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February 21, 2020
MULTIMODAL TRANSPORTATION ASSESSMENT
ARLINGTON, VA
101 12TH STREET S
Prepared by:
1140 Connecticut Avenue NW Suite 600
Washington, DC 20036 Tel: 202.296.8625 Fax: 202.785.1276
3914 Centreville Road Suite 330
Chantilly, VA 20171 Tel: 703.787.9595 Fax: 703.787.9905
15125 Washington Street Suite 212
Haymarket, VA 20169 Tel: 571.248.0992 Fax: 703.787.9905
www.goroveslade.com
This document, together with the concepts and designs presented herein, as an instrument of services, is intended for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization by Gorove/Slade Associates, Inc., shall be without liability to Gorove/Slade Associates, Inc.
iii
Contents
List of Figures ............................................................................................................................................................................................. v
List of Tables ............................................................................................................................................................................................. vi
Executive Summary .................................................................................................................................................................................... 7
Introduction ............................................................................................................................................................................................. 11
Purpose of Study .................................................................................................................................................................................. 11
Study Tasks .......................................................................................................................................................................................... 11
Project Summary .................................................................................................................................................................................. 11
Contents of Study ................................................................................................................................................................................ 12
Study Area Overview ............................................................................................................................................................................... 20
Major Transportation Features ............................................................................................................................................................ 20
Future Projects ..................................................................................................................................................................................... 24
Project Design .......................................................................................................................................................................................... 30
Adjacent and Internal Roadways ......................................................................................................................................................... 30
Site Access and Circulation .................................................................................................................................................................. 33
Loading ................................................................................................................................................................................................. 33
Parking ................................................................................................................................................................................................. 33
Curbside Management ........................................................................................................................................................................ 34
Bicycle and Pedestrian Facilities .......................................................................................................................................................... 34
Transit ...................................................................................................................................................................................................... 40
Metrorail Service .................................................................................................................................................................................. 40
Bus Service ........................................................................................................................................................................................... 41
Planned Transit Facilities ..................................................................................................................................................................... 41
Pedestrian Facilities ................................................................................................................................................................................. 48
Pedestrian Study Area.......................................................................................................................................................................... 48
Existing Pedestrian Facilities ................................................................................................................................................................ 48
Planned Pedestrian Facilities ............................................................................................................................................................... 48
Bicycle Facilities ....................................................................................................................................................................................... 54
Existing Bicycle Facilities ...................................................................................................................................................................... 54
Planned Bicycle Facilities ..................................................................................................................................................................... 54
Travel Demand Assumptions ................................................................................................................................................................... 58
Mode Split Methodology ..................................................................................................................................................................... 58
Trip Generation Methodology ............................................................................................................................................................. 58
Traffic Operations .................................................................................................................................................................................... 62
Study Area, Scope, & Methodology ..................................................................................................................................................... 62
Traffic Volume Assumptions ................................................................................................................................................................ 64
Geometry and Operations Assumptions .............................................................................................................................................. 73
Vehicular Analysis Results .................................................................................................................................................................... 78
Transportation Management Plan ........................................................................................................................................................... 82
iv
Participation and Funding .................................................................................................................................................................... 82
Facilities and Improvements ................................................................................................................................................................ 82
Carpool and Vanpool Parking .............................................................................................................................................................. 82
Promotions, Services, Policies.............................................................................................................................................................. 82
Performance and Monitoring .............................................................................................................................................................. 83
Summary and Conclusions ....................................................................................................................................................................... 84
List of Appendices
Appendix A – Signed Scoping Document
Appendix B – Site Visit Notes
Appendix C – Existing Turning Movement Counts
Appendix D – Existing (2019) Capacity Analysis Worksheets
Appendix E – Background Development Trips
Appendix F – Future (2023) Conditions without Development Capacity Analysis Worksheets
Appendix G – Re-Routed Existing Volumes
Appendix H – Future (2023) Conditions with Development Capacity Analysis Worksheets
v
List of Figures
Figure 1: Major Regional Transportation Facilities .................................................................................................................................. 13
Figure 2: Site Location .............................................................................................................................................................................. 14
Figure 3: Parcel Map (Source: Arlington County Real Estate Map, September 2016) ............................................................................. 15
Figure 4: Planned Land Uses (Source: Arlington General Land Use Plan (GLUP), June 2017) ................................................................. 16
Figure 5: Zoning Map (Source: Arlington County) ................................................................................................................................... 17
Figure 6: Site Plan .................................................................................................................................................................................... 18
Figure 7: Study Intersections ................................................................................................................................................................... 19
Figure 8: Major Local Transportation Facilities ........................................................................................................................................ 22
Figure 9: Summary of Walkscore and Bikescore ...................................................................................................................................... 23
Figure 11: Street Typology (Source: Arlington Master Transportation Plan, 2011) ................................................................................. 28
Figure 12: Existing and Planned Bike Facilities (Source: Arlington Master Transportation Plan, 2019) .................................................. 29
Figure 13: Typical Cross-Section of 10th Street S ...................................................................................................................................... 31
Figure 14: Typical Cross-Section of 12th Street S ...................................................................................................................................... 32
Figure 15: Site Access ............................................................................................................................................................................... 36
Figure 16: Circulation Plan ....................................................................................................................................................................... 37
Figure 17: Existing Curbside Management .............................................................................................................................................. 38
Figure 18: Proposed Curbside Management ........................................................................................................................................... 39
Figure 19: Existing Transit Service ............................................................................................................................................................ 42
Figure 20: Annual Metro Ridership at Pentagon City and Crystal City Metro Stations (Source: 22202 Transportation Study) .............. 43
Figure 21: Peak Boardings and Alightings by Stop ................................................................................................................................... 46
Figure 22: Future Transit Facilities ........................................................................................................................................................... 47
Figure 23: Pedestrian Pathways ............................................................................................................................................................... 50
Figure 24: Existing Pedestrian Facilities ................................................................................................................................................... 51
Figure 25: 2019 Existing Peak Hour Pedestrian Volumes ........................................................................................................................ 52
Figure 26: Planned and Proposed Pedestrian Improvements ................................................................................................................. 53
Figure 27: Existing Bicycle Facilities ......................................................................................................................................................... 56
Figure 28: Future Bicycle Facilities ........................................................................................................................................................... 57
Figure 29: Transportation Analysis District (TAD) in Study Area .............................................................................................................. 60
Figure 30: Origins of Driving Commuters with Destinations in project TAD ............................................................................................ 61
Figure 31: 2019 Existing Peak Hour Traffic Volumes ............................................................................................................................... 67
Figure 32: Future Background Developments ......................................................................................................................................... 68
Figure 33: 2023 Background Peak Hour Traffic Volumes (without the proposed development) ............................................................ 69
Figure 34: Inbound and Outbound Trip Distribution ............................................................................................................................... 70
Figure 35: 2023 Primary Site-Generated Peak Hour Traffic Volumes ...................................................................................................... 71
Figure 36: 2023 Future Peak Hour Traffic Volumes (with the proposed development) .......................................................................... 72
Figure 37: 2019 Existing Lane Configurations and Traffic Controls ......................................................................................................... 75
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Figure 38: 2023 Background Lane Configuration and Traffic Controls (without the proposed development) ....................................... 76
Figure 39: 2023 Future Lane Configuration and Traffic Controls (with the proposed development) ..................................................... 77
List of Tables
Table 1: Carshare Locations ..................................................................................................................................................................... 23
Table 2: Proposed 101 12th Street S Parking Supply ................................................................................................................................ 33
Table 3: Bus Stop Inventory ..................................................................................................................................................................... 44
Table 4: Bus Route Information ............................................................................................................................................................... 44
Table 5: Bus Stop Boarding and Alighting Weekday Information – Peak Hours ...................................................................................... 45
Table 6: Sidewalk Recommendations per Arlington County Master Transportation Plan ...................................................................... 49
Table 7: Summary of Office Mode Split Data ........................................................................................................................................... 58
Table 8: Summary of Neighborhood Retail Mode Split Data ................................................................................................................... 58
Table 9: Summary of Mode Split Assumptions by Land Use .................................................................................................................... 58
Table 10: Multi-Modal Trip Generation ................................................................................................................................................... 59
Table 11: Existing Roadway Network ....................................................................................................................................................... 63
Table 12: Traffic Generated by 2023 Background Developments ........................................................................................................... 65
Table 13: Capacity Analysis Results ......................................................................................................................................................... 80
Table 14: Queuing Results ....................................................................................................................................................................... 81
101 12th Street S MMTA
7 February 21, 2020
EXECUTIVE SUMMARY
The following report is a Multimodal Transportation
Assessment (MMTA) for the 101 12th Street S development in
the Crystal City area of Arlington, Virginia.
Site Location and Study Area
The proposed development site is located in the Crystal City
area of Arlington, Virginia and is bounded by 10th Street S to
the north, CSX tracks to the east, 12th Street S to the south, and
a commercial property to the west, as shown in Figure 2. The
general extents of the study area are Long Bridge Drive to the
west, Crystal Drive to the east, 10th Street S to the north, and
15th Street S to the south.
The vehicular study area consists of 10 intersections along Long
Bridge Drive, 10th Street S, 12th Street S, 15th Street S, and
Crystal Drive, as vetted and approved by Arlington County.
The proposed development site currently consists of an existing
park. The site is currently zoned as C-O-1.5: Commercial Office
Building, Hotel, and Apartment District and is shown as a mix of
high-medium residential and medium office-apartment-hotel
land uses in the General Land Use Plan (GLUP).
Proposed Project
The proposed development will consist of one mixed-use
building with approximately 234,500 square feet of office space
and 5,200 square feet of neighborhood-serving ground floor
retail space.
The proposed development will provide 68 parking spaces in a
below-grade parking garage. The below-grade garage in the
neighboring 201 12th Street S building will serve as additional
off-site parking for the proposed 101 12th Street S
development. Vehicular access to the below-grade garage at
101 12th Street S will be provided along the 10th Street S
roundabout north of the site via 10th Street S. The additional
off-site parking garage in the 201 12th Street S building is
accessible via Long Bridge Drive and 10th Street S.
The proposed development will provide one (1) 40-foot loading
berth and one (1) 30-foot loading berth. The number of loading
facilities on-site will accommodate the practical needs of the
development.
Policies and Goals
The Arlington County Master Transportation Plan (MTP),
adopted in 2011 and updated in 2019, outlines goals to
improve various modes of transportation throughout the
County. Similarly, the Crystal City Sector Plan, adopted by the
County Board in 2010, developed a series of goals and
objectives specifically for Crystal City. The 101 12th Street S
development achieves several of the goals and policies of both
the MTP, Sector Plan, and other guiding documents for the
County.
Multi-Modal Overview
Transit
The subject site is well-served by transit:
▪ The site is located 0.5 miles from the Crystal City Metro
Station which is served by the Blue and Yellow lines, and
0.5 miles from the Pentagon City Metro Station which is
served by the Blue and Yellow lines.
▪ The Crystal City Metro is served by eight (8) bus routes
provided by WMATA (Metrobus), Metroway, ART, and
other regional bus routes. The Pentagon City Metro is
served by 10 bus routes provided by WMATA (Metrobus),
Metroway, ART, and other regional bus routes.
▪ There are six (6) bus stops within a quarter-mile of the site.
These stops are directly served by WMATA (Metrobus),
Metroway, Arlington Transit (ART), OmniRide, Fairfax
Connector, and Loudoun County Commuter routes.
▪ Metroway is a premium bus service that connects the
Pentagon City, Crystal City, and Potomac Yards
neighborhood (National Landing), as well as the Braddock
Road neighborhood in Alexandria, VA. Metroway buses
travel in mixed traffic adjacent to the site along Crystal
Drive and in other segments; however, there are also
sections of the route in Crystal City and Potomac Yards
where Metroway buses operate in dedicated bus-only
lanes. The nearest stop to the site is at the corner of 18th
Street S and Crystal Drive for northbound traveling buses
and the Crystal City Metro station for southbound traveling
buses.
▪ Planned improvements to Metroway are included as part
of the Transitway Extension to Pentagon City project. As
part of this project, the existing transitway will be
extended between the Crystal City Metrorail station and
the Pentagon City Metrorail station. Improvements will
initially include additional dedicated bus lanes and five (5)
101 12th Street S MMTA
8 February 21, 2020
new transitway stations, with two (2) additional stations
included in later phases. With the extension, the
transitway will run from the Braddock Road Metrorail
station to the Pentagon City Metrorail station.
▪ A VRE station is located approximately 0.3 miles south of
the proposed development site on the east side of Crystal
Drive.
Bus stops adjacent to the site are well used, with the Metroway
– Potomac Yard line seeing the highest boardings and alightings
at bus stops near the site.
Pedestrian
The site is surrounded by a well-connected pedestrian network.
The pedestrian facilities around the site provide a quality
walking environment. There are a number of gaps in
infrastructure, such as temporary asphalt sidewalks on the east
side of S Eads Street. Some barriers exist west of the site due to
Route 1, north of the site due to I-395, and east of the site due
to railroad tracks, but overall there is good connectivity and
quality infrastructure.
A number of planned and approved projects will improve
pedestrian infrastructure and connectivity in the vicinity of the
proposed development. This includes improvements to
sidewalks and streetscape as part of the S Eads Street
Complete Street project, adding crosswalks and shortening
existing crosswalks on Army Navy Drive as part of the Army
Navy Drive Complete Street project, and the addition of a
rectangular rapid-flashing beacon (RRFB) at the intersection of
12th Street S and Crystal Drive as part of the Crystal Drive/12th
Street S RRFB project.
As a result of the proposed development, pedestrian facilities
along the perimeter of the site will be improved by adding and
improving sidewalks adjacent to the site so that they meet or
exceed Arlington County and ADA standards. In addition, the
development will create porosity by creating a north-south
extension of 10th Street S along the west frontage of the site
that will connect to the existing 12th Street S south of the site,
as is consistent with the Crystal City Sector Plan.
Bicycle
The site has access to several on- and off-street bicycle
facilities, including the Mount Vernon Trail and bike lanes on
Long Bridge Drive, Crystal Drive, S Eads Street and portions of
12th Street S and 18th Street S. These, in turn, provide regional
access to destinations within Virginia and the District.
Several of the existing bike facilities have been identified by the
Arlington Master Transportation Plan and Crystal City Sector
Plan to be upgraded in the future. This includes adding bike
lanes along Army Navy Drive between S Joyce Street and 12th
Street S, adding bike lanes along S Eads Street between Army
Navy Drive and 12th Street S, and adding off-street bike facilities
along S Clark Street/S Bell Street between 12th Street S and 18th
Street S.
The recently adopted Bicycle Element of the Arlington Master
Transportation Plan identifies 15th Street S as a Primary Bicycle
Corridor. The plan makes the following recommendation for
roadways in the vicinity of the site:
▪ Bi-directional, protected bike lanes along Army Navy Drive
from S Joyce Street to 12th Street S.
▪ Construct an off-street cycle track connecting the planned
Army Navy Drive protected bike lane at 12th Street S to
18th Street S and the Crystal City Metrorail station
▪ Reconstruct 18th Street S between Richmond Highway
(Route 1) and Crystal Drive to include an enhanced on-
street bicycle facility and improve the connection with the
Crystal City Connector Trail. This is also identified in the
Crystal City Sector Plan.
A number of planned or approved projects will improve bicycle
infrastructure and connectivity in the vicinity of the proposed
development:
▪ As part of the Army Navy Drive Complete Street project,
buffered two-way bike lanes will be installed along the
south side of Army Navy Drive.
▪ As part of the S Eads Street Complete Street project,
buffered bike lanes will also be installed on both sides of S
Eads Street from Army Navy Drive to 12th Street S.
▪ As part of the S Eads Street Protected Bike Lanes
Extension, protected bike lanes will be installed along both
sides of S Eads Street from 12th Street S to 15th Street S and
the S Eads Street and 15th Street S intersection will be
reconfigured as a protected intersection.
▪ As part of the 12th Street S Complete Street project, shared
lanes are planned from S Eads Street to S Clark Street/Long
Bridge Drive, connecting to the existing bike lanes on
Crystal Drive south of the site.
101 12th Street S MMTA
9 February 21, 2020
▪ As part of the 12th Street S/S Clark-Bell Street Realignment
project, separated lanes will be installed along the west
side of S Clark Street.
▪ As part of the Metropolitan Park 6, 7, 8 project, separated
bike lanes will be installed along the west side of S Eads
Street from 12th Street S to 15th Street S.
Vehicular
The site is well connected via several principal arterials such as
Route 1, VA-27 (Washington Boulevard), VA-244 (Columbia
Pike), and VA-110. The arterials create connections to I-395, I-
66, George Washington Memorial Parkway, and ultimately the
Capital Beltway (I-495) and I-95. These principal arterials bring
vehicular traffic within one half-mile or less of the site, at which
point minor arterials, collectors, and local roads can be used to
access the site directly.
Existing Conditions
Intersection capacity analyses were performed for the morning
and afternoon peak hours at study area intersections. Synchro
version 10 was used to analyze the study intersections based
on the Highway Capacity Manual (HCM) 2000 methodology.
The existing conditions analysis shows that all intersections and
movements operate at an acceptable level of service during the
morning and afternoon peak hours. LOS E is typically used as
the acceptable LOS threshold in the County; although LOS F is
generally accepted in urbanized areas if vehicular
improvements would be a detriment to safety or to non-auto
modes of transportation. The capacity analysis results also
show that one (1) intersection has 95th percentile queues that
exceed the available storage length in one or more peak hour
in existing conditions.
Travel Demand Assumptions
Mode split (also called mode share) is the percentage of
travelers using a particular type (or mode) of transportation
when traveling. The main source of mode split information for
this report was based on Census data using Transportation
Analysis Districts (TADs) and data contained in the 2016 State
of the Commute, the Crystal City Multimodal Transportation
Study, and the WMATA Ridership Survey. The following mode
splits were assumed in the analysis, as vetted and approved by
Arlington County:
▪ Office
o Auto – 30%, Transit – 54%, Bike – 6%, Walk – 10%
▪ Neighborhood-Serving Retail
o Auto – 5%, Transit – 15%, Bike – 5%, Walk – 75%
Weekday peak hour trip generation is calculated based on the
methodology outlined in the Institute of Transportation
Engineers’ (ITE) Trip Generation, 10th Edition.
Office trip generation is based on the development program of
234,500 square feet. Office trip generation was calculated
based on ITE Land Use 710 (General Office Building), using the
setting/location of Center City Core, splitting trips into different
modes using assumptions outlined in the mode split section of
this report.
Neighborhood-serving retail trip generation is based on the
development program of 5,200 square feet of neighborhood-
serving ground floor retail. Retail trip generation was calculated
based on ITE’s baseline vehicular trips for Land Use 820
(Shopping Center), using the setting/location of General
Urban/Suburban (limited data is available for person trips),
splitting trips into different modes using assumptions outlined
in the mode split section of this report.
Future Improvements
A number of planned transportation improvements in the
vicinity of the 101 12th Street S are expected to be complete by
2023. The full list of improvements is detailed in the report, but
examples include:
▪ S Eads Street Complete Street
▪ Army Navy Drive Complete Street
▪ 12th Street Complete Street
▪ Transitway Extension to Pentagon City
▪ 15th Street S/S Clark-Bell Street Realignment
▪ I-395 HOT Lanes
Future Traffic Operations
A capacity analysis was developed to compare the future
roadway network without the proposed development to the
future roadway network with the proposed development.
Intersection capacity analyses were performed for the morning
and afternoon peak hours at study area intersections. Synchro
version 10 was used to analyze the study intersections based
on the Highway Capacity Manual (HCM) 2000 methodology.
101 12th Street S MMTA
10 February 21, 2020
Traffic projections for 2023 are based on existing volumes, plus
traffic generated by approved nearby background
developments to account for local growth, and traffic
generated by the proposed 101 12th Street S development. The
methodology of using background development trips to
account for local growth is consistent with other MMTAs in
Arlington County and has been vetted and approved by the
County.
Mitigations
Mitigation measures were identified based on Arlington County
standards and as outlined in the approved scoping document.
The proposed development is considered to have an impact at
an intersection if any of the following conditions are met:
▪ The overall intersection or any movement operates at LOS
F in the future conditions with the proposed development
where it operates at LOS E or better in the background
conditions without the proposed development;
▪ The overall intersection or any movement operates at LOS
F during the background condition and the delay increases
by more than 10% in the future conditions with the
proposed development; or
▪ If any 95th percentile queue length in the future condition
exceeds the available capacity and increases by more than
150 feet compared to background conditions.
Following these guidelines, no intersections require mitigation
as a result of the proposed development.
Transportation Management Plan
A Transportation Management Plan (TMP) will be provided for
the project based on the County’s requirements, and a
framework for a TMP is included in this report. This TMP will
include typical components such as the establishment of a TMP
coordinator, the distribution of transit literature, the
establishment of ride-sharing programs, and the on-site sale of
discounted fare media. Management measures taken by the
101 12th Street S project can be monitored and adjusted as
needed to continually create opportunities to reduce the
amount of vehicular traffic generated by the site.
Summary and Recommendations
This report concludes that the proposed development will not
have a detrimental impact to the surrounding transportation
and roadway network, assuming that all planned site design
elements and recommended mitigation measures are
implemented.
The development has many positive elements contained within
its design that minimize potential transportation impacts,
including:
▪ The proposed development’s close proximity to the Crystal
City Metro Station, Pentagon City Metro Station, Crystal
City VRE Station, and multiple bus lines.
▪ Improvements to the pedestrian facilities adjacent to the
site that meet or exceed Arlington County and ADA
requirements.
▪ The inclusion of secure-long-term bicycle parking
exceeding zoning requirements.
▪ The installation of short-term bicycle parking spaces
around the perimeter of the site that meet zoning
requirements.
▪ The inclusion of shower and locker facilities within the
building that meet zoning requirements.
▪ A Transportation Management Plan (TMP) that aims to
reduce the demand of single-occupancy, private vehicles
to/from the proposed development during peak period
travel times or shifts single-occupancy vehicular demand to
off-peak periods.
101 12th Street S MMTA
11 February 21, 2020
INTRODUCTION
This report presents the findings of a Multimodal
Transportation Assessment (MMTA) conducted for the
proposed 101 12th Street S development in Arlington, VA.
The development site currently consists of an existing park, and
the proposed development will redevelop the site to include
approximately 234,500 square feet of office space and 5,200
square feet of neighborhood-serving ground floor retail. The
proposed project build-out year is 2023.
This site is currently zoned C-O-1.5: Commercial Office Building,
Hotel, and Apartment District and is shown as a mix of high
office-apartment-hotel land use in the General Land Use Plan
(GLUP). As part of the proposed redevelopment, the site is to
be re-zoned from C-O-1.5 to C-O Crystal City: Mixed-Use
District.
PURPOSE OF STUDY The purpose of this study is to evaluate the transportation
network in the vicinity of the site and identify any potential
transportation impacts that may result from the proposed
redevelopment. Elements of this report include a description
of the proposed development, an evaluation of the existing
multimodal transportation network, and evaluations of the
future transportation network with and without the proposed
development.
STUDY TASKS The following tasks were completed as part of this study:
▪ A scoping meeting was held on November 6, 2019 with
representatives from Arlington County. An updated scope
dated November 12, 2019 was submitted by Gorove/Slade
to Arlington County. This scope includes discussions about
the parameters of the study and relevant background
information. A copy of the signed scoping document is
included in the Technical Appendix.
▪ Field reconnaissance in the vicinity of the site was
performed to collect information related to the existing
traffic controls, signal timings, roadway geometry, traffic
flow characteristics, sidewalk conditions, bicycle facilities,
and transit stop amenities. Notes related to the site visit
are included in the Technical Appendix.
▪ Traffic counts at the study area intersections were
conducted on Wednesday, February 6, 2019, and
Wednesday, April 24, 2019 during the morning and
evening peak periods.
▪ As outlined in the scoping document, a number of
proposed developments in the vicinity of the site were
assumed to be in place for the Background (2023) and
Future (2023) Conditions.
▪ Proposed site traffic volumes were generated based on the
methodology outlined in Trip Generation, 10th Edition
published by the Institute of Transportation Engineers
(ITE).
▪ Intersection capacity analyses were performed using the
software package Synchro, Version 10 based on the
Highway Capacity Manual (HCM) methodology. Traffic
analyses were performed for existing conditions (2019),
future conditions (2023) with and without development.
▪ A Transportation Management Plan framework was
developed as a TMP will be necessary to meet County
requirements.
PROJECT SUMMARY
Site Location
The project site is located in the Crystal City area of Arlington,
Virginia. Figure 1 shows the regional location of the project.
The project site is bounded by 10th Street S to the north, CSX
tracks to the east, 12th Street S to the south, and a commercial
property to the west. The site location is shown in Figure 2.
Parcel Information
The existing site is currently occupied by an existing park. A
parcel map showing the location of the property is presented in
Figure 3.
General Land Use Plan Recommendations According to Arlington County’s General Land Use Plan (GLUP),
this site is listed as a mix of high office-apartment-hotel land
uses. The GLUP map for the site is shown in Figure 4. The site is
currently zoned C-O-1.5: Commercial Office Building, Hotel, and
Apartment District. As part of the proposed development, the
site is to be re-zoned from C-O-1.5 to C-O Crystal City: Mixed
Use District. The zoning map is shown in Figure 5.
Proposed Site Plan
The proposed development site currently consists of an existing
park. The proposed development will redevelop the site to
101 12th Street S MMTA
12 February 21, 2020
include one mixed-use building with a total of approximately
234,500 square feet of office space and 5,200 square feet of
neighborhood-serving ground floor retail space. Approximately
68 parking spaces will be provided in a below-grade parking
garage. The below-grade garage in the neighboring 201 12th
Street S building will serve as additional off-site parking for the
proposed 101 12th Street S development. Vehicular access to
the below-grade garage will be provided along the 10th Street S
roundabout north of the site via 10th Street S. Additionally, the
additional off-site parking garage in the 201 12th Street S
building is accessible via Long Bridge Drive and 10th Street S.
The proposed build-out year is 2023. The proposed site plan is
shown in Figure 6.
Scope and Limits of the Study Area
The study area is generally bounded by Long Bridge Drive to
the west, Crystal Drive to the east, 10th Street S to the north,
and 15th Street S to the south. The following intersections were
identified for inclusion in the vehicular study area, as shown in
Figure 7.
1. Long Bridge Drive and 10th Street S
2. S Ball Street and 10th Street S
3. 10th Street S and Alley (Roundabout)
4. Long Bridge Drive and Garage Entrance
5. Long Bridge Drive and 12th Street S
6. Garage Entrance and 12th Street S
7. Crystal Drive and 12th Street S
8. Crystal Drive and 15th Street S
9. 10th Street S/12th Street S (Planned)
10. 10th Street S/Roundabout (Planned)
Data Sources
Sources of data for this study include Arlington County, the
Virginia Department of Transportation (VDOT), the Institute of
Transportation Engineers (ITE) Trip Generation, 10th Edition,
Census Transportation Planning Products (CTPP), JBG Smith,
Studios Architecture, Bowman Consulting, and the office files
and field reconnaissance efforts of Gorove/Slade Associates,
Inc.
