793 0.91 167 228 72 467 0.96 298 1072 99 1469 0.85 105 1028 431 1564 0.89 2262 2031 4293 8:30 AM - 9:30 AM 53 583 139 775 0.89 160 217 74 451 0.92 264 1021 79 1364 0.88 114 954 353 1421 0.81 2139 1872 4011 PM 15 Minute Volumes 4:00 PM - 4:15 PM 17 228 33 278 40 89 41 170 28 168 27 223 17 75 29 121 501 291 792 4:15 PM - 4:30 PM 28 226 29 283 41 107 46 194 27 162 38 227 20 72 53 145 510 339 849 4:30 PM - 4:45 PM 34 252 25 311 40 94 24 158 16 180 22 218 26 90 37 153 529 311 840 4:45 PM - 5:00 PM 28 198 27 253 42 119 51 212 27 185 29 241 18 81 38 137 494 349 843 5:00 PM - 5:15 PM 55 234 26 315 41 149 56 246 13 210 27 250 34 112 39 185 565 431 996 5:15 PM - 5:30 PM 57 230 37 324 40 158 43 241 48 186 40 274 25 142 68 235 598 476 1074 5:30 PM - 5:45 PM 43 247 18 308 45 150 46 241 22 152 18 192 37 95 48 180 500 421 921 5:45 PM - 6:00 PM 46 231 27 304 54 163 40 257 38 144 32 214 21 97 53 171 518 428 946 6:00 PM - 6:15 PM 42 232 25 299 48 126 48 222 31 188 32 251 19 124 41 184 550 406 956 6:15 PM - 6:30 PM 35 225 22 282 37 95 33 165 27 165 47 239 15 64 24 103 521 268 789 6:30 PM - 6:45 PM 42 233 28 303 34 82 44 160 19 170 45 234 8 74 19 101 537 261 798 6:45 PM - 7:00 PM 32 197 19 248 34 74 47 155 22 226 30 278 14 68 35 117 526 272 798 Total 459 2733 316 3508 496 1406 519 2421 318 2136 387 2841 254 1094 484 1832 6349 4253 10602 PM One Hour Volumes 4:00 PM - 5:00 PM 107 904 114 1125 0.90 163 409 162 734 0.87 98 695 116 909 0.94 81 318 157 556 0.91 2034 1290 3324 4:15 PM - 5:15 PM 145 910 107 1162 0.92 164 469 177 810 0.82 83 737 116 936 0.94 98 355 167 620 0.84 2098 1430 3528 4:30 PM - 5:30 PM 174 914 115 1203 0.93 163 520 174 857 0.87 104 761 118 983 0.90 103 425 182 710 0.76 2186 1567 3753 4:45 PM - 5:45 PM 183 909 108 1200 0.93 168 576 196 940 0.96 110 733 114 957 0.87 114 430 193 737 0.78 2157 1677 3834 5:00 PM - 6:00 PM 201 942 108 1251 0.97 180 620 185 985 0.96 121 692 117 930 0.85 117 446 208 771 0.82 2181 1756 3937 5:15 PM - 6:15 PM 188 940 107 1235 0.95 187 597 177 961 0.93 139 670 122 931 0.85 102 458 210 770 0.82 2166 1731 3897 5:30 PM - 6:30 PM 166 935 92 1193 0.97 184 534 167 885 0.86 118 649 129 896 0.89 92 380 166 638 0.87 2089 1523 3612 5:45 PM - 6:45 PM 165 921 102 1188 0.98 173 466 165 804 0.78 115 667 156 938 0.93 63 359 137 559 0.76 2126 1363 3489 6:00 PM - 7:00 PM 151 887 94 1132 0.93 153 377 172 702 0.79 99 749 154 1002 0.90 56 330 119 505 0.69 2134 1207 3341

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

Turning Movement Count - Bicycles

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

Pedestrian Volume Survey

PROJECT: Balston Common Mall - Residental Tow W+A JOB NO: 6148 North Glebe Road - 120 INTERSECTION: Wilson Blvd. & Glebe Rd. 1 LOCATION: Arlington County,VA 2 DATE: 4/3/2014 84 DAY: Thursday 73North WEATHER: clear 5 COUNTED BY: AlbaWilson Boulevard 6 Wilson Boulevard INPUTED BY: agan North Glebe Road - 120

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 122 11 6:45 AM - 7:00 AM 565321 7:00 AM - 7:15 AM 13 111 7:15 AM - 7:30 AM 13103 261 7:30 AM - 7:45 AM 3633344 7:45 AM - 8:00 AM 27131 11 8:00 AM - 8:15 AM 810441181 8:15 AM - 8:30 AM 3252 112 8:30 AM - 8:45 AM 1113 3 8:45 AM - 9:00 AM 3581 71 9:00 AM - 9:15 AM 51051 6 9:15 AM - 9:30 AM 3521 123 Total 305171251014637 AM One Hour Volumes 6:30 AM-7:30 AM2620967102829131262 6:45 AM-7:45 AM41021129101321433191581 7:00 AM-8:00 AM617297472212336112393 7:15 AM - 8:15 AM 14 26 30 11 4 7 29 2 40 41 11 31 123 7:30 AM - 8:30 AM 16 25 25 10 4 6 35 1 41 35 10 36 122 7:45 AM - 8:45 AM 14 19 33 10 1 2 34 1 33 43 3 35 114 8:00 AM - 9:00 AM 15 17 28 10 1 2 30 2 32 38 3 32 105 8:15 AM-9:15 AM121729701281293612995 8:30 AM-9:30 AM122026601184323212287 PM 15 Minute Volumes 4:00 PM - 4:15 PM 7816 3 6 4:15 PM - 4:30 PM 352349410 4:30 PM - 4:45 PM 243125235 4:45 PM - 5:00 PM 52545914 5:00 PM - 5:15 PM 1149154366 5:15 PM - 5:30 PM 310472943 5:30 PM - 5:45 PM 141015183133 5:45 PM - 6:00 PM 64131510392 6:00 PM - 6:15 PM 111110238312 6:15 PM - 6:30 PM 17891451 4 6:30 PM - 6:45 PM 10 5 8 12 10 3 2 6:45 PM - 7:00 PM 681691413 Total 95 79 95 138 57 47 35 50 PM One Hour Volumes 4:00 PM - 5:00 PM 17 19 11 25 14 23 8 25 36 36 37 33 142 4:15 PM - 5:15 PM 21 15 19 34 18 23 14 25 36 53 41 39 169 4:30 PM - 5:30 PM 21 20 21 38 16 23 14 18 41 59 39 32 171 4:45 PM - 5:45 PM 33 26 33 44 14 22 14 16 59 77 36 30 202 5:00 PM - 6:00 PM 34 28 41 55 19 16 22 14 62 96 35 36 229 5:15 PM - 6:15 PM 34 35 42 63 23 16 17 10 69 105 39 27 240 5:30 PM - 6:30 PM 48 33 47 70 26 8 13 11 81 117 34 24 256 5:45 PM - 6:45 PM 44 28 40 64 33 7 13 10 72 104 40 23 239 6:00 PM - 7:00 PM 44 32 43 58 24 8 5 11 76 101 32 16 225

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

Turning Movement Count - All Vehicles

PROJECT: Glebe 25 DATE: 6/10/2014 SOUTHBOUND ROAD: North Glebe Road W+A JOB NO: 6005DAY: TueasdayNORTHBOUND ROAD: North Glebe Road INTERSECTION: N. Glebe Rd. & 7th Street N.WEATHER: clearWESTBOUND ROAD: 7th Street North LOCATION: Fairfax County,VACOUNTED BY: Jim & DouglasEASTBOUND ROAD: 7th Street North INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Glebe Road 7th Street North North Glebe Road 7th Street North & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 0 108 0 108 1001 02442246 0000 3541 355 6:45 AM - 7:00 AM 1 128 0 129 1012 02822284 2024 4136 419 7:00 AM - 7:15 AM 1 148 2 151 1102 03261327 4037 4789 487 7:15 AM - 7:30 AM 5 179 0 184 0000 02822284 1001 4681 469 7:30 AM - 7:45 AM 1 178 0 179 1102 03323335 3025 5147 521 7:45 AM - 8:00 AM 5 164 0 169 0000 03493352 8008 5218 529 8:00 AM - 8:15 AM 4 170 0 174 0000 03101311 5038 4858 493 8:15 AM - 8:30 AM 3 156 0 159 0000 13152318 2024 4774 481 8:30 AM - 8:45 AM 4 177 0 181 0000 33080311 3036 4926 498 8:45 AM - 9:00 AM 4 179 0 183 0000 23261329 8051351213525 9:00 AM - 9:15 AM 4 206 0 210 0000 1290429511041550515520 9:15 AM - 9:30 AM 3 178 0 181 0000 23153320 4048 5018 509 Total 35 1971 2 2008 4217 93679 24 3712 51 0 28 79 5720 86 5806 AM One Hour Volumes 6:30 AM - 7:30 AM 7 563 2 572 0.78 31150.63 0 1134 7 1141 0.87 7 0 5 12 0.43 1713 17 1730 6:45 AM - 7:45 AM 8 633 2 643 0.87 32160.75 0 1222 8 1230 0.92 10 0 7 17 0.61 1873 23 1896 7:00 AM - 8:00 AM 12 669 2 683 0.93 22040.50 0 1289 9 1298 0.92 16 0 5 21 0.66 1981 25 2006 7:15 AM - 8:15 AM 15 691 0 706 0.96 11020.25 0 1273 9 1282 0.91 17 0 5 22 0.69 1988 24 2012 7:30 AM - 8:30 AM 13 668 0 681 0.95 11020.25 1 1306 9 1316 0.93 18 0 7 25 0.78 1997 27 2024 7:45 AM - 8:45 AM 16 667 0 683 0.94 00000.00 4 1282 6 1292 0.92 18 0 8 26 0.81 1975 26 2001 8:00 AM - 9:00 AM 15 682 0 697 0.95 00000.00 6 1259 4 1269 0.96 18 0 13 31 0.60 1966 31 1997 8:15 AM - 9:15 AM 15 718 0 733 0.87 00000.00 7 1239 7 1253 0.95 24 0 14 38 0.63 1986 38 2024 8:30 AM - 9:30 AM 15 740 0 755 0.90 00000.00 8 1239 8 1255 0.95 26 0 16 42 0.70 2010 42 2052 PM 15 Minute Volumes 4:00 PM - 4:15 PM 7 285 0 292 0101 12172220 2147 5128 520 4:15 PM - 4:30 PM 4 247 0 251 0000 02373240 1012 4912 493 4:30 PM - 4:45 PM 6 326 0 332 4105 02136219 3014 5519 560 4:45 PM - 5:00 PM 12 350 1 363 2002 01953198 6039 56111572 5:00 PM - 5:15 PM 4 350 0 354 13 0 0 13 0 228 5 233 4037 58720607 5:15 PM - 5:30 PM 7 344 0 351 22 1 3 26 2 241 5 248 6028 59934633 5:30 PM - 5:45 PM 11 370 0 381 13 0 0 13 0 207 6 213 14 0 2 16 594 29 623 5:45 PM - 6:00 PM 9 368 0 377 20 1 1 22 0 247 1 248 4004 62526651 6:00 PM - 6:15 PM 10 334 3 347 20 0 1 21 0 213 5 218 8 0 4 12 565 33 598 6:15 PM - 6:30 PM 13 335 0 348 19 2 1 22 0 236 3 239 12 0 2 14 587 36 623 6:30 PM - 6:45 PM 12 317 0 329 12 1 0 13 0 264 6 270 7 0 9 16 599 29 628 6:45 PM - 7:00 PM 4 256 0 260 18 0 1 19 0 240 3 243 1034 50323526 Total 99 3882 4 3985 143 7 7 157 3 2738 48 2789 68 1 34 103 6774 260 7034 PM One Hour Volumes 4:00 PM - 5:00 PM 29 1208 1 1238 0.85 62080.40 1 862 14 877 0.91 12 1 9 22 0.61 2115 30 2145 4:15 PM - 5:15 PM 26 1273 1 1300 0.90 19 1 0 20 0.38 0 873 17 890 0.93 14 0 8 22 0.61 2190 42 2232 4:30 PM - 5:30 PM 29 1370 1 1400 0.96 41 2 3 46 0.44 2 877 19 898 0.91 19 0 9 28 0.78 2298 74 2372 4:45 PM - 5:45 PM 34 1414 1 1449 0.95 50 1 3 54 0.52 2 871 19 892 0.90 30 0 10 40 0.63 2341 94 2435 5:00 PM - 6:00 PM 31 1432 0 1463 0.96 68 2 4 74 0.71 2 923 17 942 0.95 28 0 7 35 0.55 2405 109 2514 5:15 PM - 6:15 PM 37 1416 3 1456 0.96 75 2 5 82 0.79 2 908 17 927 0.93 32 0 8 40 0.63 2383 122 2505 5:30 PM - 6:30 PM 43 1407 3 1453 0.95 72 3 3 78 0.89 0 903 15 918 0.93 38 0 8 46 0.72 2371 124 2495 5:45 PM - 6:45 PM 44 1354 3 1401 0.93 71 4 3 78 0.89 0 960 15 975 0.90 31 0 15 46 0.72 2376 124 2500 6:00 PM - 7:00 PM 39 1242 3 1284 0.92 69 3 3 75 0.85 0 953 17 970 0.90 28 0 18 46 0.72 2254 121 2375

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

Turning Movement Count - Bicycles

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

Pedestrian Volume Survey

PROJECT: Glebe 25 W+A JOB NO: 6005 North Glebe Road INTERSECTION: N. Glebe Rd. & 7th Street N. 1 LOCATION: Fairfax County,VA 2 DATE: 6/10/2014 84 DAY: Tueasday 73North WEATHER: clear 5 7th Street North 7th Street North COUNTED BY: Jim 6 INPUTED BY: agan North Glebe Road

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 212121 6:45 AM - 7:00 AM 26111 7:00 AM - 7:15 AM 111 13 7:15 AM - 7:30 AM 233 15 7:30 AM - 7:45 AM 113 7:45 AM - 8:00 AM 38114 8:00 AM - 8:15 AM 563 22 8:15 AM - 8:30 AM 1241121 8:30 AM - 8:45 AM 4811421 8:45 AM - 9:00 AM 1455 42 9:00 AM - 9:15 AM 25 41 9:15 AM - 9:30 AM 23 Total 9 19 48 20 4 20 20 12 AM One Hour Volumes 6:30 AM-7:30 AM42117138561841341 6:45 AM-7:45 AM22115256441671037 7:00 AM-8:00 AM32135247751861443 7:15 AM-8:15 AM371871486102551454 7:30 AM-8:30 AM471952546112471052 7:45 AM-8:45 AM4112662667153281368 8:00 AM - 9:00 AM 2 15 23 10 2 10 7 3 17 33 12 10 72 8:15 AM - 9:15 AM 2 12 22 7 2 14 6 1 14 29 16 7 66 8:30 AM - 9:30 AM 1 10 18 8 1 12 8 1 11 26 13 9 59 PM 15 Minute Volumes 4:00 PM - 4:15 PM 12211214 4:15 PM - 4:30 PM 135 113 4:30 PM - 4:45 PM 31334 43 4:45 PM - 5:00 PM 113442 4 5:00 PM - 5:15 PM 1423 2 5:15 PM - 5:30 PM 2 1034 44 5:30 PM - 5:45 PM 32759132 5:45 PM - 6:00 PM 3 274 24 6:00 PM - 6:15 PM 2612261 6:15 PM - 6:30 PM 1 85524 6:30 PM - 6:45 PM 254135 6:45 PM - 7:00 PM 2227 Total 16 8 52 52 42 9 30 39 PM One Hour Volumes 4:00 PM-5:00 PM551113956141024142068 4:15 PM - 5:15 PM 4 4 13 14 11 3 5 12 8 27 14 17 66 4:30 PM - 5:30 PM 6 3 20 12 15 2 8 13 9 32 17 21 79 4:45 PM - 5:45 PM 6 4 24 14 20 3 7 12 10 38 23 19 90 5:00 PM - 6:00 PM 8 3 23 17 20 1 9 12 11 40 21 21 93 5:15 PM - 6:15 PM 10 2 25 27 19 1 15 11 12 52 20 26 110 5:30 PM - 6:30 PM 9 2 23 29 20 3 15 7 11 52 23 22 108 5:45 PM - 6:45 PM 6 0 18 29 15 3 15 10 6 47 18 25 96 6:00 PM - 7:00 PM 3 0 18 22 13 3 15 13 3 40 16 28 87

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

Turning Movement Count - All Vehicles

PROJECT: Glebe 25 DATE: 6/10/2014 SOUTHBOUND ROAD: North Glebe Road W+A JOB NO: 6005DAY: TueasdayNORTHBOUND ROAD: North Glebe Road INTERSECTION: N. Glebe Rd. & N. Carlin Spring Rd.WEATHER: clearWESTBOUND ROAD: Garage Entrance LOCATION: Fairfax County,VACOUNTED BY: Vanessa & KassandraEASTBOUND ROAD: North Carlin Spring Road INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Glebe Road Garage Entrance North Glebe Road North Carlin Spring Road & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 17 76 10 103 4138 12191721027155597313105418 6:45 AM - 7:00 AM 18 87 29 134 5005 1820417239461571132373137510 7:00 AM - 7:15 AM 20 109 19 148 2248 2124928298562568149446157603 7:15 AM - 7:30 AM 27 121 24 172 4 5 7 16 30 205 26 261 45 18 69 132 433 148 581 7:30 AM - 7:45 AM 26 125 27 178 7 3 7 17 23 257 25 305 41 26 71 138 483 155 638 7:45 AM - 8:00 AM 29 114 15 158 8 1 4 13 27 251 19 297 67 23 73 163 455 176 631 8:00 AM - 8:15 AM 24 110 42 176 8 7 1 16 30 244 37 311 50 34 54 138 487 154 641 8:15 AM - 8:30 AM 28 116 26 170 7 3 0 10 31 225 29 285 52 34 85 171 455 181 636 8:30 AM - 8:45 AM 14 126 41 181 15 3 6 24 27 233 25 285 44 29 69 142 466 166 632 8:45 AM - 9:00 AM 29 113 43 185 8 2 6 16 51 250 16 317 50 42 74 166 502 182 684 9:00 AM - 9:15 AM 31 100 59 190 8 1 3 12 33 239 26 298 42 26 47 115 488 127 615 9:15 AM - 9:30 AM 19 102 46 167 3148 2124128290312260113457121578 Total 282 1299 381 1962 79 29 45 153 324 2789 283 3396 551 309 796 1656 5358 1809 7167 AM One Hour Volumes 6:30 AM - 7:30 AM 82 393 82 557 0.81 15 8 14 37 0.58 81 849 78 1008 0.85 174 73 263 510 0.86 1565 547 2112 6:45 AM - 7:45 AM 91 442 99 632 0.89 18 10 18 46 0.68 92 915 96 1103 0.90 188 84 279 551 0.92 1735 597 2332 7:00 AM - 8:00 AM 102 469 85 656 0.92 21 11 22 54 0.79 101 962 98 1161 0.95 209 92 281 582 0.89 1817 636 2453 7:15 AM - 8:15 AM 106 470 108 684 0.96 27 16 19 62 0.91 110 957 107 1174 0.94 203 101 267 571 0.88 1858 633 2491 7:30 AM - 8:30 AM 107 465 110 682 0.96 30 14 12 56 0.82 111 977 110 1198 0.96 210 117 283 610 0.89 1880 666 2546 7:45 AM - 8:45 AM 95 466 124 685 0.95 38 14 11 63 0.66 115 953 110 1178 0.95 213 120 281 614 0.90 1863 677 2540 8:00 AM - 9:00 AM 95 465 152 712 0.96 38 15 13 66 0.69 139 952 107 1198 0.94 196 139 282 617 0.90 1910 683 2593 8:15 AM - 9:15 AM 102 455 169 726 0.96 38 9 15 62 0.65 142 947 96 1185 0.93 188 131 275 594 0.87 1911 656 2567 8:30 AM - 9:30 AM 93 441 189 723 0.95 34 7 19 60 0.63 132 963 95 1190 0.94 167 119 250 536 0.81 1913 596 2509 PM 15 Minute Volumes 4:00 PM - 4:15 PM 64 201 15 280 31 16 12 59 16 162 54 232 37 8 35 80 512 139 651 4:15 PM - 4:30 PM 62 161 23 246 29 16 11 56 12 172 53 237 41 7 31 79 483 135 618 4:30 PM - 4:45 PM 67 213 14 294 37 31 9 77 10 157 53 220 34 7 31 72 514 149 663 4:45 PM - 5:00 PM 66 244 17 327 26 32 5 63 12 127 47 186 34 8 48 90 513 153 666 5:00 PM - 5:15 PM 65 232 11 308 35 28 15 78 11 155 58 224 27 5 46 78 532 156 688 5:15 PM - 5:30 PM 47 202 16 265 38 32 18 88 7 158 53 218 31 6 43 80 483 168 651 5:30 PM - 5:45 PM 88 207 24 319 22 25 16 63 19 149 71 239 39 9 46 94 558 157 715 5:45 PM - 6:00 PM 71 228 19 318 36 39 19 94 14 159 68 241 52 12 41 105 559 199 758 6:00 PM - 6:15 PM 79 222 21 322 36 37 26 99 27 161 60 248 41 17 42 100 570 199 769 6:15 PM - 6:30 PM 79 193 27 299 35 34 13 82 18 150 64 232 33 13 40 86 531 168 699 6:30 PM - 6:45 PM 63 208 23 294 31 31 18 80 19 197 55 271 50 9 47 106 565 186 751 6:45 PM - 7:00 PM 46 177 25 248 33 26 9 68 24 164 47 235 30 10 47 87 483 155 638 Total 797 2488 235 3520 389 347 171 907 189 1911 683 2783 449 111 497 1057 6303 1964 8267 PM One Hour Volumes 4:00 PM - 5:00 PM 259 819 69 1147 0.88 123 95 37 255 0.83 50 618 207 875 0.92 146 30 145 321 0.89 2022 576 2598 4:15 PM - 5:15 PM 260 850 65 1175 0.90 127 107 40 274 0.88 45 611 211 867 0.91 136 27 156 319 0.89 2042 593 2635 4:30 PM - 5:30 PM 245 891 58 1194 0.91 136 123 47 306 0.87 40 597 211 848 0.95 126 26 168 320 0.89 2042 626 2668 4:45 PM - 5:45 PM 266 885 68 1219 0.93 121 117 54 292 0.83 49 589 229 867 0.91 131 28 183 342 0.91 2086 634 2720 5:00 PM - 6:00 PM 271 869 70 1210 0.95 131 124 68 323 0.86 51 621 250 922 0.96 149 32 176 357 0.85 2132 680 2812 5:15 PM - 6:15 PM 285 859 80 1224 0.95 132 133 79 344 0.87 67 627 252 946 0.95 163 44 172 379 0.90 2170 723 2893 5:30 PM - 6:30 PM 317 850 91 1258 0.98 129 135 74 338 0.85 78 619 263 960 0.97 165 51 169 385 0.92 2218 723 2941 5:45 PM - 6:45 PM 292 851 90 1233 0.96 138 141 76 355 0.90 78 667 247 992 0.92 176 51 170 397 0.94 2225 752 2977 6:00 PM - 7:00 PM 267 800 96 1163 0.90 135 128 66 329 0.83 88 672 226 986 0.91 154 49 176 379 0.89 2149 708 2857

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

Turning Movement Count - Bicycles

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

Pedestrian Volume Survey

PROJECT: Glebe 25 W+A JOB NO: 6005 North Glebe Road o INTERSECTION: N. Glebe Rd. & N. Carlin Spring Rd. 1 LOCATION: Fairfax County,VA 2 DATE: 6/10/2014 84 DAY: Tueasday 73North WEATHER: clear 5 Garage Entrance

COUNTED BY: Vanessa R Spring Carlin North 6 INPUTED BY: agan North Glebe Road

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 181062 72 6:45 AM - 7:00 AM 21715 8 3 1 7:00 AM - 7:15 AM 622745273 7:15 AM - 7:30 AM 519721251 7:30 AM - 7:45 AM 291775231 7:45 AM - 8:00 AM 4482141274 8:00 AM - 8:15 AM 539223 672 8:15 AM - 8:30 AM 45817316125 8:30 AM - 8:45 AM 451251137 8:45 AM - 9:00 AM 64014624141 9:00 AM - 9:15 AM 6251872353 9:15 AM - 9:30 AM 229741 82 Total 45 385 180 47 29 33 82 25 AM One Hour Volumes 6:30 AM - 7:30 AM 14 66 39 12 16 7 19 7 80 51 23 26 180 6:45 AM - 7:45 AM 13 87 46 13 19 9 15 6 100 59 28 21 208 7:00 AM - 8:00 AM 15 118 52 17 12 8 22 9 133 69 20 31 253 7:15 AM - 8:15 AM 14 135 67 16 7 12 22 8 149 83 19 30 281 7:30 AM - 8:30 AM 13 174 77 17 7 16 29 12 187 94 23 41 345 7:45 AM - 8:45 AM 17 196 85 11 3 17 33 11 213 96 20 44 373 8:00 AM - 9:00 AM 19 188 78 13 4 19 40 8 207 91 23 48 369 8:15 AM - 9:15 AM 20 174 74 17 6 16 38 9 194 91 22 47 354 8:30 AM - 9:30 AM 18 145 64 18 6 10 34 6 163 82 16 40 301 PM 15 Minute Volumes 4:00 PM - 4:15 PM 15913127547 4:15 PM - 4:30 PM 8106186538 4:30 PM - 4:45 PM 12 10 18 21 11 13 7 4:45 PM - 5:00 PM 19 14 9 27 10 5 7 13 5:00 PM - 5:15 PM 1521152918142 5:15 PM - 5:30 PM 1913163018758 5:30 PM - 5:45 PM 24813209 5117 5:45 PM - 6:00 PM 261182715584 6:00 PM - 6:15 PM 33 12 9 33 13 7 12 6:15 PM - 6:30 PM 261994725767 6:30 PM - 6:45 PM 2410133489511 6:45 PM - 7:00 PM 21 15 10 33 22 4 15 5 Total 242 152 139 331 162 60 81 91 PM One Hour Volumes 4:00 PM - 5:00 PM 54 43 46 78 34 15 27 35 97 124 49 62 332 4:15 PM - 5:15 PM 54 55 48 95 45 11 27 30 109 143 56 57 365 4:30 PM - 5:30 PM 65 58 58 107 57 13 29 30 123 165 70 59 417 4:45 PM - 5:45 PM 77 56 53 106 55 18 27 30 133 159 73 57 422 5:00 PM - 6:00 PM 84 53 52 106 60 18 28 21 137 158 78 49 422 5:15 PM - 6:15 PM 102 44 46 110 55 24 24 31 146 156 79 55 436 5:30 PM - 6:30 PM 109 50 39 127 62 24 25 30 159 166 86 55 466 5:45 PM - 6:45 PM 109 52 39 141 61 28 19 34 161 180 89 53 483 6:00 PM - 7:00 PM 104 56 41 147 68 27 26 35 160 188 95 61 504

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

Turning Movement Count - All Vehicles

PROJECT: Glebe 25 DATE: 6/10/2014 SOUTHBOUND ROAD: 0 W+A JOB NO: 6005DAY: TueasdayNORTHBOUND ROAD: North Vermont Street INTERSECTION: Wilson Blvd. & N. Vermont St.WEATHER: clearWESTBOUND ROAD: Wilson Boulevard LOCATION: Fairfax County,VACOUNTED BY: Salih & MiraEASTBOUND ROAD: Wilson Boulevard INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time 0 Wilson Boulevard North Vermont Street Wilson Boulevard & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 0000 038442140216 1102010316145161 6:45 AM - 7:00 AM 0000 038341180321 3130013321174195 7:00 AM - 7:15 AM 0000 067168310334 4162016634234268 7:15 AM - 7:30 AM 0000 070070240428 2171017328243271 7:30 AM - 7:45 AM 0000 083083190322 3230023322316338 7:45 AM - 8:00 AM 0000 01073110200424 2232023424344368 8:00 AM - 8:15 AM 0000 01081109280129 0267026729376405 8:15 AM - 8:30 AM 0000 01312133370239 2287028939422461 8:30 AM - 8:45 AM 0000 01090109470148 2316031848427475 8:45 AM - 9:00 AM 0000 01033106360339 1255025639362401 9:00 AM - 9:15 AM 0000 079483370441 3195019841281322 9:15 AM - 9:30 AM 0000 085287160420 5170017520262282 Total 0000 01018 23 1041 327 0 34 361 28 2517 0 2545 361 3586 3947 AM One Hour Volumes 6:30 AM - 7:30 AM 00000.00 0 213 8 221 0.79 87 0 12 99 0.73 10 565 0 575 0.83 99 796 895 6:45 AM - 7:45 AM 00000.00 0 258 4 262 0.79 92 0 13 105 0.77 12 693 0 705 0.76 105 967 1072 7:00 AM - 8:00 AM 00000.00 0 327 4 331 0.75 94 0 14 108 0.79 11 795 0 806 0.86 108 1137 1245 7:15 AM - 8:15 AM 00000.00 0 368 4 372 0.85 91 0 12 103 0.89 7 900 0 907 0.85 103 1279 1382 7:30 AM - 8:30 AM 00000.00 0 429 6 435 0.82 104 0 10 114 0.73 7 1016 0 1023 0.88 114 1458 1572 7:45 AM - 8:45 AM 00000.00 0 455 6 461 0.87 132 0 8 140 0.73 6 1102 0 1108 0.87 140 1569 1709 8:00 AM - 9:00 AM 00000.00 0 451 6 457 0.86 148 0 7 155 0.81 5 1125 0 1130 0.89 155 1587 1742 8:15 AM - 9:15 AM 00000.00 0 422 9 431 0.81 157 0 10 167 0.87 8 1053 0 1061 0.83 167 1492 1659 8:30 AM - 9:30 AM 00000.00 0 376 9 385 0.88 136 0 12 148 0.77 11 936 0 947 0.74 148 1332 1480 PM 15 Minute Volumes 4:00 PM - 4:15 PM 0000 02038211 6039 288090 9301310 4:15 PM - 4:30 PM 0000 020411215120416 29009216307323 4:30 PM - 4:45 PM 0000 018515200 2035 3970100 5300305 4:45 PM - 5:00 PM 0000 020511216 7029 31430146 9362371 5:00 PM - 5:15 PM 0000 023313246100313 3123012613372385 5:15 PM - 5:30 PM 0000 026116277150621 3139014221419440 5:30 PM - 5:45 PM 0000 024613259 90615 7144015115410425 5:45 PM - 6:00 PM 0000 025815273 90615 2133013515408423 6:00 PM - 6:15 PM 0000 022812240130316 4129013316373389 6:15 PM - 6:30 PM 0000 021724241100616 4128013216373389 6:30 PM - 6:45 PM 0000 016915184100212 0126012612310322 6:45 PM - 7:00 PM 0000 013014144 60713 29709913243256 Total 0000 02539 167 2706 109 0 51 160 35 1437 0 1472 160 4178 4338 PM One Hour Volumes 4:00 PM - 5:00 PM 00000.00 0 797 45 842 0.97 27 0 12 39 0.61 10 418 0 428 0.73 39 1270 1309 4:15 PM - 5:15 PM 00000.00 0 827 50 877 0.89 31 0 12 43 0.67 11 453 0 464 0.79 43 1341 1384 4:30 PM - 5:30 PM 00000.00 0 884 55 939 0.85 34 0 14 48 0.57 12 502 0 514 0.88 48 1453 1501 4:45 PM - 5:45 PM 00000.00 0 945 53 998 0.90 41 0 17 58 0.69 16 549 0 565 0.94 58 1563 1621 5:00 PM - 6:00 PM 00000.00 0 998 57 1055 0.95 43 0 21 64 0.76 15 539 0 554 0.92 64 1609 1673 5:15 PM - 6:15 PM 00000.00 0 993 56 1049 0.95 46 0 21 67 0.80 16 545 0 561 0.93 67 1610 1677 5:30 PM - 6:30 PM 00000.00 0 949 64 1013 0.93 41 0 21 62 0.97 17 534 0 551 0.91 62 1564 1626 5:45 PM - 6:45 PM 00000.00 0 872 66 938 0.86 42 0 17 59 0.92 10 516 0 526 0.97 59 1464 1523 6:00 PM - 7:00 PM 00000.00 0 744 65 809 0.84 39 0 18 57 0.89 10 480 0 490 0.92 57 1299 1356

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

Turning Movement Count - Bicycles

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

Pedestrian Volume Survey

PROJECT: Glebe 25 W+A JOB NO: 6005 0 INTERSECTION: Wilson Blvd. & N. Vermont St. 1 LOCATION: Fairfax County,VA 2 DATE: 6/10/2014 84 DAY: Tueasday 73North WEATHER: clear 5 COUNTED BY: Salih Wilson Boulevard 6 Wilson Boulevard INPUTED BY: agan North Vermont Street

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 132 6:45 AM - 7:00 AM 21 5 7:00 AM - 7:15 AM 361 21 7:15 AM - 7:30 AM 17 13 7:30 AM - 7:45 AM 9110 7:45 AM - 8:00 AM 110 115 8:00 AM - 8:15 AM 318 8:15 AM - 8:30 AM 281 111 8:30 AM - 8:45 AM 39 5 8:45 AM - 9:00 AM 31 2 9:00 AM - 9:15 AM 13 52 9:15 AM - 9:30 AM 123 Total 136131245900 AM One Hour Volumes 6:30 AM-7:30 AM615111330021216039 6:45 AM - 7:45 AM 6 23 1 1 11 11 0 0 29 2 22 0 53 7:00 AM-8:00 AM532117260037233072 7:15 AM-8:15 AM229016330031139071 7:30 AM-8:30 AM330104440033148082 7:45 AM-8:45 AM630103390036142079 8:00 AM-9:00 AM523202260028228058 8:15 AM-9:15 AM623206200029226057 8:30 AM-9:30 AM416107120020119040 PM 15 Minute Volumes 4:00 PM - 4:15 PM 22 111 4:15 PM - 4:30 PM 452124 1 4:30 PM - 4:45 PM 15 21 1 4:45 PM - 5:00 PM 24 2 5:00 PM - 5:15 PM 821 94 2 5:15 PM - 5:30 PM 63 107 5:30 PM - 5:45 PM 512 5111 5:45 PM - 6:00 PM 631 55 6:00 PM - 6:15 PM 42 721 6:15 PM - 6:30 PM 71 105 1 6:30 PM - 6:45 PM 24 92 6:45 PM - 7:00 PM 10 8 2 7 Total 574061643936 PM One Hour Volumes 4:00 PM-5:00 PM91621761225313344 4:15 PM-5:15 PM1516311590431424463 4:30 PM - 5:30 PM 17 14 1 0 23 12 0 3 31 1 35 3 70 4:45 PM - 5:45 PM 21 10 3 0 26 12 1 3 31 3 38 4 76 5:00 PM-6:00 PM2594029171334446488 5:15 PM-6:15 PM2193027152130342378 5:30 PM-6:30 PM2273027132229340476 5:45 PM - 6:45 PM 19 10 1 0 31 14 1 1 29 1 45 2 77 6:00 PM - 7:00 PM 23 15 0 0 28 16 1 1 38 0 44 2 84