CONTENTS OF STUDY This report contains nine (9) chapters as follows:
▪ Study Area Overview
This chapter reviews the area near and adjacent to the
project and includes an overview of the site location.
▪ Transit
This chapter summarizes the existing and future transit
service adjacent to the site, reviews how the project’s
transit demand will be accommodated, outlines impacts,
and presents recommendations as needed.
▪ Pedestrian Facilities
This chapter summarizes existing and future pedestrian
access to the site, reviews walking routes to and from the
project site, outlines impacts, and presents
recommendations as needed.
▪ Bicycle Facilities
This chapter summarizes existing and future bicycle access
to the site, reviews the quality of cycling routes to and
from the project site, outlines impacts, and presents
recommendations as needed.
▪ Project Design
This chapter reviews the transportation components of the
project, including the site plan and access.
▪ Travel Demand Assumptions
This chapter outlines the travel demand of the proposed
project. It summarizes the expected mode splits and
multimodal trip generation of the project.
▪ Traffic Operations
This chapter provides a summary of the existing roadway
facilities and an analysis of the existing and future roadway
capacity in the study area. It summarizes the routing
assumptions used in the analysis. This chapter highlights
the vehicular impacts of the project, including presenting
mitigation measures for minimizing impacts as needed.
▪ Transportation Management Plan
This chapter outlines the components of the proposed
development’s Transportation Management Plan (TMP).
▪ Summary and Conclusions
This chapter presents a summary of the recommended
mitigation measures by mode and presents overall findings
and conclusions.
101 12th Street S MMTA
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Figure 1: Major Regional Transportation Facilities
101 12th Street S MMTA
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Figure 2: Site Location
101 12th Street S MMTA
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Figure 3: Parcel Map (Source: Arlington County Real Estate Map, September 2016)
101 12th Street S MMTA
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Figure 4: Planned Land Uses (Source: Arlington General Land Use Plan (GLUP), June 2017)
101 12th Street S MMTA
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Figure 5: Zoning Map (Source: Arlington County)
101 12th Street S MMTA
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Figure 6: Site Plan
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Figure 7: Study Intersections
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STUDY AREA OVERVIEW
This chapter reviews the existing conditions of the surrounding
transportation network and includes an overview of the site
location, including a summary of the major transportation
characteristics of the area and of future regional projects.
Detailed characteristics of each mode and their subsequent
study areas will be defined in the following chapters.
The following conclusions are reached within this chapter:
▪ The site is surrounded by an extensive regional and local
transportation system that will accommodate the
employees and patrons of the proposed development.
▪ The site is well-served by public transportation with access
to the Metrorail’s Blue and Yellow lines and several local
and regional bus lines.
▪ The site is surrounded by a well-connected pedestrian
environment. In the vicinity of the site, sidewalks generally
meet standards recommended by the Arlington County
Master Transportation Plan with some gaps in the system.
▪ The site has access to several on- and off-street bicycle
facilities, including bike lanes on 12th Street S, Crystal Drive,
Long Bridge Drive, and S Eads Street which connect to the
Mt. Vernon Trail and Four Mile Run Trail to the south.
▪ Several local initiatives will positively impact the study
area, including the 12th Street Complete Street project, S
Clark-Bell Street demolition, 15th Street S/S Clark-Bell
Street Realignment, and the S Eads Street Complete Street
project.
MAJOR TRANSPORTATION FEATURES Overview of Regional Access
Under existing conditions, the proposed development site has
ample access to regional vehicular and transit-based
transportation options, as shown in Figure 1, that connect the
site to destinations within Virginia, the District, and Maryland.
The site is accessible from several principal arterials such as
Route 1, VA-27 (Washington Boulevard), and VA-110. The
arterials create connections to VA-244 (Columbia Pike), I-395, I-
66, George Washington Memorial Parkway, and ultimately the
Capital Beltway (I-495) and I-95. These principal arterial
roadways bring vehicular traffic within one half-mile of the site,
at which point minor arterials, collectors, and local roads can
be used to access the site directly.
The site has access to the Blue and Yellow Lines via the
Pentagon City Metro Station and Crystal City Metro Station,
which provide connections to areas in Virginia, the District, and
Maryland. The Blue Line connects Springfield, VA with Largo,
MD and the Yellow Line connects Huntington, VA with
Greenbelt, MD while providing access to the District core. Both
lines provide connections to the Red Line, which provides a
direct connection to Union Station, a hub for commuter rail –
such as Amtrak, MARC, and VRE – in addition to all additional
Metrorail lines, allowing for access to much of the DC
Metropolitan area. The site is located approximately 0.3 miles
north of the Crystal City VRE station.
The proposed development is located approximately 0.7 miles
from the Mount Vernon Trail, an 18-mile off-street bicycle trail
running along the Potomac River from George Washington’s
Mount Vernon estate to Theodore Roosevelt Island, just across
the river from downtown Washington, DC. The Mount Vernon
Trail connects to the W&OD, Four Mile Run, and Custis Trails in
Arlington County, as well as the Capital Crescent Trail in
Washington, DC, providing regional bicycle connectivity to
Rosslyn and the District. A detailed review of existing bicycle
infrastructure is provided in a later chapter of this report.
Overall, the site has access to several regional roadways,
transit, and bicycle options, making it convenient to travel
between the site and destinations in the Virginia, the District,
and Maryland.
Overview of Local Access
There are several local transportation options near the site that
serve vehicular, transit, walking, and cycling trips under existing
conditions, as shown on Figure 8.
In addition to several principal arterials, the site is served by a
local vehicular network that includes several minor arterials
and collectors such as Long Bridge Drive, 12th Street S, Crystal
Drive, and S Clark Street. In addition, there is an existing
network of local roadways that provide access to the site.
Several bus systems provide local transit service in the vicinity
of the site, including connections to several neighborhoods
within Virginia, the District, and additional Metro stations. As
shown in Figure 8, there are multiple bus routes that serve the
site. In the vicinity of the site, the majority of routes travel
along Army Navy Drive, S Eads Street, 15th Street S, and Crystal
Drive.
101 12th Street S MMTA
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There are existing bicycle facilities that connect the site to
areas within Arlington, Virginia, and the District, most notably
the Mount Vernon Trail. There are bike lanes on 12th Street S
east of Long Bridge Drive, Crystal Drive, and Long Bridge Drive
and protected and buffered bike lanes along a portion of S Eads
Street west of the site, between 12th Street S and 15th Street S.
There are also signed bicycle routes along 12th Street S west of
Long Bridge Drive. A detailed review of existing and proposed
bicycle facilities and connectivity is provided in a later chapter
of this report.
In the vicinity of the site, most sidewalks meet the Americans
with Disabilities Act (ADA) standards and standards
recommended by the Arlington Master Transportation Plan.
Anticipated pedestrian routes, such as those to public
transportation stops, retail zones, nearby residential areas, and
community amenities, provide well-connected pedestrian
facilities. A detailed review of existing and proposed pedestrian
access and infrastructure is provided in a later chapter of this
report.
Overall, the site is surrounded by an extensive local
transportation network that allows for efficient transportation
options via transit, bicycle, walking, or vehicular modes.
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Figure 8: Major Local Transportation Facilities
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Car-sharing
Two car-sharing companies provide service in Arlington: Zipcar
and Free2Move. These services are private companies that
provide registered users access to a variety of automobiles.
Zipcar has designated spaces for their vehicles. One (1) Zipcar
location is located within a quarter mile of the site. This
location and the number of available vehicles is listed in Table
1.
Car-sharing is also provided by Free2Move, which provides
point-to-point car sharing. Unlike Zipcar, which requires two-
way trips, Free2Move can be used for one-way rentals.
Free2Move currently has a fleet of vehicles located throughout
Arlington County and the District. Free2Move vehicles may
park in any non-restricted metered curbside parking space or
Residential Permit Parking (RPP) location in any zone
throughout the defined “Home Area”. Members do not have to
pay meters or pay stations. Free2Move does not have
permanent designated spaces for their vehicles; however,
availability is tracked through their website and mobile phone
application, which provides an additional option for car-sharing
patrons.
E-Scooters and Dockless E-Bicycles
Eight (8) electric-assist scooter (e-scooter) and electric-assist
bicycle (e-bike) companies provide Shared Mobility Device
(SMD) service in Arlington County: Bird, Bolt, JUMP, Lime, Lyft,
Razor, Skip, and Spin. These SMDs are provided by private
companies that give registered users access to a variety of e-
scooter and e-bike options. These devices are used through
each company-specific mobile phone application. Many SMDs
do not have designated stations where pick-up/drop-off
activities occur like with Capital Bikeshare; instead, many SMDs
are parked in public space, most commonly in the “furniture
zone” (the portion of sidewalk between where people walk and
the curb, often where you’ll find other street signs, street
furniture, trees, parking meters, etc.). At this time, SMD
pilot/demonstration programs are underway in Arlington
County, the District, Fairfax County, the City of Alexandria, and
Montgomery County.
Walk Score and Bike Score
Walkscore.com is a website that provides scores and rankings
for the walking, biking, and transit conditions for an area. This
project site is located in an area that has a walk score of 84 (or
“Very Walkable”), transit score of 75 (or “Excellent Transit”),
and a bike score of 84 (or “Very Bikeable”). Figure 9 shows the
neighborhood borders in relation to the site location and
displays a heat map for walkability and bikeability.
The site is situated in an area with a “very walkable” walk score
because of the abundance of neighborhood serving retail
locations, where daily errands can be completed by walking.
The proposed development is located in an area with an
“excellent transit” transit score because of its proximity to the
Pentagon City Metro Station and the Crystal City Metro Station
as well as its proximity to other bus lines.
The site is situated in an area with a “very bikeable” bike score
due to its proximity to low volume roadways, a number of bike
lanes and trails, including the Mount Vernon Trail, and flat
topography.
Carshare Location Number of Vehicles
Zipcar
1221 S Eads Street 1 vehicle
Total 1 vehicle
Table 1: Carshare Locations
Figure 9: Summary of Walkscore and Bikescore
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FUTURE PROJECTS There are several County-wide initiatives, local initiatives, and
planned improvements located in the vicinity of the site. These
planned projects are summarized below.
County-wide Initiatives
Arlington Master Transportation Plan (2011)
The Arlington County Master Transportation Plan (MTP),
adopted in 2011 and updated in 2019, outlines goals to
improve various modes of transportation throughout the
County. The MTP identifies goals and objectives for each mode
to improve safety and access for all users, particularly for
pedestrians, bicyclists, and transit users. The Arlington Master
Transportation Plan’s recommended policies for transportation
in the County that apply to the 101 12th Street development are
outlined as follows:
▪ Streets (2016) – The County will address the street system
and enhance the transportation network by: (1) Utilizing
the plan’s street typology to guide street planning and
ensure each street type supports the general policies of
complete streets and adjacent land uses; (2) Including
appropriate facilities to meet and balance the needs of all
modes; (3) Constructing/converting some local streets to a
pedestrian priority or a shared street; (4) Accommodating
travel growth through shifts to non-auto modes; (5)
Designing streets to favor lower vehicular speeds; and (6)
Maintaining a grid-style network to enhance connectivity.
The planned improvements included in the MTP in the
vicinity of the site are shown in Figure 10.
▪ Transit (2016) – The County will address the transit system
by: (1) Developing a Premium Transit Network of high-
frequency service connecting major destinations; (2)
Operating a Secondary Transit Network of fixed route
services that improves access to destinations across
Arlington; (3) Making transit more accessible and
convenient to all through enhanced facilities and transit-
oriented land use policies; (4) Improving Metrorail services
and stations; and (5) Expanding pedestrian access to
transit facilities.
▪ Pedestrian (2011) – The County will address the pedestrian
system by: (1) Completing the walkway network with
appropriate facilities on both sides of arterial streets and
at least one side of neighborhood streets; (2) Upgrading
existing pedestrian facilities to comply with current
standards; (3) Implementing measures aimed at changing
motorist behavior to manage vehicular speed and
minimize vehicle/pedestrian conflicts; and (4) Developing
strategies to encourage more people to walk.
▪ Bicycle (2019) – The County will address the bicycle system
by: (1) Making existing streets safer and more comfortable
for bicycling by all users; (2) Expanding travel safety
education programs; (3) Providing a network of low-traffic-
stress bicycle routes that connect all land uses; (4)
Accommodating bicycle infrastructure as part of all street
improvement projects; (5) Establishing bicycles as a
mainstream travel mode; and (6) Encouraging bicycle
facilities, including parking, showers, and lockers. The
improvements planned for the bicycle facilities
surrounding the site as part of the Plan are shown in Figure
11.
▪ Parking and Curb Space (2009) – The County will address
the parking system by: (1) Prioritizing the use of curb
space, matching the various types of uses to the most
appropriate locations; (2) Promoting on-street parking
within residential neighborhoods and on commercial
streets to calm traffic; (3) Ensuring the minimum parking
needs are met and limit excessive parking; (4) Discouraging
off-street surface parking; and (5) Allowing reduced
parking space requirements for new developments in close
proximity to frequent transit service and requiring
enhanced TDM measures.
▪ Transportation Demand Management (2008) – The County
will address transportation demand management by: (1)
Incorporating comprehensive TDM plans for all site plans
to minimize vehicular trips and maximize the use of other
modes; (2) Exploring strategies and incentives to achieve
TDM measures in existing private buildings; and (3)
Applying TDM programs to non-work travel, as well as
commuting, through marketing strategies.
A number of elements in the proposed development are
consistent with these policies:
▪ Streets:
o 10th Street S will be extended to 12th Street S and is
envisioned to be an urban, tree-lined street that
provides a safe pedestrian environment and
accommodates multiple modes.
▪ Pedestrian:
101 12th Street S MMTA
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o Improvements to the adjacent sidewalks.
▪ Bicycle:
o Short-term bicycle parking will be provided along the
perimeter of the site.
o Bike rooms will be provided on-site, to include secure,
long-term parking, showers, and lockers.
▪ Parking and Curb Space:
o On-site parking will be located in an off-street, below-
grade parking garage.
o The proposed development will take advantage of
underutilized parking in an adjacent property to limit
excessive parking.
▪ Transportation Demand Management:
o A TMP will be implemented for the development to
discourage auto travel and encourage the travel by
other modes.
The MTP also identifies the following recommendations in the
vicinity of the 101 12th Street S development:
▪ Transit:
o Expansion of the Crystal City/Potomac Yard transitway
into Pentagon City, currently in the vicinity of the
development site.
▪ Bicycle:
o Bi-directional, protected bike lanes along Army Navy
Drive from S Joyce Street to 12th Street S.
o Construct an off-street cycle track connecting the
planned Army Navy Drive protected bike lane at 12th
Street S to 18th Street S and the Crystal City Metrorail
station.
o Reconstruct 18th Street S between Richmond Highway
(Rt. 1) and Crystal Drive to include an enhanced on-
street bicycle facility and improve the connection with
the Crystal City Connector Trail.
In direct relation to the 101 12th Street S development, these
recommendations would create additional multi-modal
capacity and connectivity to/from the site.
Local Initiatives
Crystal City Sector Plan (2010)
The Crystal City Sector Plan, adopted in 2010, outlines the
vision to transform Crystal City with more ground floor retail,
high-quality office space, and more housing options through
improvements to existing street, sidewalk, and bicycle
networks. The key transportation-related goals of the Sector
Plan include:
▪ Creating a high-quality public realm that strengthens the
sense of community
▪ Providing a mix of office, residential, retail, cultural, and
civic uses
▪ Preserving the integrity of the single-family neighborhoods
▪ Enhancing multimodal access and connectivity
The 101 12th Street S development is consistent with the
outlined goals. The development includes ground floor retail
and high-quality office space and provides ample bicycle
accommodations on-site. Additionally, recommendations in the
Sector Plan may positively impact the connectivity of the
development to the surrounding areas. Recommendations
include a new 10th Street S connection between existing 10th
Street S and 12th Street S, bike lanes on 12th Street S and Long
Bridge Drive, cycle tracks on S Clark Street, and signed bicycle
routes on 15th Street S.
Crystal City Multimodal Transportation Study (2010)
The Crystal City Multimodal Transportation Study is a
supporting document of the Crystal City Sector Plan that
further evaluates the existing and future multimodal
transportation network in Crystal City. The study highlights
recommendations to improve accommodations for all travel
modes, including a Complete Streets program, with
recommendations for sidewalks, crosswalks, bicycle lanes,
transit facilities, on-street parking, and left-turn lanes.
Given that the 101 12th Street S development is located in
Crystal City along 12th Street S, multiple recommendations are
made near the development. The study recommends: (1) 5-
foot wide bicycle lanes on Crystal Drive, (2) 7- to 8-foot wide
parallel parking lanes on sections of 12th Street S and Crystal
Drive, and (3) construction of a cycle track along S Clark Street
between 12th Street S and 27th Street S.
22202 Study (2016)
In response to community concerns regarding the development
impacts in Crystal City and Pentagon City, Arlington County
completed a study including transportation material, data, and
plans for the 22202 Zip Code. The study presents data on past,
present, and projected vehicular traffic and multimodal trends
for the entire zip code. Among the data presented in the report
is the Journey to Work Mode Split information by census tract,
101 12th Street S MMTA
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which shows a 35% auto mode split in the Crystal City area and
a 28% auto mode split in the Pentagon City area, which
supports the mode splits assumed in this report.
Neighborhood Conservation Program (1964)
The Neighborhood Conservation Program, established in 1964,
was created to improve and enhance Arlington neighborhoods.
The goal of the program is to encourage residents to discuss
and share ideas for improving the neighborhoods in which they
reside. The program also provides funding for a variety of
improvements, such as the installation of sidewalks, curbs and
gutters, streetlights, and signs. Each neighborhood decides to
develop a plan and when it is ready to initiate the update
process; each plan typically serves a community for 10 years.
The 101 12th Street S development is not located within a
neighborhood that has a Conservation Plan.
Planned Improvements
South Eads Street Complete Street (2014)
Arlington County began implementing a S Eads Street complete
streets project between 15th Street S and 23rd Street S in 2014.
This project included the conversion of the four-lane roadway
into three lanes, with two through vehicular travel lanes, a
center two-way left turn lane, and new protected bike facilities.
Pedestrian crossings were improved, and parking lanes were
reconfigured. The next phase of the project includes
improvements along S Eads Street between 12th Street S and
Army Navy Drive.
In direct relation to the 101 12th Street S development,
improvements will include a new protected bike lane, sidewalk,
streetscape and lighting near the development on S Eads
Street, improving the multimodal connectivity to/from the site.
South Eads Street Protected Bike Lanes Extension (2019)
As part of the Metropolitan Park 6, 7, 8 development,
provisions were made for new protected bike lanes on both
sides of S Eads Street from 12th Street S to 15th Street S.
Additionally, the intersection of S Eads Street and 15th Street S
will be reconfigured as a protected intersection, which provides
physical separation between bicycles and vehicles. Protected
intersections include elements such as corner islands that
create queuing space for bicycles, bike lane setbacks which
improve sight lines, and pedestrian islands which reduce
pedestrian crossing distances and provide queuing space for
pedestrians.
In direct relation to the 101 12th Street S development,
improvements will include a new protected bike lane in the
vicinity of the development on S Eads Street, improving the
multimodal connectivity to/from the site.
Crystal Drive/12th Street S Rectangular Rapid-Flashing Beacon
(RRFB) (2019)
Per discussions with County staff, a Rectangular Rapid-Flashing
Beacon (RRFB) is planned at the intersection of Crystal
Drive/12th Street S. The project will improve pedestrian
connectivity and comfort along 12th Street S and Crystal Drive.
In direct relation to the 101 12th Street S development, this
project will improve pedestrian connectivity and comfort
between the development site and the rest of Crystal City.
Army Navy Drive Complete Street (2017)
Army Navy Drive Complete Street is a project by Arlington
County to improve Army Navy Drive between S Joyce Street
and 12th Street S for all modes of travel; to be complete by
2022.
In direct relation to the 101 12th Street S development, this
project includes a physically separated two-way bicycle lanes
along the south side of Army Navy Drive, shorter and safer
pedestrian crossings, and will accommodate future dedicated
transit lanes. Vehicular travel lanes will be reduced where
appropriate and will be narrowed for a slower urban context.
The project will also extend the Crystal City/Potomac Yard
Transitway into Pentagon City by adding one dedicated transit
lane in each direction along Army Navy Drive between S Joyce
Street and S Hayes Street. The existing raised medians will be
re-built as planted medians.
12th Street South Complete Street (2016)
This project is planned in conjunction with the Crystal City
Potomac Yard Transitway extension and will include
landscaping, sidewalk, curb ramp, crosswalk, and lighting
improvements. New transportation facilities include dedicated
center-running transit lanes, shared bike lanes west of Army
Navy Drive, and a two-way cycle track east of Army Navy Drive.
In direct relation to the 101 12th Street S development site,
plans for the 12th Street S Complete Street project show
dedicated center-running transit lanes extending across S Eads
Street to the section of 12th Street S along the proposed
development site frontage, to connect to the Pentagon City
Metro Station. The dedicated transit lanes will likely require
101 12th Street S MMTA
27 February 21, 2020
adjustments to the signal operations at the intersections at S
Eads Street, S Fern Street, and S Hayes Street.
Transitway Extension to Pentagon City (2019)
This project is the planned extension of the Crystal City
Potomac Yard Transitway north and west into Pentagon City. It
will add 1.1 miles to the existing 4.5-mile transitway, providing
high-frequency, premium transit service between the Braddock
Road Metrorail station and the Pentagon City Metrorail station.
As part of the Crystal Drive segment of the project, the project
will add curbside rush hour bus-only lanes from 15th Street S to
12th Street S and Long Bridge Drive. The project will also add
two (2) new transitway stations. One station will be located on
the east side of Crystal Drive at 15th Street S and one station
will be located on the north side of 12th Street S at Long Bridge
Drive. Construction of the Crystal Drive segment will be
coordinated with the 12th Street S Complete Street project in
2021/2022.
In direct relation to the 101 12th Street S development, the
project will include two (2) transitway stations within a quarter-
mile, creating additional transit connectivity to/from the
development site. The
15th Street South/South Clark-Bell Street Realignment (2010)
The Crystal City Sector Plan and Crystal City Multimodal
Transportation Study recommend improvements to 15th Street
S to improve vehicular and pedestrian safety and conditions. In
accordance with these recommendations, 15th Street S
between Crystal Drive and S Clark Street and S Bell Street will
ultimately be realigned such that a 3/4-acre garden park is
created in the median. The project also includes improvements
to S Clark-Bell Street, including traffic signals, street lighting,
crosswalks, a northbound bike lane, street trees, and wider
sidewalks. The project is currently in the design stage, with
construction date to be determined.
In direct relation to the 101 12th Street S development, the
project will improve the navigability of Crystal City by
converting S Clark-Bell Street from a one-way grade-separated
roadway to a two-way at-grade roadway.
I-395 HOT Lanes Extension (2016)
This project is the planned 8-mile extension of the I-395
Express Lanes from Turkeycock Run near Edsall Road to near
Eads Street in Arlington; to be complete in fall 2019. The
Express lanes currently consist of two reversible high-
occupancy vehicle (HOV) lanes. These lanes will be converted
to reversible high-occupancy toll (HOT) lanes, a third lane will
be added, and the existing on-/off-ramps at S Eads Street will
be converted to a reversible ramp. Vehicles with three or more
occupants can use these HOT lanes at no cost, while vehicles
with fewer than three occupants can use the lanes by paying a
variable toll.
In direct relation to the 101 12th Street S development, this
project will create new travel options for single-occupancy
vehicles, install an active traffic management system for more
efficient traffic flow, and improve connections between the
HOT lanes and Pentagon City/Crystal City.
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Figure 10: Street Typology (Source: Arlington Master Transportation Plan, 2011)
101 12th Street S MMTA
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Figure 11: Existing and Planned Bike Facilities (Source: Arlington Master Transportation Plan, 2019)
101 12th Street S MMTA
30 February 21, 2020
PROJECT DESIGN
This chapter reviews the transportation components of the 101
12th Street S development, including the proposed site plan and
access points. It includes descriptions of the site’s vehicular
access, loading, parking, bicycle, and pedestrian facilities.
The proposed development site is located in the Crystal City
area of Arlington, Virginia and is bounded by an 10th Street S to
the north, CSX tracks to the east, 12th Street S to the south, and
a commercial property to the west. The site location is shown
in Figure 2. The proposed site plan for the redevelopment is
shown in Figure 6.
The proposed development will include redeveloping the
existing park into one mixed-use buildings with a total of
approximately 234,500 square feet of office space and 5,200
square feet of neighborhood-serving ground floor retail.
Below-grade parking with approximately 68 parking spaces will
be accessible from a driveway on the 10th Street S roundabout
on the north frontage of the site. The below-grade garage in
the neighboring 201 12th Street S building will serve as
additional off-site parking for the 101 12th Street S
development. A total of 50 long-term bicycle parking spaces for
office use and one (1) long-term bicycle spaces for retail
employee use will be provided in the below-grade garage. A
total of 12 short-term bicycle parking spaces for office use and
two (2) short-term bicycle spaces for retail use will be located
around the perimeter of the site.
ADJACENT AND INTERNAL ROADWAYS Consistent with the Crystal City Sector Plan, the proposed
development will provide improved multimodal infrastructure
along the adjacent and internal roadways.
10th Street S
As part of the proposed development, 10th Street S will be
extended from the existing 10th Street S roundabout to 12th
Street S, fronting the site on its west side. 10th Street S is
envisioned to be an approximately 50-foot wide, urban, tree-
lined street that provides a safe pedestrian environment and
accommodates multiple modes. The wide sidewalks on both
sides contribute to this. Figure 12 shows the typical cross-
section and design elements that can be expected along 10th
Street S as part of the proposed development.
12th Street S
As part of the proposed development, 12th Street S will be
improved from the new 10th Street S to Crystal Drive. 12th
Street S is envisioned to be an approximately 80-foot wide,
urban, tree-lined street that provides a safe pedestrian
environment and accommodates multiple modes. Streetscape
elements that contribute to this include a bike lane on the
south side of 12th Street S, street parking on both sides, and
wide sidewalks. The proposed development will improve the
sidewalk along the north side of the street by providing a 5.5-
foot tree area, and 8-foot sidewalk, and a 5.5-foot flex zone.
Figure 13 shows the typical cross-section and design elements
that can be expected along 12th Street S as part of the
proposed development.
101 12th Street S MMTA
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Figure 12: Typical Cross-Section of 10th Street S
101 12th Street S MMTA
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Figure 13: Typical Cross-Section of 12th Street S
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SITE ACCESS AND CIRCULATION Pedestrian Access
As shown in Figure 14, the primary pedestrian access to the
office and retail components will occur primarily off of 12th
Street S, with additional access points at the rear of the
building. A circulation plan showing expected pedestrian routes
is shown in Figure 15.
Bicycle Access
Bicycle access to the secure long-term bicycle parking on the
basement level will be from an entrance at the rear of the
building on the 10th Street S roundabout, via 10th Street S.
Short-term bicycle parking spaces will be placed along the
perimeter of the site, along 12th Street S and the 10th Street S
roundabout. Bicycle access to the site is primarily expected to
occur via 12th Street S for both office and retail use. A
circulation plan showing expected bicycle routes is shown in
Figure 15.
Vehicular Access
Vehicular access to the below-grade garage will be provided
along the 10th Street S roundabout north of the site via 10th
Street S. Access to the loading facilities on the west side of the
site on 10th Street S will be accessed primarily via Long Bridge
Drive and 12th Street S. Access to the below-grade garage and
loading facilities is shown on Figure 14. A circulation plan
showing expected vehicular routes is shown in Figure 15.
Additionally, the below-grade garage in the neighboring 201
12th Street S building will serve as additional off-site parking for
the proposed development. This garage is accessible via Long
Bridge Drive and 10th Street S.
LOADING Per the Zoning Ordinance, the following outlines the loading
facility requirements for land uses of the development:
▪ Office
Buildings with over 6,000 square feet of office space are
required to provide one (1) loading space.
▪ Retail
Buildings with over 3,000 square feet of retail space are
required to provide one (1) loading space, with one (1)
additional space for more than 15,000 square feet and one
(1) additional space for more than 50,000 square feet.
Per these requirements, the proposed development is required
to provide one (1) loading space for office use and one (1)
loading space for retail use. Consistent with these
requirements, the 101 12th Street S development will provide
one (1) 40-foot loading berth and one (1) 30-foot loading berth.
The number of on-site loading facilities will accommodate the
practical needs of the site.
Figure 6 shows the locations of the loading berths and
service/delivery spaces within the building.
PARKING Based on the Arlington County Zoning Ordinance, the following
outlines the vehicular parking requirements for the proposed
development:
▪ Office
One (1) space per 250 square feet of floor area on the first
floor, one (1) space per 300 square feet of floor area
located in the basement or on the 2nd through 5th floors,
and one (1) space per 400 square feet of floor area located
above the fifth floor.
▪ Retail
One (1) space per 250 square feet of floor area on the first
floor and one (1) space per 300 square feet of floor area
located elsewhere in the building.
Per the Zoning Ordinance, the proposed development is
required to provide 709 parking spaces for office use and 20
parking spaces for retail use. The proposed development will
provide 68 parking spaces for office use in a below-grade
parking garage located on-site. A summary of the proposed
parking supply by parking type is shown in Table 2.
Table 2: Proposed 101 12th Street S Parking Supply
Parking Supply in 101 12th Street S Garage
Office 68 Spaces
Retail 0 Spaces
Total 68 spaces
The Applicant will meet County standards for providing less
parking than stipulated in the County’s Zoning Ordinance by
providing additional off-site parking in the neighboring 201 12th
Street S below-grade parking garage.
101 12th Street S MMTA
34 February 21, 2020
Additional Off-Site Parking at 201 12th Street S
There are a total of 912 parking spaces in the 201 12th Street S
below-grade garage. Based on information provided by the
Applicant, 657 parking spaces in the 201 12th Street S garage
are being used on a daily basis (based on the number of active
permits in circulation). As such, there are 255 spaces available
in the 201 12th Street S garage, more than needed to satisfy a
ratio of one (1) parking space per 1000 square feet as shown in
Table 3.
Table 3: Proposed Parking Allocation
101 12th Street Parking Allocation
Spaces Required Spaces Provided
101 12th St S 201 12th St S
Office* 235 Spaces 68 spaces 167 spaces
Retail* 6 Space 0 space 6 spaces
Total 241 spaces 68 spaces 173 spaces
*1 space per 1,000 square feet (C-O-Crystal City)
The additional parking demand generated by the 101 12th
Street S development can be accommodated in the available
excess parking in the 201 12th Street S garage.
CURBSIDE MANAGEMENT A review of the existing curbside management was conducted
and is shown on Figure 16. Currently, on-street parking is
provided along both sides of 12th Street S, providing on-street
parking along the south frontage of the site. No additional on-
street parking will be added as part of the proposed
development; however, on-street parking on the north side of
12th Street S will be removed as part of the Transitway
Extension to Pentagon City project. No on-street parking is
proposed along the new 10th Street S.
BICYCLE AND PEDESTRIAN FACILITIES Bicycle Facilities
Bicycle Parking
Per the Standard Site Plan Conditions, the following outlines
the bicycle parking requirements for land uses of the
development:
▪ Office
Provide one (1) long-term space for every 6,000 square
feet of office space; and one (1) short-term space for every
20,000 square feet of office space.
▪ Retail
Provide one (1) long-term space for every 25,000 square
feet of retail space; and two (2) short-term spaces for
every 10,000 square feet of the first 50,000 square feet of
retail space and one (1) additional space for every 12,500
square feet of additional space.
Per these requirements, the proposed development is required
to provide 40 long-term spaces for office. The proposed
development will provide 50 long-term bicycle parking spaces
for office use and one (1) long-term bicycle space for retail
employee use, meeting and exceeding zoning requirements.
Secure long-term bicycle parking for the development will be
located in the bicycle/locker rooms on the basement level of
the building.
Per these requirements, the proposed development is required
to provide 12 short-term spaces for office use and two (2)
spaces for retail use. The proposed development will provide
12 short-term bicycle spaces for office visitor use and two (2)
short-term bicycle spaces for retail use, meeting zoning
requirements. Short-term bicycle parking spaces will be placed
along the perimeter of the site, along 12th Street S and the 10th
Street S roundabout.
Bicycle Showers and Lockers
Per the Standard Site Plan Conditions, the following outlines
the bicycle shower and locker requirements for the office and
retail uses of the development:
▪ Showers
For office/retail buildings between 100,001 square feet
and 300,000 square feet, provide three (3) showers per
gender.
▪ Lockers
For every required employee bicycle parking space, either:
1) A minimum of one (1) clothes storage locker per
gender shall be installed in gender-specific changing
rooms; or
2) A minimum of one (1) clothes locker shall be installed
adjacent to, but outside of changing rooms.
Per these requirements, the proposed development is required
to provide three (3) showers per gender on-site. Consistent
with these requirements, the proposed development will
provide a minimum of three (3) shower per gender.
101 12th Street S MMTA
35 February 21, 2020
Per these requirements, the proposed development is required
to provide 40 lockers on-site. Consistent with these
requirements, the proposed development will provide a
minimum of 40 lockers in the basement level of the building.
Pedestrian Facilities
Pedestrian facilities directly surrounding the site will be
improved along 12th Street S south of the site. These facilities
will provide a more inviting pedestrian environment and
comply with the improvements laid out in the Arlington Master
Transportation Plan. The existing pedestrian facilities around
the site provide a quality walking environment with no
sidewalk width deficiencies.
New pedestrian facilities are expected to meet or exceed
Arlington County requirements with an emphasis on pedestrian
safety and comfort. This includes sidewalks that meet or
exceed the width requirements, crosswalks at all necessary
locations, and curb ramps with detectable warnings.
101 12th Street S MMTA
36 February 21, 2020
Figure 14: Site Access
101 12th Street S MMTA
37 February 21, 2020
Figure 15: Circulation Plan
101 12th Street S MMTA
38 February 21, 2020
Figure 16: Existing Curbside Management
101 12th Street S MMTA
39 February 21, 2020
Figure 17: Proposed Curbside Management
101 12th Street S MMTA
40 February 21, 2020
TRANSIT
This chapter discusses the existing and proposed transit
facilities in the vicinity of the site, accessibility to transit, and
evaluates the overall transit impacts of the project.
The following conclusions are reached within this chapter:
▪ The development has excellent access to transit.
▪ The development is located 0.5 miles from the Crystal City
Metro Station and the Pentagon City Metro Station.
▪ There are six (6) bus stops within a quarter-mile of the site.
These stops are directly served by WMATA (Metrobus),
Metroway, and Arlington Transit (ART), OmniRide, Fairfax
Connector, and Loudoun County Commuter routes.
▪ Future planned transit improvements in the vicinity of the
site include an extension of the transitway as part of the
Transitway Extension to Pentagon City. These will further
improve transit access by providing additional facilities and
connectivity via Metroway.
The site is well-served by numerous transit options under
existing conditions. Combined, these transit services provide
local, citywide, and regional transit connections and link the
site with major cultural, residential, employment, and
commercial destinations throughout the region. Figure 18
identifies the major transit routes, stations, and stops in the
study area.
METRORAIL SERVICE The site is located approximately 0.5 miles from the Crystal City
Metro Station and Pentagon City Metro Station. The Crystal
City Metro station is located south of the development site
between 15th Street S and 18th Street S on S Bell Street. It can
be reached by walking east from the site on 12th Street S and
south on Crystal Drive. The Pentagon City Metro Station is
located west of the site between 12th Street S and 15th Street S
on S Hayes Street. It can be reached by walking west from the
site on 12th Street S. There are sidewalks, curb ramps, and
crosswalks along routes to both Metro stations providing a
quality walking environment to and from the Metro stations.
However, along the route to the Pentagon City Metro Station,
there is a temporary asphalt sidewalk along the north side of
12th Street S, reducing the quality of the walking environment.
The Pentagon City Metro Station and Crystal City Metro Station
serve the Blue and Yellow lines. The average daily ridership at
the Crystal City and Pentagon City stations in 2016 was
approximately 13,000 and 14,000 boardings on weekdays,
respectively, according to the publication Metrorail Average
Weekday Daily Boardings (WMATA, June 2016). The Blue Line
travels north from Springfield, VA to Rosslyn then continues
east to Largo, MD. Trains run approximately every 8 minutes
during the morning and afternoon peak periods. They run
about every 12 minutes during weekday non-peak periods,
every 20 minutes on weekday evenings after 9:30pm, and
every 12-20 minutes on weekends. The Yellow Line travels
north from Huntington, VA to the Pentagon, east to the District
core, and continues north to Greenbelt. Trains run
approximately every 8 minutes during the morning and
afternoon peak periods. They run about every 12 minutes
during weekday non-peak periods, every 20 minutes during
weekday evenings after 9:30pm, and every 12-20 minutes on
weekends.
Figure 20 shows the average annual weekday passenger
boardings for Metro stations in the 22202 Zip Code area from
1977, when the system opened, to 2015. Metrorail ridership in
22202 zip code is down 18% from its peak in 2010 and 2011.
Ridership throughout the entire system is down five percent.
According to the 22202 Transportation Study, three factors
have contributed to the decline in ridership including high
office vacancy rates in Crystal City from Base Realignment and
Closure (BRAC), changes to Blue Line service (Rush Plus/Silver
Line), and an overall decrease in rider satisfaction by Metrorail
users. The decline in boardings at the station near the site
indicates there is available capacity at this station. WMATA has
initiated the Back2Good plan to improve safety, reduce delays,
and build rider confidence in Metrorail. Since its
implementation, Metrorail has reached its highest on-time
performance in the last seven years.
In order to accommodate the projected increase in demand at
the Crystal City Metro Station as a result of redevelopment in
Crystal City, a second entrance is planned for the station. The
new entrance will provide improved access from Crystal Drive,
the VRE station, and the nearby Metroway station. The project
will also include improvements and upgrades to elevator and
lobby facilities at the station. The second entrance is planned
to open in 2025.
101 12th Street S MMTA
41 February 21, 2020
BUS SERVICE A review of the existing Metrobus stops within a quarter-mile
radius of the site, detailing individual bus stop amenities and
conditions, is shown in Table 4. There are six (6) bus stops
within one quarter-mile of the site: four (4) on S Eads Street
and two (2) on 15th Street S. These stops are served by ten (10)
WMATA (Metrobus) routes, two (2) Arlington Transit (ART)
routes, one (1) OmniRide route, one (1) Fairfax Connector
route, and one (1) Loudoun County Commuter Bus route.
Metroway bus service is available from the Pentagon City and
Crystal City Metro stations.
The site is served by several bus lines and routes along multiple
primary corridors. These bus lines connect the site to many
areas of Virginia and the District, including several Metrorail
stations serving all of the six (6) lines. Table 5 shows a summary
of the bus route information for the routes that serve the site,
including service hours, headway, and distance to the nearest
bus stop.
Table 6 presents the average weekday peak hour boarding and
alighting information for the bus stops previously detailed. This
information is based on WMATA ridership data provided by
Arlington County for 2017. Existing peak hour boarding and
alighting information for these bus stops is shown on Figure 20.
Crystal City Potomac Yard Metroway
Metroway is an enhanced bus route that provides a connection
between the Crystal City Metro, Pentagon City Metro, and
Braddock Road Metro, traveling through Pentagon City, Crystal
City, and Potomac Yards. Arlington’s section of Metroway
opened in April 2016 and includes an all-day dedicated transit
lane through Potomac Yard, a peak period transit lane through
Crystal City, and seven new transit stations. The Potomac Yard
Line provides 4.5 miles of service between the Crystal City,
Pentagon City, and Braddock Road Metro stations with faster,
more reliable bus service along the Route 1 corridor, with a
ridership of approximately 2,400 passengers per day.
Metroway buses travel in a dedicated lane adjacent to the site
along Crystal Drive and in other segments; however, there are
also sections of the route in Crystal City and Potomac Yards
where Metroway buses operate in mixed traffic. The nearest
stop to the site is at the corner of 18th Street S and Crystal Drive
for northbound traveling buses and the Crystal City Metro
station for southbound traveling buses.
PLANNED TRANSIT FACILITIES Improvements to transit facilities will be made as part of the
12th Street S Complete Street project and Transitway Extension
to Pentagon City project. As part of the Crystal Drive segment
of the project, the project will add curbside rush hour bus-only
lanes from 15th Street S to 12th Street S and Long Bridge Drive.
The project will also add two (2) new transitway stations; one
on the east side of Crystal Drive at 15th Street S and one on the
north side of 12th Street S at Long Bridge Drive. Planned transit
improvements are shown in Figure 21.
101 12th Street S MMTA
42 February 21, 2020
Figure 18: Existing Transit Service
101 12th Street S MMTA
43 February 21, 2020
Figure 19: Annual Metro Ridership at Pentagon City and Crystal City Metro Stations (Source: 22202 Transportation Study)
101 12th Street S MMTA
44 February 21, 2020
Location Stop ID Buses Served Stop Condition
15th Street & S Eads Street 6000214 10A Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter
15th Street & S Eads Street 6000217 10A, 10N Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter
S Eads Street & Army Navy Drive 6000878 7A, 7F, 7Y, 10N, 22A Sign, ADA Clearance, acceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter
S Eads Street & 15th Street S 6000879 7A, 7F, 7Y, 10N, 22A, OmniRide (L-200)
Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, no shelter
13th Street & S Eads Street 6001375 7A, 7F, 7Y, 10N, 22A, Omniride (L-200)
Sign, no ADA clearance, acceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter
12th Street & S Eads Street 9113 OmniRide (L-200), Loudoun County Commuter
Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter
Crystal Drive & 18th Street S 6000894 10N, 23A, 23B, Metroway
Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule
S Bell Street & 18th Street (Bus Bay B) 6000888 23A, 23B Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule
S Bell Street & 18th Street (Bus Bay C) 6000887 Metroway Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule
S Bell Street & 18th Street (Bus Bay D) 6001219 10N, Metroway Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, shelter, trash receptacle, bike rack, route map, real-time bus schedule
Route Number Route Name Service Hours Headway Walking Distance to
Nearest Bus Stop
10A, 10E, 10N Alexandria-Pentagon Line Weekdays: 5:00AM-2:55AM
30-60 min 0.4 miles, 8 minutes Weekend: 5:30AM-2:55AM
7A, 7F, 7Y Lincolnia-North Fairlington Line Weekdays: 5:09AM-12:18AM
7-30 min 0.3 miles, 7 minutes Weekend: 7:00AM-2:00AM
16A, 16C, 16E Columbia Pike Line Weekdays: 4:57AM-2:39AM
5-25 min 0.4 miles, 8 minutes Weekend: 5:39AM-2:39AM
22A Barcroft-South Fairlington Line
Weekdays: 9:39AM-3:09PM, 8:09PM-10:09PM 30-60 min 0.3 miles, 7 minutes
Weekend: 6:39AM-9:39PM
ART 42 Ballston-Pentagon Line Weekdays: 6:08AM-8:00PM
15-30 min 0.4 miles, 8 minutes Weekend: 7:12AM-7:42PM
ART 87 Pentagon Metro - Army Navy Drive - Shirlington Line
Weekdays: 6:20AM-11:16PM 20-33 min 0.4 miles, 8 minutes
Weekend: 7:28AM-11:28PM
LC Commuter Telos-Arlington/Washington DC Line Weekdays: 6:35AM-8:35AM, 3:10PM-5:23PM
5-70 min 0.3 miles, 7 minutes
599 Pentagon-Crystal City Express Line Weekdays: 6:14AM-8:44AM, 3:32PM-6:02PM
20-35 min 0.4 miles, 8 minutes
L-200 Lake Ridge-Pentagon & Crystal City Weekdays: 6:21AM-7:55AM, 12:24PM-6:49PM
10-30 min 0.3 miles, 6 minutes
Metroway Potomac Yard Line Weekdays: 5:30AM-12:00AM
6-30 min 0.5 miles, 11 minutes Weekend: 6:30AM-12:00AM
Table 5: Bus Route Information
Table 4: Bus Stop Inventory
101 12th Street S MMTA
45 February 21, 2020
Stop Stop ID Routes Served
AM Peak Period PM Peak Period Daily Boardings
Daily Alightings Boardings Alightings Boardings Alightings
15th Street & S Eads Street (EB) 6000214 10A 1.4 0.7 13.3 0.6 21.5 3.2
15th Street & S Eads Street 6000217 10A 0.1 6.6 1.7 2 2.3 17.6
10N 0 0 0 0 0 0
S Eads Street & Army Navy Drive 6000878
7A 0 0 0 0 0 0
7F 0 0 0 0 0 0
7Y 24.4 33.3 0 0 25 35.1
10N 0 0 0 0 0 0
22A 0 0 0.3 0 0.7 0.1
S Eads Street & 15th Street 6000879
7A 0 0 0 0 0 0
7F 0 0 0 0 0 0
7Y 15.5 13.7 0 0 16.7 15.5
10N 0 0 0 0 0 1
22A 0 0 0 0 1.2 0.3
OmniRide NA NA NA NA NA NA
S Eads Street & 13th Street 6001375
7A 0 0 0 0 0 0
7F 0 0 0 0 0 0
7Y 35.6 28.2 0 0 37.9 29.5
10N 0 0 0 0 0.2 0
22A 0 0 0 0 0.3 0.1
OmniRide NA NA NA NA NA NA
12th Street & S Eads Street 9113
OmniRide NA NA NA NA NA NA
Loudoun County
Commuter NA NA NA NA NA NA
Crystal Drive & 18th Street 6000894
10N NA NA NA NA 0 0
23A NA NA NA NA 0 0
23B 0 3 0 2 0 8
MWY 0 14 0 9 1 26
S Bell Street & 18th Street (Bus Bay B)
6000888 23A NA NA NA NA 7 2
23B 6 16 26 15 56 63
S Bell Street & 18th Street (Bus Bay C)
6000887 MWY 3 168 11 142 27 399
S Bell Street & 18th Street (Bus Bay D)
6001219 10N NA NA NA NA 0 0
MWY 165 15 305 9 610 33
WMATA Ridership Data provided by Arlington County
NA: Ridership data unavailable
Table 6: Bus Stop Boarding and Alighting Weekday Information – Peak Hours
101 12th Street S MMTA
46 February 21, 2020
Figure 20: Peak Boardings and Alightings by Stop
101 12th Street S MMTA
47 February 21, 2020
Figure 21: Future Transit Facilities
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48 February 21, 2020
PEDESTRIAN FACILITIES
This chapter summarizes the existing and future pedestrian
access to the site and reviews walking routes to and from the
site.
The following conclusions are reached within this chapter:
▪ The existing pedestrian infrastructure surrounding the site
provides a quality walking environment. There are
sidewalks along the majority of primary routes to
pedestrian destinations with few gaps in the system.
▪ Planned and proposed improvements to the pedestrian
infrastructure surrounding the site will improve pedestrian
comfort and connectivity.
PEDESTRIAN STUDY AREA Pedestrian facilities within a quarter-mile of the site were
evaluated as well as routes to nearby transit facilities, including
routes to the Crystal City Metro Station to the south and the
Pentagon City Metro Station to the west. The site is accessible
to transit options such as the two bus stops along S Eads Street
approximately 0.3 miles west of the site and the Crystal City
Transit Center approximately 0.5 miles from the site. Existing
pedestrian facilities surrounding the site provide comfortable
walking routes to and from nearby transit options.
Figure 22 shows expected pedestrian pathways, walking time
and distances, and barriers or areas of concern. Route 1
bifurcates through Crystal City from north to south. Although
Route 1 is not a full pedestrian barrier, it presents challenges
for pedestrians by limiting east-west connection points to
approximately every 1000 feet. The study area is also bordered
by railroad tracks to the east which limits pedestrian
connectivity to areas to the east such as the Mount Vernon
Trail, and I-395 to the north which limits pedestrian
connectivity to areas to the north of Crystal City.
EXISTING PEDESTRIAN FACILITIES A review of pedestrian facilities surrounding the proposed
development shows that many facilities provide a quality
walking environment. Figure 23 shows a detailed inventory of
the existing pedestrian infrastructure surrounding the site.
Sidewalks, crosswalks, and curb ramps are evaluated based on
the guidelines set forth by the Arlington County, and ADA
standards. Sidewalk and buffer widths and recommendations
are shown in Table 7. It should be noted that the sidewalk
widths shown in Figure 23 reflect the total sidewalk widths
based on observations in the field taken from curb to building,
with pinch points and locations with a clear width of less than
four (4) feet noted.
ADA standards require that curb ramps be provided wherever
an accessible route crosses a curb and must have a detectable
warning. Additionally, curb ramps shared between two
crosswalks is not desired. As shown in Figure 23, under existing
conditions the majority of curb ramps meet ADA standards.
Within the study area, the majority of roadways have existing
sidewalks on both sides, with few deficiencies. The deficiencies
identified during field reconnaissance were some portions of
the sidewalk on the east side of S Eads Street that have a
temporary asphalt sidewalk. All primary pedestrian
destinations are accessible via routes with sidewalks, most of
which meet Arlington County and ADA standards.
Overall, the site is situated within an urban transportation
network, with quality pedestrian access. Figure 24 shows the
existing pedestrian peak hour volumes at study area
intersections. The most heavily-used crosswalk in the study
area is across S Clark Street on the south side of 12th Street S,
most likely a result of the proximity to office buildings within
Crystal City.
PLANNED PEDESTRIAN FACILITIES As a result of the development, pedestrian facilities around the
perimeter of the site will be improved to meet or exceed
Arlington County and ADA standards. This includes
improvements of sidewalks along the site frontage along 12th
Street S that meet or exceed width requirements and provide a
more inviting pedestrian environment. The development will
also create porosity by creating a north-south extension of 10th
Street S along the west frontage of the site that will connect to
the existing 12th Street S south of the site. Additional
improvements will be made as part of the Army Navy Drive
Complete Street project, S Eads Street Complete Street project,
12th Street S Complete Street project, and the Crystal Drive/12th
Street S RRFB project. Planned and proposed pedestrian
improvements are shown in Figure 25.
101 12th Street S MMTA
49 February 21, 2020
Table 7: Sidewalk Recommendations per Arlington County Master Transportation Plan
Street Name Section Minimum Sidewalk
Width
Minimum Sidewalk
Width Met
Sidewalk Width*
Minimum Buffer Width
Minimum Buffer Width Met
Buffer Width*
Long Bridge Drive 6th Street S to 12th Street S 6-12 ft Y 6 ft 6 feet N None
6th Street S Long Bridge Drive to S Ball Street 6-8 ft Y 6 ft 4-6 feet Y 5 ft
10th Street S Long Bridge Drive to S Ball Street 6-8 ft Y 6 ft 4-6 feet Y 5 ft
S Ball Street 6th Street S to 10th Street S 6-8 ft N 5 ft 4-6 feet N None
Army Navy Drive S Eads Street to 12th Street S 6-12 ft N < 5 ft 6 feet N None
12th Street S S Eads Street to Crystal Drive 6-12 ft Y 8 ft 6 feet N None
S Eads Street Army Navy Drive to 12th Street S 6-12 ft N < 5 ft 6 feet N None
S Eads Street 12th Street S to 15th Street S 6-12 ft Y 8 ft 6 feet Y 7 ft
15th Street S S Eads Street to Crystal Drive 10-16 ft Y 12+ ft 6 feet Y None
Crystal Drive 12th Street S to 15th Street S 6-12 ft Y 6 ft 6 feet N 4 ft
Crystal Drive 15th Street S to 18th Street S 10-16 ft Y 12+ ft 6 feet N 4 ft
* Widths based most narrow measurement along either side of roadway section
101 12th Street S MMTA
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Figure 22: Pedestrian Pathways
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Figure 23: Existing Pedestrian Facilities
101 12th Street S MMTA
52 February 21, 2020
Figure 24: 2019 Existing Peak Hour Pedestrian Volumes
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Figure 25: Planned and Proposed Pedestrian Improvements
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54 February 21, 2020
BICYCLE FACILITIES
This chapter summarizes existing and future bicycle access,
reviews the quality of cycling routes to and from the site.
The following conclusions are reached within this chapter:
▪ The site has access to several on- and off-street bicycle
facilities, including bike lanes on Long Bridge Drive, Crystal
Drive, S Eads Street and portions of 12th Street S and 18th
Street S which connect to the Mt. Vernon Trail to the north
and Four Mile Run Trail to the south.
▪ Future planned and proposed projects in the vicinity of the
site include bike lanes along Army Navy Drive, S Eads
Street, and 12th Street S as part of the Army Navy Drive, S
Eads Street, and 12th Street S Complete Street projects.
These will further improve bicycle access and connectivity
by upgrading the bicycle facilities existing on along these
routes.
EXISTING BICYCLE FACILITIES The site has access to several existing on- and off-street bicycle
facilities, including bike lanes on Long Bridge Drive, Crystal
Drive, S Eads Street and portions of 12th Street S and 18th Street
S. There are buffered bike lanes on portions of S Eads Street
south of 12th Street S, shared leans on S Bell Street, and signed
routes along Army Navy Drive, portions 12th Street S, 14th Road
S, and portions of 14th Street S and 18th Street S. Figure 26
shows the existing facilities within the study area. These bike
facilities connect to the Mt. Vernon Trail to the east and Four
Mile Run Trail to the south.