A-12 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: Glebe 25 DATE: 6/10/2014 SOUTHBOUND ROAD: North Tazewell Street W+A JOB NO: 6005DAY: TueasdayNORTHBOUND ROAD: North Tazewell Street INTERSECTION: N. Tazewell St. & 7th Street N.WEATHER: clearWESTBOUND ROAD: 7th Street North LOCATION: Fairfax County,VACOUNTED BY: FelixEASTBOUND ROAD: Driveway INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Tazewell Street 7th Street North North Tazewell Street Driveway & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 0505 2013 014014 0022 195 24 6:45 AM - 7:00 AM 0505 5027 015116 0033 211031 7:00 AM - 7:15 AM 0415 80412 026026 0033 311546 7:15 AM - 7:30 AM 0112 5016 021021 0000 236 29 7:30 AM - 7:45 AM 0303 80614 015015 1012 181634 7:45 AM - 8:00 AM 0606 5016 029029 2013 359 44 8:00 AM - 8:15 AM 0101 2046 128130 0011 317 38 8:15 AM - 8:30 AM 0303 2068 035035 0011 389 47 8:30 AM - 8:45 AM 0202 4048 034034 4004 361248 8:45 AM - 9:00 AM 0505 90211 032234 1034 391554 9:00 AM - 9:15 AM 1315 110415 336039 0000 441559 9:15 AM - 9:30 AM 2709 9009 021021 0011 301040 Total 3 45 3 51 70 0 35 105 4 306 4 314 8 0 16 24 365 129 494 AM One Hour Volumes 6:30 AM - 7:30 AM 0 15 2 17 0.85 20 0 8 28 0.58 0 76 1 77 0.74 00880.67 94 36 130 6:45 AM - 7:45 AM 0 13 2 15 0.75 26 0 13 39 0.70 0 77 1 78 0.75 10780.67 93 47 140 7:00 AM - 8:00 AM 0 14 2 16 0.67 26 0 12 38 0.68 0 91 0 91 0.78 30580.67 107 46 153 7:15 AM - 8:15 AM 0 11 1 12 0.50 20 0 12 32 0.57 1 93 1 95 0.79 30360.50 107 38 145 7:30 AM - 8:30 AM 0 13 0 13 0.54 17 0 17 34 0.61 1 107 1 109 0.78 30470.58 122 41 163 7:45 AM - 8:45 AM 0 12 0 12 0.50 13 0 15 28 0.88 1 126 1 128 0.91 60390.56 140 37 177 8:00 AM - 9:00 AM 0 11 0 11 0.55 17 0 16 33 0.75 1 129 3 133 0.95 5 0 5 10 0.63 144 43 187 8:15 AM - 9:15 AM 1 13 1 15 0.75 26 0 16 42 0.70 3 137 2 142 0.91 50490.56 157 51 208 8:30 AM - 9:30 AM 3 17 1 21 0.58 33 0 10 43 0.72 3 123 2 128 0.82 50490.56 149 52 201 PM 15 Minute Volumes 4:00 PM - 4:15 PM 2 13 0 15 5016 5016 0011 217 28 4:15 PM - 4:30 PM 0 14 0 14 7029 7029 0000 239 32 4:30 PM - 4:45 PM 1 21 0 22 7 0 7 14 7 0 7 14 0000 361450 4:45 PM - 5:00 PM 0 15 0 15 3047 3047 0000 227 29 5:00 PM - 5:15 PM 1 17 0 18 9 0 1 10 9 0 1 10 1012 281240 5:15 PM - 5:30 PM 3 15 1 19 13 1 2 16 13 1 2 16 1012 351853 5:30 PM - 5:45 PM 2 19 0 21 6 0 5 11 6 0 5 11 0011 321244 5:45 PM - 6:00 PM 4 15 0 19 9 1 5 15 9 1 5 15 0011 341650 6:00 PM - 6:15 PM 1 16 0 17 15 0 4 19 15 0 4 19 1012 362157 6:15 PM - 6:30 PM 5 22 0 27 8 0 3 11 8 0 3 11 1023 381452 6:30 PM - 6:45 PM 2 14 0 16 9 0 3 12 9 0 3 12 0011 281341 6:45 PM - 7:00 PM 2 16 0 18 7007 7007 0000 257 32 Total 23 197 1 221 98 2 37 137 98 2 37 137 4 0 9 13 358 150 508 PM One Hour Volumes 4:00 PM - 5:00 PM 3 63 0 66 0.75 22 0 14 36 0.64 22 0 14 36 0.64 00110.25 102 37 139 4:15 PM - 5:15 PM 2 67 0 69 0.78 26 0 14 40 0.71 26 0 14 40 0.71 10120.25 109 42 151 4:30 PM - 5:30 PM 5 68 1 74 0.84 32 1 14 47 0.73 32 1 14 47 0.73 20240.50 121 51 172 4:45 PM - 5:45 PM 6 66 1 73 0.87 31 1 12 44 0.69 31 1 12 44 0.69 20350.63 117 49 166 5:00 PM - 6:00 PM 10 66 1 77 0.92 37 2 13 52 0.81 37 2 13 52 0.81 20460.75 129 58 187 5:15 PM - 6:15 PM 10 65 1 76 0.90 43 2 16 61 0.80 43 2 16 61 0.80 20460.75 137 67 204 5:30 PM - 6:30 PM 12 72 0 84 0.78 38 1 17 56 0.74 38 1 17 56 0.74 20570.58 140 63 203 5:45 PM - 6:45 PM 12 67 0 79 0.73 41 1 15 57 0.75 41 1 15 57 0.75 20570.58 136 64 200 6:00 PM - 7:00 PM 10 68 0 78 0.72 39 0 10 49 0.64 39 0 10 49 0.64 20460.50 127 55 182

A-13 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - Bicycles

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

Pedestrian Volume Survey

PROJECT: Glebe 25 W+A JOB NO: 6005 North Tazewell Street INTERSECTION: N. Tazewell St. & 7th Street N. 1 LOCATION: Fairfax County,VA 2 DATE: 6/10/2014 84 DAY: Tueasday 73North WEATHER: clear Driveway 5 7th Street North COUNTED BY: Felix 6 INPUTED BY: agan North Tazewell Street

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 2121 6:45 AM - 7:00 AM 7:00 AM - 7:15 AM 12 11 7:15 AM - 7:30 AM 31 1 7:30 AM - 7:45 AM 1 7:45 AM - 8:00 AM 11 8:00 AM - 8:15 AM 12 1 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 141 2 8:45 AM - 9:00 AM 211 9:00 AM - 9:15 AM 3231 2 9:15 AM - 9:30 AM 1142 3 Total 14101152627 AM One Hour Volumes 6:30 AM-7:30 AM61212013732416 6:45 AM-7:45 AM40210013430411 7:00 AM-8:00 AM40310113441413 7:15 AM-8:15 AM42120102631212 7:30 AM-8:30 AM1211010132117 7:45 AM-8:45 AM26210300833014 8:00 AM-9:00 AM461102111022216 8:15 AM-9:15 AM664102131252423 8:30 AM-9:30 AM7783051314115434 PM 15 Minute Volumes 4:00 PM - 4:15 PM 321 4 4:15 PM - 4:30 PM 31131 4:30 PM - 4:45 PM 1242352 4:45 PM - 5:00 PM 112 31 5:00 PM - 5:15 PM 11 11 5:15 PM - 5:30 PM 11121 5:30 PM - 5:45 PM 3 123 11 5:45 PM - 6:00 PM 1 322 6:00 PM - 6:15 PM 21354 3 6:15 PM - 6:30 PM 14231 51 6:30 PM - 6:45 PM 314325 2 6:45 PM - 7:00 PM 15124313 Total 1719211924181814 PM One Hour Volumes 4:00 PM-5:00 PM588366551311121046 4:15 PM-5:15 PM2684666281212840 4:30 PM-5:30 PM3383476361111937 4:45 PM-5:45 PM51534254686929 5:00 PM-6:00 PM503374435611729 5:15 PM-6:15 PM71571146281215843 5:30 PM - 6:30 PM 7 5 6 10 11 2 11 2 12 16 13 13 54 5:45 PM - 6:45 PM 7 6 9 11 10 7 10 3 13 20 17 13 63 6:00 PM-7:00 PM7111013118961823191575

A-15 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: Glebe 25 DATE: 6/10/2014 SOUTHBOUND ROAD: North Tazewell Street W+A JOB NO: 6005DAY: TueasdayNORTHBOUND ROAD: Driveway INTERSECTION: N. Tazewell St. & N. Carlin Spring Rd.WEATHER: clearWESTBOUND ROAD: North Carlin Spring Road LOCATION: Fairfax County,VACOUNTED BY: MeganEASTBOUND ROAD: North Carlin Spring Road INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time North Tazewell Street North Carlin Spring Road Driveway North Carlin Spring Road & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 0000 124227 3014 188190 4117121 6:45 AM - 7:00 AM 0000 427031 0011 11288137 1168169 7:00 AM - 7:15 AM 0000 445150 0011 214513160 1210211 7:15 AM - 7:30 AM 0000 344249 0022 0993102 2151153 7:30 AM - 7:45 AM 0000 545252 1001 01357142 1194195 7:45 AM - 8:00 AM 0000 249152 0112 11955201 2253255 8:00 AM - 8:15 AM 0000 647356 2002 11951197 2253255 8:15 AM - 8:30 AM 0000 447354 1124 12075213 4267271 8:30 AM - 8:45 AM 0000 137038 0022 01678175 2213215 8:45 AM - 9:00 AM 0000 240143 3115 01804184 5227232 9:00 AM - 9:15 AM 0000 049251 0123 51215131 3182185 9:15 AM - 9:30 AM 0000 537244 2002 01095114 2158160 Total 0000 37491195471241329121769 65 1846 29 2393 2422 AM One Hour Volumes 6:30 AM - 7:30 AM 00000.00 12 140 5 157 0.79 30580.50 4 460 25 489 0.76 8 646 654 6:45 AM - 7:45 AM 00000.00 16 161 5 182 0.88 10450.63 3 507 31 541 0.85 5 723 728 7:00 AM - 8:00 AM 00000.00 14 183 6 203 0.98 11460.75 3 574 28 605 0.75 6 808 814 7:15 AM - 8:15 AM 00000.00 16 185 8 209 0.93 31370.88 2 624 16 642 0.80 7 851 858 7:30 AM - 8:30 AM 00000.00 17 188 9 214 0.96 42390.56 3 732 18 753 0.88 9 967 976 7:45 AM - 8:45 AM 00000.00 13 180 7 200 0.89 3 2 5 10 0.63 3 764 19 786 0.92 10 986 996 8:00 AM - 9:00 AM 00000.00 13 171 7 191 0.85 6 2 5 13 0.65 2 749 18 769 0.90 13 960 973 8:15 AM - 9:15 AM 00000.00 7 173 6 186 0.86 4 3 7 14 0.70 6 675 22 703 0.83 14 889 903 8:30 AM - 9:30 AM 00000.00 8 163 5 176 0.86 5 2 5 12 0.60 5 577 22 604 0.82 12 780 792 PM 15 Minute Volumes 4:00 PM - 4:15 PM 0000 61210127 0011 171274 1201202 4:15 PM - 4:30 PM 0000 41251130 3003 172174 3204207 4:30 PM - 4:45 PM 0000 81430151 0000 184489 0240240 4:45 PM - 5:00 PM 0000 41492155 3025 192497 5252257 5:00 PM - 5:15 PM 0000 41521157 0022 676688 2245247 5:15 PM - 5:30 PM 0000 71342143 0011 082890 1233234 5:30 PM - 5:45 PM 0000 81712181 1012 166673 2254256 5:45 PM - 6:00 PM 0000 31442149 0112 31030106 2255257 6:00 PM - 6:15 PM 0000 41443151 0000 073477 0228228 6:15 PM - 6:30 PM 0000 81602170 3025 186289 5259264 6:30 PM - 6:45 PM 0000 41610165 0000 276785 0250250 6:45 PM - 7:00 PM 0000 21182122 0011 194499 1221222 Total 0000 621722 17 1801 10 1 11 22 18 975 48 1041 22 2842 2864 PM One Hour Volumes 4:00 PM - 5:00 PM 00000.00 22 538 3 563 0.91 60390.45 4 319 11 334 0.86 9 897 906 4:15 PM - 5:15 PM 00000.00 20 569 4 593 0.94 6 0 4 10 0.50 9 324 15 348 0.90 10 941 951 4:30 PM - 5:30 PM 00000.00 23 578 5 606 0.96 30580.40 8 334 22 364 0.94 8 970 978 4:45 PM - 5:45 PM 00000.00 23 606 7 636 0.88 4 0 6 10 0.50 8 316 24 348 0.90 10 984 994 5:00 PM - 6:00 PM 00000.00 22 601 7 630 0.87 11570.88 10 327 20 357 0.84 7 987 994 5:15 PM - 6:15 PM 00000.00 22 593 9 624 0.86 11350.63 4 324 18 346 0.82 5 970 975 5:30 PM - 6:30 PM 00000.00 23 619 9 651 0.90 41490.45 5 328 12 345 0.81 9 996 1005 5:45 PM - 6:45 PM 00000.00 19 609 7 635 0.93 31370.35 6 338 13 357 0.84 7 992 999 6:00 PM - 7:00 PM 00000.00 18 583 7 608 0.89 30360.30 4 329 17 350 0.88 6 958 964

A-16 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - Bicycles

A-17 Wells + Associates, Inc. McLean, Virginia

Pedestrian Volume Survey

PROJECT: Glebe 25 W+A JOB NO: 6005 North Tazewell Street o o INTERSECTION: N. Tazewell St. & N. Carlin Spring Rd. 1 LOCATION: Fairfax County,VA 2 DATE: 6/10/2014 84 DAY: Tueasday 73North WEATHER: clear 5

COUNTED BY: Megan R Spring Carlin North 6 R Spring Carlin North INPUTED BY: agan Driveway

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 29 2 513 6:45 AM - 7:00 AM 15 9 7:00 AM - 7:15 AM 118 1 2 7:15 AM - 7:30 AM 21734 2 7:30 AM - 7:45 AM 23171 7:45 AM - 8:00 AM 430 3 4 8:00 AM - 8:15 AM 3381114 8:15 AM - 8:30 AM 4451 1 1 8:30 AM - 8:45 AM 14621 8:45 AM - 9:00 AM 4371 1 9:00 AM - 9:15 AM 33431 9:15 AM - 9:30 AM 36 2 Total 24 348 11 10 2 31 3 12 AM One Hour Volumes 6:30 AM-7:30 AM559361161564917696 6:45 AM-7:45 AM3733511812768193106 7:00 AM-8:00 AM7883511216958137123 7:15 AM-8:15 AM9108461141611710157149 7:30 AM-8:30 AM1113622115151474166173 7:45 AM-8:45 AM12159421805171695191 8:00 AM-9:00 AM12166521511178762193 8:15 AM-9:15 AM12162720111174912186 8:30 AM-9:30 AM8153620012161803172 PM 15 Minute Volumes 4:00 PM - 4:15 PM 151012424 4:15 PM - 4:30 PM 102 8322 4:30 PM - 4:45 PM 95 3131 4:45 PM - 5:00 PM 146 142 3 5:00 PM - 5:15 PM 12 13 11 9 4 5:15 PM - 5:30 PM 118 15221 5:30 PM - 5:45 PM 20 11 12 3 1 5:45 PM - 6:00 PM 25 15 5 4 2 6:00 PM - 6:15 PM 19 17 2 2 1 1 6:15 PM - 6:30 PM 2518 1643 6:30 PM - 6:45 PM 19921372 6:45 PM - 7:00 PM 29 5 14 2 Total 208 119 5 9 87 40 20 7 PM One Hour Volumes 4:00 PM-5:00 PM482316298657173711126 4:15 PM - 5:15 PM 45 26 0 4 36 15 6 5 71 4 51 11 137 4:30 PM - 5:30 PM 46 32 0 5 33 14 6 4 78 5 47 10 140 4:45 PM - 5:45 PM 57 38 0 2 32 16 6 5 95 2 48 11 156 5:00 PM - 6:00 PM 68 47 0 1 33 18 8 2 115 1 51 10 177 5:15 PM - 6:15 PM 75 51 2 1 24 10 5 2 126 3 34 7 170 5:30 PM - 6:30 PM 89 61 2 1 25 12 6 1 150 3 37 7 197 5:45 PM - 6:45 PM 88 59 4 2 16 16 8 0 147 6 32 8 193 6:00 PM - 7:00 PM 92 49 4 2 25 14 6 0 141 6 39 6 192

A-18 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - All Vehicles

PROJECT: Glebe 25 DATE: 6/10/2014 SOUTHBOUND ROAD: Rentacar Driveway W+A JOB NO: 6005DAY: TueasdayNORTHBOUND ROAD: Car Dealership Driveway INTERSECTION: 7th Street N. & DrivewaysWEATHER: clearWESTBOUND ROAD: 7th Street North LOCATION: Fairfax County,VACOUNTED BY: DraganEASTBOUND ROAD: 7th Street North INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time Rentacar Driveway 7th Street North Car Dealership Driveway 7th Street North & & Total Period Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF Right Thru Left Total PHF South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 0000 0000 0000 0000 00 0 6:45 AM - 7:00 AM 0000 0000 0000 0000 00 0 7:00 AM - 7:15 AM 0000 0000 0000 0000 00 0 7:15 AM - 7:30 AM 0000 2002 0000 0000 02 2 7:30 AM - 7:45 AM 1001 0000 0000 0011 11 2 7:45 AM - 8:00 AM 0000 0000 0000 0000 00 0 8:00 AM - 8:15 AM 0011 2002 0000 0011 13 4 8:15 AM - 8:30 AM 0000 1001 0000 0000 01 1 8:30 AM - 8:45 AM 0000 0000 0000 0000 00 0 8:45 AM - 9:00 AM 0000 1001 0000 0000 01 1 9:00 AM - 9:15 AM 0000 0000 0000 0000 00 0 9:15 AM - 9:30 AM 0000 0000 0000 0000 00 0 Total 1012 6006 0000 0022 28 10 AM One Hour Volumes 6:30 AM - 7:30 AM 00000.00 20020.25 00000.00 00000.00 0 2 2 6:45 AM - 7:45 AM 10010.25 20020.25 00000.00 00110.25 1 3 4 7:00 AM - 8:00 AM 10010.25 20020.25 00000.00 00110.25 1 3 4 7:15 AM - 8:15 AM 10120.50 40040.50 00000.00 00220.50 2 6 8 7:30 AM - 8:30 AM 10120.50 30030.38 00000.00 00220.50 2 5 7 7:45 AM - 8:45 AM 00110.25 30030.38 00000.00 00110.25 1 4 5 8:00 AM - 9:00 AM 00110.25 40040.50 00000.00 00110.25 1 5 6 8:15 AM - 9:15 AM 00000.00 20020.50 00000.00 00000.00 0 2 2 8:30 AM - 9:30 AM 00000.00 10010.25 00000.00 00000.00 0 1 1 PM 15 Minute Volumes 4:00 PM - 4:15 PM 0000 1012 0000 0000 02 2 4:15 PM - 4:30 PM 0000 1001 0000 0000 01 1 4:30 PM - 4:45 PM 0000 0000 1001 0000 10 1 4:45 PM - 5:00 PM 0000 2002 0000 0000 02 2 5:00 PM - 5:15 PM 0055 2002 0000 0011 53 8 5:15 PM - 5:30 PM 0011 1001 0000 0011 12 3 5:30 PM - 5:45 PM 0011 1001 0000 0000 11 2 5:45 PM - 6:00 PM 1001 1001 0000 0000 11 2 6:00 PM - 6:15 PM 0011 0000 0000 0000 10 1 6:15 PM - 6:30 PM 0000 1001 0000 0000 01 1 6:30 PM - 6:45 PM 0011 0000 1001 2002 22 4 6:45 PM - 7:00 PM 0044 0000 0000 0000 40 4 Total 1 0 13 14 10 0 1 11 2002 2024 161531 PM One Hour Volumes 4:00 PM - 5:00 PM 00000.00 40150.63 10010.25 00000.00 1 5 6 4:15 PM - 5:15 PM 00550.25 50050.63 10010.25 00110.25 6 6 12 4:30 PM - 5:30 PM 00660.30 50050.63 10010.25 00220.50 7 7 14 4:45 PM - 5:45 PM 00770.35 60060.75 00000.00 00220.50 7 8 15 5:00 PM - 6:00 PM 10780.40 50050.63 00000.00 00220.50 8 7 15 5:15 PM - 6:15 PM 10341.00 30030.75 00000.00 00110.25 4 4 8 5:30 PM - 6:30 PM 10230.75 30030.75 00000.00 00000.00 3 3 6 5:45 PM - 6:45 PM 10230.75 20020.50 10010.25 20020.25 4 4 8 6:00 PM - 7:00 PM 00660.38 10010.25 10010.25 20020.25 7 3 10