Arlington County publishes an annual Bicycle Comfort Level
Map highlighting the most comfortable bicycle routes
throughout Arlington County. The map uses a rating system of
“perception of comfort” to show which routes are most
comfortable. Routes are rated as ‘Most Comfortable’,
‘Somewhat Comfortable’, ‘Less Comfortable’, ‘Least
Comfortable’, or ‘Prohibited’. The most recent publication of
the map shows bicycle routes in the vicinity of the site rated as
‘Most Comfortable’ and ‘Somewhat Comfortable’. Long Bridge
Drive, 12th Street S between Long Bridge Drive and Crystal
Drive, and Crystal Drive between 12th Street S and 15th Street S
are rated as ‘Most Comfortable’ within the study area.
No bicycle parking is provided along the perimeter of the site
under existing conditions. Short-term bicycle racks are available
at the Pentagon City Metro Station and Crystal City Metro
Station.
Capital Bikeshare
In addition to personal bicycles, the Capital Bikeshare program
provides additional cycling options for residents and patrons of
the proposed development. The Bikeshare program has placed
over 550 Bikeshare stations across Washington, DC, Arlington
County, VA, City of Alexandria, VA, Montgomery County, MD,
Fairfax County, VA, Prince George’s County MD, and most
recently the City of Falls Church, VA, with over 4,300 bicycles
provided. There are two (2) existing Capital Bikeshare stations
with 12 available bicycle docks within a quarter-mile of the site,
located along 15th Street S and Long Bridge Drive. There are
four (4) additional stations are located within one half-mile of
the site.
E-Scooters and Dockless E-Bicycles
Eight (8) electric-assist scooter (e-scooter) and electric-assist
bicycle (e-bike) companies provide Shared Mobility Device
(SMD) service in Arlington County: Bird, Bolt, JUMP, Lime, Lyft,
Razor, Skip, and Spin. These SMDs are provided by private
companies that give registered users access to a variety of e-
scooter and e-bike options. These devices are used through
each company-specific mobile phone application. Many SMDs
do not have designated stations where pick-up/drop-off
activities occur like with Capital Bikeshare; instead, many SMDs
are parked in public space, most commonly in the “furniture
zone” (the portion of sidewalk between where people walk and
the curb, often where you’ll find other street signs, street
furniture, trees, parking meters, etc.). At this time, SMD
pilot/demonstration programs are underway in Arlington
County, the District, Fairfax County, the City of Alexandria, and
Montgomery County.
PLANNED BICYCLE FACILITIES Several of the existing bike facilities have been recommended
by the Arlington Master Transportation Plan and Crystal City
Sector Plan to be upgraded in the future, as shown on Figure
11, including adding bike lanes along Army Navy Drive between
S Joyce Street and 12th Street S, adding bike lanes along S Eads
Street between Army Navy Drive and 12th Street S, and adding
off-street bike facilities along S Clark Street/S Bell Street
between 12th Street S and 18th Street S.
101 12th Street S MMTA
55 February 21, 2020
The recently adopted Bicycle Element of the Arlington Master
Transportation Plan identifies 15th Street S as a Primary
Bicycling Corridor. The plan makes the following
recommendations:
▪ Bi-directional, protected bike lanes along Army Navy Drive
from S Joyce Street to 12th Street S.
▪ Construct an off-street cycle track connecting the planned
Army Navy Drive protected bike lane at 12th Street S to 18th
Street S and the Crystal City Metrorail station
▪ Reconstruct 18th Street S between Richmond Highway
(Route 1) and Crystal Drive to include an enhanced on-
street bicycle facility and improve the connection with the
Crystal City Connector Trail. This is also identified in the
Crystal City Sector Plan.
Several bicycle infrastructure improvements are planned in the
study area as parts of other planned projects:
▪ As part of the Army Navy Drive Complete Street project,
buffered two-way bike lanes will be installed along the
south side of Army Navy Drive.
▪ As part of the S Eads Street Complete Street project,
buffered bike lanes will also be installed on both sides of S
Eads Street from Army Navy Drive to 12th Street S.
▪ As part of the S Eads Street Protected Bike Lanes
Extension, protected bike lanes will be installed along both
sides of S Eads Street from 12th Street S to 15th Street S and
the S Eads Street and 15th Street S intersection will be
reconfigured as a protected intersection.
▪ As part of the 12th Street S Complete Street project, shared
lanes are planned from S Eads Street to S Clark Street/Long
Bridge Drive, connecting to the existing bike lanes on
Crystal Drive south of the site.
▪ As part of the 12th Street S/S Clark-Bell Street Realignment
project, separated lanes will be installed along the west
side of S Clark Street.
The proposed development will include both short- and long-
term bicycle parking spaces. The proposed development will
provide 12 short-term bicycle spaces for office use and two (2)
short-term bicycle spaces for retail use, meeting zoning
requirements. The proposed development will provide 50 long-
term bicycle parking spaces for office use and one (1) long-term
bicycle spaces for retail employee use, meeting and exceeding
zoning requirements. Secure long-term bicycle parking for the
development will be located on the basement level of the
building. Short-term bicycle parking spaces will be placed along
the perimeter of the site, along 12th Street S and the 10th Street
S roundabout. The proposed development will provide a
minimum of three (3) showers per gender and 40 lockers in the
basement level of the building, meeting zoning requirements.
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Figure 26: Existing Bicycle Facilities
101 12th Street S MMTA
57 February 21, 2020
Figure 27: Future Bicycle Facilities
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TRAVEL DEMAND ASSUMPTIONS
This chapter outlines the transportation demand of the
proposed 101 12th Street S development. It reviews the
expected mode splits, multimodal trip generation, and the trip
distribution and routing assumptions, which forms the basis for
the chapters that follow.
MODE SPLIT METHODOLOGY Mode split (also called mode share) is the percentage of
travelers using a particular type (or mode) of transportation
when traveling. The main source of mode split information for
this report was based on Census data using Traffic Analysis
Districts (TADs) and data contained in the Crystal City
Multimodal Transportation Study and the WMATA Ridership
Survey.
Office Mode Splits
Office mode splits were primarily based on Census data at the
TAD level for commuters with destinations in the TAD. Figure
28 shows the TAD used in the analysis in relation to the
proposed development and Figure 29 shows the origins of
driving commuters with destinations in the project TAD. Table
8 summarizes the data that was used to establish the office
mode split assumptions for this report.
Table 8: Summary of Office Mode Split Data
Information Source
Mode
SOV Carpool Transit Bike/ Walk
Telecommute/ Other
State of the Commute 2016 (of District employees)
38% 6% 45% 6% 5%
Crystal City Multimodal Transportation Study (Table 3.7)
39% AM / 50% PM
27% 28% ---
Crystal City Multimodal Transportation Study (Figure 3.4)
--- 46% - 50%
--- ---
WMATA Ridership Survey (Suburban Inside the Beltway)
66% 30% 6% ---
WMATA Ridership Survey (Suburban outside the Beltway)
89% 11% 0% ---
Neighborhood Retail Mode Splits
Neighborhood retail mode splits were primarily based on
information contained in WMATA’s 2005 Development-Related
Ridership Survey. Table 9 summarizes the data that was used to
establish the neighborhood retail mode split assumptions for
this report.
Table 9: Summary of Neighborhood Retail Mode Split Data
Information Source
Mode
SOV Carpool Transit Bike/ Walk
Telecommute/ Other
WMATA Ridership Survey (Crystal City Shops)
27% 37% 36% ---
WMATA Ridership Survey (Crystal Plaza Shops)
24% 41% 35% ---
The site has multiple bus stops in the vicinity and two (2) Metro
stations near the site. It is expected that a significant portion of
trips will be by Metrorail, bus, bicycle, or on foot during the
morning and afternoon peak hours, rather than by personal
vehicle. Based on this, the auto mode splits for the
development were determined to be 30% for the office
component and 5% for the neighborhood-serving retail
component. The proposed mode splits were vetted and
approved by Arlington County during the scoping process.
Table 10 shows the mode split for the development.
Table 10: Summary of Mode Split Assumptions by Land Use
TRIP GENERATION METHODOLOGY Weekday peak hour trip generation is calculated based on the
methodology outlined in the Institute of Transportation
Engineers’ (ITE) Trip Generation, 10th Edition.
Office trip generation is based on the development program of
234,500 square feet. Office trip generation was calculated
based on ITE Land Use 710 (General Office Building), using the
setting/location of Center City Core, splitting trips into different
modes using assumptions outlined in the mode split section of
this report.
Land Use Mode
Auto Transit Bike Walk
Office 30% 54% 6% 10%
Neighborhood Retail 5% 15% 5% 75%
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Neighborhood retail trip generation is based on the
development program of 5,200 square feet of neighborhood-
serving ground floor retail. Retail trip generation was calculated
based on ITE’s baseline vehicular trips for Land Use 820
(Shopping Center), using the setting/location of General
Urban/Suburban (limited data is available for person trips),
splitting trips into different modes using assumptions outlined
in the mode split section of this report.
A summary of the multi-modal trip generation for the overall
development is shown in Table 11 for the weekday morning
and weekday afternoon peak hours. Detailed trip generation
calculations are included in the Technical Appendix.
Table 11: Multi-Modal Trip Generation
Mode Land Use Development
Size AM Peak Hour PM Peak Hour
In Out Total In Out Total
Auto Office 234,500 sf 66 veh/hr 10 veh/hr 76 veh/hr 13 veh/hr 65 veh/hr 78 veh/hr
Retail 5,200 sf 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 0 veh/hr 1 veh/hr
Total 66 veh/hr 10 veh/hr 76 veh/hr 14 veh/hr 65 veh/hr 79 veh/hr
Transit Office 234,500 sf 140 ppl/hr 21 ppl/hr 161 ppl/hr 26 ppl/hr 139 ppl/hr 165 ppl/hr
Retail 5,200 sf 0 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 1 ppl/hr 3 ppl/hr
Total 140 ppl/hr 22 ppl/hr 162 ppl/hr 28 ppl/hr 140 ppl/hr 168 ppl/hr
Bike Office 234,500 sf 16 ppl/hr 2 ppl/hr 18 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr
Retail 5,200 sf 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 0 ppl/hr 1 ppl/hr
Total 16 ppl/hr 2 ppl/hr 18 ppl/hr 4 ppl/hr 15 ppl/hr 19 ppl/hr
Walk Office 234,500 sf 26 ppl/hr 4 ppl/hr 30 ppl/hr 5 ppl/hr 26 ppl/hr 31 ppl/hr
Retail 5,200 sf 2 ppl/hr 2 ppl/hr 4 ppl/hr 8 ppl/hr 7 ppl/hr 15 ppl/hr
Total 28 ppl/hr 6 ppl/hr 34 ppl/hr 13 ppl/hr 33 ppl/hr 46 ppl/hr
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Figure 28: Transportation Analysis District (TAD) in Study Area
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Figure 29: Origins of Driving Commuters with Destinations in project TAD
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TRAFFIC OPERATIONS
This chapter provides a summary of an analysis of the existing
and future roadway capacity in the study area for the 2023,
analysis year. Included is an analysis of potential vehicular
impacts of the 101 12th Street S development and a discussion
of potential improvements.
The purpose of the capacity analysis is to:
▪ Determine the existing capacity of the study area
roadways;
▪ Determine the overall impact of the proposed
development on the study area roadways; and
▪ Discuss potential improvements and mitigation measures
to accommodate the additional vehicular trips.
The capacity analysis focuses on the morning and afternoon
commuter peak hours, as determined by the existing traffic
volumes in the study area.
The proposed development is considered to have an impact at
an intersection within the vehicular study area if any of the
following conditions are met:
▪ The overall intersection or any movement operates at LOS
F in the future conditions with the proposed development
where it operates at LOS E or better in the background
conditions without the proposed development;
▪ The overall intersection or any movement operates at LOS
F during the background condition and the delay increases
by more than 10% in the future conditions with the
proposed development; or
▪ If any 95th percentile queue length in the future condition
exceeds the available capacity and increases by more than
150 feet compared to background conditions.
The following conclusions are reached within this chapter:
▪ There are no impacts to study intersections as a result of
the proposed development during the 2023 analysis year.
▪ Overall, this report concludes that the project will not have
a detrimental impact to the surrounding transportation
network.
STUDY AREA, SCOPE, & METHODOLOGY This section outlines the assumptions used to develop the
existing and future roadway capacity analyses, including
volumes, roadway geometries, and traffic operations. The
scope of the analysis contained within this report was
discussed with and approved by Arlington County staff. The
general methodology of the analysis follows national and
Arlington County guidelines on the preparation of
transportation impact evaluations of site development.
Capacity Analysis Scenarios
The vehicular capacity analyses are performed to determine if
the proposed development will lead to adverse impacts on
traffic operations. This is accomplished by comparing future
scenarios: (1) without the proposed development (referred to
as the Background conditions) and (2) with the development
approved and constructed (referred to as the Future
conditions).
Specifically, the roadway capacity analysis examined the
following scenarios:
1. 2019 Existing Conditions
2. 2023 Future Conditions without the development (2023
Background)
3. 2023 Future Conditions with the development (2023
Future)
Study Area
The study area of the analysis is a set of intersections where
detailed capacity analyses are performed for the scenarios
listed above. The set of intersections included are those
intersections most likely to have potential impacts or require
changes to traffic operations to accommodate the proposed
development.
Based on the projected future trip generation and the location
of the site access points, as agreed to in this report’s scoping
agreement, the following intersections were chosen for
analysis:
1. Long Bridge Drive and 10th Street S
2. S Ball Street and 10th Street S
3. 10th Street S and Alley (Roundabout)
4. Long Bridge Drive and Garage Entrance
5. Long Bridge Drive and 12th Street S
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6. Garage Entrance and 12th Street S
7. Crystal Drive and 12th Street S
8. Crystal Drive and 15th Street S
9. 10th Street S/12th Street S (Planned)
10. 10th Street S/Roundabout (Planned)
Figure 7 shows the vehicular study area intersections. Roadway
characteristics, including classification, number of lanes, speed
limit, the presence of on-street parking and average daily traffic
volumes (ADT) are outlined in Table 12.
Table 12: Existing Roadway Network
Roadway Classification* Lanes Speed On-Street Parking ADT**
S Eads Street Major Collector (VDOT)
2-3 30 mph Yes 10,000 Arterial Type B (Arlington)
12th Street S Major Collector (VDOT)
2 25 mph Yes 5,300 East of Eads – Arterial Type B (Arlington)
15th Street S Minor Arterial (VDOT)
2-3 30 mph Yes 15,000 East of Eads – Arterial Type A (Arlington)
Crystal Drive
Major Collector (VDOT)
North of 15th St – Arterial Type B (Arlington)
South of 15th St – Arterial Type A (Arlington) 2-4 30 mph Yes 5,200
Long Bridge Drive
Major Collector (VDOT) 2 25 mph Yes NA
Arterial Type B (Arlington) * From VDOT and Arlington GIS ** VDOT ADT Data from 2018 NA – Data unavailable
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TRAFFIC VOLUME ASSUMPTIONS The following section reviews the traffic volume assumptions
and methodologies used in the roadway capacity analyses.
Existing Traffic Volumes
The existing traffic volumes are comprised of turning
movement count data, which was collected on Wednesday,
February 6, 2019, and Wednesday, April 24, 2019 from 6:30 AM
to 9:30 AM and 4:00 PM to 7:00 PM. The existing turning
movement counts are included in the Technical Appendix.
For all intersections, the weekday morning and weekday
afternoon system peak hours were used. Based on the turning
movement counts, the morning system peak hour was from
8:00 to 9:00 AM and the afternoon system peak hour was from
4:45 to 5:45 PM. The existing peak hour traffic volumes for
intersections within the vehicular study area are shown in
Figure 30.
2023 Traffic Volumes
2023 Background Traffic Volumes (without the proposed
development)
Traffic projections for the 2023 Background Conditions consist
of the existing volumes with the addition of growth along local
roadways in the study area in 2023. This local growth is
accounted for by traffic generated by developments expected
to be completed prior to 2023 (known as background
developments), which is the expected buildout year for the
proposed development.
Background Developments (2023)
Following industry methodologies, a background development
must meet the following criteria to be incorporated into the
analysis:
▪ Be located in the study area, defined as having an origin or
destination point within the cluster of study area
intersections;
▪ Have entitlements; and
▪ Have a construction completion date prior or close to the
proposed development.
Based on these criteria, five (5) developments were included in
the 2023 Background Conditions scenario. These developments
are:
1. 1900 S Eads (Crystal House)
2. Crystal Drive Central District Retail
3. 1770 Crystal Drive Office
4. Century Center
5. Pentagon Centre – Phase 1
The location of the background developments included in the
2023 Background Conditions scenario in relation to the
proposed 101 12th Street S development is shown on Figure 31.
Transportation studies were available for the majority of the
background developments included in the 2023 Background
Conditions. Details on each of the background developments
included in the 2023 Background Conditions are presented
below:
1) 1900 S Eads (Crystal House): Located in the Pentagon City
area and bounded by 18th Street S to the north, S Eads
Street to the east, 22nd Street S to the south, and S Fern
Street to the west, the approved Crystal House
development will raze a portion of an existing parking lot
and redeveloped it with 252 residential dwelling units. The
redevelopment of the Crystal House has an undetermined
completion date; however it was included as a background
development in the 2023 Background Conditions as a
conservative measure. The Crystal House development is
expected to generate 36 weekday AM peak hour vehicle
trips and 44 weekday PM peak hour vehicle trips based on
the Trip Generation Analysis Study prepared by Wells &
Associates dated May 24, 2017.
2) Crystal Drive Central District Retail: Located in the Crystal
City area and bounded by 15th Street S to north, 18th Street
S to the south, S Bell Street to the west, and Crystal Drive
to the east, the approved Crystal Drive Central District
Retail development will improve upon the existing site
with the addition of approximately 5,200 square feet of
office space, 10,300 square feet of retail, 17,500 square
feet of grocery, and a movie theatre with approximately
940 seats. The retail portion will be spread throughout the
block, including a new two-story building at the corner of
18th Street and Crystal Drive, and an expansion to 1550
Crystal Drive to accommodate the proposed grocery. The
expected build out year is 2020. The development is
expected to generate 56 new weekday AM peak hour
vehicle trips and 322 new weekday PM peak hour vehicle
trips based on the Traffic Impact Study prepared by
Gorove/Slade Associates dated October 13, 2017.
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3) 1770 Crystal Drive Office: Located in the Crystal City area
on the northwest corner of the intersection of 18th Street S
and Crystal Drive, the existing 272,000 square foot office
building was vacant when turning movement counts were
collected. As such, vehicular trips were added to the
network to account for the 1770 Crystal Drive Office site
being vacant when turning movement counts were
collected. To determine the number of trips generated by
the vacant office space, ITE’s Trip Generation, 10th Edition
was used, with mode splits based on nearby developments
that have recently been studied. During the AM peak hour
86 vehicle trips were added to the network and during the
weekday PM peak hour 86 vehicle trips were added to the
network.
4) Century Center: Located in the Crystal City area at the
southwest corner of the intersection of Crystal Drive and
23rd Street S, the approved Century Center development
will maintain the existing parking garage and retail on site
and redevelop the existing office space with a new
residential tower containing approximately 300 dwelling
units. The expected build out year was initially projected to
occur in 2019; however, construction has not yet begun.
The Century Center development is expected to generate
53 weekday AM peak hour vehicle trips and 64 weekday
PM peak hour vehicle trips based on the Traffic Impact
Study prepared by Gorove/Slade Associates dated January
10, 2017.
5) Pentagon Centre – Phase 1: Located in the Pentagon City
area and bounded by 12th Street S to the north, S Fern
Street to the east, 15th Street S to the south and S Hayes
Street to the west, Phase 1 the approved Phased
Development Site Plan (PDSP) is currently under
construction. The approved PDSP includes 609,200 square
feet of office, 369,230 square feet of retail, 714 residential
units, and 160 hotel rooms. Phase 1 includes 357,800
square feet of retail, the majority of which is the existing
retail and a Costco Wholesale store, and 714 residential
dwelling units in two (2) buildings. Phase 1 will generate
173 net new weekday AM peak hour vehicle trips and 217
net new weekday PM peak hour vehicle trips based on the
Trip Generation Addendum prepared by Wells &
Associates dated April 2, 2015.
Trips generated by the approved background developments are
included in the Technical Appendix. The traffic volumes
generated by background developments along the network
were added to the existing traffic volumes in order to establish
the 2023 Background traffic volumes. The traffic volumes for
the 2023 Background conditions are shown on Figure 32.
Table 13: Traffic Generated by 2023 Background Developments
Development
Trip Generation
AM Peak Hour PM Peak Hour
In Out Total In Out Total
1900 S Eads (Crystal House) (1)
Total New Vehicle-Trips 11 25 36 26 18 44
Crystal Drive Central District Retail (2) Total New Vehicle-Trips 36 20 56 118 204 322
1770 Crystal Drive Office (3)
Total New Vehicle Trips 75 11 86 14 72 86
Century Center (4)
Total New Vehicle-Trips 10 43 53 42 22 64
Pentagon Centre – Phase 1 (5)
Total New Vehicle Trips 39 134 173 137 80 217
Total Background Trips 171 233 404 337 396 733 (1): Extracted from Crystal House III TIA (05.24.2017) prepared by Wells + Associates. (2): Extracted from Central District Retail Phase I & 1770 Crystal Drive Residential TIS (10.13.2017) prepared by Gorove/Slade Associates. (3): 1770 is currently empty and will be 100% occupied by 2023. Trip Generation was performed to determine the number of trips that will be generated when the offices are fully occupied (4): Extracted from Century Center TIS (01.10.2017) prepared by Gorove/Slade Associates. (5): Extracted from Pentagon Centre PDSP Amendment – Trip Generation Memo (04.02.2015) prepared by Wells + Associates.
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Re-Routed Existing Traffic Volumes
The planned changes to the 201 12th Street S garage access and
circulation will alter existing traffic patterns used for
establishing the 2023 Future Conditions traffic volumes. These
changes will provide full access to the garage entrance on 10th
Street S and right-in-right-out access to the garage entrance on
Long Bridge Drive.
Diagrams showing how existing 201 12th Street garage-bound
trips were re-routed at intersections most likely to be affected
by the changes to the garage access and circulation are
included in the Technical Appendix.
2023 Future Traffic Volumes (with the proposed development)
The 2023 Future Conditions traffic volumes consist of the 2023
Background volumes with the addition of the traffic volumes
generated by the proposed development (site-generated trips).
Thus, the 2023 Future Conditions traffic volumes include traffic
generated by: the existing volumes, background developments,
and the proposed development.
Trip distribution and assignments for site-generated traffic
were primarily determined using existing volumes, anticipated
traffic patterns, and other recent studies conducted in the area.
The destinations of inbound vehicular trips were the access
point to the below-grade parking garage on the 10th Street S
roundabout and the access point to the additional off-site
parking garage on Long Bridge Drive. The origins of outbound
vehicular trips were the access point to the below-grade
parking garage on the 10th Street S roundabout and the access
point from the additional off-site parking garage on 10th Street
S, using similar distribution assumptions as those used for
inbound. A summary of trip distribution assumptions is shown
on Figure 33 for the inbound and outbound distribution
assumptions.
Trip assignments to each garage were determined based on the
following methodology:
(1) An initial 101 12th Street S garage occupancy, at the start of
the morning peak period, was determined based on the
Percent of Daily Traffic per hour data, provided in ITE’s Trip
Generation, 10th Edition, for ITE Land Use 710 (General
Office Building) and applied in-out ratio. Using this, the
initial occupancy of the garage was assumed to be 24
vehicles.
(2) Inbound trips were assigned to each garage based on an
assumed occupancy threshold for the 101 12th Street S
garage, at which point trips were assigned to the 201 12th
Street S garage. This occupancy threshold was assumed to
be 85% (58 vehicles).
(3) Inbound trips were assigned to the 101 12th Street S garage
until the 85% occupancy threshold was met, then the
remaining trips were assigned to the 201 12th Street S
garage.
(4) For afternoon peak period outbound trips, the number of
site-generated vehicles in each garage was determined
based on the ITE Percent of Daily Traffic per hour data and
an applied in-out ratio. Outbound trips were then assigned
proportionally to the number of vehicles in each garage.
Trip distribution and assignment assumptions were vetted and
approved by Arlington County and VDOT. Based on the trip
distribution and assignment assumptions, site-generated trips
were distributed though the study area intersections. The site-
generated traffic volumes for the 2023 build-out year are
shown on Figure 34. The 2023 Future Conditions traffic
volumes, which are comprised of existing volumes, background
developments, and the proposed development are shown on
Figure 35.
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Figure 30: 2019 Existing Peak Hour Traffic Volumes
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Figure 31: Future Background Developments
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Figure 32: 2023 Background Peak Hour Traffic Volumes (without the proposed development)
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Figure 33: Inbound and Outbound Trip Distribution
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Figure 34: 2023 Primary Site-Generated Peak Hour Traffic Volumes
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Figure 35: 2023 Future Peak Hour Traffic Volumes (with the proposed development)
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GEOMETRY AND OPERATIONS ASSUMPTIONS The following section reviews the roadway geometry and
operations assumptions made and the methodologies used in
the roadway capacity analyses.
2019 Existing Geometry and Operations Assumptions
The geometry and operations assumed in the existing
conditions scenario are those present when the main data
collection occurred. Gorove/Slade made observations and
confirmed the existing lane configurations and traffic controls
at the intersections within the study area. Existing signal
timings and offsets were obtained from Arlington County and
confirmed during field reconnaissance.
A description of the roadways within the study area is
presented below in Table 12. The existing local roadway
network including lane configurations and intersection control
is detailed in and illustrated in Figure 36.
2023 Background Geometry and Operations Assumptions
(without the proposed development)
Following industry standard methodologies, a background
improvement must meet the following criteria to be
incorporated into the analysis:
▪ Be funded; and
▪ Have a construction completion date prior or close to the
proposed development.
Based on these criteria, several geometry and operational
changes were included in the 2023 Background scenario.
Roadway improvements that are part of the Transitway
Extension to Pentagon City project were incorporated into the
2023 Background Conditions scenario.
Transitway Extension to Pentagon City
The Transitway Extension to Pentagon City project includes the
following changes to roadway geometry and operations to 12th
Street S:
(1) The reconfiguration of the 12th Street S and S Clark
Street/Long Bridge Drive intersection. This includes
the conversion of the westbound approach from one
left-turn lane and one thru/right lane to one left-turn
lane, one thru lane, and one right-turn lane.
(2) The reconfiguration of the 12th Street S and Crystal
Drive intersection. This includes the conversion of the
northbound approach from one thru lane to two thru
lanes.
(3) The reconfiguration of the 15th Street S and Crystal
Drive intersection. This includes the conversion of the
northbound approach from two left-turn lanes and
one thru lane to two left-turn lanes and one thru- lane
and one rush hour bus-only thru lane.
No signal timing changes were made to existing signals. Lane
configurations and traffic controls for the 2023 Background
Conditions are shown in Figure 37.
2023 Future Geometry and Operations Assumptions (with the
proposed development)
The configurations and traffic controls assumed in the 2023
Future Conditions are based on the 2023 Background
Conditions with the addition of the 101 12th Street S
development. Two (2) new and three (3) modified
intersections/access points were added where roadways
associated with the development were added.
The modifications of the roadway network as a result of the
proposed development are as follows:
(1) 12th Street S and 10th Street S is a new intersection that will
provide unsignalized access to the new segment of 10th
Street S. Each intersection approach is configured with the
following:
▪ The eastbound approach will include one left/thru
lane.
▪ The westbound approach will include one thru lane
and one rush hour bus-only thru/right lane.
▪ The southbound approach will include on left/right
lane.
(2) 10th Street S and Roundabout is a new intersection that will
provide unsignalized access to the 10th Street S
roundabout. Each intersection approach is configured with
the following:
▪ The westbound approach will include one left/right
lane.
▪ The northbound approach will include one thru/right
lane.
▪ The southbound approach will include one thru/left
lane.
(3) The reconfiguration of the S Ball Street and 10th Street S
intersection due to the conversion of the 201 12th Street
garage driveway from outbound only to full access. This
includes the following changes:
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▪ The conversion of the eastbound approach from one
left/thru lane to one left/thru/right lane.
▪ The conversion of the westbound approach from one
thru/right lane to one left/thru/right lane.
▪ The conversion of the southbound lane from one
left/right lane to one left/thru/right lane.
(4) The reconfiguration of the 10th Street S and Alley
(Roundabout) intersection to include a new northbound
approach to the roundabout that will provide access to the
site’s below-grade parking garage.
(5) The reconfiguration of the Long Bridge Drive and 201 12th
Street Garage Entrance driveway due to the conversion of
the 201 12th Street garage driveway from inbound only to
right-in/right-out. This includes the addition of a
westbound approach. This approach with include one
right-turn lane.
Lane configurations and traffic controls for the 2023 Future
Conditions are shown in Figure 38.
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Figure 36: 2019 Existing Lane Configurations and Traffic Controls
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Figure 37: 2023 Background Lane Configuration and Traffic Controls (without the proposed development)
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Figure 38: 2023 Future Lane Configuration and Traffic Controls (with the proposed development)
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VEHICULAR ANALYSIS RESULTS Intersection Capacity Analysis
Intersection capacity analyses were performed for the three
scenarios outlined previously at the intersections contained
within the study area during the morning and afternoon peak
hours. Synchro, version 10 was used to analyze the study
intersections based on the Highway Capacity Manual 2000
(HCM) methodology and includes level of service, delay, and
queue length comparisons for the turning movements
analyzed. Both signalized and unsignalized intersections were
evaluated using HCM 2000.
Peak Hour Factors
Peak hour factors were applied in accordance with Traffic
Impact Analysis Regulations Administrative Guidelines prepared
by VDOT dated November 2015. As such, peak hour factors by
approach between 0.85 and 1.00 were used for the existing
year analysis. Where the calculated peak hour factor based on
the existing turning movement counts was greater than 0.85,
the calculated factor was applied. Where the calculated factor
was 0.85 or less, a factor of 0.85 was applied.
Peak hour factors by approach between 0.92 and 1.00 were
used for all future scenarios. Where the calculated peak hour
factor based on the existing turning movement counts was
greater than 0.92, the calculated factor was applied. Where the
calculated factor was 0.92 or less, a factor of 0.92 was applied.
Heavy Vehicle Percentages
A heavy vehicle percentage of 2% was used for existing
movements unless determined to be higher from the turning
movement counts, in which case the higher percentage was
used. A default heavy vehicle percentage of 2% was used for
any new movements.
Geometry and Operations
Existing signal timings were obtained from Arlington County for
signalized intersections in the vehicular study area. These
timings were verified in the field by Gorove/Slade and adjusted
where necessary.
Level of Service and Delay
The results of the capacity analyses are expressed in level of
service (LOS) and delay (seconds per vehicle) for each
movement. A LOS grade is a letter grade based on the average
delay (in seconds) experienced by motorists traveling through
an intersection. LOS results range from “A” being the best to
“F” being the worst. LOS E is typically used as the acceptable
LOS threshold in Arlington County; although LOS F is sometimes
accepted in urbanized areas if vehicular improvements would
be a detriment to safety or non-auto modes of transportation.
For the purpose of this analysis, it is desirable to achieve a level
of service (LOS) of E or better for each movement at the
intersections.
The LOS capacity analyses were based on: (1) the peak hour
traffic volumes; (2) the lane use and traffic controls; and (3) the
Highway Capacity Manual (HCM) methodologies (using the
Synchro software). The average delay of each movement and
LOS is shown for the signalized intersections in addition to the
overall average delay and intersection LOS grade. The HCM
does not give guidelines for calculating the average delay for a
two-way stop-controlled intersection, as the approaches
without stop signs would technically have no delay. Detailed
LOS descriptions and the analysis worksheets are contained in
the Technical Appendix.
Queuing Analysis
In addition to the capacity analyses, a queuing analysis was
performed at the study intersections. The queuing analysis was
performed using Synchro software. The 50th percentile and 95th
percentile queue lengths are shown for each lane group at the
study area signalized intersections. The 50th percentile queue is
the maximum back of queue on a median cycle. The 95th
percentile queue is the maximum back of queue that is
exceeded 5% of the time. For unsignalized intersections, only
the 95th percentile queue is reported for each lane group
(including free-flowing left turns and stop-controlled
movements) based on the HCM 2000 calculations. Queuing
analysis worksheets are contained in the Technical Appendix.
2019 Analysis Results
The Existing (2019) results of the intersection capacity analyses
for the AM and PM peak hours are expressed in level of service
(LOS) and delay (seconds per vehicle) per movement and
presented in Table 14. The capacity analysis results indicate
that all intersections operate at acceptable LOS under the
Existing (2019) Conditions.
The Existing (2019) queuing results for the AM and PM peak
hours are expressed by movement are presented in Table 15.
The 95th percentile queues at most lane groups at study area
intersections do not exceed their available storage length in
101 12th Street S MMTA
79 February 21, 2020
Existing Conditions; however, one (1) intersection does have at
least one movement with 95th percentile queues that exceed
the available storage length in the morning and/or afternoon
peak hour:
▪ 12th Street S & Long Bridge Drive/S Clark Street
o Eastbound Left (AM Peak Hour)
o Northbound Left (PM Peak Hour)
2023 Analysis Results
2023 Background Analysis Results (without the proposed
development)
The Background (2023) results of the intersection capacity
analyses for the AM and PM peak hours are expressed in level
of service (LOS) and delay (seconds per vehicle) per movement
and presented in Table 14. The capacity analysis results
indicate that all intersections operate at acceptable LOS under
the Background (2023) Conditions.
The Background (2023) queuing results for the AM and PM
peak hours are expressed by movement are presented in Table
15. The 95th percentile queues at most lane groups at study
area intersections do not exceed their available storage length
in the Background (2023) Conditions; however, one (1)
intersection does have at least one movement with 95th
percentile queues that exceed the available storage length in
the morning and/or afternoon peak hour:
▪ 12th Street S & Long Bridge Drive/S Clark Street
o Eastbound Left (AM Peak Hour)
o Northbound Left (PM Peak Hour)
2023 Future Analysis Results (with the proposed development)
The Future (2023) results of the intersection capacity analyses
for the AM and PM peak hours are expressed in level of service
(LOS) and delay (seconds per vehicle) per movement and
presented in Table 14. The capacity analysis results indicate
that all intersections operate at acceptable LOS under the
Future (2023) Conditions.
The Future (2023) queuing results for the AM and PM peak
hours are expressed by movement are presented in Table 15.
The 95th percentile queues at most lane groups at study area
intersections do not exceed their available storage length in the
Future (2023) Conditions; however, one (1) intersection does
have at least one movement with 95th percentile queues that
exceed the available storage length in the morning and/or
afternoon peak hour:
▪ 12th Street S & Long Bridge Drive/S Clark Street
o Eastbound Left (AM Peak Hour)
o Northbound Left (PM Peak Hour)
2023 Mitigations
Mitigation measures were identified based on Arlington County
standards and as outlined in the approved scoping document.
The proposed development is considered to have an impact at
an intersection if any of the following conditions are met:
▪ The overall intersection or any movement operates at LOS
F in the future conditions with the proposed development
where it operates at LOS E or better in the background
conditions without the proposed development;
▪ The overall intersection or any movement operates at LOS
F during the background condition and the delay increases
by more than 10 percent in the future conditions with the
proposed development; or
▪ If any 95th percentile queue length in the future condition
exceeds the available capacity and increases by more than
150 feet compared to background conditions.
Following these guidelines, no intersections require mitigation
as a result of the proposed development.
101 12th Street S MMTA
80 February 21, 2020
Table 14: Capacity Analysis Results
Intersection and Movement Existing (2019) Background (2023) Future (2023)
AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS
1. Long Bridge Drive & 10th Street S Westbound LR 16.6 C 17.7 C 16.7 C 17.7 C 17.8 C 19.6 C
Northbound TR 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A
Southbound Left 8.9 A 8.1 A 8.9 A 8.2 A 9.1 A 8.2 A
Southbound Thru 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A
2. 10th Street S & S Ball Street Eastbound LT 2.8 A 3.1 A 2.8 A 3.0 A -- -- -- --
Eastbound LTR -- -- -- -- -- -- -- -- 1.4 A 2.7 A
Westbound TR 0.0 A 0.0 A 0.0 A 0.0 A -- -- -- --
Westbound LTR -- -- -- -- -- -- -- -- 1.9 A 0.6 A
Northbound LTR 0.0 A 9.9 A 0.0 A 9.8 A 8.9 A 9.9 A
Southbound LR 8.7 A 8.5 A 8.7 A 8.5 A -- -- -- --
Southbound LTR -- -- -- -- -- -- -- -- 8.7 A 8.6 A
3. 10th Street S & Alley (Roundabout) Eastbound Left 3.7 A 3.4 A 3.7 A 3.4 A -- -- -- --
Eastbound LR -- -- -- -- -- -- -- -- 3.8 A 3.4 A
Northbound LT -- -- -- -- -- -- -- -- 3.3 A 3.6 A
Southbound TR -- -- -- -- -- -- -- -- 3.6 A 3.4 A
Southbound Right 3.6 A 3.3 A 3.6 A 3.3 A -- -- -- --
4. Long Bridge Drive & Garage Entrance Westbound Right -- -- -- -- -- -- -- -- 13.1 B 10.9 B
Northbound TR 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A
Southbound Thru 1.3 A 0.0 A 1.2 A 0.0 A 0.0 A 0.0 A
5. 12th Street S & Long Bridge Drive/S Clark Street Overall 17.1 B 18.0 B 14.9 B 17.1 B 16.0 B 17.3 B
Eastbound Left 28.1 C 10.5 B 21.4 C 9.6 A 24.9 C 9.8 A
Eastbound Thru 7.8 A 8.1 A 7.9 A 7.7 A 7.9 A 7.7 A
Eastbound Right 8.7 A 8.2 A 8.8 A 7.7 A 8.8 A 7.7 A
Westbound Left 6.9 A 7.6 A 6.9 A 7.2 A 6.9 A 7.2 A
Westbound TR 9.1 A 11.7 B -- -- -- -- -- -- -- --
Westbound Thru -- -- -- -- 7.7 A 10.2 B 7.8 A 10.3 B
Westbound Right -- -- -- -- 7.4 A 7.5 A 7.5 A 7.5 A
Northbound Left 23.7 C 33.4 C 23.5 C 33.0 C 23.5 C 33.0 C
Northbound TR 23.0 C 22.7 C 22.9 C 23.4 C 22.9 C 23.4 C
Southbound LT 25.5 C 24.3 C 25.7 C 25.5 C 25.7 C 25.5 C
Southbound Right 23.0 C 25.2 C 23.0 C 26.0 C 23.0 C 26.7 C
6. 12th Street S & Garage Entrance Eastbound TR 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A
Westbound LT 0.1 A 0.0 A 0.1 A 0.0 A 0.1 A 0.0 A
Northbound LR 0.0 A 18.1 C 0.0 A 19.1 C 0.0 A 19.3 C
7. 12th Street S & Crystal Drive Northbound Thru 11.9 B 16.5 C 12.0 B 18.2 C 12.3 B 18.4 C
Southbound Thru 10.8 B 10.9 B 10.9 B 11.0 B 11.0 B 11.4 B
8. Crystal Drive & 15th Street S Overall 23.5 C 21.2 C 22.8 C 21.3 C 23.3 C 21.5 C
Eastbound Left 35.7 D 26.1 C 33.0 C 26.0 C 35.5 D 26.0 C
Eastbound Right 23.9 C 24.4 C 24.0 C 24.4 C 24.0 C 24.4 C
Northbound Left 33.1 C 33.4 C 33.2 C 33.4 C 33.2 C 33.4 C
Northbound Thru 8.9 A 8.9 A 8.9 A 9.2 A 9.1 A 9.2 A
Southbound TR 18.8 B 20.3 C 19.2 B 20.9 C 19.4 B 21.9 C
9. 12th Street S & 10th Street S Eastbound LT -- -- -- -- -- -- -- -- 0.3 A 0.0 A
Westbound TR -- -- -- -- -- -- -- -- 0.0 A 0.0 A
Southbound LR -- -- -- -- -- -- -- -- 12.5 B 15.3 C
10. 10th Street S & Roundabout Westbound LR -- -- -- -- -- -- -- -- 8.6 A 8.8 A
Northbound TR -- -- -- -- -- -- -- -- 0.0 A 0.0 A
Southbound LT -- -- -- -- -- -- -- -- 6.8 A 4.2 A
101 12th Street S MMTA
81 February 21, 2020
Table 15: Queuing Results
Intersection and Lane Group Storage Length
(ft)
Existing (2019) Background (2023) Future (2023)
AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak
50th 95th 50th 95th 50th 95th 50th 95th 50th 95th 50th 95th
1. Long Bridge Drive & 10th Street S Westbound LR 340 -- 11 -- 31 -- 11 -- 29 -- 12 -- 38
Northbound TR 430 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0
Southbound Left 90 -- 0 -- 0 -- 0 -- 0 -- 3 -- 0
Southbound Thru 500 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0
2. 10th Street S & S Ball Street Eastbound LT 340 -- 1 -- 1 -- 1 -- 1 -- -- -- --
Eastbound LTR 340 -- -- -- -- -- -- -- -- -- 1 -- 1
Westbound TR 100 -- 0 -- 0 -- 0 -- 0 -- -- -- --
Westbound LTR 100 -- -- -- -- -- -- -- -- -- 0 -- 0
Northbound LTR 125 -- 0 -- 10 -- 0 -- 9 -- 0 -- 12
Southbound LR 475 -- 1 -- 1 -- 1 -- 1 -- -- -- --
Southbound LTR 475 -- -- -- -- -- -- -- -- -- 1 -- 1
3. 10th Street S & Alley (Roundabout) Eastbound Left 100 -- 0 -- 0 -- 0 -- 0 -- -- -- --
Eastbound LR 100 -- -- -- -- -- -- -- -- -- 0 -- 0
Northbound LT 125 -- -- -- -- -- -- -- -- -- 0 -- 0
Southbound TR 640 -- -- -- -- -- -- -- -- -- 0 -- 0
Southbound Right 640 -- 0 -- 0 -- 0 -- 0 -- -- -- --
4. Long Bridge Drive & Garage Entrance Westbound Right 125 -- -- -- -- -- -- -- -- -- 0 -- 2
Northbound TR 260 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0
Southbound Thru 150 -- 2 -- 0 -- 2 -- 0 -- 0 -- 0
5. 12th Street S & Long Bridge Drive/S Clark Street Eastbound Left 100 190 #394 28 77 182 #380 28 75 203 #414 31 80
Eastbound Thru 100 48 83 29 68 51 87 31 70 53 90 31 71
Eastbound Right 100 0 34 0 28 0 34 0 28 0 34 0 28
Westbound Left 100 5 16 5 19 5 16 5 19 5 16 5 19
Westbound TR 1500 65 117 136 274 -- -- -- -- -- -- -- --
Westbound Thru 1500 -- -- -- -- 41 73 121 232 42 74 123 235
Westbound Right 100 -- -- -- -- 0 24 5 31 0 24 5 32
Northbound Left 100 16 38 102 140 15 38 93 144 15 38 93 144
Northbound TR 1210 9 28 32 55 9 29 32 60 9 29 32 60
Southbound LT 425 56 105 61 87 60 111 66 104 60 111 66 104
Southbound Right 150 0 32 68 105 0 32 68 117 0 33 78 130
6. 12th Street S & Garage Entrance Eastbound TR 225 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0
Westbound LT 1240 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0
Northbound LR 125 -- 0 -- 6 -- 0 -- 7 -- 0 -- 7
7. 12th Street S & Crystal Drive Northbound Thru 825 -- 45 -- 110 -- 46 -- 133 -- 53 -- 136
Southbound Thru 660 -- 27 -- 24 -- 29 -- 26 -- 30 -- 32
8. Crystal Drive & 15th Street S Eastbound Left 400 121 189 54 98 110 187 51 98 119 #204 53 100
Eastbound Right 400 0 48 0 45 0 59 0 52 0 59 0 52
Northbound Left 250 54 84 76 104 57 87 80 117 57 87 80 117
Northbound Thru 250 78 127 104 150 82 133 114 176 85 138 114 177
Southbound TR 810 58 118 85 146 66 130 91 165 67 133 103 186
9. 12th Street S & 10th Street S Eastbound LT 330 -- -- -- -- -- -- -- -- -- 1 -- 0
Westbound TR 1115 -- -- -- -- -- -- -- -- -- 0 -- 0
Southbound LR 230 -- -- -- -- -- -- -- -- -- 1 -- 8
10. 10th Street S & Roundabout Westbound LR 100 -- -- -- -- -- -- -- -- -- 2 -- 3
Northbound TR 200 -- -- -- -- -- -- -- -- -- 0 -- 0
Southbound LT 100 -- -- -- -- -- -- -- -- -- 2 -- 1 # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. ~ Volume exceeds capacity, queue is theoretically infinite.
101 12th Street S MMTA
82 February 21, 2020
TRANSPORTATION MANAGEMENT PLAN
A Transportation Management Plan (TMP) has many
components that are tailored to accommodate a given facility
with the goal being the reduction of automobile trips by
encouraging alternative forms of transportation. A few of the
typical TMP components include the establishment of a TMP
coordinator, the distribution of transit literature, the
establishment of ride-sharing programs, and the on-site sale of
discounted fare media. Management measures taken by the
proposed 101 12th Street S development can be monitored and
adjusted as needed to continually create opportunities to
reduce the amount of vehicular traffic generated by the site.
The TMP will include a schedule and details of implementation
and continued operation of the elements in the plan. The
location of the site near the Pentagon City Metro Station and
Crystal City Metro Station allows for a TMP that may include,
but not be limited to, the following:
PARTICIPATION AND FUNDING (1) Establish and maintain an active, ongoing relationship with
Arlington Transportation Partners (ATP), or successor
entity, at no cost to the developer, on behalf of the
property owner.
(2) Designate and keep current a member of building
management as Property Transportation Coordinator (PTC)
to be primary point of contact with the County and
undertake the responsibility for coordinating and
completing all Transportation Management Plan (TMP)
obligations. The PTC shall be trained, to the satisfaction of
ACCS, to provide, transit, bike, walk, rideshare and other
information provided by Arlington County intended to
assist with transportation to and from the site.
(3) Contribute annually to ACCS, or successor, to sustain direct
and indirect on-site and off-site services in support of TMP
activities. Payment on this commitment shall begin as a
condition of issuance of the First Partial Certificate of
Occupancy for Tenant Occupancy for each respective
building or phase of construction. Subsequent payments
shall be made annually.
FACILITIES AND IMPROVEMENTS (1) Provide in the lobby or lobbies, a transportation
information display(s), the
number/content/design/location of which will be
approved by ACCS. The developer agrees that the required
transportation information displays shall meet the
Arlington County Neighborhood Transportation
Information Display Standards in effect on the date of the
site plan approval, or equivalent as approved by the
County Manager.
(2) Comply with requirements of the Site Plan conditions to
provide bicycle parking/storage facilities, a Parking
Management Plan (PMP), a Bicycle Facilities Management
Plan, and construction worker parking.
CARPOOL AND VANPOOL PARKING (1) Operate a carpool/vanpool program with elements
including:
a. Reserved, signed spaces for carpools/vanpools located
near main entrances/elevators
b. Parking subsidy for two-person or more carpools
c. Free parking for vanpools (recognized by Internal
Revenue Service)
PROMOTIONS, SERVICES, POLICIES (1) Prepare, reproduce and distribute, in digital or hard copy,
materials provided by Arlington County, which includes
site-specific transit, bike, walk, and rideshare related
information, to each new office, retail, property
management, or maintenance employee, from initial
occupancy through the life of the site plan. These materials
shall be distributed as a part of prospective tenant
marketing materials, as well as communications associated
with lease signing, on-boarding, or similar activities.
(2) Provide one time, per person, to each new office, retail,
property management, or maintenance employee,
whether employed part-time or full-time, directly
employed or contracted, who begins employment in the
building throughout initial occupancy, the choice of one of
the following:
101 12th Street S MMTA
83 February 21, 2020
a. Metro fare on a SmarTrip card or successor fare
medium (amount to be determined)
b. A one year bikeshare membership
c. A one year carshare membership
The County Manager may approve additions to, or
substitution of one or more of these choices with a
comparable transportation program incentive, as
technology and service options change, if he/she finds that
an incentive shall be designed to provide the individual
with an option other than driving alone in a personal
vehicle, either by removing a barrier to program entry,
such as a membership cost, or by providing a similar level
of subsidized access to a public or shared transportation
system, program or service.
(3) Provide, administer, or cause the provision of a sustainable
commute benefit program for each on-site property
management and maintenance employee, whether
employed part-time or full-time, directly employed or
contracted. This commute benefit program shall offer, at a
minimum, a monthly pre-tax transit benefit or a monthly
subsidized/direct transit benefit.
(4) Provide, under a “transportation information” heading on
the Developer and property manager’s websites regarding
this development:
a. Links to the most appropriate Arlington County
Commuter Services and/or external transportation-
related web page(s). Confirmation of most appropriate
link will be obtained from ACCS.
b. A description of key transportation benefits and
services provided at the building, pursuant to the
TMP.
PERFORMANCE AND MONITORING (1) During the first year of start-up of the TMP and on an
annual basis thereafter, the Developer shall submit an
annual report, which may be of an online, or e-mail variety,
to the County Manager, describing completely and
correctly, the TDM related activities of the site and
changes in commercial tenants during each year.
(2) The Developer agrees to conduct and/or participate in, a
transportation and parking performance monitoring study
at two years, five years, and each subsequent five years (at
the County’s option), after issuance of the First Certificate
of Occupancy for Tenant Occupancy. The County may
conduct the study or ask the owner to conduct the study
(in the latter case, no reimbursement payment shall be
required). As part of the study, a report shall be produced
as specified below by the County. The study may include
building occupancy rates, average vehicle occupancy,
average garage occupancy for various day of the week and
times of day, parking availability by time of day, average
duration of stay for short term parkers on various days of
the week and times of day, pedestrian traffic, a seven-day
count of site-generated vehicle traffic, a voluntary mode-
split survey, and hourly, monthly, and special event parking
rates.
The building owner and/or operator shall notify, assist, and
encourage building occupants and visitors on site to
participate in mode-split surveys which may be of an on-
line or email variety.
101 12th Street S MMTA
84 February 21, 2020
SUMMARY AND CONCLUSIONS
This report concludes that the proposed development will not
have a detrimental impact to the surrounding transportation
and roadway network assuming that all planned site design
elements are implemented.
The 101 12th Street S site is well served by transit and is
surrounded by a well-connected pedestrian and bicycle
network. The site is located near several principal arterials such
as Route 1, VA-27 (Washington Boulevard), VA-244 (Columbia
Pike), and VA-110. The arterials create connections to I-395, I-
66, George Washington Memorial Parkway, and ultimately the
Capital Beltway (I-495) and I-95.
The proposed development will consist of one mixed-use with
approximately 234,500 square feet of office space and 5,200
square feet of neighborhood-serving ground floor retail space.
The proposed development will provide 68 parking spaces in a
below-grade parking garage. The below-grade garage in the
neighboring 201 12th Street S building will serve as additional
off-site parking for the proposed 101 12th Street S
development.
The proposed development will provide one (1) 40-foot loading
berth and one (1) 30-foot loading berth within the building. The
number of loading facilities on-site will accommodate the
practical needs of the site. Vehicular parking and loading access
will be provided via 10th Street S. Vehicular parking access to
the additional off-site parking garage will be via Long Bridge
Drive and 10th Street S.
A number of planned transportation improvements in the
vicinity of the 101 12th Street S development are expected to
be complete by 2023. The full list of improvements is detailed
in the report, but projects include:
▪ S Eads Street Complete Street
▪ Army Navy Drive Complete Street
▪ 12th Street Complete Street
▪ Transitway Extension to Pentagon City
▪ 15th Street S/S Clark-Bell Street Realignment
▪ I-395 HOT Lanes
A capacity analysis was developed to compare the future
roadway network with and without the proposed
development. Traffic projections for 2023 are based on existing
volumes, plus traffic generated by approved nearby
background developments, and traffic generated by the
proposed 101 12th Street S development.
Mitigation measures were identified based on Arlington County
standards and as outlined in the approved scoping document.
The proposed development is considered to have an impact at
an intersection if any of the outlined conditions are met.
Following these guidelines, no intersections require mitigation
as a result of the proposed development.
The development has many positive elements contained within
its design that minimize potential transportation impacts,
including:
▪ The proposed development’s close proximity to the Crystal
City Metro Station, Pentagon City Metro Station, Crystal
City VRE Station, and multiple bus lines.
▪ Improvements to the pedestrian facilities adjacent to the
site that meet or exceed Arlington County and ADA
requirements.
▪ The inclusion of secure-long-term bicycle parking
exceeding zoning requirements.
▪ The installation of short-term bicycle parking spaces
around the perimeter of the site that meet zoning
requirements.
▪ The inclusion of shower and locker facilities within the
building that meet zoning requirements.
▪ A Transportation Management Plan (TMP) that aims to
reduce the demand of single-occupancy, private vehicles
to/from the proposed development during peak period
travel times or shifts single-occupancy vehicular demand to
off-peak periods.
As noted above, this report concludes that the proposed
development will not have a detrimental impact to the
surrounding transportation and roadway network assuming
that all planned site design elements are implemented.
TECHNICAL APPENDIX
ARLINGTON, VA
101 12TH STREET S MMTA
February 21, 2020
Contents
A: Signed Scoping Document
B: Site Visit Notes
C: Existing Turning Movement Counts
D: Existing (2019) Capacity Analysis Worksheets
E: Background Development Trips
F: Future (2023) Conditions without Development Capacity Analysis Worksheets
G: Re-Routed Existing Volumes
H: Future (2023) Conditions with Development Capacity Analysis Worksheets
A: SIGNED SCOPING DOCUMENT
PRE-SCOPE OF WORK MEETING FORM
Information on the Project Traffic Impact Analysis Base Assumptions
The applicant is responsible for entering the relevant information and submitting the form to VDOT and the locality no less than three (3) business days prior to the meeting. If a form is not received by this deadline, the scope of work meeting may be postponed.