A-19 Wells + Associates, Inc. McLean, Virginia

Turning Movement Count - Bicycles

PROJECT: Glebe 25 DATE: 6/10/2014 SOUTHBOUND ROAD: Rentacar Driveway W+A JOB NO: 6005 DAY: TueasdayNORTHBOUND ROAD: Car Dealership Driveway INTERSECTION: 7th Street N. & Driveways WEATHER: clearWESTBOUND ROAD: 7th Street North LOCATION: Fairfax County,VA COUNTED BY: DraganEASTBOUND ROAD: 7th Street North INPUTED BY: agan Southbound Westbound Northbound Eastbound North East Time Rentacar Driveway 7th Street North Car Dealership Driveway 7th Street North & & Total Period Right Thru Left Total Right Thru Left Total Right Thru Left Total Right Thru Left Total South West AM 15 Minute Volumes 6:30 AM - 6:45 AM 0000000 6:45 AM - 7:00 AM 0000000 7:00 AM - 7:15 AM 0000000 7:15 AM - 7:30 AM 0000000 7:30 AM - 7:45 AM 0000000 7:45 AM - 8:00 AM 0000000 8:00 AM - 8:15 AM 0000000 8:15 AM - 8:30 AM 0000000 8:30 AM - 8:45 AM 0000000 8:45 AM - 9:00 AM 0000000 9:00 AM - 9:15 AM 0000000 9:15 AM - 9:30 AM 0000000 Total 000000000000000000 0 AM One Hour Volumes 6:30 AM - 7:30 AM 000000000000000000 0 6:45 AM - 7:45 AM 000000000000000000 0 7:00 AM - 8:00 AM 000000000000000000 0 7:15 AM - 8:15 AM 000000000000000000 0 7:30 AM - 8:30 AM 000000000000000000 0 7:45 AM - 8:45 AM 000000000000000000 0 8:00 AM - 9:00 AM 000000000000000000 0 8:15 AM - 9:15 AM 000000000000000000 0 8:30 AM - 9:30 AM 000000000000000000 0 PM 15 Minute Volumes 4:00 PM - 4:15 PM 0000000 4:15 PM - 4:30 PM 0000000 4:30 PM - 4:45 PM 0000000 4:45 PM - 5:00 PM 0000000 5:00 PM - 5:15 PM 0000000 5:15 PM - 5:30 PM 0000000 5:30 PM - 5:45 PM 0000000 5:45 PM - 6:00 PM 0000000 6:00 PM - 6:15 PM 0000000 6:15 PM - 6:30 PM 0000000 6:30 PM - 6:45 PM 0000000 6:45 PM - 7:00 PM 0000000 Total 000000000000000000 0 PM One Hour Volumes 4:00 PM - 5:00 PM 000000000000000000 0 4:15 PM - 5:15 PM 000000000000000000 0 4:30 PM - 5:30 PM 000000000000000000 0 4:45 PM - 5:45 PM 000000000000000000 0 5:00 PM - 6:00 PM 000000000000000000 0 5:15 PM - 6:15 PM 000000000000000000 0 5:30 PM - 6:30 PM 000000000000000000 0 5:45 PM - 6:45 PM 000000000000000000 0 6:00 PM - 7:00 PM 000000000000000000 0

A-20 Wells + Associates, Inc. McLean, Virginia

Pedestrian Volume Survey

PROJECT: Glebe 25 W+A JOB NO: 6005 Rentacar Driveway INTERSECTION: 7th Street N. & Driveways 1 LOCATION: Fairfax County,VA 2 DATE: 6/10/2014 84 DAY: Tueasday 73North WEATHER: clear 5 7th Street North 7th Street North COUNTED BY: Dragan 6 INPUTED BY: agan Car Dealership Driveway

Time Movement Period 123456781 + 23 + 45 + 67+ 8Total AM 15 Minute Volumes 6:30 AM - 6:45 AM 6:45 AM - 7:00 AM 7:00 AM - 7:15 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 8:45 AM - 9:00 AM 9:00 AM - 9:15 AM 9:15 AM - 9:30 AM Total 00000000 AM One Hour Volumes 6:30 AM-7:30 AM0000000000000 6:45 AM-7:45 AM0000000000000 7:00 AM-8:00 AM0000000000000 7:15 AM-8:15 AM0000000000000 7:30 AM-8:30 AM0000000000000 7:45 AM-8:45 AM0000000000000 8:00 AM-9:00 AM0000000000000 8:15 AM-9:15 AM0000000000000 8:30 AM-9:30 AM0000000000000 PM 15 Minute Volumes 4:00 PM - 4:15 PM 4:15 PM - 4:30 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM 5:30 PM - 5:45 PM 5:45 PM - 6:00 PM 6:00 PM - 6:15 PM 6:15 PM - 6:30 PM 6:30 PM - 6:45 PM 6:45 PM - 7:00 PM Total 00000000 PM One Hour Volumes 4:00 PM-5:00 PM0000000000000 4:15 PM-5:15 PM0000000000000 4:30 PM-5:30 PM0000000000000 4:45 PM-5:45 PM0000000000000 5:00 PM-6:00 PM0000000000000 5:15 PM-6:15 PM0000000000000 5:30 PM-6:30 PM0000000000000 5:45 PM-6:45 PM0000000000000 6:00 PM-7:00 PM0000000000000

A-21 Table A‐1 Ballston Common Mall ‐ Residential Tower Wilson Boulevard Saturated Flow Measurements

Eastbound

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway 4 02:17.00 4 04:54.67 4 05:45.43 4 13:48.80 5 02:18.83 00:01.83 5 04:57.60 00:02.93 5 05:48.73 00:03.30 5 13:51.47 00:02.67 6 02:22.03 00:03.20 6 05:00.90 00:03.30 6 05:50.73 00:02.00 6 13:53.50 00:02.03 7 02:24.57 00:02.53 7 05:02.27 00:01.37 7 05:51.97 00:01.23 7 13:55.30 00:01.80

Total Time (sec): 7.57 Total Time (sec): 7.60 Total Time (sec): 6.53 Total Time (sec): 6.50 Average Headway (sec): 2.52 Average Headway (sec): 2.53 Average Headway (sec): 2.18 Average Headway (sec): 2.17

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway 4 14:41.37 4 17:32.03 4 23:07.13 5 14:43.77 00:02.40 5 17:34.53 00:02.50 5 23:08.93 00:01.80 6 14:46.67 00:02.90 6 17:37.40 00:02.87 6 23:12.27 00:03.33 7 14:48.80 00:02.13 7 17:39.40 00:02.00 7 23:13.77 00:01.50 A-22 Total Time (sec): 7.43 Total Time (sec): 7.37 Total Time (sec): 6.63 Average Headway (sec): 2.48 Average Headway (sec): 2.46 Average Headway (sec): 2.21

Average Eastbound Headway: 2.36 seconds Calculated Eastbound Saturated Flow Rate: 1,520 pcphpl

Westbound

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway 4 08:01.10 4 09:48.40 4 16:20.93 5 08:03.03 00:01.93 5 09:50.30 00:01.90 5 16:23.37 00:02.43 6 08:04.50 00:01.47 6 09:53.77 00:03.47 6 16:25.30 00:01.93 7 08:06.13 00:01.63 7 09:56.93 00:03.17 7 16:28.67 00:03.37

Total Time (sec): 5.03 Total Time (sec): 8.53 Total Time (sec): 7.73 Average Headway (sec): 1.68 Average Headway (sec): 2.84 Average Headway (sec): 2.58

Average Westbound Headway: 2.37 seconds Calculated Westbound Saturated Flow Rate: 1,520 pcphpl

Average Wilson Boulevard Saturated Flow Rate: 1,520 pcphpl (At Intersection with N Randolph Street)

Note: Based on measurements by Wells + Associates conducted on Tuesday, June 10, 2014. Table A‐2 Ballston Common Mall ‐ Residential Tower Glebe Road Saturated Flow Measurements

Northbound

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time 4 01:27.87 4 02:10.73 4 03:02.27 4 03:37.60 4 04:13.80 4 04:55.93 4 06:20.53 5 01:30.20 00:02.33 5 02:13.20 00:02.47 5 03:05.60 00:03.33 5 03:40.93 00:03.33 5 04:16.53 00:02.73 5 04:57.83 00:01.90 5 06:22.73 00:02.20 6 01:32.20 00:02.00 6 02:15.30 00:02.10 6 03:07.73 00:02.13 6 03:43.07 00:02.13 6 04:19.37 00:02.83 6 04:59.43 00:01.60 6 06:24.93 00:02.20 7 01:34.63 00:02.43 7 02:18.53 00:03.23 7 03:10.33 00:02.60 7 03:45.67 00:02.60 7 04:21.10 00:01.73 7 05:00.87 00:01.43 7 06:27.87 00:02.93 8 01:36.37 00:01.73 8 02:21.07 00:02.53 8 03:11.93 00:01.60 8 03:47.27 00:01.60 8 04:23.27 00:02.17 8 05:02.77 00:01.90 8 06:30.63 00:02.77

Total Time (sec): 8.50 Total Time (sec): 10.33 Total Time (sec): 9.67 Total Time (sec): 9.67 Total Time (sec): 9.47 Total Time (sec): 6.83 Total Time (sec): 10.10 Average Headway (sec): 2.13 Average Headway (sec): 2.58 Average Headway (sec): 2.42 Average Headway (sec): 2.42 Average Headway (sec): 2.37 Average Headway (sec): 1.71 Average Headway (sec): 2.53

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time 4 07:35.40 4 08:51.33 4 09:21.63 4 10:13.10 4 11:06.87 4 12:27.17 4 13:43.57 5 07:37.87 00:02.47 5 08:53.03 00:01.70 5 09:23.00 00:01.37 5 10:14.60 00:01.50 5 11:08.43 00:01.57 5 12:29.97 00:02.80 5 13:46.47 00:02.90 6 07:40.60 00:02.73 6 08:55.03 00:02.00 6 09:24.73 00:01.73 6 10:16.83 00:02.23 6 11:11.90 00:03.47 6 12:31.63 00:01.67 6 13:49.37 00:02.90 7 07:42.43 00:01.83 7 08:57.97 00:02.93 7 09:27.17 00:02.43 7 10:19.57 00:02.73 7 11:13.93 00:02.03 7 12:33.53 00:01.90 7 13:51.13 00:01.77 8 07:43.57 00:01.13 8 09:00.80 00:02.83 8 09:29.27 00:02.10 8 10:21.77 00:02.20 8 11:15.40 00:01.47 8 12:36.53 00:03.00 8 13:53.60 00:02.47

Total Time (sec): 8.17 Total Time (sec): 9.47 Total Time (sec): 7.63 Total Time (sec): 8.67 Total Time (sec): 8.53 Total Time (sec): 9.37 Total Time (sec): 10.03 Average Headway (sec): 2.04 Average Headway (sec): 2.37 Average Headway (sec): 1.91 Average Headway (sec): 2.17 Average Headway (sec): 2.13 Average Headway (sec): 2.34 Average Headway (sec): 2.51

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time 4 14:41.53 4 15:11.57 4 15:47.87 4 16:20.97 4 17:29.33 4 18:02.93 4 19:35.17 5 14:42.67 00:01.13 5 15:13.67 00:02.10 5 15:49.60 00:01.73 5 16:22.90 00:01.93 5 17:31.67 00:02.33 5 18:04.40 00:01.47 5 19:36.87 00:01.70 6 14:47.57 00:04.90 6 15:16.07 00:02.40 6 15:52.27 00:02.67 6 16:25.00 00:02.10 6 17:34.40 00:02.73 6 18:05.90 00:01.50 6 19:38.77 00:01.90 7 14:47.57 00:00.00 7 15:18.53 00:02.47 7 15:54.93 00:02.67 7 16:26.43 00:01.43 7 17:36.73 00:02.33 7 18:09.53 00:03.63 7 19:41.30 00:02.53 8 14:49.33 00:01.77 8 15:20.13 00:01.60 8 15:56.90 00:01.97 8 16:28.03 00:01.60 8 17:38.90 00:02.17 8 18:11.90 00:02.37 8 19:44.07 00:02.77

Total Time (sec): 7.80 Total Time (sec): 8.57 Total Time (sec): 9.03 Total Time (sec): 7.07 Total Time (sec): 9.57 Total Time (sec): 8.97 Total Time (sec): 8.90 Average Headway (sec): 1.95 Average Headway (sec): 2.14 Average Headway (sec): 2.26 Average Headway (sec): 1.77 Average Headway (sec): 2.39 Average Headway (sec): 2.24 Average Headway (sec): 2.23

Average Northbound Headway: 2.22 seconds

A-23 Calculated Northbound Saturated Flow Rate: 1,620 pcphpl

Southbound

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway 4 02:15.93 4 03:44.87 4 04:54.53 4 06:09.97 4 06:49.40 4 07:31.70 4 08:32.53 5 02:19.17 00:03.23 5 03:47.77 00:02.90 5 04:57.93 00:03.40 5 06:12.10 00:02.13 5 06:52.40 00:03.00 5 07:33.87 00:02.17 5 08:34.37 00:01.83 6 02:20.80 00:01.63 6 03:49.83 00:02.07 6 05:00.57 00:02.63 6 06:13.63 00:01.53 6 06:54.13 00:01.73 6 07:35.47 00:01.60 6 08:36.53 00:02.17 7 02:22.80 00:02.00 7 03:52.27 00:02.43 7 05:02.97 00:02.40 7 06:16.57 00:02.93 7 06:58.07 00:03.93 7 07:37.80 00:02.33 7 08:37.87 00:01.33 8 02:25.87 00:03.07 8 03:54.10 00:01.83 8 05:04.60 00:01.63 8 06:18.97 00:02.40 8 07:00.03 00:01.97 8 07:39.33 00:01.53 8 08:40.33 00:02.47

Total Time (sec): 9.93 Total Time (sec): 9.23 Total Time (sec): 10.07 Total Time (sec): 9.00 Total Time (sec): 10.63 Total Time (sec): 7.63 Total Time (sec): 7.80 Average Headway (sec): 2.48 Average Headway (sec): 2.31 Average Headway (sec): 2.52 Average Headway (sec): 2.25 Average Headway (sec): 2.66 Average Headway (sec): 1.91 Average Headway (sec): 1.95

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway 4 10:11.63 4 11:43.33 4 13:21.70 4 14:55.57 4 17:46.90 4 19:35.77 4 21:18.37 5 10:13.33 00:01.70 5 11:46.37 00:03.03 5 13:23.57 00:01.87 5 14:57.90 00:02.33 5 17:49.47 00:02.57 5 19:37.57 00:01.80 5 21:21.80 00:03.43 6 10:15.67 00:02.33 6 11:48.63 00:02.27 6 13:25.43 00:01.87 6 15:00.53 00:02.63 6 17:52.60 00:03.13 6 19:39.73 00:02.17 6 21:25.07 00:03.27 7 10:17.30 00:01.63 7 11:50.03 00:01.40 7 13:26.70 00:01.27 7 15:02.20 00:01.67 7 17:54.33 00:01.73 7 19:41.63 00:01.90 7 21:27.07 00:02.00 8 10:19.60 00:02.30 8 11:52.60 00:02.57 8 13:29.00 00:02.30 8 15:04.20 00:02.00 8 17:56.33 00:02.00 8 19:43.53 00:01.90 8 21:28.80 00:01.73

Total Time (sec): 7.97 Total Time (sec): 9.27 Total Time (sec): 7.30 Total Time (sec): 8.63 Total Time (sec): 9.43 Total Time (sec): 7.77 Total Time (sec): 10.43 Average Headway (sec): 1.99 Average Headway (sec): 2.32 Average Headway (sec): 1.83 Average Headway (sec): 2.16 Average Headway (sec): 2.36 Average Headway (sec): 1.94 Average Headway (sec): 2.61

Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway Vehicle Time Headway 4 23:00.10 4 24:00.50 4 25:59.20 4 27:36.53 5 23:02.63 00:02.53 5 24:02.87 00:02.37 5 26:01.23 00:02.03 5 27:38.60 00:02.07 6 23:04.70 00:02.07 6 24:04.97 00:02.10 6 26:03.40 00:02.17 6 27:41.83 00:03.23 7 23:06.53 00:01.83 7 24:08.47 00:03.50 7 26:05.00 00:01.60 7 27:42.87 00:01.03 8 23:08.50 00:01.97 8 24:11.37 00:02.90 8 26:08.60 00:03.60 8 27:45.20 00:02.33

Total Time (sec): 8.40 Total Time (sec): 10.87 Total Time (sec): 9.40 Total Time (sec): 8.67 Average Headway (sec): 2.10 Average Headway (sec): 2.72 Average Headway (sec): 2.35 Average Headway (sec): 2.17

Average Southbound Headway: 2.26 seconds Calculated Southbound Saturated Flow Rate: 1,600 pcphpl

Average Glebe Road Saturated Flow Rate: 1,610 pcphpl (At Intersection with Wilson Boulevard)

Note: Based on measurements by Wells + Associates conducted on Tuesday, June 10, 2014.