Contact Information
Consultant Name: Tele: E-mail:
Dan VanPelt, Gorove/Slade Associates, Inc. 202-296-8625 dan.vanpelt@goroveslade.com
Developer/Owner Name: Tele: E-mail:
JBG Smith 240-333-3679 rvaughan@jbgsmith.com
Project Information
Project Name: 101 12th Street S (2754-015) Locality/County: Arlington County
Project Location: (Attach regional and site specific location map)
The site is bordered by CSX tracks to the east, 12th Street S to the south, a commercial property to the west, and 10th Street S to the north. The site is located in the Crystal City area of Arlington, VA. Figure 1 shows the regional context of the site and Figure 2 shows the local context of the site. Figure 3 shows an aerial of the site.
Submission Type Comp Plan Rezoning Site Plan Subd Plat
Project Description: (Including details on the land use, acreage, phasing, access location, etc. Attach additional sheet if necessary)
The proposed development will replace an existing park with approximately 225,500 sf of office space and approximately 5,100 sf of retail space. A site plan is shown in Figure 4. The site is currently zoned C-O-1.5 and is shown as a mix of high-medium residential and medium office-apartment-hotel land uses in the GLUP.
Proposed Use(s): (Check all that apply; attach additional pages as necessary) (see note 11)
Residential Commercial Mixed Use Other
Office Use(s)
ITE LU Code(s): 710 (General Office)
Square Ft or Other Variable: 225,500 sf
Commercial Use(s) ITE LU Code(s): 820 (Shopping Center)
Square Ft or Other Variable: 5,100 sf
Independent Variable(s):
Total Peak Hour Trip Projection: (See notes 11 on p.4, Table 4)
Less than 100 100 – 499 500 – 999 1,000 or more
101 12th Street S – Scoping Document Page 2
November 12, 2019
It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting.
Traffic Impact Analysis Assumptions
Study Period Existing Year: 2019 Build-out Year: 2023 Design Year: N/A
Study Area Boundaries
(Attach map)
North: 10th Street S South: 15th Street S
East: Crystal Drive West: Long Bridge Drive
External Factors That Could Affect Project (Planned road improvements, other nearby developments)
• S Eads Street Complete Street
• S Eads Street Protected Bike Lanes Extension to Army Navy Drive (through coordination
with developments)
• Army Navy Complete Street
• 12th Street Complete Street between S Eads Street and Clark Street:
o Dedicated center-running transit lanes
o Shared bicycle lanes west of Army Navy Drive
o Two-way cycle track east of Army Navy Drive
• 15th Street Realignment
• I-395 HOT Lanes
• RRFB at Crystal Drive/12th Street S intersection
Consistency With Comprehensive Plan (Land use, transportation plan)
Yes
Available Traffic Data (Historical, forecasts)
VDOT Historical AADT Data; see Table 5
Trip Distribution
(Please refer to Figure 10)
Commercial
Road Name: 12th Street S (to West) – 37% (from West) – 56%
Road Name: N/A
Road Name: Long Bridge Drive (to North) – 16% (from North) – 6%
Road Name: N/A
Road Name: 15th Street S (to West) – 44% (from West) – 23%
Road Name: N/A
Road Name: Crystal Drive (to South) – 2% (from South) – 15%
Road Name: N/A
Road Name: N/A Road Name: N/A
Annual Vehicle Trip Growth Rate: (See Note 17)
0.0%
Peak Period for Study (check all that apply)
AM PM SAT (See note 12)
Peak Hour of the Generator
see Table 3 and Table 4
Study Intersections and/or Road Segments
(Please refer to Figure 5)
1. Long Bridge Drive/10th Street S 2. S Ball Street/10th Street S 3. Alley/10th Street S 4. Long Bridge Drive/Garage Entrance
5. Long Bridge Drive/12th Street S 6. Garage Entrance/12th Street S 7. Crystal Drive/12th Street S 8. Crystal Drive/15th Street S 9. 10th Street S/12th Street S (Planned)
Trip Adjustment Factors (See Table 1, Table 2)
Internal allowance: Yes No
TDM/Mode Split Reduction: See Table 2
Pass-by allowance: Yes No
Reduction:
101 12th Street S – Scoping Document Page 3
November 12, 2019
It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting.
Software Methodology Synchro HCS (v.2000/+) aaSIDRA CORSIM Other
Traffic Signal Proposed or Affected (Analysis software to be used, progression speed, cycle length)
1) Long Bridge Drive/12th Street S
2) 15th Street S/Crystal Drive
Analysis Software: Synchro version 10 Results: HCM 2000 methodology
Improvement(s) Assumed or to be Considered
• S Eads Street Complete Street
• Army Navy Complete Street
• 12th Street Complete Street between S Eads Street and Clark Street:
o Dedicated center-running transit lanes
o Shared bicycle lanes west of Army Navy Drive
o Two-way cycle track east of Army Navy Drive
• 15th Street Realignment
• I-395 HOT Lanes
Background Traffic Studies Considered
• Crystal House Lofts (1900 S Eads)
• Crystal Drive Central District Retail
• 1770 Crystal Drive Office
• Century Center
• Pentagon Centre – Phase 1
Plan Submission Master Development Plan (MDP) Generalized Development Plan (GDP)
Preliminary/Sketch Plan Other Plan type (Final Site, Subd. Plan)
Additional Issues to be Addressed
Queuing analysis Actuation/Coordination Weaving analysis
Merge analysis Bike/Ped Accommodations Intersection(s) TDM Measures Other
NOTES on ASSUMPTIONS:
1. Synchro files/signal timings will be obtained from Arlington County.
2. The scenarios to be included in the study are Existing (2019), Future without Development (2023), Future with Development (2023).
a. Existing (2019) will analyze the roadway network as it is using existing traffic volumes.
b. Future without Development (2023) will analyze existing traffic volumes plus inherent growth on the roadway (representing regional traffic growth) and approved background developments with a construction completion date prior or close to 2023.
c. Future with Development (2023) will analyze traffic volumes from the Future without Development scenario with the addition of traffic volumes generated by the proposed development. We will recommend mitigations at study area intersections for this scenario where appropriate.
3. Existing peak hour factors in the range of 0.85 to 1.00 will be used for existing scenarios. The default peak hour factor of 0.92 to 1.00 will be used for all future scenarios.
4. Default heavy vehicle percentage of 2% will be used for all movements, unless the traffic data collected shows a higher percentage for the studied street.
5. For any movement, LOS E or better would be considered as desirable/acceptable traffic operation condition. We will recommend mitigations if any intersection or movement experiences a degradation to LOS F in the future scenario where one does not exist in the background scenario, or if any intersection or movement operating at LOS F in the background scenario experiences an increase in delay greater than 10 percent.
101 12th Street S – Scoping Document Page 4
November 12, 2019
It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting.
6. All locations where the 95th percentile queues exceed the length of storage will be highlighted. We will note where the proposed project causes the 95th percentile queue length to exceed the available capacity of an approach or turn lane when it does not in the background scenario. We will recommend mitigations when the proposed project causes any 95th percentile queue lengths that exceed the available capacity in the background scenario to experience an increase in queue of 150 feet or more due to the proposed development.
7. Signal timing adjustments would be considered as an acceptable mitigation measure.
8. Will provide both 95th and 50th percentile queues.
9. Will utilize HCM 2000 for signalized intersections and unsignalized intersections.
10. Level of service calculations for existing and future conditions without and with development shall be in accordance with the Highway Capacity Manual (HCM) 2000 methodologies, as computed by Synchro 10 software. Typical Synchro parameters to be utilized in this analysis will be consistent with those values provided in VDOT’s TOSAM and Arlington County standards.
11. Office trip generation calculations for the proposed development were based on ITE’s baseline person trips for General Office Building (LU 710) using the setting/location of Center City Core. Retail trip generation calculations for the proposed development were based on ITE’s baseline vehicular trips for Shopping Center (LU 820) using the setting/location of General Urban/Suburban (limited data is available for person trips for peak hour of adjacent street).
12. ITE vehicle trip generation rates typically presume a stand-alone retail building with customer parking provided on-site, a characteristic common throughout the county except in more urban areas. The proposed development will include neighborhood serving retail where a nominal amount of ancillary ground-floor retail is provided in a mixed-use building. In addition, little to no dedicated retail parking is being provided. An auto mode split of 5% was assumed for the neighborhood serving retail use.
13. Person/car ratios in trip generation were determined using NHTS data and carpool mode split data.
14. Typically, the peak hour of commuter traffic is used for both weekday morning and afternoon rush hours. Other hours of analysis may be appropriate given the overall trip generation of the proposed development and the expected hours of vehicular demand to and from the site. Land use may also determine the appropriate hours of analysis as some uses experience their peak demand on weekends and off-peak from the typical uses. For this project, we propose to analyze the weekday morning and afternoon commuter peak hours using the system peak at all study area intersections.
We propose utilizing weekday TMCs previously collected within the last year, including bicycles and pedestrians, from 6:30-9:30 AM and 4:00-7:00 PM for the intersections noted above. The counts were conducted on a “typical weekday” when Arlington public schools and Congress were in session. Effort was made to avoid conducting counts when there was inclement weather.
15. Trip distribution for the site was determined based on: (1) CTPP TAD flow data, (2) the Crystal City Multimodal Transportation Study, and (3) existing traffic volumes and travel patterns in the study area. Figure 10 illustrates the proposed trip distribution for the site.
16. A multimodal analysis will be provided in the study which will include the following information (as shown in Figure 6):
a. Multimodal trip generation
b. Curbside management information
c. Transit Facilities
d. Transit Ridership (As available, to be provided by Arlington County)
e. Bike/pedestrian facilities
f. Multimodal Initiatives
g. Bus services within the study area
h. Pedestrian pathways to major generators and destinations of pedestrian activity
17. It is assumed that background developments (approved but unbuilt developments) will account for growth along local roadways in the study area in the future (2023) horizon year.
101 12th Street S – Scoping Document Page 6
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 1: Regional Location
101 12th Street S – Scoping Document Page 7
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 2: Site Location
101 12th Street S – Scoping Document Page 8
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 3: Aerial
101 12th Street S – Scoping Document Page 9
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 4: Site Plan - Ground Floor Plan
101 12th Street S – Scoping Document Page 10
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 5: Study Intersections
101 12th Street S – Scoping Document Page 11
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 6: Pedestrian/Bike/Transit Study Area
101 12th Street S – Scoping Document Page 12
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 7: Transportation Analysis Districts (TSD) in Study Area
101 12th Street S – Scoping Document Page 13
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 8: Destinations of Driving Commuters Originating in project TAD
101 12th Street S – Scoping Document Page 14
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 9: Origins of Driving Commuters with Destinations in project TAD
101 12th Street S – Scoping Document Page 15
November 12, 2019
Gorove/Slade www.goroveslade.com
Figure 10: Trip Distribution
101 12th Street S – Scoping Document Page 16
November 12, 2019
Gorove/Slade www.goroveslade.com
Table 1: Mode Split Assumptions Office - Pertinent Mode Split data from other sources:
Information Source
Mode
SOV Carpool Transit Bike Walk Telecommute Other
State of the Commute 2016 (of District employees)
38% 6% 45% 6% 5%
Crystal City Multimodal Transportation Study (Table 3.7)
39% AM / 50% PM
27% 28% ---
Crystal City Multimodal Transportation Study (Figure 3.4)
--- 46% -50%
--- ---
WMATA Ridership Survey (Suburban Inside the Beltway)
66% 30% 6% ---
WMATA Ridership Survey (Suburban Outside the Beltway)
89% 11% 0% ---
Retail - Pertinent Mode Split data from other sources:
Information Source
Mode
SOV Carpool Transit Bike Walk Telecommute Other
WMATA Ridership Survey (Crystal City Shops)
27% 37% 36% ---
WMATA Ridership Survey (Crystal Plaza Shops)
24% 41% 35% ---
Table 2: Mode Split Proposed for MMTA
Land Use
Mode
Drive Transit Bike Walk Telecommute/Other
Office Mode Split 30% 54% 6% 10% ---
Retail Mode Split 5% 15% 5% 75% ---
101 12th Street S – Scoping Document Page 17
November 12, 2019
Gorove/Slade www.goroveslade.com
Table 3: Peak Hour Trip Generation
101 12th Street S Trip Generation
Approximately 225,500 sf office
Step 1: Base trip generation using ITEs' person Trip Generation
Land Use Land Use Code Quantity
(x)
AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Office 710 225,500 sf 252 veh/hr 38 veh/hr 290 veh/hr 48 veh/hr 250 veh/hr 298 veh/hr 4025 ppl
Calculation Details: 87% 13% =1.01(X/1000)+62.71 16% 84% =0.92(X/1000)+90.81 Ln(T)=0.67Ln(X/1000)+4.67
Note: Setting used for trip generation is Center City Core
Step 2: Split between modes, per assumed Mode Splits
Land Use Mode Split AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Office Auto 30% 76 ppl/hr 11 ppl/hr 87 ppl/hr 14 ppl/hr 75 ppl/hr 89 ppl/hr 1208 ppl
Office Transit 54% 136 ppl/hr 21 ppl/hr 157 ppl/hr 26 ppl/hr 135 ppl/hr 161 ppl/hr 2174 ppl
Office Bike 6% 15 ppl/hr 2 ppl/hr 17 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr 242 ppl
Office Walk 10% 25 ppl/hr 4 ppl/hr 29 ppl/hr 5 ppl/hr 25 ppl/hr 30 ppl/hr 403 ppl
Step 3: Convert person auto trips to vehicles/hour
Land Use People/Car
(from 2017 NHTS, Table 16)
AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Office 1.18 ppl/veh 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 63 veh/hr 75 veh/hr 1024 veh
Office Trip Gen for 101 12th Street S
Mode AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Auto 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 63 veh/hr 75 veh/hr 1024 veh
Transit 136 ppl/hr 21 ppl/hr 157 ppl/hr 26 ppl/hr 135 ppl/hr 161 ppl/hr 2174 ppl
Bike 15 ppl/hr 2 ppl/hr 17 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr 242 ppl
Walk 25 ppl/hr 4 ppl/hr 29 ppl/hr 5 ppl/hr 25 ppl/hr 30 ppl/hr 403 ppl
101 12th Street S – Scoping Document Page 18
November 12, 2019
Gorove/Slade www.goroveslade.com
Approximately 5,100 sf retail Step 1: Base trip generation using ITEs' person Trip Generation
Land Use Land Use Code Quantity
(x) AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Retail 820 5,100 sf 3 veh/hr 2 veh/hr 5 veh/hr 9 veh/hr 10 veh/hr 19 veh/hr 193 ppl
Calculation Details: 62% 38% =0.94(X/1000) 48% 52% =3.81(X/1000) =37.75(X/1000)
Note: Setting used for trip generation is General Urban/Suburban
Rates used for retail instead of equation, because proposed use (4,100 SF) is much smaller than the average data point (327,000 SF - 453,000 SF)
Step 2: Split between modes, per assumed Mode Splits
Land Use Mode Split AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Retail Auto 5% 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 10 ppl
Retail Transit 15% 0 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 3 ppl/hr 29 ppl
Retail Bike 5% 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 10 ppl
Retail Walk 75% 2 ppl/hr 2 ppl/hr 4 ppl/hr 7 ppl/hr 7 ppl/hr 14 ppl/hr 145 ppl
Step 3: Convert person auto trips to vehicles/hour
Land Use People/Car
(from 2017 NHTS, Table 16) AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Retail 1.82 ppl/veh 0 veh/hr 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 1 veh/hr 5 veh
Retail Trip Gen for 101 12th Street S
Mode AM Peak Hour PM Peak Hour Daily
In Out Total In Out Total Total
Auto 0 veh/hr 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 1 veh/hr 5 veh
Transit 0 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 3 ppl/hr 29 ppl
Bike 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 10 ppl
Walk 2 ppl/hr 2 ppl/hr 4 ppl/hr 7 ppl/hr 7 ppl/hr 14 ppl/hr 145 ppl
101 12th Street S – Scoping Document Page 19
November 12, 2019
Gorove/Slade www.goroveslade.com
Table 4: Trip Generation Summary
Mode Land Use AM Peak Hour PM Peak Hour
In Out Total In Out Total
Auto
Office 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 63 veh/hr 75 veh/hr
Retail 0 veh/hr 0 veh/hr 0 veh/hr 0 veh/hr 1 veh/hr 1 veh/hr
Total Proposed 64 veh/hr 10 veh/hr 74 veh/hr 12 veh/hr 64 veh/hr 76 veh/hr
Transit
Office 136 ppl/hr 21 ppl/hr 157 ppl/hr 26 ppl/hr 135 ppl/hr 161 ppl/hr
Retail 0 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 3 ppl/hr
Total Proposed 136 ppl/hr 22 ppl/hr 158 ppl/hr 27 ppl/hr 137 ppl/hr 164 ppl/hr
Bike
Office 15 ppl/hr 2 ppl/hr 17 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr
Retail 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr
Total Proposed 15 ppl/hr 2 ppl/hr 17 ppl/hr 3 ppl/hr 16 ppl/hr 19 ppl/hr
Walk
Office 25 ppl/hr 4 ppl/hr 29 ppl/hr 5 ppl/hr 25 ppl/hr 30 ppl/hr
Retail 2 ppl/hr 2 ppl/hr 4 ppl/hr 7 ppl/hr 7 ppl/hr 14 ppl/hr
Total Proposed 27 ppl/hr 6 ppl/hr 33 ppl/hr 12 ppl/hr 32 ppl/hr 44 ppl/hr
Table 5: Historical AADT Volumes
Route From To
ADT Annual % Change (2013 - 2017)
2013 2014 2015 2016 2017
Route 1 SR 233 DCA SR 100, I-395 Ramp 52,000 50,000 48,000 48,000 49,000 -1.5%
S Eads Street 20th Street S I-395 9,400 9,200 9,100 9,100 9,200 -0.5%
12th Street S * Crystal Drive S Eads Street 2,900 2,900 2,800 5,200 5,300 16.3%
15th Street S S Hayes Street Route 1 14,000 14,000 14,000 14,000 14,000 0.0%
Army Navy Drive S Hayes Street/I-395 12th Street S 6,700 6,600 6,500 7,300 7,500 2.9%
Crystal Drive 26th Street S 12th Street S 4,300 4,300 4,200 5,300 5,400 5.9%
S Fern Street 23rd Street S Army Navy Drive 4,600 4,600 4,500 6,400 6,900 10.7%
88,700 86,300 90,100 92,000 0.3%
*12th Street S excluded from calculation. 12th Street S was reconfigured to connect S Eads Street and S Fern Street in 2016, skewing results of growth rate calculations Source: VDOT Traffic Data 2013 to 2017 (http://www.virginiadot.org/info/ct-trafficcounts.asp)
B: SITE VISIT NOTES
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C: EXISTING TURNING MOVEMENT COUNTS
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 2 25 0 1 0 9 0 0 2 0 0 30 5 1 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 30 0 0 0 7 0 1 2 1 0 33 4 2 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 28 0 2 0 2 0 2 3 0 0 56 7 0 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 34 0 0 0 13 0 1 7 0 0 73 5 1 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 1 46 0 1 0 5 0 2 9 1 0 103 8 0 0 0 0 0 0
07:45 AM to 08:00 AM 0 0 37 0 0 0 6 0 1 8 1 0 102 10 0 0 0 0 0 0 ↑ 8 WBR 0.50
08:00 AM to 08:15 AM 0 1 47 0 0 0 10 0 4 13 0 0 112 7 2 0 0 0 0 0 ← 0 WBT n/a
08:15 AM to 08:30 AM 0 1 47 0 1 0 7 0 1 6 0 0 99 10 1 0 0 0 0 0 ↓ 32 WBL 0.80
08:30 AM to 08:45 AM 0 1 37 0 2 0 9 0 2 14 0 0 114 8 3 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 1 48 0 0 0 6 0 1 11 0 0 130 8 0 0 0 0 0 0 0 ← ← 40
09:00 AM to 09:15 AM 0 2 60 0 0 0 7 0 0 13 0 0 109 13 2 0 0 0 0 0 0 → → 37
09:15 AM to 09:30 AM 0 2 34 0 1 0 10 0 0 9 0 0 112 4 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM n/a EBL 0 ↑
09:45 AM to 10:00 AM n/a EBT 0 →
10:00 AM to 10:15 AM n/a EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 4 179 0 0 32 0 8 0 0 455 33 0 0 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.92 n/a 1.00 0.93 n/a 0.93 n/a 0.80 n/a 0.50 0.71 n/a n/a 0.88 0.83 0.88 n/a n/a n/a n/a n/a
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 1 0 0 0 0 3 0 0 0 0 0
07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 4 2 0 0 0 0 ↑ 0 WBR 0.0%
08:00 AM to 08:15 AM 0 0 1 0 0 1 0 0 0 0 2 1 0 0 0 0 ← 0 WBT 0.0%
08:15 AM to 08:30 AM 0 0 2 0 0 1 0 0 0 0 1 1 0 0 0 0 ↓ 3 WBL 9.4%
08:30 AM to 08:45 AM 0 0 4 0 0 1 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 ← ← 3
09:00 AM to 09:15 AM 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 → → 3
09:15 AM to 09:30 AM 0 0 0 0 0 1 0 0 0 0 3 1 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.0% EBL 0 ↑
09:45 AM to 10:00 AM 0.0% EBT 0 →
10:00 AM to 10:15 AM 0.0% EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 7 0 0 3 0 0 0 0 4 3 0 0 0 0
0.0% 0.0% 3.9% 0.0% 3.8% 0.0% 9.4% 0.0% 0.0% 7.5% 0.0% 0.0% 0.9% 9.1% 1.4% 0.0% 0.0% 0.0% 0.0% 0.0%
07:45 AM to 08:45 AM 0 0 8 0 0 3 0 0 0 0 7 4 0 0 0 0
0.0% 0.0% 4.8% 0.0% 4.7% 0.0% 9.4% 0.0% 0.0% 7.5% 0.0% 0.0% 1.6% 11.4% 2.4% 0.0% 0.0% 0.0% 0.0% 0.0%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 ↔ 3 PEDS
07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 4 0 0 0 0 0 ↑ 0 WBR
08:00 AM to 08:15 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 ← 0 WBT
08:15 AM to 08:30 AM 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 ↓ 2 WBL
08:30 AM to 08:45 AM 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← ← 2
09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0
09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 0 ↑
09:45 AM to 10:00 AM EBT 0 →
10:00 AM to 10:15 AM EBR 0 ↓
10:15 AM to 10:30 AM PEDS 6 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 5 0 0 2 0 0 0 0 4 0 0 0 0 0
07:30 AM to 08:30 AM 0 0 3 0 0 1 0 0 0 0 10 0 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: Long Bridge Drive & 10th Street S/
09:15 AM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 08:15 AM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Long Bridge Drive 10th Street S Long Bridge Drive
0.710
179
4 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.93
183
463
n/a
0.93
1.00
n/a
10th Street S
Long Bridge Drive
n/a 0 0
455
SBR
SBT
SBL
SBU
Long Bridge Drive
33
NBU
NBL
NBT
NBR
n/a
n/a
0.88
0.83
211
488
0.88
SYSTEM PEAK HR (VEH.) 1833
4044
4886
00
Peak Hour
Factor (PHF)
Long Bridge Drive 10th Street S Long Bridge Drive
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
7.5%0 7 0 0
3.8%
7 4
0.0%
3.9%
0.0%
0.0%
10th Street S
Long Bridge Drive
0.0% 0 0 4
SBR
SBT
SBL
SBU
Long Bridge Drive
3
NBU
NBL
NBT
NBR
0.0%
0.0%
0.9%
9.1%
10 7
1.4%
SYSTEM PEAK HR (VEH.) 7 3 7 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 8 3 11 0
Heavy Vehicle % (PHV):
Long Bridge Drive 10th Street S Long Bridge Drive
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
5 4
PED
S
SBR
SBT
SBL
SBU
Long Bridge Drive
0 0
0 44
NBU
NBL
NBT
NBR
PED
S
5 0 0
10th Street S
Long Bridge Drive
0 0 4
7 4
SYSTEM PEAK HR (VEH.) 5 2 4 0
INT. PEAK HR (BIKES) 3 1 10 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 0 0 5 1 0 0 4 0 3 0 0 0 0 1 0 2 3 0 1
06:45 AM to 07:00 AM 0 0 0 3 2 0 0 5 0 2 0 0 0 1 1 0 1 2 0 1
07:00 AM to 07:15 AM 0 0 0 0 2 0 0 2 1 2 0 1 1 0 1 1 2 2 0 1
07:15 AM to 07:30 AM 0 0 0 6 0 0 0 5 0 1 0 1 0 0 3 2 2 1 0 1 ← →
07:30 AM to 07:45 AM 0 0 0 1 1 0 0 3 0 2 0 0 0 0 2 1 4 5 0 1
07:45 AM to 08:00 AM 1 0 0 1 5 0 0 7 0 5 0 1 0 0 4 0 2 7 0 1 ↑ 0 WBR n/a
08:00 AM to 08:15 AM 0 0 0 4 6 0 0 6 0 1 0 0 0 0 0 1 3 3 0 3 ← 23 WBT 0.82
08:15 AM to 08:30 AM 0 0 0 2 3 0 0 7 0 3 0 0 0 0 3 0 7 4 0 2 ↓ 0 WBL n/a
08:30 AM to 08:45 AM 0 0 0 1 2 0 0 6 0 1 0 0 0 0 1 2 2 4 0 2 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 0 0 2 1 0 0 4 0 1 0 0 0 0 0 1 1 6 0 1 36 ← ← 23
09:00 AM to 09:15 AM 0 0 0 0 0 0 0 5 0 0 0 1 0 0 5 1 4 8 0 2 34 → → 17
09:15 AM to 09:30 AM 0 0 0 3 2 0 0 6 0 2 0 1 0 0 4 0 3 3 0 2 0.50 EBU 4 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.46 EBL 13 ↑
09:45 AM to 10:00 AM 0.71 EBT 17 →
10:00 AM to 10:15 AM n/a EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 9 0 0 23 0 0 0 0 0 4 13 17 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.83 n/a n/a n/a 0.56 0.56 n/a n/a 0.82 n/a 0.82 n/a n/a n/a n/a n/a 0.50 0.46 0.71 n/a 0.77
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM to 08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 ↑ 0 WBR 0.0%
08:00 AM to 08:15 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 ← 1 WBT 4.3%
08:15 AM to 08:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 ↓ 0 WBL 0.0%
08:30 AM to 08:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 3 ← ← 1
09:00 AM to 09:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 3 → → 2
09:15 AM to 09:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 7.7% EBL 1 ↑
09:45 AM to 10:00 AM 11.8% EBT 2 →
10:00 AM to 10:15 AM 0.0% EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 2 0 0 1 0 0 0 0 0 0 1 2 0
0.0% 0.0% 0.0% 22.2% 22.2% 0.0% 0.0% 4.3% 0.0% 4.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 7.7% 11.8% 0.0% 8.8%
07:30 AM to 08:30 AM 0 0 0 3 0 0 0 0 0 0 0 0 0 3 1 0
0.0% 0.0% 0.0% 37.5% 33.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 18.8% 5.3% 0.0% 10.8%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 12 PEDS
07:45 AM to 08:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↑ 0 WBR
08:00 AM to 08:15 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 3 WBT
08:15 AM to 08:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↓ 0 WBL
08:30 AM to 08:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 3 ← ← 3
09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0
09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 0 ↑
09:45 AM to 10:00 AM EBT 0 →
10:00 AM to 10:15 AM EBR 0 ↓
10:15 AM to 10:30 AM PEDS 4 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0
07:45 AM to 08:45 AM 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: S Ball Street/ & 10th Street S
08:45 AM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 07:45 AM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: S Ball Street 10th Street S
0.829 0 0 0
10th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.56
9 13
0.56
n/a
n/a
n/a
10th Street S
10th Street S
0.77 0 0 0
SBR
SBT
SBL
SBU
S Ball Street
0
NBU
NBL
NBT
NBR
n/a
n/a
n/a
n/a
0 0
n/a
SYSTEM PEAK HR (VEH.) 912
236
04
348
Peak Hour
Factor (PHF)
S Ball Street 10th Street S 10th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
4.3%2 0 0 0
22.2%
2 1
22.2%
0.0%
0.0%
0.0%
10th Street S
10th Street S
8.8% 0 0 0
SBR
SBT
SBL
SBU
S Ball Street
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 0
0.0%
SYSTEM PEAK HR (VEH.) 2 1 0 3
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 3 0 0 4
Heavy Vehicle % (PHV):
S Ball Street 10th Street S 10th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
1 0
PED
S
SBR
SBT
SBL
SBU
S Ball Street
8 0
0 6
NBU
NBL
NBT
NBR
PED
S
1 0 0
10th Street S
10th Street S
0 0 0
1 0
SYSTEM PEAK HR (VEH.) 1 3 0 0
INT. PEAK HR (BIKES) 1 3 0 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 3 0 0 0 2
06:45 AM to 07:00 AM 0 0 0 3 1 0 0 0 0 0 0 0 0 0 0 2 1 0 0 3
07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2
07:15 AM to 07:30 AM 0 0 0 2 6 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 ← →
07:30 AM to 07:45 AM 0 0 0 1 4 0 0 0 0 0 0 0 0 0 0 3 2 0 0 2
07:45 AM to 08:00 AM 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 6 3 0 0 4 ↑ 0 WBR n/a
08:00 AM to 08:15 AM 0 0 0 4 5 0 0 0 0 0 0 0 0 0 0 2 2 0 0 1 ← 0 WBT n/a
08:15 AM to 08:30 AM 0 0 0 3 4 0 0 0 0 0 0 0 0 0 0 3 1 0 0 5 ↓ 0 WBL n/a
08:30 AM to 08:45 AM 0 0 0 3 6 0 0 0 0 0 0 0 0 0 0 3 3 0 0 1 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 0 0 1 7 0 0 0 0 0 0 0 0 0 0 3 2 0 0 2 22 ← ← 0
09:00 AM to 09:15 AM 0 0 0 1 7 0 0 0 0 0 0 0 0 0 0 4 2 0 0 1 19 → → 0
09:15 AM to 09:30 AM 0 0 0 4 2 0 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0.92 EBU 11 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.67 EBL 8 ↑
09:45 AM to 10:00 AM n/a EBT 0 →
10:00 AM to 10:15 AM n/a EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 11 0 0 0 0 0 0 0 0 11 8 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.83 n/a n/a n/a 0.69 0.69 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 0.92 0.67 n/a n/a 0.79
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM to 08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR 0.0%
08:00 AM to 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 ← 0 WBT 0.0%
08:15 AM to 08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL 0.0%
08:30 AM to 08:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 ← ← 0
09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 → → 0
09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9.1% EBU 1 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 12.5% EBL 1 ↑
09:45 AM to 10:00 AM 0.0% EBT 0 →
10:00 AM to 10:15 AM 0.0% EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 1 0 0
0.0% 0.0% 0.0% 9.1% 9.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 9.1% 12.5% 0.0% 0.0% 10.5%
07:15 AM to 08:15 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 1 0 0
0.0% 0.0% 0.0% 12.5% 12.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 8.3% 14.3% 0.0% 0.0% 10.5%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 22 PEDS
07:45 AM to 08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR
08:00 AM to 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT
08:15 AM to 08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL
08:30 AM to 08:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 ← ← 0
09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0
09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 0 ↑
09:45 AM to 10:00 AM EBT 0 →
10:00 AM to 10:15 AM EBR 0 ↓
10:15 AM to 10:30 AM PEDS 0 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM to 08:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: Driveway at Roundabout/ & /10th Street S
08:45 AM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 07:45 AM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Driveway at Roundabout
n/a11 0 0 0
10th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.69
11 8
0.69
n/a
n/a
n/a
10th Street S
0.79 0 0 0
SBR
SBT
SBL
SBU
Driveway at Roundabout
0
NBU
NBL
NBT
NBR
n/a
n/a
n/a
n/a
0 0
n/a
SYSTEM PEAK HR (VEH.) 1122
00
00
199
Peak Hour
Factor (PHF)
Driveway at Roundabout 10th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%1 0 0 0
9.1%
1 1
9.1%
0.0%
0.0%
0.0%
10th Street S
10.5% 0 0 0
SBR
SBT
SBL
SBU
Driveway at Roundabout
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 0
0.0%
SYSTEM PEAK HR (VEH.) 1 0 0 2
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 1 0 0 2
Heavy Vehicle % (PHV):
Driveway at Roundabout 10th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
1 0
PED
S
SBR
SBT
SBL
SBU
Driveway at Roundabout
9 1
0 0
NBU
NBL
NBT
NBR
PED
S
0 0 0
10th Street S
0 0 0
0 0
SYSTEM PEAK HR (VEH.) 1 0 0 0
INT. PEAK HR (BIKES) 1 0 0 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 1 33 0 0 0 0 0 0 3 0 0 35 10 0 0 0 0 0 0
06:45 AM to 07:00 AM 0 7 32 0 0 0 0 0 0 2 0 0 38 8 0 0 0 0 0 0
07:00 AM to 07:15 AM 1 1 28 0 0 0 0 0 0 4 0 0 63 9 0 0 0 0 0 0
07:15 AM to 07:30 AM 0 4 43 0 0 0 0 0 0 16 0 0 77 21 0 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 3 48 0 0 0 0 0 0 10 0 0 112 14 0 0 0 0 0 0
07:45 AM to 08:00 AM 0 5 39 0 0 0 0 0 0 14 0 0 113 10 0 0 0 0 0 0 ↑ 0 WBR n/a
08:00 AM to 08:15 AM 0 11 46 0 0 0 0 0 0 20 0 0 120 15 0 0 0 0 0 0 ← 0 WBT n/a
08:15 AM to 08:30 AM 0 6 48 0 0 0 0 0 0 11 0 0 110 18 0 0 0 0 0 0 ↓ 0 WBL n/a
08:30 AM to 08:45 AM 0 2 45 0 0 0 0 0 0 15 0 0 121 16 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 4 50 0 0 0 0 0 0 12 0 0 138 16 0 0 0 0 0 0 0 ← ← 0
09:00 AM to 09:15 AM 0 5 61 0 0 0 0 0 0 16 0 0 120 18 1 0 0 0 0 0 0 → → 88
09:15 AM to 09:30 AM 0 5 40 0 0 0 0 0 0 14 0 0 118 19 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM n/a EBL 0 ↑
09:45 AM to 10:00 AM n/a EBT 0 →
10:00 AM to 10:15 AM n/a EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 23 189 0 0 0 0 0 0 0 489 65 0 0 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.92 n/a 0.52 0.95 n/a 0.93 n/a n/a n/a n/a n/a n/a n/a 0.89 0.90 0.90 n/a n/a n/a n/a n/a
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0
07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 ↑ 0 WBR 0.0%
08:00 AM to 08:15 AM 0 0 2 0 0 0 0 0 0 0 3 0 0 0 0 0 ← 0 WBT 0.0%
08:15 AM to 08:30 AM 0 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 ↓ 0 WBL 0.0%
08:30 AM to 08:45 AM 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 ← ← 0
09:00 AM to 09:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0
09:15 AM to 09:30 AM 0 0 1 0 0 0 0 0 0 0 4 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.0% EBL 0 ↑
09:45 AM to 10:00 AM 0.0% EBT 0 →
10:00 AM to 10:15 AM 0.0% EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 10 0 0 0 0 0 0 0 7 0 0 0 0 0
0.0% 0.0% 5.3% 0.0% 4.7% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.4% 0.0% 1.3% 0.0% 0.0% 0.0% 0.0% 0.0%
07:45 AM to 08:45 AM 0 0 11 0 0 0 0 0 0 0 11 0 0 0 0 0
0.0% 0.0% 6.2% 0.0% 5.4% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2.4% 0.0% 2.1% 0.0% 0.0% 0.0% 0.0% 0.0%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 ↔ 0 PEDS
07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 0 3 1 0 0 0 0 ↑ 0 WBR
08:00 AM to 08:15 AM 0 0 1 0 0 0 0 0 0 0 3 2 0 0 0 0 ← 0 WBT
08:15 AM to 08:30 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 0 WBL
08:30 AM to 08:45 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← ← 0
09:00 AM to 09:15 AM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 2
09:15 AM to 09:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 0 ↑
09:45 AM to 10:00 AM EBT 0 →
10:00 AM to 10:15 AM EBR 0 ↓
10:15 AM to 10:30 AM PEDS 0 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 5 0 0 0 0 0 0 0 5 2 0 0 0 0
07:15 AM to 08:15 AM 0 0 3 0 0 0 0 0 0 0 11 3 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: Long Bridge Drive & Gateway North Garage/
09:15 AM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 08:15 AM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Long Bridge Drive Gateway North Garage Long Bridge Drive
n/a0
189
23 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.93
212
489
n/a
0.95
0.52
n/a
Gateway North Garage
Long Bridge Drive
n/a 0 0
489
SBR
SBT
SBL
SBU
Long Bridge Drive
65
NBU
NBL
NBT
NBR
n/a
n/a
0.89
0.90
189
554
0.90
SYSTEM PEAK HR (VEH.) 2120
058
5540
00
Peak Hour
Factor (PHF)
Long Bridge Drive Gateway North Garage Long Bridge Drive
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 10 0 0
4.7%
10 7
0.0%
5.3%
0.0%
0.0%
Gateway North Garage
Long Bridge Drive
0.0% 0 0 7
SBR
SBT
SBL
SBU
Long Bridge Drive
0
NBU
NBL
NBT
NBR
0.0%
0.0%
1.4%
0.0%
10 7
1.3%
SYSTEM PEAK HR (VEH.) 10 0 7 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 11 0 11 0
Heavy Vehicle % (PHV):
Long Bridge Drive Gateway North Garage Long Bridge Drive
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
5 5
PED
S
SBR
SBT
SBL
SBU
Long Bridge Drive
0 0
2 58
NBU
NBL
NBT
NBR
PED
S
5 0 0
Gateway North Garage
Long Bridge Drive
0 0 5
5 7
SYSTEM PEAK HR (VEH.) 5 0 7 0
INT. PEAK HR (BIKES) 3 0 14 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 0 0 0 0 0 0 45 1 0 0 0 0 0 4 0 0 45 2 24
06:45 AM to 07:00 AM 0 0 0 0 0 0 0 41 0 0 0 1 0 0 9 0 0 49 4 20
07:00 AM to 07:15 AM 0 0 0 0 0 0 3 58 0 0 0 0 0 0 18 0 0 58 10 32
07:15 AM to 07:30 AM 0 0 0 0 0 0 2 59 0 0 0 0 0 0 5 0 0 38 1 21 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 1 0 58 0 0 0 0 0 0 7 0 0 47 7 33
07:45 AM to 08:00 AM 0 0 0 0 0 0 3 76 0 0 0 0 0 1 11 0 0 39 2 38 ↑ 0 WBR n/a
08:00 AM to 08:15 AM 0 0 0 0 0 0 0 63 0 0 0 0 0 0 9 0 0 45 5 38 ← 282 WBT 0.89
08:15 AM to 08:30 AM 0 0 0 0 0 0 2 75 0 0 0 0 0 0 6 0 0 56 5 36 ↓ 4 WBL 0.50
08:30 AM to 08:45 AM 0 0 0 0 0 0 1 65 0 0 0 0 0 0 12 0 0 49 4 46 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 0 0 0 0 0 1 79 0 0 0 0 0 0 9 0 0 48 2 40 282 ← ← 286
09:00 AM to 09:15 AM 0 0 0 0 0 1 3 73 0 0 0 0 0 0 12 0 0 61 3 45 214 → → 198
09:15 AM to 09:30 AM 0 0 0 0 0 0 0 55 0 0 0 0 0 0 24 0 0 47 4 47 n/a EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM n/a EBL 0 ↑
09:45 AM to 10:00 AM 0.88 EBT 198 →
10:00 AM to 10:15 AM 0.80 EBR 16 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 0 0 4 282 0 0 0 0 0 0 0 198 16
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.91 n/a n/a n/a n/a n/a n/a 0.50 0.89 n/a 0.89 n/a n/a n/a n/a n/a n/a n/a 0.88 0.80 0.88
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0
07:00 AM to 07:15 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 0
07:45 AM to 08:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 ↑ 0 WBR 0.0%
08:00 AM to 08:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 ← 10 WBT 3.5%
08:15 AM to 08:30 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 ↓ 0 WBL 0.0%
08:30 AM to 08:45 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 4 0 ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 10 ← ← 10
09:00 AM to 09:15 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 1 0 7 → → 7
09:15 AM to 09:30 AM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 3 0 0.0% EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.0% EBL 0 ↑
09:45 AM to 10:00 AM 3.5% EBT 7 →
10:00 AM to 10:15 AM 0.0% EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 0 0 0 10 0 0 0 0 0 0 0 7 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 3.5% 0.0% 3.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 3.5% 0.0% 3.3%
08:30 AM to 09:30 AM 0 0 0 0 0 0 14 0 0 0 0 0 0 0 9 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 5.1% 0.0% 5.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 4.4% 0.0% 4.1%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 2 0
07:00 AM to 07:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 ↔ 0 PEDS
07:45 AM to 08:00 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 3 0 ↑ 0 WBR
08:00 AM to 08:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 ← 4 WBT
08:15 AM to 08:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↓ 0 WBL
08:30 AM to 08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 4 ← ← 4
09:00 AM to 09:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2 → → 2
09:15 AM to 09:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 0 ↑
09:45 AM to 10:00 AM EBT 2 →
10:00 AM to 10:15 AM EBR 0 ↓
10:15 AM to 10:30 AM PEDS 36 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 2 0
06:30 AM to 07:30 AM 0 0 0 0 0 0 7 0 0 1 0 0 0 0 6 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: /Gateway Garage & 12th Street S
09:15 AM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 08:15 AM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: 12th Street S Gateway Garage
0.890 0 0 0
12th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
n/a
0 0
n/a
n/a
n/a
n/a
12th Street S
12th Street S
Gateway Garage
0.88 0 0 0
SBR
SBT
SBL
SBU
0
NBU
NBL
NBT
NBR
n/a
n/a
n/a
n/a
20 0
n/a
SYSTEM PEAK HR (VEH.) 00
2860
036
214160
Peak Hour
Factor (PHF)
12th Street S Gateway Garage 12th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
3.5%0 0 0 0
0.0%
0 0
0.0%
0.0%
0.0%
0.0%
12th Street S
12th Street S
Gateway Garage
3.3% 0 0 0
SBR
SBT
SBL
SBU
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 0
0.0%
SYSTEM PEAK HR (VEH.) 0 10 0 7
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 0 14 0 9
Heavy Vehicle % (PHV):
12th Street S Gateway Garage 12th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0 0
PED
S
SBR
SBT
SBL
SBU
160
0
0 0
NBU
NBL
NBT
NBR
PED
S
0 0 0
12th Street S
12th Street S
Gateway Garage
0 0 0
0 0
SYSTEM PEAK HR (VEH.) 0 4 0 2
INT. PEAK HR (BIKES) 0 7 1 6
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 0 7 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 5 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 4 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 10 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0
07:45 AM to 08:00 AM 0 0 4 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 ↑ 0 WBR n/a
08:00 AM to 08:15 AM 0 0 4 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 ← 0 WBT n/a
08:15 AM to 08:30 AM 0 0 6 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 ↓ 0 WBL n/a
08:30 AM to 08:45 AM 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 0 5 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 ← ← 0
09:00 AM to 09:15 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0
09:15 AM to 09:30 AM 0 0 6 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM n/a EBL 0 ↑
09:45 AM to 10:00 AM n/a EBT 0 →
10:00 AM to 10:15 AM n/a EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 21 0 0 0 0 0 0 0 5 0 0 0 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.81 n/a n/a 0.88 n/a 0.88 n/a n/a n/a n/a n/a n/a n/a 0.42 n/a 0.42 n/a n/a n/a n/a n/a
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM
06:45 AM to 07:00 AM
07:00 AM to 07:15 AM
07:15 AM to 07:30 AM ← →
07:30 AM to 07:45 AM
07:45 AM to 08:00 AM ↑ 0 WBR 0.0%
08:00 AM to 08:15 AM ← 0 WBT 0.0%
08:15 AM to 08:30 AM ↓ 0 WBL 0.0%
08:30 AM to 08:45 AM ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 ← ← 0
09:00 AM to 09:15 AM 0 → → 0
09:15 AM to 09:30 AM 0.0% EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.0% EBL 0 ↑
09:45 AM to 10:00 AM 0.0% EBT 0 →
10:00 AM to 10:15 AM 0.0% EBR 0 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
06:30 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM
06:45 AM to 07:00 AM
07:00 AM to 07:15 AM
07:15 AM to 07:30 AM ← →
07:30 AM to 07:45 AM ↔ 0 PEDS
07:45 AM to 08:00 AM ↑ 0 WBR
08:00 AM to 08:15 AM ← 0 WBT
08:15 AM to 08:30 AM ↓ 0 WBL
08:30 AM to 08:45 AM ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 ← ← 0
09:00 AM to 09:15 AM 0 → → 0
09:15 AM to 09:30 AM EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 0 ↑
09:45 AM to 10:00 AM EBT 0 →
10:00 AM to 10:15 AM EBR 0 ↓
10:15 AM to 10:30 AM PEDS 0 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
06:30 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: Peds going SB/Peds Going NB &
08:00 AM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 07:00 AM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Peds going SB Peds Going NB
n/a0 21 0 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.88
21 5
n/a
0.88
n/a
n/a
Peds Going NB
n/a 0 0 5
SBR
SBT
SBL
SBU
Peds going SB
0
NBU
NBL
NBT
NBR
n/a
n/a
0.42
n/a
21 5
0.42
SYSTEM PEAK HR (VEH.) 210
00
50
00
Peak Hour
Factor (PHF)
Peds going SB Peds Going NB
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 0 0 0
0.0%
0 0
0.0%
0.0%
0.0%
0.0%
Peds Going NB
0.0% 0 0 0
SBR
SBT
SBL
SBU
Peds going SB
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 0
0.0%
SYSTEM PEAK HR (VEH.) 0 0 0 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 0 0 0 0
Heavy Vehicle % (PHV):
Peds going SB Peds Going NB
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0 0
PED
S
SBR
SBT
SBL
SBU
Peds going SB
0 0
0 0
NBU
NBL
NBT
NBR
PED
S
0 0 0
Peds Going NB
0 0 0
0 0
SYSTEM PEAK HR (VEH.) 0 0 0 0
INT. PEAK HR (BIKES) 0 0 0 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 0 28 6 13 0 0 0 0 0 0 25 33 0 4 6 23 0 34 13
06:45 AM to 07:00 AM 0 0 46 6 40 0 0 0 0 0 0 39 51 0 4 4 36 0 38 31
07:00 AM to 07:15 AM 0 0 28 5 21 0 0 0 0 0 0 37 57 0 8 5 26 0 35 21
07:15 AM to 07:30 AM 0 0 30 7 17 0 0 0 0 0 0 35 54 0 3 7 31 0 46 14 ← →
07:30 AM to 07:45 AM 0 0 35 15 13 0 0 0 0 0 0 52 68 0 3 7 50 0 47 27
07:45 AM to 08:00 AM 0 0 25 8 25 0 0 0 0 0 0 40 74 0 3 6 44 0 59 18 ↑ 0 WBR n/a
08:00 AM to 08:15 AM 0 0 30 14 30 0 0 0 0 0 0 58 76 0 7 13 35 0 58 36 ← 0 WBT n/a
08:15 AM to 08:30 AM 0 0 35 12 25 0 0 0 0 0 0 60 68 0 9 10 46 0 86 20 ↓ 0 WBL n/a
08:30 AM to 08:45 AM 0 0 35 13 30 0 0 0 0 0 0 51 70 0 6 9 44 0 65 61 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 0 19 14 22 0 0 0 0 0 0 43 93 0 2 14 60 0 82 27 311 ← ← 0
09:00 AM to 09:15 AM 0 0 48 11 17 0 0 0 0 0 0 38 59 0 3 19 52 0 69 28 522 → → 0
09:15 AM to 09:30 AM 0 0 30 9 3 0 0 0 0 0 0 38 47 0 1 9 43 0 55 24 0.82 EBU 46 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.77 EBL 185 ↑
09:45 AM to 10:00 AM n/a EBT 0 →
10:00 AM to 10:15 AM 0.85 EBR 291 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 119 53 0 0 0 0 0 212 307 0 46 185 0 291
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.93 n/a n/a 0.85 0.95 0.90 n/a n/a n/a n/a n/a n/a 0.88 0.83 n/a 0.95 0.82 0.77 n/a 0.85 0.84
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 3 0 0 0 0 0 0 4 1 0 0 0 0 1
06:45 AM to 07:00 AM 0 0 1 0 0 0 0 0 0 8 3 0 0 0 0 1
07:00 AM to 07:15 AM 0 0 2 0 0 0 0 0 0 6 5 0 0 1 0 0
07:15 AM to 07:30 AM 0 0 0 0 0 0 0 0 0 7 2 0 0 0 0 1 ← →
07:30 AM to 07:45 AM 0 0 2 2 0 0 0 0 0 10 4 0 0 1 0 4
07:45 AM to 08:00 AM 0 0 1 0 0 0 0 0 0 6 6 0 0 0 0 4 ↑ 0 WBR 0.0%
08:00 AM to 08:15 AM 0 0 1 1 0 0 0 0 0 8 2 0 0 0 0 5 ← 0 WBT 0.0%
08:15 AM to 08:30 AM 0 0 1 0 0 0 0 0 0 8 3 0 0 1 0 1 ↓ 0 WBL 0.0%
08:30 AM to 08:45 AM 0 0 2 1 0 0 0 0 0 7 4 0 0 1 0 0 ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 10 1 0 0 0 0 1 35 ← ← 0
09:00 AM to 09:15 AM 0 0 0 0 0 0 0 0 0 9 1 0 0 1 0 5 9 → → 0
09:15 AM to 09:30 AM 0 0 1 2 0 0 0 0 0 3 2 0 1 1 0 4 0.0% EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 1.1% EBL 2 ↑
09:45 AM to 10:00 AM 0.0% EBT 0 →
10:00 AM to 10:15 AM 2.4% EBR 7 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 4 2 0 0 0 0 0 33 10 0 0 2 0 7
0.0% 0.0% 3.4% 3.8% 3.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 15.6% 3.3% 0.0% 8.3% 0.0% 1.1% 0.0% 2.4% 1.7%
07:30 AM to 08:30 AM 0 0 5 3 0 0 0 0 0 32 15 0 0 2 0 14
0.0% 0.0% 4.0% 6.1% 4.6% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 15.2% 5.2% 0.0% 9.5% 0.0% 1.1% 0.0% 5.6% 3.5%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0
06:45 AM to 07:00 AM 0 0 5 0 0 0 0 0 0 0 4 0 0 0 0 0
07:00 AM to 07:15 AM 0 0 2 0 0 0 0 0 0 0 6 0 0 0 0 0
07:15 AM to 07:30 AM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 ← →
07:30 AM to 07:45 AM 0 0 1 0 0 0 0 0 0 0 6 0 0 0 0 0 ↔ 107 PEDS
07:45 AM to 08:00 AM 0 0 5 0 0 0 0 0 0 1 6 0 0 1 0 1 ↑ 0 WBR
08:00 AM to 08:15 AM 0 0 1 0 0 0 0 0 0 1 3 0 0 0 0 0 ← 0 WBT
08:15 AM to 08:30 AM 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 ↓ 0 WBL
08:30 AM to 08:45 AM 0 0 1 0 0 0 0 0 0 2 3 0 0 0 0 1 ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 0 2 0 0 0 0 0 0 2 2 0 0 0 0 1 5 ← ← 0
09:00 AM to 09:15 AM 0 0 1 0 0 0 0 0 0 2 3 0 0 0 0 1 2 → → 0