Appendix B Scope of Work Agreement

B-1 B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9 B-10

Appendix C Existing Intersection Levels of Service and Queues (2014)

HCM Signalized Intersection Capacity Analysis Glebe 672 1: Wilson Boulevard & North Glebe Road 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 425 1063 90 75 257 167 83 1091 330 145 524 69 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.95 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1577 3122 1348 1593 3122 1043 1584 4335 1542 4443 Flt Permitted 0.47 1.00 1.00 0.10 1.00 1.00 0.35 1.00 0.08 1.00 Satd. Flow (perm) 785 3122 1348 172 3122 1043 586 4335 135 4443 Peak-hour factor, PHF 0.90 0.90 0.90 0.92 0.92 0.92 0.87 0.87 0.87 0.88 0.88 0.88 Adj. Flow (vph) 472 1181 100 82 279 182 95 1254 379 165 595 78 RTOR Reduction (vph) 0 0 49 00004200130 Lane Group Flow (vph) 472 1181 51 82 279 182 95 1591 0 165 660 0 Confl. Peds. (#/hr) 32 3 3 32 32 38 38 32 Bus Blockages (#/hr) 0 10 10 0 10 10 044840 Parking (#/hr) 20 20 20 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 57.0 45.0 45.0 43.0 37.0 37.0 47.0 41.2 57.0 46.2 Effective Green, g (s) 59.0 48.0 48.0 47.0 40.0 40.0 53.0 44.2 62.0 49.2 Actuated g/C Ratio 0.45 0.37 0.37 0.36 0.31 0.31 0.41 0.34 0.48 0.38 Clearance Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 1.0 0.2 1.0 0.2 Lane Grp Cap (vph) 454 1153 498 150 961 321 306 1474 214 1682 v/s Ratio Prot c0.13 c0.38 0.03 0.09 0.02 c0.37 c0.08 0.15 v/s Ratio Perm 0.34 0.04 0.16 0.17 0.11 0.29 v/c Ratio 1.04 1.02 0.10 0.55 0.29 0.57 0.31 1.08 0.77 0.39 Uniform Delay, d1 33.2 41.0 26.9 32.1 34.2 37.7 24.3 42.9 33.2 29.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.53 0.52 1.00 1.00 Incremental Delay, d2 52.9 32.8 0.0 2.2 0.1 1.4 0.2 47.0 14.4 0.7 Delay (s) 86.1 73.8 26.9 34.3 34.3 39.1 13.0 69.2 47.7 30.2 Level of Service FE CCCDBE DC Approach Delay (s) 74.5 35.9 66.1 33.6 Approach LOS E D E C Intersection Summary HCM Average Control Delay 60.1 HCM Level of Service E HCM Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 110.0% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Existing AM Synchro 7 - Report Page 1

C-1 HCM Unsignalized Intersection Capacity Analysis Glebe 672 2: 7th Street North & North Glebe Road 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 13 0 18 00041259 6 0 682 15 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 15 0 21 00041368 7 0 741 16 Pedestrians 10 33 12 17 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1311 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 479 497 pX, platoon unblocked 0.88 0.88 0.93 0.88 0.88 0.85 0.93 0.85 vC, conflicting volume 1241 2176 277 1694 2181 509 768 1408 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 283 1341 0 795 1347 0 490 858 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 97 100 98 100 100 100 100 100 cM capacity (veh/h) 542 128 991 225 127 883 987 643 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 36 0 346 684 349 297 297 165 Volume Left 15 0400000 Volume Right 21 00070016 cSH 735 1700 987 1700 1700 1700 1700 1700 Volume to Capacity 0.05 0.00 0.00 0.40 0.21 0.17 0.17 0.10 Queue Length 95th (ft) 40000000 Control Delay (s) 10.2 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Lane LOS B A A Approach Delay (s) 10.2 0.0 0.0 0.0 Approach LOS BA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 44.6% ICU Level of Service A Analysis Period (min) 15

Existing AM Synchro 7 - Report Page 2

C-2 HCM Signalized Intersection Capacity Analysis Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 282 139 196 13 15 38 107 952 139 152 465 95 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 7.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.97 0.91 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.79 1.00 0.97 1.00 0.98 Flpb, ped/bikes 0.80 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1251 1650 1376 1565 1676 1125 1570 4374 3090 4350 Flt Permitted 0.75 1.00 1.00 0.60 1.00 1.00 0.39 1.00 0.95 1.00 Satd. Flow (perm) 982 1650 1376 981 1676 1125 645 4374 3090 4350 Peak-hour factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 313 154 218 15 18 45 116 1035 151 165 505 103 RTOR Reduction (vph) 000003101500240 Lane Group Flow (vph) 313 154 218 15 18 14 116 1171 0 165 584 0 Confl. Peds. (#/hr) 207 23 23 207 48 91 91 48 Confl. Bikes (#/hr) 2 Bus Blockages (#/hr) 440000000044 Turn Type Perm Perm Perm Perm pm+pt Prot Protected Phases 7 4 1 6 5 2 Permitted Phases 7 7 4 4 6 Actuated Green, G (s) 40.0 40.0 40.0 40.0 40.0 40.0 68.6 61.4 9.1 63.3 Effective Green, g (s) 43.0 43.0 43.0 43.0 43.0 40.0 73.6 63.4 11.6 65.3 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.31 0.57 0.49 0.09 0.50 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.5 6.0 6.5 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.2 2.0 0.2 Lane Grp Cap (vph) 325 546 455 324 554 346 434 2133 276 2185 v/s Ratio Prot 0.09 0.01 0.02 c0.27 c0.05 0.13 v/s Ratio Perm c0.32 0.16 0.02 0.01 0.13 v/c Ratio 0.96 0.28 0.48 0.05 0.03 0.04 0.27 0.55 0.60 0.27 Uniform Delay, d1 42.7 32.1 34.6 29.6 29.4 31.5 13.3 23.3 57.0 18.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.15 0.45 1.12 0.64 Incremental Delay, d2 39.6 0.1 0.3 0.0 0.0 0.0 0.1 0.6 2.2 0.3 Delay (s) 82.3 32.2 34.9 29.6 29.4 31.6 2.0 11.1 65.8 12.3 Level of Service F CCCCCAB EB Approach Delay (s) 56.0 30.7 10.3 23.7 Approach LOS E C B C Intersection Summary HCM Average Control Delay 25.5 HCM Level of Service C HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 71.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Existing AM Synchro 7 - Report Page 3

C-3 HCM Unsignalized Intersection Capacity Analysis Glebe 672 4: Wilson Boulevard & North Vermont Street 9/26/2014

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 1125 5 6 451 7 148 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.89 0.89 0.86 0.86 0.85 0.85 Hourly flow rate (vph) 1264 6 7 524 8 174 Pedestrians 2 28 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 Percent Blockage 0 2 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 325 pX, platoon unblocked 0.95 vC, conflicting volume 1298 1571 454 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1298 1488 454 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 92 68 cM capacity (veh/h) 517 105 539 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 Volume Total 506 506 258 182 350 8 174 Volume Left 0007080 Volume Right 006000174 cSH 1700 1700 1700 517 1700 105 539 Volume to Capacity 0.30 0.30 0.15 0.01 0.21 0.08 0.32 Queue Length 95th (ft) 00010635 Control Delay (s) 0.0 0.0 0.0 0.6 0.0 42.3 14.8 Lane LOS A EB Approach Delay (s) 0.0 0.2 16.1 Approach LOS C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 41.5% ICU Level of Service A Analysis Period (min) 15

Existing AM Synchro 7 - Report Page 4

C-4 HCM Unsignalized Intersection Capacity Analysis Glebe 672 5: 7th Street North & North Tazewell Street 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 5 0 5 16 0 17 3 129 1 0 11 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 6 0 6 19 0 20 3 140 1 0 13 0 Pedestrians 2 2 2 10 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0000 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 192 165 17 170 164 153 15 143 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 192 165 17 170 164 153 15 143 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 99 98 100 98 100 100 cM capacity (veh/h) 746 724 1058 783 724 892 1600 1437 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 12 39 145 Volume Left 6 19 3 Volume Right 6 20 1 cSH 875 836 1600 Volume to Capacity 0.01 0.05 0.00 Queue Length 95th (ft) 1 4 0 Control Delay (s) 9.2 9.5 0.2 Lane LOS AAA Approach Delay (s) 9.2 9.5 0.2 Approach LOS AA Intersection Summary Average Delay Err Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15

Existing AM Synchro 7 - Report Page 5

C-5 HCM Unsignalized Intersection Capacity Analysis Glebe 672 6: North Carlin Springs Road & North Tazewell Street 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 18 749 2 7 171 13 526000 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 Hourly flow rate (vph) 20 832 2 8 201 15 627000 Pedestrians 2 7 6 178 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0110 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 305 pX, platoon unblocked 0.98 0.98 0.98 0.98 0.98 0.98 vC, conflicting volume 394 840 1107 1290 846 1292 1284 389 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 371 840 1098 1286 846 1287 1279 365 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 99 97 98 98 100 100 100 cM capacity (veh/h) 1163 791 180 156 358 130 157 665 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 854 225 15 Volume Left 20 8 6 Volume Right 2 15 7 cSH 1163 791 227 Volume to Capacity 0.02 0.01 0.07 Queue Length 95th (ft) 1 1 5 Control Delay (s) 0.5 0.5 22.0 Lane LOS AAC Approach Delay (s) 0.5 0.5 22.0 Approach LOS C Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 66.0% ICU Level of Service C Analysis Period (min) 15

Existing AM Synchro 7 - Report Page 6

C-6 HCM Unsignalized Intersection Capacity Analysis Glebe 672 7: 7th Street North & Driveway 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 1 30 0 0 15 4000100 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1 33 0 0 16 4000100 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 21 33 53 55 33 53 53 18 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 21 33 53 55 33 53 53 18 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 100 100 100 cM capacity (veh/h) 1595 1579 945 835 1041 945 837 1060 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 34 21 0 1 Volume Left 1001 Volume Right 0400 cSH 1595 1579 1700 945 Volume to Capacity 0.00 0.00 0.00 0.00 Queue Length 95th (ft) 0000 Control Delay (s) 0.2 0.0 0.0 8.8 Lane LOS A AA Approach Delay (s) 0.2 0.0 0.0 8.8 Approach LOS AA Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

Existing AM Synchro 7 - Report Page 7

C-7 HCM Signalized Intersection Capacity Analysis Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 210 458 102 177 597 187 122 670 139 107 940 188 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.98 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1586 3122 1297 1586 3122 996 1592 4330 1533 4400 Flt Permitted 0.22 1.00 1.00 0.29 1.00 1.00 0.12 1.00 0.23 1.00 Satd. Flow (perm) 362 3122 1297 490 3122 996 207 4330 372 4400 Peak-hour factor, PHF 0.85 0.85 0.85 0.92 0.92 0.92 0.85 0.85 0.85 0.92 0.92 0.92 Adj. Flow (vph) 247 539 120 192 649 203 144 788 164 116 1022 204 RTOR Reduction (vph) 0 0 84 00002300200 Lane Group Flow (vph) 247 539 36 192 649 203 144 929 0 116 1206 0 Confl. Peds. (#/hr) 69 39 39 69 27 105 105 27 Confl. Bikes (#/hr) 2 4 1 Bus Blockages (#/hr) 0 10 10 0 10 10 044840 Parking (#/hr) 20 20 20 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 41.5 35.5 35.5 41.5 35.5 35.5 64.4 53.6 58.6 50.7 Effective Green, g (s) 45.5 38.5 38.5 45.5 38.5 38.5 70.4 56.6 64.6 53.7 Actuated g/C Ratio 0.35 0.30 0.30 0.35 0.30 0.30 0.54 0.44 0.50 0.41 Clearance Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 1.0 0.2 1.0 0.2 Lane Grp Cap (vph) 202 925 384 239 925 295 259 1885 282 1818 v/s Ratio Prot c0.08 0.17 0.05 0.21 c0.06 0.21 0.03 c0.27 v/s Ratio Perm c0.35 0.03 0.23 0.20 0.24 0.17 v/c Ratio 1.22 0.58 0.09 0.80 0.70 0.69 0.56 0.49 0.41 0.66 Uniform Delay, d1 39.8 38.9 33.1 36.3 40.6 40.4 18.8 26.4 18.4 30.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.87 0.58 1.00 1.00 Incremental Delay, d2 136.2 0.6 0.0 16.6 2.0 5.2 1.4 0.9 0.4 1.9 Delay (s) 176.0 39.5 33.1 52.8 42.6 45.7 36.5 16.1 18.7 32.8 Level of Service F DCDDDDB BC Approach Delay (s) 75.9 45.1 18.8 31.6 Approach LOS E D B C Intersection Summary HCM Average Control Delay 40.8 HCM Level of Service D HCM Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 90.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Existing PM Synchro 7 - Report Page 1

C-8 HCM Unsignalized Intersection Capacity Analysis Glebe 672 2: 7th Street North & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 8 0 32 5 2 75 17 908 2 3 1416 37 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 0 38 6 2 88 18 987 2 3 1539 40 Pedestrians 26 52 20 12 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 2421 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 479 497 pX, platoon unblocked 0.85 0.85 0.82 0.85 0.85 0.93 0.82 0.93 vC, conflicting volume 2059 2670 579 1654 2689 394 1605 1041 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1109 1825 0 634 1847 100 968 793 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 91 100 96 98 96 89 97 100 cM capacity (veh/h) 109 59 855 258 57 828 567 735 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 47 96 265 493 249 388 770 425 Volume Left 9 6 18 00300 Volume Right 38 88 0020040 cSH 360 565 567 1700 1700 735 1700 1700 Volume to Capacity 0.13 0.17 0.03 0.29 0.15 0.00 0.45 0.25 Queue Length 95th (ft) 11 15 300000 Control Delay (s) 16.5 12.7 1.2 0.0 0.0 0.1 0.0 0.0 Lane LOS C B A A Approach Delay (s) 16.5 12.7 0.3 0.0 Approach LOS CB Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 50.5% ICU Level of Service A Analysis Period (min) 15

Existing PM Synchro 7 - Report Page 2

C-9 HCM Signalized Intersection Capacity Analysis Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 172 44 163 79 133 132 252 627 67 80 859 285 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 7.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.97 0.91 Frpb, ped/bikes 1.00 1.00 0.91 1.00 1.00 0.85 1.00 0.97 1.00 0.97 Flpb, ped/bikes 0.89 1.00 1.00 0.93 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1392 1650 1296 1475 1676 1209 1591 4366 3090 4240 Flt Permitted 0.60 1.00 1.00 0.73 1.00 1.00 0.12 1.00 0.95 1.00 Satd. Flow (perm) 875 1650 1296 1126 1676 1209 208 4366 3090 4240 Peak-hour factor, PHF 0.90 0.90 0.90 0.87 0.87 0.87 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 191 49 181 91 153 152 274 682 73 87 934 310 RTOR Reduction (vph) 000008501000450 Lane Group Flow (vph) 191 49 181 91 153 67 274 745 0 87 1199 0 Confl. Peds. (#/hr) 146 79 79 146 55 156 156 55 Confl. Bikes (#/hr) 2 1 Bus Blockages (#/hr) 440000000044 Turn Type Perm Perm Perm Perm pm+pt Prot Protected Phases 7 4 1 6 5 2 Permitted Phases 7 7 4 4 6 Actuated Green, G (s) 40.0 40.0 40.0 40.0 40.0 40.0 77.0 62.5 8.0 54.0 Effective Green, g (s) 43.0 43.0 43.0 43.0 43.0 40.0 79.5 64.5 10.5 56.0 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.31 0.61 0.50 0.08 0.43 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.5 6.0 6.5 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.2 2.0 0.2 Lane Grp Cap (vph) 289 546 429 372 554 372 329 2166 250 1826 v/s Ratio Prot 0.03 0.09 c0.12 0.17 0.03 0.28 v/s Ratio Perm c0.22 0.14 0.08 0.06 c0.39 v/c Ratio 0.66 0.09 0.42 0.24 0.28 0.18 0.83 0.34 0.35 0.66 Uniform Delay, d1 37.3 30.0 33.8 31.7 32.0 33.0 26.6 19.9 56.5 29.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.67 2.21 1.23 0.50 Incremental Delay, d2 4.3 0.0 0.2 1.6 1.2 1.1 10.0 0.3 0.3 1.6 Delay (s) 41.6 30.0 34.1 33.2 33.3 34.0 54.4 44.2 69.6 16.4 Level of Service DCCCCCDD EB Approach Delay (s) 37.0 33.6 46.9 19.8 Approach LOS D C D B Intersection Summary HCM Average Control Delay 32.6 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 90.8% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Existing PM Synchro 7 - Report Page 3

C-10 HCM Unsignalized Intersection Capacity Analysis Glebe 672 4: Wilson Boulevard & North Vermont Street 9/29/2014

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 545 16 56 993 21 46 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.85 0.85 Hourly flow rate (vph) 592 17 61 1079 25 54 Pedestrians 3 3 42 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 0 0 4 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 325 pX, platoon unblocked 0.82 vC, conflicting volume 652 1308 251 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 652 948 251 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 93 87 92 cM capacity (veh/h) 898 192 721 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 Volume Total 237 237 136 421 720 25 54 Volume Left 0 0 0 61 0 25 0 Volume Right 0 0 17 0 0 0 54 cSH 1700 1700 1700 898 1700 192 721 Volume to Capacity 0.14 0.14 0.08 0.07 0.42 0.13 0.08 Queue Length 95th (ft) 00050116 Control Delay (s) 0.0 0.0 0.0 2.0 0.0 26.5 10.4 Lane LOS A DB Approach Delay (s) 0.0 0.7 15.5 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15

Existing PM Synchro 7 - Report Page 4

C-11 HCM Unsignalized Intersection Capacity Analysis Glebe 672 5: 7th Street North & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 4 0 2 16 2 43 16 2 43 1 65 10 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.90 0.90 0.90 Hourly flow rate (vph) 5 0 2 19 2 51 19 2 51 1 72 11 Pedestrians 8 12 15 8 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1110 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 213 191 101 175 171 48 91 65 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 213 191 101 175 171 48 91 65 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 100 97 100 95 99 100 cM capacity (veh/h) 684 683 936 751 701 1011 1493 1522 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 7 72 72 Volume Left 5 19 19 Volume Right 2 51 51 cSH 752 915 1493 Volume to Capacity 0.01 0.08 0.01 Queue Length 95th (ft) 1 6 1 Control Delay (s) 9.8 9.3 2.0 Lane LOS AAA Approach Delay (s) 9.8 9.3 2.0 Approach LOS AA Intersection Summary Average Delay Err Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15

Existing PM Synchro 7 - Report Page 5

C-12 HCM Unsignalized Intersection Capacity Analysis Glebe 672 6: North Carlin Springs Road & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 18 324 4 9 593 22 311000 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.86 0.86 0.86 0.85 0.85 0.85 0.92 0.92 0.92 Hourly flow rate (vph) 21 381 5 10 690 26 411000 Pedestrians 7 3 34 126 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1030 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 305 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 vC, conflicting volume 841 420 1190 1322 421 1280 1311 835 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 723 420 1135 1290 421 1241 1278 717 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 99 97 99 100 100 100 100 cM capacity (veh/h) 746 1107 140 130 613 121 132 363 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 407 726 6 Volume Left 21 10 4 Volume Right 5 26 1 cSH 746 1107 162 Volume to Capacity 0.03 0.01 0.04 Queue Length 95th (ft) 2 1 3 Control Delay (s) 0.9 0.3 28.0 Lane LOS AAD Approach Delay (s) 0.9 0.3 28.0 Approach LOS D Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 51.7% ICU Level of Service A Analysis Period (min) 15

Existing PM Synchro 7 - Report Page 6

C-13 HCM Unsignalized Intersection Capacity Analysis Glebe 672 7: 7th Street North & Driveway 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 1 37 0 0 53 3000301 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1 40 0 0 58 3000301 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 61 40 103 103 40 102 102 59 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 61 40 103 103 40 102 102 59 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 100 100 100 cM capacity (veh/h) 1542 1569 876 786 1031 879 788 1006 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 41 61 0 4 Volume Left 1003 Volume Right 0301 cSH 1542 1569 1700 908 Volume to Capacity 0.00 0.00 0.00 0.00 Queue Length 95th (ft) 0000 Control Delay (s) 0.2 0.0 0.0 9.0 Lane LOS A AA Approach Delay (s) 0.2 0.0 0.0 9.0 Approach LOS AA Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

Existing PM Synchro 7 - Report Page 7

C-14 Queues Glebe 672 1: Wilson Boulevard & North Glebe Road 9/26/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 472 1181 100 82 279 182 95 1633 165 673 v/c Ratio 1.03 1.02 0.18 0.54 0.29 0.57 0.31 1.08 0.77 0.40 Control Delay 81.1 73.3 9.5 36.0 35.2 46.0 12.7 69.3 53.0 29.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 81.1 73.3 9.5 36.0 35.2 46.0 12.7 69.3 53.0 29.5 Queue Length 50th (ft) ~315 ~557 12 38 94 129 25 ~564 91 146 Queue Length 95th (ft) #600 #694 51 74 133 211 m45 #602 #183 178 Internal Link Dist (ft) 245 1102 417 942 Turn Bay Length (ft) 200 140 340 240 Base Capacity (vph) 458 1153 547 151 961 321 306 1515 227 1695 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.03 1.02 0.18 0.54 0.29 0.57 0.31 1.08 0.73 0.40 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Existing AM Synchro 7 - Report Page 1

C-15 Queues Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/26/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 313 154 218 15 18 45 116 1186 165 608 v/c Ratio 0.94 0.28 0.48 0.06 0.04 0.15 0.27 0.55 0.60 0.27 Control Delay 78.5 33.9 38.9 30.4 29.9 10.3 2.5 11.0 72.6 11.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 78.5 33.9 38.9 30.4 29.9 10.3 2.5 11.0 72.6 11.4 Queue Length 50th (ft) 255 96 146 9 10 0 3 280 74 50 Queue Length 95th (ft) #441 154 226 25 27 26 m3 241 113 66 Internal Link Dist (ft) 62 390 512 399 Turn Bay Length (ft) 60 60 235 175 Base Capacity (vph) 334 546 455 311 531 338 429 2147 285 2211 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.94 0.28 0.48 0.05 0.03 0.13 0.27 0.55 0.58 0.27 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Existing AM Synchro 7 - Report Page 2

C-16 Queues Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 247 539 120 192 649 203 144 952 116 1226 v/c Ratio 1.22 0.58 0.26 0.80 0.70 0.69 0.56 0.50 0.42 0.67 Control Delay 164.1 41.1 6.7 54.1 44.6 52.5 39.3 16.2 20.7 33.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 164.1 41.1 6.7 54.1 44.6 52.5 39.3 16.2 20.7 33.9 Queue Length 50th (ft) ~176 195 0 106 245 145 80 115 49 308 Queue Length 95th (ft) #312 233 37 #187 309 234 135 184 85 401 Internal Link Dist (ft) 245 1102 417 942 Turn Bay Length (ft) 200 140 340 240 Base Capacity (vph) 203 1033 510 241 1033 329 338 1909 294 1838 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.22 0.52 0.24 0.80 0.63 0.62 0.43 0.50 0.39 0.67 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Existing PM Synchro 7 - Report Page 1

C-17 Queues Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 191 49 181 91 153 152 274 755 87 1244 v/c Ratio 0.65 0.09 0.42 0.24 0.28 0.35 0.84 0.35 0.35 0.66 Control Delay 49.1 30.7 37.6 33.9 33.7 11.3 53.7 43.8 72.0 15.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.1 30.7 37.6 33.9 33.7 11.3 53.7 43.8 72.0 15.7 Queue Length 50th (ft) 137 28 118 56 95 17 233 214 39 101 Queue Length 95th (ft) 230 59 189 98 147 68 m289 261 m59 121 Internal Link Dist (ft) 62 390 512 399 Turn Bay Length (ft) 60 60 235 175 Base Capacity (vph) 294 546 429 372 554 439 349 2174 309 1871 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.65 0.09 0.42 0.24 0.28 0.35 0.79 0.35 0.28 0.66 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Existing PM Synchro 7 - Report Page 2

C-18

Appendix D Description of Levels of Service

Level of Service for Signalized Intersections

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

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

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

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

A <10.0

B > 10.0 and <20.0

C > 20.0 and < 35.0

D > 35.0 and < 55.0

E > 55.0 and < 80.0

F >80.0

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

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

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

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

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

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

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

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

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

B > 10 and < 15

C > 15 and < 25

D > 25 and < 35

E > 35 and < 50

F > 50

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

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

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

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

D-2

Appendix E Background Future Intersection Levels of Service and Queues (2017)

HCM Signalized Intersection Capacity Analysis Glebe 672 1: Wilson Boulevard & North Glebe Road 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 471 1095 113 80 265 210 95 1220 347 217 644 81 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.95 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1578 3122 1348 1593 3122 1043 1587 4345 1542 4447 Flt Permitted 0.46 1.00 1.00 0.10 1.00 1.00 0.30 1.00 0.09 1.00 Satd. Flow (perm) 772 3122 1348 172 3122 1043 501 4345 138 4447 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 512 1190 123 87 288 228 103 1326 377 236 700 88 RTOR Reduction (vph) 0 0 60 00003900120 Lane Group Flow (vph) 512 1190 63 87 288 228 103 1664 0 236 776 0 Confl. Peds. (#/hr) 32 3 3 32 32 38 38 32 Bus Blockages (#/hr) 0 10 10 0 10 10 044840 Parking (#/hr) 20 20 20 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 57.0 45.0 45.0 43.0 37.0 37.0 45.8 40.0 58.2 46.2 Effective Green, g (s) 59.0 48.0 48.0 47.0 40.0 40.0 51.8 43.0 62.0 49.2 Actuated g/C Ratio 0.45 0.37 0.37 0.36 0.31 0.31 0.40 0.33 0.48 0.38 Clearance Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 1.0 0.2 1.0 0.2 Lane Grp Cap (vph) 450 1153 498 150 961 321 273 1437 228 1683 v/s Ratio Prot c0.14 0.38 0.04 0.09 0.03 c0.38 c0.12 0.17 v/s Ratio Perm c0.38 0.05 0.17 0.22 0.12 0.37 v/c Ratio 1.14 1.03 0.13 0.58 0.30 0.71 0.38 1.16 1.04 0.46 Uniform Delay, d1 33.1 41.0 27.1 32.3 34.3 39.9 25.3 43.5 40.5 30.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.55 0.52 1.00 1.00 Incremental Delay, d2 85.9 35.1 0.0 3.4 0.1 6.0 0.3 77.7 69.0 0.9 Delay (s) 119.0 76.1 27.2 35.7 34.4 45.9 14.3 100.1 109.6 31.3 Level of Service FE CDCDBF FC Approach Delay (s) 84.8 38.9 95.2 49.4 Approach LOS F D F D Intersection Summary HCM Average Control Delay 76.2 HCM Level of Service E HCM Volume to Capacity ratio 1.12 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 120.4% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Background 2017 AM Synchro 7 - Report Page 1

E-1 HCM Unsignalized Intersection Capacity Analysis Glebe 672 2: 7th Street North & North Glebe Road 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 13 0 19 00041409 6 0 830 15 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 14 0 21 00041532 7 0 902 16 Pedestrians 10 33 12 17 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1311 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 479 497 pX, platoon unblocked 0.87 0.87 0.90 0.87 0.87 0.82 0.90 0.82 vC, conflicting volume 1457 2500 331 1910 2505 564 928 1571 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 236 1437 0 758 1443 0 541 927 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 98 100 98 100 100 100 100 100 cM capacity (veh/h) 575 110 960 235 109 852 916 584 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 35 0 387 766 389 361 361 197 Volume Left 14 0400000 Volume Right 21 00070016 cSH 755 1700 916 1700 1700 1700 1700 1700 Volume to Capacity 0.05 0.00 0.00 0.45 0.23 0.21 0.21 0.12 Queue Length 95th (ft) 40000000 Control Delay (s) 10.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Lane LOS A A A Approach Delay (s) 10.0 0.0 0.0 0.0 Approach LOS AA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 47.8% ICU Level of Service A Analysis Period (min) 15

Background 2017 AM Synchro 7 - Report Page 2

E-2 HCM Signalized Intersection Capacity Analysis Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 328 139 224 13 15 38 119 1056 139 152 589 115 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 7.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.97 0.91 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.79 1.00 0.98 1.00 0.98 Flpb, ped/bikes 0.80 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1250 1650 1376 1564 1676 1125 1579 4392 3090 4357 Flt Permitted 0.75 1.00 1.00 0.60 1.00 1.00 0.32 1.00 0.95 1.00 Satd. Flow (perm) 983 1650 1376 988 1676 1125 527 4392 3090 4357 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 357 151 243 14 16 41 129 1148 151 165 640 125 RTOR Reduction (vph) 000002801300220 Lane Group Flow (vph) 357 151 243 14 16 13 129 1286 0 165 743 0 Confl. Peds. (#/hr) 207 23 23 207 48 91 91 48 Confl. Bikes (#/hr) 2 Bus Blockages (#/hr) 440000000044 Turn Type Perm Perm Perm Perm pm+pt Prot Protected Phases 7 4 1 6 5 2 Permitted Phases 7 7 4 4 6 Actuated Green, G (s) 40.0 40.0 40.0 40.0 40.0 40.0 68.6 61.4 9.1 63.3 Effective Green, g (s) 43.0 43.0 43.0 43.0 43.0 40.0 73.6 63.4 11.6 65.3 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.31 0.57 0.49 0.09 0.50 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.5 6.0 6.5 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.2 2.0 0.2 Lane Grp Cap (vph) 325 546 455 327 554 346 377 2142 276 2189 v/s Ratio Prot 0.09 0.01 0.03 c0.29 c0.05 0.17 v/s Ratio Perm c0.36 0.18 0.01 0.01 0.17 v/c Ratio 1.10 0.28 0.53 0.04 0.03 0.04 0.34 0.60 0.60 0.34 Uniform Delay, d1 43.5 32.0 35.4 29.5 29.4 31.5 13.5 24.1 57.0 19.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.23 0.50 1.11 0.62 Incremental Delay, d2 79.0 0.1 0.6 0.0 0.0 0.0 0.1 0.7 2.1 0.4 Delay (s) 122.5 32.1 36.0 29.5 29.4 31.5 3.2 12.8 65.3 12.4 Level of Service F CDCCCAB EB Approach Delay (s) 76.3 30.7 11.9 21.8 Approach LOS E C B C Intersection Summary HCM Average Control Delay 30.4 HCM Level of Service C HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 73.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Background 2017 AM Synchro 7 - Report Page 3

E-3 HCM Unsignalized Intersection Capacity Analysis Glebe 672 4: Wilson Boulevard & North Vermont Street 9/26/2014

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 1212 6 6 484 8 152 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1317 7 7 526 9 165 Pedestrians 2 28 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 Percent Blockage 0 2 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 325 pX, platoon unblocked 0.94 vC, conflicting volume 1352 1625 472 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1352 1541 472 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 91 69 cM capacity (veh/h) 493 96 525 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 Volume Total 527 527 270 182 351 9 165 Volume Left 0007090 Volume Right 007000165 cSH 1700 1700 1700 493 1700 96 525 Volume to Capacity 0.31 0.31 0.16 0.01 0.21 0.09 0.31 Queue Length 95th (ft) 00010733 Control Delay (s) 0.0 0.0 0.0 0.6 0.0 46.1 15.0 Lane LOS A EB Approach Delay (s) 0.0 0.2 16.5 Approach LOS C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 15

Background 2017 AM Synchro 7 - Report Page 4

E-4 HCM Unsignalized Intersection Capacity Analysis Glebe 672 5: 7th Street North & North Tazewell Street 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 5 0 5 16 0 18 3 133 1 0 11 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 5 0 5 17 0 20 3 145 1 0 12 0 Pedestrians 2 2 2 10 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0000 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 195 168 16 173 168 157 14 148 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 195 168 16 173 168 157 14 148 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 99 98 100 98 100 100 cM capacity (veh/h) 743 721 1060 780 721 887 1602 1432 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 11 37 149 Volume Left 5 17 3 Volume Right 5 20 1 cSH 873 833 1602 Volume to Capacity 0.01 0.04 0.00 Queue Length 95th (ft) 1 3 0 Control Delay (s) 9.2 9.5 0.2 Lane LOS AAA Approach Delay (s) 9.2 9.5 0.2 Approach LOS AA Intersection Summary Average Delay Err Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15

Background 2017 AM Synchro 7 - Report Page 5

E-5 HCM Unsignalized Intersection Capacity Analysis Glebe 672 6: North Carlin Springs Road & North Tazewell Street 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 19 791 2 7 187 13 526000 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 21 860 2 8 203 14 527000 Pedestrians 2 7 6 178 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0110 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 305 pX, platoon unblocked 0.98 0.98 0.98 0.98 0.98 0.98 vC, conflicting volume 395 868 1136 1319 874 1320 1313 390 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 377 868 1129 1316 874 1317 1310 371 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 99 97 99 98 100 100 100 cM capacity (veh/h) 1162 772 172 150 345 124 151 662 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 883 225 14 Volume Left 21 8 5 Volume Right 2 14 7 cSH 1162 772 218 Volume to Capacity 0.02 0.01 0.06 Queue Length 95th (ft) 1 1 5 Control Delay (s) 0.5 0.4 22.7 Lane LOS AAC Approach Delay (s) 0.5 0.4 22.7 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 69.3% ICU Level of Service C Analysis Period (min) 15

Background 2017 AM Synchro 7 - Report Page 6

E-6 HCM Unsignalized Intersection Capacity Analysis Glebe 672 7: 7th Street North & Driveway 9/26/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 1 31 0 0 15 4000100 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1 34 0 0 16 4000100 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 21 34 54 57 34 54 54 18 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 21 34 54 57 34 54 54 18 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 100 100 100 cM capacity (veh/h) 1595 1578 943 834 1040 943 836 1060 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 35 21 0 1 Volume Left 1001 Volume Right 0400 cSH 1595 1578 1700 943 Volume to Capacity 0.00 0.00 0.00 0.00 Queue Length 95th (ft) 0000 Control Delay (s) 0.2 0.0 0.0 8.8 Lane LOS A AA Approach Delay (s) 0.2 0.0 0.0 8.8 Approach LOS AA Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

Background 2017 AM Synchro 7 - Report Page 7

E-7 HCM Signalized Intersection Capacity Analysis Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 234 472 118 190 615 265 148 818 149 146 1057 217 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.98 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1586 3122 1298 1585 3122 996 1593 4353 1536 4397 Flt Permitted 0.22 1.00 1.00 0.33 1.00 1.00 0.08 1.00 0.19 1.00 Satd. Flow (perm) 373 3122 1298 547 3122 996 130 4353 309 4397 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 254 513 128 207 668 288 161 889 162 159 1149 236 RTOR Reduction (vph) 0 0 88 00001900220 Lane Group Flow (vph) 254 513 40 207 668 288 161 1032 0 159 1363 0 Confl. Peds. (#/hr) 69 39 39 69 27 105 105 27 Confl. Bikes (#/hr) 2 4 1 Bus Blockages (#/hr) 0 10 10 0 10 10 044840 Parking (#/hr) 20 20 20 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 44.1 38.1 38.1 44.1 38.1 38.1 62.4 50.5 55.4 47.0 Effective Green, g (s) 48.1 41.1 41.1 48.1 41.1 41.1 68.4 53.5 61.4 50.0 Actuated g/C Ratio 0.37 0.32 0.32 0.37 0.32 0.32 0.53 0.41 0.47 0.38 Clearance Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 1.0 0.2 1.0 0.2 Lane Grp Cap (vph) 213 987 410 266 987 315 236 1791 254 1691 v/s Ratio Prot c0.07 0.16 0.05 0.21 c0.08 0.24 0.05 c0.31 v/s Ratio Perm c0.37 0.03 0.24 0.29 0.28 0.24 v/c Ratio 1.19 0.52 0.10 0.78 0.68 0.91 0.68 0.58 0.63 0.81 Uniform Delay, d1 38.7 36.4 31.4 34.6 38.7 42.8 29.0 29.5 21.3 35.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.49 0.68 1.00 1.00 Incremental Delay, d2 123.4 0.2 0.0 12.3 1.5 29.1 5.8 1.2 3.4 4.2 Delay (s) 162.1 36.6 31.4 46.9 40.1 71.9 49.1 21.4 24.7 39.9 Level of Service F DCDDEDC CD Approach Delay (s) 71.5 49.2 25.1 38.3 Approach LOS E D C D Intersection Summary HCM Average Control Delay 43.8 HCM Level of Service D HCM Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 95.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Background 2017 PM Synchro 7 - Report Page 1

E-8 HCM Unsignalized Intersection Capacity Analysis Glebe 672 2: 7th Street North & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 8 0 33 5 2 77 18 1091 2 3 1569 38 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 0 36 5 2 84 20 1186 2 3 1705 41 Pedestrians 26 52 20 12 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 2421 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 479 497 pX, platoon unblocked 0.81 0.81 0.76 0.81 0.81 0.90 0.76 0.90 vC, conflicting volume 2290 3038 635 1909 3057 460 1773 1240 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 953 1873 0 485 1897 11 928 878 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 94 100 95 98 96 91 96 100 cM capacity (veh/h) 136 52 796 313 50 909 547 659 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 45 91 316 593 299 430 853 468 Volume Left 9 5 20 00300 Volume Right 36 84 0020041 cSH 409 598 547 1700 1700 659 1700 1700 Volume to Capacity 0.11 0.15 0.04 0.35 0.18 0.00 0.50 0.28 Queue Length 95th (ft) 9 13 300000 Control Delay (s) 14.9 12.1 1.2 0.0 0.0 0.1 0.0 0.0 Lane LOS B B A A Approach Delay (s) 14.9 12.1 0.3 0.0 Approach LOS BB Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 54.4% ICU Level of Service A Analysis Period (min) 15

Background 2017 PM Synchro 7 - Report Page 2

E-9 HCM Signalized Intersection Capacity Analysis Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 210 44 188 79 133 132 290 768 67 80 949 340 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 7.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.97 0.91 Frpb, ped/bikes 1.00 1.00 0.91 1.00 1.00 0.85 1.00 0.97 1.00 0.97 Flpb, ped/bikes 0.89 1.00 1.00 0.93 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1389 1650 1296 1475 1676 1209 1592 4401 3090 4222 Flt Permitted 0.61 1.00 1.00 0.73 1.00 1.00 0.09 1.00 0.95 1.00 Satd. Flow (perm) 890 1650 1296 1127 1676 1209 145 4401 3090 4222 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 228 48 204 86 145 143 315 835 73 87 1032 370 RTOR Reduction (vph) 00000840800500 Lane Group Flow (vph) 228 48 204 86 145 59 315 900 0 87 1352 0 Confl. Peds. (#/hr) 146 79 79 146 55 156 156 55 Confl. Bikes (#/hr) 2 1 Bus Blockages (#/hr) 440000000044 Turn Type Perm Perm Perm Perm pm+pt Prot Protected Phases 7 4 1 6 5 2 Permitted Phases 7 7 4 4 6 Actuated Green, G (s) 40.0 40.0 40.0 40.0 40.0 40.0 77.0 62.5 8.0 52.0 Effective Green, g (s) 43.0 43.0 43.0 43.0 43.0 40.0 79.5 64.5 10.5 54.0 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.31 0.61 0.50 0.08 0.42 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.5 6.0 6.5 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.2 2.0 0.2 Lane Grp Cap (vph) 294 546 429 373 554 372 322 2184 250 1754 v/s Ratio Prot 0.03 0.09 c0.16 0.20 0.03 0.32 v/s Ratio Perm c0.26 0.16 0.08 0.05 c0.44 v/c Ratio 0.78 0.09 0.48 0.23 0.26 0.16 0.98 0.41 0.35 0.77 Uniform Delay, d1 39.2 30.0 34.5 31.5 31.9 32.7 38.7 20.7 56.5 32.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.24 2.19 1.20 0.45 Incremental Delay, d2 11.1 0.0 0.3 1.4 1.1 0.9 32.8 0.3 0.2 2.6 Delay (s) 50.2 30.0 34.8 33.0 33.0 33.6 80.8 45.7 67.8 17.5 Level of Service DCCCCCFD EB Approach Delay (s) 41.7 33.2 54.7 20.4 Approach LOS DCDC Intersection Summary HCM Average Control Delay 36.4 HCM Level of Service D HCM Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 96.4% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Background 2017 PM Synchro 7 - Report Page 3

E-10 HCM Unsignalized Intersection Capacity Analysis Glebe 672 4: Wilson Boulevard & North Vermont Street 9/29/2014

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 593 17 58 1068 23 47 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 645 18 63 1161 25 51 Pedestrians 3 3 42 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 0 0 4 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 325 pX, platoon unblocked 0.82 vC, conflicting volume 705 1405 269 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 705 1063 269 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 93 84 93 cM capacity (veh/h) 858 160 702 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 Volume Total 258 258 147 450 774 25 51 Volume Left 0 0 0 63 0 25 0 Volume Right 0 0 18 0 0 0 51 cSH 1700 1700 1700 858 1700 160 702 Volume to Capacity 0.15 0.15 0.09 0.07 0.46 0.16 0.07 Queue Length 95th (ft) 00060136 Control Delay (s) 0.0 0.0 0.0 2.1 0.0 31.6 10.5 Lane LOS A DB Approach Delay (s) 0.0 0.8 17.4 Approach LOS C Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 62.3% ICU Level of Service B Analysis Period (min) 15

Background 2017 PM Synchro 7 - Report Page 4

E-11 HCM Unsignalized Intersection Capacity Analysis Glebe 672 5: 7th Street North & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 4 0 2 16 2 44 16 2 44 1 67 10 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 4 0 2 17 2 48 17 2 48 1 73 11 Pedestrians 8 12 15 8 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1110 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 206 185 101 170 167 46 92 62 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 206 185 101 170 167 46 92 62 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 100 98 100 95 99 100 cM capacity (veh/h) 694 689 936 756 705 1013 1493 1526 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 7 67 67 Volume Left 4 17 17 Volume Right 2 48 48 cSH 759 920 1493 Volume to Capacity 0.01 0.07 0.01 Queue Length 95th (ft) 1 6 1 Control Delay (s) 9.8 9.2 2.0 Lane LOS AAA Approach Delay (s) 9.8 9.2 2.0 Approach LOS AA Intersection Summary Average Delay Err Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15

Background 2017 PM Synchro 7 - Report Page 5

E-12 HCM Unsignalized Intersection Capacity Analysis Glebe 672 6: North Carlin Springs Road & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 19 351 4 9 633 23 311000 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 21 382 4 10 688 25 311000 Pedestrians 7 3 34 126 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1030 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 305 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 vC, conflicting volume 839 420 1186 1318 421 1276 1307 834 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 723 420 1131 1286 421 1236 1273 716 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 99 98 99 100 100 100 100 cM capacity (veh/h) 748 1107 141 131 613 122 133 364 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 407 723 5 Volume Left 21 10 3 Volume Right 4 25 1 cSH 748 1107 164 Volume to Capacity 0.03 0.01 0.03 Queue Length 95th (ft) 2 1 3 Control Delay (s) 0.8 0.2 27.7 Lane LOS AAD Approach Delay (s) 0.8 0.2 27.7 Approach LOS D Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 54.1% ICU Level of Service A Analysis Period (min) 15

Background 2017 PM Synchro 7 - Report Page 6

E-13 HCM Unsignalized Intersection Capacity Analysis Glebe 672 7: 7th Street North & Driveway 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 1 38 0 0 55 3000301 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1 41 0 0 60 3000301 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 63 41 106 107 41 105 105 61 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 63 41 106 107 41 105 105 61 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 100 100 100 cM capacity (veh/h) 1540 1568 872 783 1030 874 785 1004 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 42 63 0 4 Volume Left 1003 Volume Right 0301 cSH 1540 1568 1700 904 Volume to Capacity 0.00 0.00 0.00 0.00 Queue Length 95th (ft) 0000 Control Delay (s) 0.2 0.0 0.0 9.0 Lane LOS A AA Approach Delay (s) 0.2 0.0 0.0 9.0 Approach LOS AA Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

Background 2017 PM Synchro 7 - Report Page 7

E-14 Queues Glebe 672 1: Wilson Boulevard & North Glebe Road 9/26/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 512 1190 123 87 288 228 103 1703 236 788 v/c Ratio 1.13 1.03 0.22 0.58 0.30 0.71 0.38 1.15 1.04 0.47 Control Delay 112.0 75.4 9.4 38.4 35.4 53.7 14.2 98.8 104.5 30.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 112.0 75.4 9.4 38.4 35.4 53.7 14.2 98.8 104.5 30.8 Queue Length 50th (ft) ~406 ~565 15 41 97 170 25 ~596 ~169 178 Queue Length 95th (ft) #718 #703 58 81 137 #276 m53 m#656 #340 218 Internal Link Dist (ft) 245 1102 417 942 Turn Bay Length (ft) 200 140 340 240 Base Capacity (vph) 454 1153 558 151 961 321 274 1477 228 1694 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.13 1.03 0.22 0.58 0.30 0.71 0.38 1.15 1.04 0.47 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Background 2017 AM Synchro 7 - Report Page 1

E-15 Queues Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/26/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 357 151 243 14 16 41 129 1299 165 765 v/c Ratio 1.07 0.28 0.53 0.05 0.03 0.14 0.35 0.60 0.60 0.35 Control Delay 109.6 33.8 40.6 30.3 29.8 10.5 4.0 12.7 71.9 11.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 109.6 33.8 40.6 30.3 29.8 10.5 4.0 12.7 71.9 11.8 Queue Length 50th (ft) ~332 94 166 89033777465 Queue Length 95th (ft) #528 151 254 24 27 28 m3 324 113 83 Internal Link Dist (ft) 62 390 512 399 Turn Bay Length (ft) 60 60 235 175 Base Capacity (vph) 335 546 455 312 531 335 373 2154 285 2209 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.07 0.28 0.53 0.04 0.03 0.12 0.35 0.60 0.58 0.35 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Background 2017 AM Synchro 7 - Report Page 2

E-16 Queues Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 254 513 128 207 668 288 161 1051 159 1385 v/c Ratio 1.19 0.52 0.26 0.77 0.68 0.92 0.69 0.58 0.63 0.81 Control Delay 152.5 38.2 6.4 49.0 42.4 76.3 54.6 21.3 30.2 40.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 152.5 38.2 6.4 49.0 42.4 76.3 54.6 21.3 30.2 40.4 Queue Length 50th (ft) ~180 181 0 114 251 228 107 150 70 379 Queue Length 95th (ft) #361 237 45 #199 320 #398 m172 236 #119 #515 Internal Link Dist (ft) 245 1102 417 942 Turn Bay Length (ft) 200 140 340 240 Base Capacity (vph) 214 1033 515 269 1033 329 305 1811 259 1712 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.19 0.50 0.25 0.77 0.65 0.88 0.53 0.58 0.61 0.81 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Background 2017 PM Synchro 7 - Report Page 1

E-17 Queues Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 228 48 204 86 145 143 315 908 87 1402 v/c Ratio 0.76 0.09 0.48 0.23 0.26 0.33 0.98 0.41 0.35 0.78 Control Delay 57.1 30.7 39.1 33.6 33.5 10.3 76.8 45.7 70.0 16.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.1 30.7 39.1 33.6 33.5 10.3 76.8 45.7 70.0 16.7 Queue Length 50th (ft) 171 28 136 52 89 12 271 260 38 111 Queue Length 95th (ft) #304 58 215 97 146 66 m#347 309 m52 133 Internal Link Dist (ft) 62 390 512 399 Turn Bay Length (ft) 60 60 235 175 Base Capacity (vph) 299 546 429 373 554 439 322 2191 309 1803 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.76 0.09 0.48 0.23 0.26 0.33 0.98 0.41 0.28 0.78 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Background 2017 PM Synchro 7 - Report Page 2

E-18

Appendix F Total Future Intersection Levels of Service and Queues (2017)

HCM Signalized Intersection Capacity Analysis Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 471 1095 113 80 265 210 97 1232 356 217 644 81 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.95 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1578 3122 1348 1593 3122 1043 1587 4343 1542 4447 Flt Permitted 0.46 1.00 1.00 0.10 1.00 1.00 0.30 1.00 0.09 1.00 Satd. Flow (perm) 772 3122 1348 172 3122 1043 501 4343 138 4447 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 512 1190 123 87 288 228 105 1339 387 236 700 88 RTOR Reduction (vph) 0 0 60 00004000120 Lane Group Flow (vph) 512 1190 63 87 288 228 105 1686 0 236 776 0 Confl. Peds. (#/hr) 32 3 3 32 32 38 38 32 Bus Blockages (#/hr) 0 10 10 0 10 10 044840 Parking (#/hr) 20 20 20 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 57.0 45.0 45.0 43.0 37.0 37.0 45.8 40.0 58.2 46.2 Effective Green, g (s) 59.0 48.0 48.0 47.0 40.0 40.0 51.8 43.0 62.0 49.2 Actuated g/C Ratio 0.45 0.37 0.37 0.36 0.31 0.31 0.40 0.33 0.48 0.38 Clearance Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 1.0 0.2 1.0 0.2 Lane Grp Cap (vph) 450 1153 498 150 961 321 273 1437 228 1683 v/s Ratio Prot c0.14 0.38 0.04 0.09 0.03 c0.39 c0.12 0.17 v/s Ratio Perm c0.38 0.05 0.17 0.22 0.13 0.37 v/c Ratio 1.14 1.03 0.13 0.58 0.30 0.71 0.38 1.17 1.04 0.46 Uniform Delay, d1 33.1 41.0 27.1 32.3 34.3 39.9 25.3 43.5 40.5 30.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.56 0.52 1.00 1.00 Incremental Delay, d2 85.9 35.1 0.0 3.4 0.1 6.0 0.3 84.3 69.0 0.9 Delay (s) 119.0 76.1 27.2 35.7 34.4 45.9 14.4 107.0 109.6 31.3 Level of Service FE CDCDBF FC Approach Delay (s) 84.8 38.9 101.7 49.4 Approach LOS F D F D Intersection Summary HCM Average Control Delay 78.6 HCM Level of Service E HCM Volume to Capacity ratio 1.12 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 120.9% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Total Future 2017 AM Synchro 7 - Report Page 1

F-1 HCM Unsignalized Intersection Capacity Analysis Glebe 672 2: 7th Street North & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 36 0 27 00041409 6 0 830 15 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 39 0 29 00041532 7 0 902 16 Pedestrians 10 33 12 17 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1311 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 479 497 pX, platoon unblocked 0.87 0.87 0.90 0.87 0.87 0.82 0.90 0.82 vC, conflicting volume 1457 2500 331 1919 2505 564 928 1571 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 236 1437 0 768 1443 0 541 927 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 93 100 97 100 100 100 100 100 cM capacity (veh/h) 575 110 960 229 109 852 916 584 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 68 0 387 766 389 361 361 197 Volume Left 39 0400000 Volume Right 29 00070016 cSH 695 1700 916 1700 1700 1700 1700 1700 Volume to Capacity 0.10 0.00 0.00 0.45 0.23 0.21 0.21 0.12 Queue Length 95th (ft) 80000000 Control Delay (s) 10.7 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Lane LOS B A A Approach Delay (s) 10.7 0.0 0.0 0.0 Approach LOS BA Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 48.4% ICU Level of Service A Analysis Period (min) 15

Total Future 2017 AM Synchro 7 - Report Page 2

F-2 HCM Signalized Intersection Capacity Analysis Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 328 139 224 13 15 38 119 1056 139 152 595 117 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 7.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.97 0.91 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.79 1.00 0.98 1.00 0.98 Flpb, ped/bikes 0.80 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1250 1650 1376 1564 1676 1125 1579 4392 3090 4356 Flt Permitted 0.75 1.00 1.00 0.60 1.00 1.00 0.31 1.00 0.95 1.00 Satd. Flow (perm) 983 1650 1376 988 1676 1125 520 4392 3090 4356 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 357 151 243 14 16 41 129 1148 151 165 647 127 RTOR Reduction (vph) 000002801300220 Lane Group Flow (vph) 357 151 243 14 16 13 129 1286 0 165 752 0 Confl. Peds. (#/hr) 207 23 23 207 48 91 91 48 Confl. Bikes (#/hr) 2 Bus Blockages (#/hr) 440000000044 Turn Type Perm Perm Perm Perm pm+pt Prot Protected Phases 7 4 1 6 5 2 Permitted Phases 7 7 4 4 6 Actuated Green, G (s) 40.0 40.0 40.0 40.0 40.0 40.0 68.6 61.4 9.1 63.3 Effective Green, g (s) 43.0 43.0 43.0 43.0 43.0 40.0 73.6 63.4 11.6 65.3 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.31 0.57 0.49 0.09 0.50 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.5 6.0 6.5 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.2 2.0 0.2 Lane Grp Cap (vph) 325 546 455 327 554 346 373 2142 276 2188 v/s Ratio Prot 0.09 0.01 0.03 c0.29 c0.05 0.17 v/s Ratio Perm c0.36 0.18 0.01 0.01 0.17 v/c Ratio 1.10 0.28 0.53 0.04 0.03 0.04 0.35 0.60 0.60 0.34 Uniform Delay, d1 43.5 32.0 35.4 29.5 29.4 31.5 13.5 24.1 57.0 19.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.24 0.50 1.11 0.62 Incremental Delay, d2 79.0 0.1 0.6 0.0 0.0 0.0 0.1 0.7 2.1 0.4 Delay (s) 122.5 32.1 36.0 29.5 29.4 31.5 3.3 12.8 65.4 12.5 Level of Service F CDCCCAB EB Approach Delay (s) 76.3 30.7 11.9 21.8 Approach LOS E C B C Intersection Summary HCM Average Control Delay 30.4 HCM Level of Service C HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 73.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Total Future 2017 AM Synchro 7 - Report Page 3

F-3 HCM Unsignalized Intersection Capacity Analysis Glebe 672 4: Wilson Boulevard & North Vermont Street 9/29/2014

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 1212 6 6 486 10 152 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1317 7 7 528 11 165 Pedestrians 2 28 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 Percent Blockage 0 2 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 325 pX, platoon unblocked 0.94 vC, conflicting volume 1352 1626 472 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1352 1542 472 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 89 69 cM capacity (veh/h) 493 96 525 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 Volume Total 527 527 270 183 352 11 165 Volume Left 00070110 Volume Right 007000165 cSH 1700 1700 1700 493 1700 96 525 Volume to Capacity 0.31 0.31 0.16 0.01 0.21 0.11 0.31 Queue Length 95th (ft) 00010933 Control Delay (s) 0.0 0.0 0.0 0.6 0.0 47.2 15.0 Lane LOS A EB Approach Delay (s) 0.0 0.2 17.0 Approach LOS C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 15

Total Future 2017 AM Synchro 7 - Report Page 4

F-4 HCM Unsignalized Intersection Capacity Analysis Glebe 672 5: 7th Street North & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 5 0 5 16 0 20 3 133 1 0 11 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 5 0 5 17 0 22 3 145 1 0 12 0 Pedestrians 2 2 2 10 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0000 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 197 168 16 173 168 157 14 148 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 197 168 16 173 168 157 14 148 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 99 98 100 98 100 100 cM capacity (veh/h) 739 721 1060 780 721 887 1602 1432 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 11 39 149 Volume Left 5 17 3 Volume Right 5 22 1 cSH 871 836 1602 Volume to Capacity 0.01 0.05 0.00 Queue Length 95th (ft) 1 4 0 Control Delay (s) 9.2 9.5 0.2 Lane LOS AAA Approach Delay (s) 9.2 9.5 0.2 Approach LOS AA Intersection Summary Average Delay Err Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15

Total Future 2017 AM Synchro 7 - Report Page 5

F-5 HCM Unsignalized Intersection Capacity Analysis Glebe 672 6: North Carlin Springs Road & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 19 791 2 7 189 13 526000 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 21 860 2 8 205 14 527000 Pedestrians 2 7 6 178 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0110 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 305 pX, platoon unblocked 0.98 0.98 0.98 0.98 0.98 0.98 vC, conflicting volume 398 868 1138 1321 874 1322 1315 392 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 379 868 1132 1318 874 1319 1312 373 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 99 97 99 98 100 100 100 cM capacity (veh/h) 1160 772 172 150 345 124 151 660 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 883 227 14 Volume Left 21 8 5 Volume Right 2 14 7 cSH 1160 772 217 Volume to Capacity 0.02 0.01 0.07 Queue Length 95th (ft) 1 1 5 Control Delay (s) 0.5 0.4 22.7 Lane LOS AAC Approach Delay (s) 0.5 0.4 22.7 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 69.3% ICU Level of Service C Analysis Period (min) 15

Total Future 2017 AM Synchro 7 - Report Page 6

F-6 HCM Unsignalized Intersection Capacity Analysis Glebe 672 7: 7th Street North & Driveway 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 1 31 0 0 15 4 2 0 31 1 0 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1 34 0 0 16 4 2 0 34 1 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 21 34 54 57 34 88 54 18 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 21 34 54 57 34 88 54 18 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 97 100 100 100 cM capacity (veh/h) 1595 1578 943 834 1040 868 836 1060 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 35 21 36 1 Volume Left 1021 Volume Right 0 4 34 0 cSH 1595 1578 1033 868 Volume to Capacity 0.00 0.00 0.03 0.00 Queue Length 95th (ft) 0030 Control Delay (s) 0.2 0.0 8.6 9.2 Lane LOS A AA Approach Delay (s) 0.2 0.0 8.6 9.2 Approach LOS AA Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15

Total Future 2017 AM Synchro 7 - Report Page 7

F-7 HCM Signalized Intersection Capacity Analysis Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 234 472 123 203 615 265 149 826 155 149 1075 217 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.91 Frpb, ped/bikes 1.00 1.00 0.95 1.00 1.00 0.91 1.00 0.98 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1586 3122 1298 1585 3122 996 1593 4348 1537 4399 Flt Permitted 0.22 1.00 1.00 0.33 1.00 1.00 0.07 1.00 0.19 1.00 Satd. Flow (perm) 373 3122 1298 547 3122 996 126 4348 300 4399 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 254 513 134 221 668 288 162 898 168 162 1168 236 RTOR Reduction (vph) 0 0 92 00002000220 Lane Group Flow (vph) 254 513 42 221 668 288 162 1046 0 162 1382 0 Confl. Peds. (#/hr) 69 39 39 69 27 105 105 27 Confl. Bikes (#/hr) 2 4 1 Bus Blockages (#/hr) 0 10 10 0 10 10 044840 Parking (#/hr) 20 20 20 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 44.1 38.1 38.1 44.1 38.1 38.1 62.4 50.4 55.4 46.9 Effective Green, g (s) 48.1 41.1 41.1 48.1 41.1 41.1 68.4 53.4 61.4 49.9 Actuated g/C Ratio 0.37 0.32 0.32 0.37 0.32 0.32 0.53 0.41 0.47 0.38 Clearance Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 1.0 0.2 1.0 0.2 Lane Grp Cap (vph) 213 987 410 266 987 315 236 1786 251 1689 v/s Ratio Prot c0.07 0.16 0.05 0.21 c0.08 0.24 0.06 c0.31 v/s Ratio Perm c0.37 0.03 0.26 0.29 0.28 0.25 v/c Ratio 1.19 0.52 0.10 0.83 0.68 0.91 0.69 0.59 0.65 0.82 Uniform Delay, d1 38.7 36.4 31.4 35.8 38.7 42.8 30.1 29.7 21.4 36.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.46 0.69 1.00 1.00 Incremental Delay, d2 123.4 0.2 0.0 18.5 1.5 29.1 5.9 1.3 4.2 4.6 Delay (s) 162.1 36.6 31.5 54.3 40.1 71.9 50.0 21.8 25.6 40.5 Level of Service F DCDDEDC CD Approach Delay (s) 71.2 50.6 25.5 39.0 Approach LOS E D C D Intersection Summary HCM Average Control Delay 44.3 HCM Level of Service D HCM Volume to Capacity ratio 0.99 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 96.4% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Total Future 2017 PM Synchro 7 - Report Page 1

F-8 HCM Unsignalized Intersection Capacity Analysis Glebe 672 2: 7th Street North & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 23 0 39 5 2 77 23 1091 2 3 1569 74 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 25 0 42 5 2 84 25 1186 2 3 1705 80 Pedestrians 26 52 20 12 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 2421 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 479 497 pX, platoon unblocked 0.81 0.81 0.76 0.81 0.81 0.90 0.76 0.90 vC, conflicting volume 2320 3068 655 1926 3107 460 1812 1240 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 957 1883 0 469 1931 6 950 874 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 81 100 95 98 95 91 95 100 cM capacity (veh/h) 133 50 790 314 47 915 532 661 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 67 91 321 593 299 430 853 507 Volume Left 25 5 25 00300 Volume Right 42 84 0020080 cSH 279 588 532 1700 1700 661 1700 1700 Volume to Capacity 0.24 0.16 0.05 0.35 0.18 0.00 0.50 0.30 Queue Length 95th (ft) 23 14 400000 Control Delay (s) 22.0 12.2 1.6 0.0 0.0 0.1 0.0 0.0 Lane LOS C B A A Approach Delay (s) 22.0 12.2 0.4 0.0 Approach LOS CB Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 61.0% ICU Level of Service B Analysis Period (min) 15

Total Future 2017 PM Synchro 7 - Report Page 2

F-9 HCM Signalized Intersection Capacity Analysis Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 210 44 188 79 133 132 295 773 67 80 954 341 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 7.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.97 0.91 Frpb, ped/bikes 1.00 1.00 0.91 1.00 1.00 0.85 1.00 0.97 1.00 0.97 Flpb, ped/bikes 0.89 1.00 1.00 0.93 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1389 1650 1296 1475 1676 1209 1592 4402 3090 4222 Flt Permitted 0.61 1.00 1.00 0.73 1.00 1.00 0.09 1.00 0.95 1.00 Satd. Flow (perm) 890 1650 1296 1127 1676 1209 143 4402 3090 4222 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 228 48 204 86 145 143 321 840 73 87 1037 371 RTOR Reduction (vph) 00000840800500 Lane Group Flow (vph) 228 48 204 86 145 59 321 905 0 87 1358 0 Confl. Peds. (#/hr) 146 79 79 146 55 156 156 55 Confl. Bikes (#/hr) 2 1 Bus Blockages (#/hr) 440000000044 Turn Type Perm Perm Perm Perm pm+pt Prot Protected Phases 7 4 1 6 5 2 Permitted Phases 7 7 4 4 6 Actuated Green, G (s) 40.0 40.0 40.0 40.0 40.0 40.0 77.0 62.5 8.0 52.0 Effective Green, g (s) 43.0 43.0 43.0 43.0 43.0 40.0 79.5 64.5 10.5 54.0 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.31 0.61 0.50 0.08 0.42 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.5 6.0 6.5 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.2 2.0 0.2 Lane Grp Cap (vph) 294 546 429 373 554 372 322 2184 250 1754 v/s Ratio Prot 0.03 0.09 c0.16 0.21 0.03 0.32 v/s Ratio Perm c0.26 0.16 0.08 0.05 c0.45 v/c Ratio 0.78 0.09 0.48 0.23 0.26 0.16 1.00 0.41 0.35 0.77 Uniform Delay, d1 39.2 30.0 34.5 31.5 31.9 32.7 39.4 20.8 56.5 32.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.22 2.19 1.19 0.46 Incremental Delay, d2 11.1 0.0 0.3 1.4 1.1 0.9 37.7 0.3 0.2 2.6 Delay (s) 50.2 30.0 34.8 33.0 33.0 33.6 85.8 45.8 67.2 17.7 Level of Service DCCCCCFD EB Approach Delay (s) 41.7 33.2 56.2 20.6 Approach LOS D C E C Intersection Summary HCM Average Control Delay 37.0 HCM Level of Service D HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Total Future 2017 PM Synchro 7 - Report Page 3

F-10 HCM Unsignalized Intersection Capacity Analysis Glebe 672 4: Wilson Boulevard & North Vermont Street 9/29/2014

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 598 17 58 1069 24 47 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 650 18 63 1162 26 51 Pedestrians 3 3 42 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 0 0 4 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 325 pX, platoon unblocked 0.82 vC, conflicting volume 710 1411 271 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 710 1070 271 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 93 84 93 cM capacity (veh/h) 854 158 700 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 NB 2 Volume Total 260 260 148 450 775 26 51 Volume Left 0 0 0 63 0 26 0 Volume Right 0 0 18 0 0 0 51 cSH 1700 1700 1700 854 1700 158 700 Volume to Capacity 0.15 0.15 0.09 0.07 0.46 0.16 0.07 Queue Length 95th (ft) 00060146 Control Delay (s) 0.0 0.0 0.0 2.1 0.0 32.1 10.5 Lane LOS A DB Approach Delay (s) 0.0 0.8 17.8 Approach LOS C Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 62.3% ICU Level of Service B Analysis Period (min) 15

Total Future 2017 PM Synchro 7 - Report Page 4

F-11 HCM Unsignalized Intersection Capacity Analysis Glebe 672 5: 7th Street North & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 4 0 2 16 2 51 16 2 51 1 67 10 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 4 0 2 17 2 55 17 2 55 1 73 11 Pedestrians 8 12 15 8 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1110 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 218 193 101 174 171 50 92 70 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 218 193 101 174 171 50 92 70 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 100 98 100 95 99 100 cM capacity (veh/h) 677 682 936 752 702 1008 1493 1516 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 7 75 75 Volume Left 4 17 17 Volume Right 2 55 55 cSH 745 924 1493 Volume to Capacity 0.01 0.08 0.01 Queue Length 95th (ft) 1 7 1 Control Delay (s) 9.9 9.2 1.8 Lane LOS AAA Approach Delay (s) 9.9 9.2 1.8 Approach LOS AA Intersection Summary Average Delay Err Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15

Total Future 2017 PM Synchro 7 - Report Page 5

F-12 HCM Unsignalized Intersection Capacity Analysis Glebe 672 6: North Carlin Springs Road & North Tazewell Street 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 21 351 4 9 634 28 311000 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 23 382 4 10 689 30 311000 Pedestrians 7 3 34 126 Lane Width (ft) 12.0 12.0 12.0 0.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 1030 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 305 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 vC, conflicting volume 846 420 1194 1328 421 1284 1315 837 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 728 420 1139 1298 421 1245 1282 718 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 99 98 99 100 100 100 100 cM capacity (veh/h) 742 1107 139 128 613 120 131 361 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 409 729 5 Volume Left 23 10 3 Volume Right 4 30 1 cSH 742 1107 161 Volume to Capacity 0.03 0.01 0.03 Queue Length 95th (ft) 2 1 3 Control Delay (s) 0.9 0.2 28.2 Lane LOS AAD Approach Delay (s) 0.9 0.2 28.2 Approach LOS D Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 54.4% ICU Level of Service A Analysis Period (min) 15

Total Future 2017 PM Synchro 7 - Report Page 6

F-13 HCM Unsignalized Intersection Capacity Analysis Glebe 672 7: 7th Street North & Driveway 9/29/2014

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 1 38 7 41 55 3 1 0 21 3 0 1 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1 41 8 45 60 3 1 0 23 3 0 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 63 49 199 199 45 221 202 61 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 63 49 199 199 45 221 202 61 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 97 100 100 98 100 100 100 cM capacity (veh/h) 1540 1558 742 676 1025 703 674 1004 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 50 108 24 4 Volume Left 1 45 1 3 Volume Right 8 3 23 1 cSH 1540 1558 1007 760 Volume to Capacity 0.00 0.03 0.02 0.01 Queue Length 95th (ft) 0220 Control Delay (s) 0.2 3.2 8.7 9.8 Lane LOS AAAA Approach Delay (s) 0.2 3.2 8.7 9.8 Approach LOS AA Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 22.0% ICU Level of Service A Analysis Period (min) 15

Total Future 2017 PM Synchro 7 - Report Page 7

F-14 Queues Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 512 1190 123 87 288 228 105 1726 236 788 v/c Ratio 1.13 1.03 0.22 0.58 0.30 0.71 0.39 1.17 1.04 0.47 Control Delay 112.0 75.4 9.4 38.4 35.4 53.7 14.5 106.0 104.5 30.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 112.0 75.4 9.4 38.4 35.4 53.7 14.5 106.0 104.5 30.8 Queue Length 50th (ft) ~406 ~565 15 41 97 170 26 ~610 ~169 178 Queue Length 95th (ft) #718 #703 58 81 137 #276 m54 m#672 #340 218 Internal Link Dist (ft) 245 1102 417 942 Turn Bay Length (ft) 200 140 340 240 Base Capacity (vph) 454 1153 558 151 961 321 274 1476 228 1694 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.13 1.03 0.22 0.58 0.30 0.71 0.38 1.17 1.04 0.47 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Total Future 2017 AM Synchro 7 - Report Page 1

F-15 Queues Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 357 151 243 14 16 41 129 1299 165 774 v/c Ratio 1.07 0.28 0.53 0.05 0.03 0.14 0.35 0.60 0.60 0.35 Control Delay 109.6 33.8 40.6 30.3 29.8 10.5 4.1 12.7 72.0 11.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 109.6 33.8 40.6 30.3 29.8 10.5 4.1 12.7 72.0 11.9 Queue Length 50th (ft) ~332 94 166 89033777467 Queue Length 95th (ft) #528 151 254 24 27 28 m3 324 113 84 Internal Link Dist (ft) 62 390 512 399 Turn Bay Length (ft) 60 60 235 175 Base Capacity (vph) 335 546 455 312 531 335 370 2154 285 2209 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.07 0.28 0.53 0.04 0.03 0.12 0.35 0.60 0.58 0.35 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Total Future 2017 AM Synchro 7 - Report Page 2

F-16 Queues Glebe 672 1: Wilson Boulevard & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 254 513 134 221 668 288 162 1066 162 1404 v/c Ratio 1.19 0.52 0.27 0.82 0.68 0.92 0.69 0.59 0.65 0.82 Control Delay 152.5 38.2 6.4 54.9 42.4 76.3 55.1 21.7 31.7 41.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 152.5 38.2 6.4 54.9 42.4 76.3 55.1 21.7 31.7 41.0 Queue Length 50th (ft) ~180 181 0 123 251 228 109 154 72 387 Queue Length 95th (ft) #361 237 46 #228 320 #398 m172 240 #135 #527 Internal Link Dist (ft) 245 1102 417 942 Turn Bay Length (ft) 200 140 340 240 Base Capacity (vph) 214 1033 519 269 1033 329 304 1807 255 1711 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.19 0.50 0.26 0.82 0.65 0.88 0.53 0.59 0.64 0.82 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Total Future 2017 PM Synchro 7 - Report Page 1

F-17 Queues Glebe 672 3: North Carlin Springs Road & North Glebe Road 9/29/2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 228 48 204 86 145 143 321 913 87 1408 v/c Ratio 0.76 0.09 0.48 0.23 0.26 0.33 1.00 0.42 0.35 0.78 Control Delay 57.1 30.7 39.1 33.6 33.5 10.3 83.0 45.8 69.4 17.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.1 30.7 39.1 33.6 33.5 10.3 83.0 45.8 69.4 17.0 Queue Length 50th (ft) 171 28 136 52 89 12 ~277 261 38 115 Queue Length 95th (ft) #304 58 215 97 146 66 m#362 311 m52 136 Internal Link Dist (ft) 62 390 512 399 Turn Bay Length (ft) 60 60 235 175 Base Capacity (vph) 299 546 429 373 554 439 320 2191 309 1803 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.76 0.09 0.48 0.23 0.26 0.33 1.00 0.42 0.28 0.78 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Total Future 2017 PM Synchro 7 - Report Page 2

F-18