09:15 AM to 09:30 AM 0 0 1 0 0 0 0 0 0 1 3 0 0 0 0 1 EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 0 ↑
09:45 AM to 10:00 AM EBT 0 →
10:00 AM to 10:15 AM EBR 2 ↓
10:15 AM to 10:30 AM PEDS 24 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 0 5 0 0 0 0 0 0 5 11 0 0 0 0 2
07:00 AM to 08:00 AM 0 0 10 0 0 0 0 0 0 1 19 0 0 1 0 1
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: Crystal Drive & /15th Street S
09:15 AM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 08:15 AM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Crystal Drive Crystal Drive
n/a53
119
0 0
15th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.90
172
492
0.95
0.85
n/a
n/a
15th Street S
Crystal D
rive
0.84 0
212
307
SBR
SBT
SBL
SBU
Crystal D
rive
0
NBU
NBL
NBT
NBR
n/a
0.88
0.83
n/a
410
519
0.95
SYSTEM PEAK HR (VEH.) 172107
00
51924
522144
Peak Hour
Factor (PHF)
Crystal Drive Crystal Drive 15th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%2 4 0 0
3.5%
6 12
3.8%
3.4%
0.0%
0.0%
15th Street S
Crystal D
rive
1.7% 0 33
10
SBR
SBT
SBL
SBU
Crystal D
rive
0
NBU
NBL
NBT
NBR
0.0%
15.6%
3.3%
0.0%
11
43
8.3%
SYSTEM PEAK HR (VEH.) 6 0 43 9
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 8 0 47 16
Heavy Vehicle % (PHV):
Crystal Drive Crystal Drive 15th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
5 11
PED
S
SBR
SBT
SBL
SBU
Crystal D
rive
144
0
0 0
NBU
NBL
NBT
NBR
PED
S
5 0 0
15th Street S
Crystal D
rive
0 5 11
7 16
SYSTEM PEAK HR (VEH.) 5 0 16 2
INT. PEAK HR (BIKES) 10 0 20 2
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
06:30 AM to 06:45 AM 0 6 3 10 11 0 9 24 13 7 0 3 13 3 14 0 24 45 31 5
06:45 AM to 07:00 AM 0 12 1 9 34 0 4 24 10 13 0 6 15 2 9 0 28 27 38 8
07:00 AM to 07:15 AM 0 10 1 8 20 0 3 34 15 5 0 7 11 1 28 0 43 44 57 3
07:15 AM to 07:30 AM 0 10 0 22 40 0 5 41 23 7 0 5 16 3 24 0 46 51 65 1 ← →
07:30 AM to 07:45 AM 0 14 1 16 28 0 4 39 26 11 0 5 17 1 24 0 61 57 56 6
07:45 AM to 08:00 AM 0 15 5 17 49 0 2 23 45 19 0 10 12 1 32 0 76 41 77 2 ↑ 153 WBR 0.74
08:00 AM to 08:15 AM 0 13 0 20 28 0 1 32 37 17 0 4 22 4 40 0 105 41 66 0 ← 139 WBT 0.94
08:15 AM to 08:30 AM 0 9 3 19 23 0 7 37 29 15 0 7 18 5 24 0 132 35 88 2 ↓ 24 WBL 0.60
08:30 AM to 08:45 AM 0 8 3 23 23 0 10 33 52 15 0 5 22 4 18 0 124 47 78 3 ← ↓ → ↑ → 0 WBU n/a
08:45 AM to 09:00 AM 0 13 4 13 22 0 6 37 35 6 0 12 23 0 29 0 98 54 106 9 242 ← ← 316
09:00 AM to 09:15 AM 0 14 3 14 18 0 8 33 32 7 0 7 20 1 34 0 108 57 58 2 974 → → 233
09:15 AM to 09:30 AM 0 10 9 13 17 0 11 34 31 17 0 8 19 4 28 0 87 59 67 1 n/a EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 0.87 EBL 459 ↑
09:45 AM to 10:00 AM 0.82 EBT 177 →
10:00 AM to 10:15 AM 0.80 EBR 338 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 43 10 75 0 24 139 153 0 28 85 13 0 459 177 338
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.94 n/a 0.83 0.63 0.82 0.94 n/a 0.60 0.94 0.74 0.83 n/a 0.58 0.92 0.65 0.90 n/a 0.87 0.82 0.80 0.94
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 1 0 0 0 1 0 0 1 2 2
06:45 AM to 07:00 AM 0 1 0 1 0 0 2 0 0 0 1 0 0 0 1 1
07:00 AM to 07:15 AM 0 0 0 0 0 0 3 1 0 2 0 0 0 1 2 3
07:15 AM to 07:30 AM 0 0 0 2 0 1 3 0 0 0 0 0 0 0 1 1 ← →
07:30 AM to 07:45 AM 0 1 0 1 0 1 5 0 0 0 0 0 0 2 1 1
07:45 AM to 08:00 AM 0 0 0 1 0 0 1 0 0 0 0 0 0 2 2 0 ↑ 5 WBR 3.3%
08:00 AM to 08:15 AM 0 0 0 0 0 0 2 0 0 1 0 0 0 1 1 1 ← 14 WBT 10.1%
08:15 AM to 08:30 AM 0 0 0 1 0 1 2 0 0 0 0 0 0 1 1 1 ↓ 1 WBL 4.2%
08:30 AM to 08:45 AM 0 0 0 4 0 0 5 2 0 0 0 0 0 1 1 1 ← ↓ → ↑ → 0 WBU 0.0%
08:45 AM to 09:00 AM 0 2 0 1 0 0 5 3 0 0 0 0 0 3 0 2 21 ← ← 20
09:00 AM to 09:15 AM 0 0 0 1 0 0 3 0 0 1 0 0 0 3 4 1 14 → → 5
09:15 AM to 09:30 AM 0 0 1 1 0 1 5 1 0 2 1 1 0 2 0 1 0.0% EBU 0 ← ↓ ← ↑ →
09:30 AM to 09:45 AM 1.3% EBL 6 ↑
09:45 AM to 10:00 AM 1.7% EBT 3 →
10:00 AM to 10:15 AM 1.5% EBR 5 ↓
10:15 AM to 10:30 AM
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 2 0 6 0 1 14 5 0 1 0 0 0 6 3 5
0.0% 4.7% 0.0% 8.0% 6.3% 0.0% 4.2% 10.1% 3.3% 6.3% 0.0% 3.6% 0.0% 0.0% 0.8% 0.0% 1.3% 1.7% 1.5% 1.4%
08:30 AM to 09:30 AM 0 2 1 7 0 1 18 6 0 3 1 1 0 9 5 5
0.0% 4.4% 5.3% 11.1% 7.9% 0.0% 2.9% 13.1% 4.0% 7.8% 0.0% 9.4% 1.2% 11.1% 4.0% 0.0% 2.2% 2.3% 1.6% 2.0%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
06:30 AM to 06:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0
06:45 AM to 07:00 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0
07:00 AM to 07:15 AM 0 0 0 0 0 0 3 1 0 0 0 0 0 0 1 1
07:15 AM to 07:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3 1 ← →
07:30 AM to 07:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 ↔ 96 PEDS
07:45 AM to 08:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 1 2 0 ↑ 2 WBR
08:00 AM to 08:15 AM 0 1 0 0 0 0 0 2 0 0 0 0 0 1 2 0 ← 1 WBT
08:15 AM to 08:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 ↓ 0 WBL
08:30 AM to 08:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 ↕ ← ↓ → ↑ → 0 WBU
08:45 AM to 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 ← ← 3
09:00 AM to 09:15 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 5 → → 3
09:15 AM to 09:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 EBU 0 ← ↓ ← ↑ → ↕
09:30 AM to 09:45 AM EBL 3 ↑
09:45 AM to 10:00 AM EBT 2 →
10:00 AM to 10:15 AM EBR 0 ↓
10:15 AM to 10:30 AM PEDS 111 ↔
10:30 AM to 10:45 AM ← →
10:45 AM to 11:00 AM
11:00 AM to 11:15 AM
11:15 AM to 11:30 AM
08:00 AM to 09:00 AM 0 1 0 0 0 0 1 2 0 1 0 0 0 3 2 0
06:45 AM to 07:45 AM 0 0 0 0 0 0 8 1 0 0 0 0 0 0 8 2
Wednesday, October 17, 2018
Long Bridge Drive 12th Street S S Clark 12th Street S
DATA COLLECTION NOTES :
INT. PEAK HR (BIKES) 0 9 0 10
0 1
SYSTEM PEAK HR (VEH.) 1 3 1 5
0 53
NBU
NBL
NBT
NBR
PED
S
0 1 0
12th Street S
12th Street S
S Clark
0 1 0
1 5
PED
S
SBR
SBT
SBL
SBU
Long Bridge Drive
14 0
Long Bridge Drive 12th Street S S Clark 12th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
Heavy Vehicle % (PHV):
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 10 25 5 19
6 1
0.8%
SYSTEM PEAK HR (VEH.) 8 20 1 14
0
NBU
NBL
NBT
NBR
0.0%
3.6%
0.0%
0.0%
12th Street S
12th Street S
S Clark
1.4% 0 1 0
SBR
SBT
SBL
SBU
Long Bridge Drive
6.3%6 0 2 0
6.3%
8 11
8.0%
0.0%
4.7%
0.0%
12th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway: Long Bridge Drive 12th Street S S Clark
Peak Hour
Factor (PHF)
372
126
0.90
SYSTEM PEAK HR (VEH.) 12896
31653
126111
97414
13
NBU
NBL
NBT
NBR
n/a
0.58
0.92
0.65
12th Street S
12th Street S
S Clark
0.94 0 28
85
SBR
SBT
SBL
SBU
Long Bridge Drive
0.8375
10
43 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.94
128
697
0.82
0.63
0.83
n/a
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 07:30 AM 08:30 AM
Intersection: Long Bridge Drive/S Clark & 12th Street S
09:15 AM
Location Arlington, VA Weather: WEATHER System Peak Hour (all vehicles): 08:00 AM 09:00 AM
Project # : ‐‐ Date of Counts: Intersection Peak Hour (all vehicles): 08:15 AM
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 06:30 AM 09:30 AM Volumes Displayed as: 2. System Peak (vehicle)
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 1 43 0 1 0 23 0 1 10 1 0 54 2 1 0 0 0 0 0
04:15 PM to 04:30 PM 0 1 45 0 0 0 29 0 7 5 1 0 71 8 2 0 0 0 0 0
04:30 PM to 04:45 PM 0 1 63 0 4 0 20 0 4 17 0 0 71 10 1 0 0 0 0 0
04:45 PM to 05:00 PM 0 1 99 0 0 0 18 0 7 6 0 0 71 5 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 88 0 1 0 32 0 10 9 1 0 52 9 0 0 0 0 0 0
05:15 PM to 05:30 PM 0 1 72 0 1 0 20 0 3 10 0 0 68 15 3 0 0 0 0 0 ↑ 23 WBR 0.58
05:30 PM to 05:45 PM 0 1 84 0 1 0 11 0 3 13 0 0 47 11 1 0 0 0 0 0 ← 0 WBT n/a
05:45 PM to 06:00 PM 0 0 73 0 0 0 21 0 6 13 0 0 51 2 0 0 0 0 0 0 ↓ 81 WBL 0.63
06:00 PM to 06:15 PM 0 0 71 0 0 0 18 0 5 13 0 0 43 12 1 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 1 65 0 2 0 11 0 0 9 1 0 47 15 3 0 0 0 0 0 0 ← ← 104
06:30 PM to 06:45 PM 0 3 42 0 0 0 12 0 1 13 0 0 50 5 6 0 0 0 0 0 0 → → 43
06:45 PM to 07:00 PM 0 2 31 0 1 0 18 0 4 8 1 0 40 5 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM n/a EBL 0 ↑
07:15 PM to 07:30 PM n/a EBT 0 →
07:30 PM to 07:45 PM n/a EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 3 343 0 0 81 0 23 1 0 238 40 0 0 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.91 n/a 0.75 0.87 n/a 0.87 n/a 0.63 n/a 0.58 0.62 0.25 n/a 0.84 0.67 0.84 n/a n/a n/a n/a n/a
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 3 0 0 0 0 0 0 0 4 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 1 0 0 1 0 0 0 0 0 1 0 0 0 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↑ 0 WBR 0.0%
05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%
05:45 PM to 06:00 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.0% EBL 0 ↑
07:15 PM to 07:30 PM 0.0% EBT 0 →
07:30 PM to 07:45 PM 0.0% EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0
0.0% 0.0% 0.9% 0.0% 0.9% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.3% 0.0% 1.1% 0.0% 0.0% 0.0% 0.0% 0.0%
04:00 PM to 05:00 PM 0 0 4 0 0 1 0 0 0 0 6 1 0 0 0 0
0.0% 0.0% 1.6% 0.0% 1.6% 0.0% 1.1% 0.0% 0.0% 0.9% 0.0% 0.0% 2.2% 4.0% 2.4% 0.0% 0.0% 0.0% 0.0% 0.0%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 ↔ 3 PEDS
05:15 PM to 05:30 PM 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 0 ↑ 0 WBR
05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT
05:45 PM to 06:00 PM 0 1 4 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 2 WBL
06:00 PM to 06:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 ← ← 2
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 0 →
07:30 PM to 07:45 PM EBR 0 ↓
07:45 PM to 08:00 PM PEDS 4 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 4 0 0 2 0 0 0 0 3 0 0 0 0 0
05:00 PM to 06:00 PM 0 1 7 0 0 2 0 0 0 0 2 0 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: Long Bridge Drive & 10th Street S/
05:30 PM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 04:30 PM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Long Bridge Drive 10th Street S Long Bridge Drive
0.620
343
3 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.87
346
261
n/a
0.87
0.75
n/a
10th Street S
Long Bridge Drive
n/a 1 0
238
SBR
SBT
SBL
SBU
Long Bridge Drive
40
NBU
NBL
NBT
NBR
0.25
n/a
0.84
0.67
425
279
0.84
SYSTEM PEAK HR (VEH.) 3463
10438
2794
00
Peak Hour
Factor (PHF)
Long Bridge Drive 10th Street S Long Bridge Drive
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 3 0 0
0.9%
3 3
0.0%
0.9%
0.0%
0.0%
10th Street S
Long Bridge Drive
0.0% 0 0 3
SBR
SBT
SBL
SBU
Long Bridge Drive
0
NBU
NBL
NBT
NBR
0.0%
0.0%
1.3%
0.0%
3 3
1.1%
SYSTEM PEAK HR (VEH.) 3 0 3 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 4 1 7 0
Heavy Vehicle % (PHV):
Long Bridge Drive 10th Street S Long Bridge Drive
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
4 3
PED
S
SBR
SBT
SBL
SBU
Long Bridge Drive
0 0
0 38
NBU
NBL
NBT
NBR
PED
S
4 0 0
10th Street S
Long Bridge Drive
0 0 3
6 3
SYSTEM PEAK HR (VEH.) 4 2 3 0
INT. PEAK HR (BIKES) 8 2 2 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 0 0 2 2 0 0 2 0 5 0 15 1 0 2 2 1 1 0 2
04:15 PM to 04:30 PM 0 0 0 6 2 0 0 3 1 2 0 25 0 0 3 0 4 4 0 1
04:30 PM to 04:45 PM 0 0 0 1 1 0 0 4 0 0 0 21 0 0 0 0 4 7 0 1
04:45 PM to 05:00 PM 0 0 0 2 2 0 0 1 0 1 0 20 3 0 1 0 1 4 0 3 ← →
05:00 PM to 05:15 PM 0 0 0 2 4 0 0 3 0 0 0 33 4 0 0 1 4 4 0 1
05:15 PM to 05:30 PM 0 0 0 3 1 0 0 4 0 0 0 15 1 0 3 1 6 8 0 0 ↑ 0 WBR n/a
05:30 PM to 05:45 PM 0 0 0 2 3 0 0 2 0 0 0 10 1 0 1 0 6 6 0 0 ← 10 WBT 0.63
05:45 PM to 06:00 PM 0 0 0 1 0 0 0 6 0 1 0 20 0 0 1 0 1 2 0 0 ↓ 0 WBL n/a
06:00 PM to 06:15 PM 0 0 0 1 6 0 0 7 0 0 0 15 1 0 1 0 6 6 0 0 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 0 0 2 2 0 0 6 0 0 0 3 1 0 5 0 8 9 0 0 99 ← ← 10
06:30 PM to 06:45 PM 0 1 0 3 6 0 0 3 0 0 0 5 0 0 3 0 3 5 0 0 41 → → 22
06:45 PM to 07:00 PM 0 0 0 2 0 0 0 8 0 0 0 11 0 0 1 1 2 5 0 0 0.50 EBU 2 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.71 EBL 17 ↑
07:15 PM to 07:30 PM 0.69 EBT 22 →
07:30 PM to 07:45 PM n/a EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 9 0 0 10 0 0 78 9 0 2 17 22 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.72 n/a n/a n/a 0.75 0.75 n/a n/a 0.63 n/a 0.63 n/a 0.59 0.56 n/a 0.59 0.50 0.71 0.69 n/a 0.68
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR 0.0%
05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%
05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.0% EBL 0 ↑
07:15 PM to 07:30 PM 0.0% EBT 0 →
07:30 PM to 07:45 PM 0.0% EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
04:00 PM to 05:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 10.0% 0.0% 9.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 6.3% 0.0% 3.6%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 10 PEDS
05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR
05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 ← 0 WBT
05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 ↓ 0 WBL
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 → → 1
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 1 →
07:30 PM to 07:45 PM EBR 0 ↓
07:45 PM to 08:00 PM PEDS 5 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0
05:00 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 3 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: S Ball Street/ & 10th Street S
05:15 PM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 04:15 PM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: S Ball Street 10th Street S
0.639 0 0 0
10th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.75
9 26
0.75
n/a
n/a
n/a
10th Street S
10th Street S
0.68 0 78 9
SBR
SBT
SBL
SBU
S Ball Street
0
NBU
NBL
NBT
NBR
n/a
0.59
0.56
n/a
0 87
0.59
SYSTEM PEAK HR (VEH.) 910
101
875
414
Peak Hour
Factor (PHF)
S Ball Street 10th Street S 10th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 0 0 0
0.0%
0 0
0.0%
0.0%
0.0%
0.0%
10th Street S
10th Street S
0.0% 0 0 0
SBR
SBT
SBL
SBU
S Ball Street
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 0
0.0%
SYSTEM PEAK HR (VEH.) 0 0 0 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 0 1 0 1
Heavy Vehicle % (PHV):
S Ball Street 10th Street S 10th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0 1
PED
S
SBR
SBT
SBL
SBU
S Ball Street
4 0
0 1
NBU
NBL
NBT
NBR
PED
S
0 0 0
10th Street S
10th Street S
0 0 1
0 1
SYSTEM PEAK HR (VEH.) 0 0 1 1
INT. PEAK HR (BIKES) 0 0 1 3
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 0 0 2 6 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
04:15 PM to 04:30 PM 1 0 0 1 3 0 0 0 0 0 0 0 0 0 0 1 3 0 0 1
04:30 PM to 04:45 PM 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 3 5 0 0 1
04:45 PM to 05:00 PM 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 3 0 0 2 ← →
05:00 PM to 05:15 PM 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 1 3 0 0 2
05:15 PM to 05:30 PM 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 1 8 0 0 1 ↑ 0 WBR n/a
05:30 PM to 05:45 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 3 3 0 0 0 ← 0 WBT n/a
05:45 PM to 06:00 PM 0 0 0 4 5 0 0 0 0 0 0 0 0 0 0 2 1 0 0 1 ↓ 0 WBL n/a
06:00 PM to 06:15 PM 0 0 0 4 4 0 0 0 0 0 0 0 0 0 0 3 3 0 0 1 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 0 0 4 6 0 0 0 0 0 0 0 0 0 0 2 7 0 0 2 11 ← ← 0
06:30 PM to 06:45 PM 0 0 0 4 10 0 0 0 0 0 0 0 0 0 0 1 4 0 0 2 23 → → 0
06:45 PM to 07:00 PM 0 0 0 5 3 0 0 0 0 0 0 0 0 0 0 1 4 0 0 2 0.50 EBU 6 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.53 EBL 17 ↑
07:15 PM to 07:30 PM n/a EBT 0 →
07:30 PM to 07:45 PM n/a EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 5 0 0 0 0 0 0 0 0 6 17 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.58 n/a n/a n/a 0.42 0.42 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 0.50 0.53 n/a n/a 0.64
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR 0.0%
05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%
05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.0% EBL 0 ↑
07:15 PM to 07:30 PM 0.0% EBT 0 →
07:30 PM to 07:45 PM 0.0% EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
04:00 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 20.0% 8.3% 0.0% 0.0% 11.8%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 7 PEDS
05:15 PM to 05:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ↑ 0 WBR
05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT
05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↓ 0 WBL
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 0 →
07:30 PM to 07:45 PM EBR 0 ↓
07:45 PM to 08:00 PM PEDS 0 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 05:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: Driveway at Roundabout/ & /10th Street S
07:00 PM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 06:00 PM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Driveway at Roundabout
n/a5 0 0 0
10th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.42
5 17
0.42
n/a
n/a
n/a
10th Street S
0.64 0 0 0
SBR
SBT
SBL
SBU
Driveway at Roundabout
0
NBU
NBL
NBT
NBR
n/a
n/a
n/a
n/a
0 0
n/a
SYSTEM PEAK HR (VEH.) 57
00
00
235
Peak Hour
Factor (PHF)
Driveway at Roundabout 10th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 0 0 0
0.0%
0 0
0.0%
0.0%
0.0%
0.0%
10th Street S
0.0% 0 0 0
SBR
SBT
SBL
SBU
Driveway at Roundabout
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 0
0.0%
SYSTEM PEAK HR (VEH.) 0 0 0 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 0 0 0 2
Heavy Vehicle % (PHV):
Driveway at Roundabout 10th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
1 0
PED
S
SBR
SBT
SBL
SBU
Driveway at Roundabout
5 1
0 0
NBU
NBL
NBT
NBR
PED
S
0 0 0
10th Street S
0 0 0
0 0
SYSTEM PEAK HR (VEH.) 1 0 0 0
INT. PEAK HR (BIKES) 1 0 0 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 6 61 0 0 0 0 0 0 9 0 0 57 0 0 0 0 0 0 0
04:15 PM to 04:30 PM 0 1 75 0 0 0 0 0 0 5 0 0 79 1 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 83 0 0 0 0 0 0 15 0 0 80 0 0 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 117 0 0 0 0 0 0 7 0 0 76 2 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 122 0 0 0 0 0 0 12 0 0 63 1 0 0 0 0 0 0
05:15 PM to 05:30 PM 0 0 92 0 0 0 0 0 0 13 1 0 83 3 0 0 0 0 0 0 ↑ 0 WBR n/a
05:30 PM to 05:45 PM 0 0 95 0 0 0 0 0 0 15 0 0 58 2 0 0 0 0 0 0 ← 0 WBT n/a
05:45 PM to 06:00 PM 0 0 95 0 0 0 0 0 0 19 0 0 53 0 0 0 0 0 0 0 ↓ 0 WBL n/a
06:00 PM to 06:15 PM 0 0 89 0 0 0 0 0 0 14 0 0 55 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 1 74 0 0 0 0 0 0 14 0 0 64 0 0 0 0 0 0 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 54 0 0 0 0 0 0 14 1 0 56 1 0 0 0 0 0 0 0 → → 8
06:45 PM to 07:00 PM 0 0 49 0 0 0 0 0 0 11 0 0 46 0 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM n/a EBL 0 ↑
07:15 PM to 07:30 PM n/a EBT 0 →
07:30 PM to 07:45 PM n/a EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 426 0 0 0 0 0 1 0 280 8 0 0 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.92 n/a n/a 0.87 n/a 0.87 n/a n/a n/a n/a n/a 0.25 n/a 0.84 0.67 0.83 n/a n/a n/a n/a n/a
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 3 0 0 0 0 0 0 0 4 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↑ 0 WBR 0.0%
05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT 0.0%
05:45 PM to 06:00 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.0% EBL 0 ↑
07:15 PM to 07:30 PM 0.0% EBT 0 →
07:30 PM to 07:45 PM 0.0% EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0
0.0% 0.0% 0.7% 0.0% 0.7% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.1% 0.0% 1.0% 0.0% 0.0% 0.0% 0.0% 0.0%
04:00 PM to 05:00 PM 0 0 5 0 0 0 0 0 0 0 7 0 0 0 0 0
0.0% 0.0% 1.5% 0.0% 1.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2.4% 0.0% 2.4% 0.0% 0.0% 0.0% 0.0% 0.0%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 1 0 0 1 0 0 0 0 2 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ↔ 0 PEDS
05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 ↑ 0 WBR
05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 ← 0 WBT
05:45 PM to 06:00 PM 0 0 3 0 0 0 0 0 0 0 1 2 0 0 0 0 ↓ 1 WBL
06:00 PM to 06:15 PM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 ← ← 1
06:30 PM to 06:45 PM 0 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 0 →
07:30 PM to 07:45 PM EBR 0 ↓
07:45 PM to 08:00 PM PEDS 0 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 4 0 0 1 0 0 1 0 3 0 0 0 0 0
05:45 PM to 06:45 PM 0 0 7 0 0 0 0 0 1 0 4 2 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: Long Bridge Drive & Gateway North Garage/
05:30 PM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 04:30 PM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Long Bridge Drive Gateway North Garage Long Bridge Drive
n/a0
426
0 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.87
426
280
n/a
0.87
n/a
n/a
Gateway North Garage
Long Bridge Drive
n/a 1 0
280
SBR
SBT
SBL
SBU
Long Bridge Drive
8
NBU
NBL
NBT
NBR
0.25
n/a
0.84
0.67
427
289
0.83
SYSTEM PEAK HR (VEH.) 4260
047
2890
00
Peak Hour
Factor (PHF)
Long Bridge Drive Gateway North Garage Long Bridge Drive
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 3 0 0
0.7%
3 3
0.0%
0.7%
0.0%
0.0%
Gateway North Garage
Long Bridge Drive
0.0% 0 0 3
SBR
SBT
SBL
SBU
Long Bridge Drive
0
NBU
NBL
NBT
NBR
0.0%
0.0%
1.1%
0.0%
3 3
1.0%
SYSTEM PEAK HR (VEH.) 3 0 3 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 5 0 7 0
Heavy Vehicle % (PHV):
Long Bridge Drive Gateway North Garage Long Bridge Drive
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
4 3
PED
S
SBR
SBT
SBL
SBU
Long Bridge Drive
0 0
0 47
NBU
NBL
NBT
NBR
PED
S
4 0 0
Gateway North Garage
Long Bridge Drive
1 0 3
6 4
SYSTEM PEAK HR (VEH.) 4 1 4 0
INT. PEAK HR (BIKES) 7 0 7 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 0 0 0 0 0 0 111 0 0 0 2 0 1 17 0 0 37 1 23
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 110 0 0 0 5 0 1 18 0 0 39 1 21
04:30 PM to 04:45 PM 0 0 0 0 0 0 0 108 0 0 0 3 0 3 14 0 0 28 1 26
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 121 0 0 0 6 0 1 21 0 0 40 0 17 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 0 98 8 0 0 6 0 0 30 0 0 38 0 19
05:15 PM to 05:30 PM 0 0 0 0 0 0 0 125 0 0 0 2 0 1 12 0 0 37 0 18 ↑ 8 WBR 0.25
05:30 PM to 05:45 PM 0 0 0 0 0 0 0 92 0 0 0 5 0 0 17 0 0 52 0 19 ← 436 WBT 0.87
05:45 PM to 06:00 PM 0 0 0 0 0 0 0 92 0 0 0 0 0 0 19 0 0 44 0 19 ↓ 0 WBL n/a
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 108 0 0 0 3 0 0 12 0 0 32 0 20 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 0 0 0 0 0 0 100 0 0 0 1 0 0 16 0 0 39 0 19 455 ← ← 444
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 91 0 0 0 3 0 0 13 0 0 31 0 7 167 → → 169
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 56 0 0 0 2 0 0 9 0 0 30 0 7 n/a EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM n/a EBL 0 ↑
07:15 PM to 07:30 PM 0.80 EBT 167 →
07:30 PM to 07:45 PM n/a EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 436 8 0 19 0 2 0 0 167 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.94 n/a n/a n/a n/a n/a n/a n/a 0.87 0.25 0.89 n/a 0.79 n/a 0.50 0.75 n/a n/a 0.80 n/a 0.80
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 1 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0
05:15 PM to 05:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 ↑ 0 WBR 0.0%
05:30 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ← 0 WBT 0.0%
05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 → → 3
06:45 PM to 07:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.0% EBL 0 ↑
07:15 PM to 07:30 PM 1.8% EBT 3 →
07:30 PM to 07:45 PM 0.0% EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 9 0 0 0 3 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 42.9% 0.0% 0.0% 1.8% 0.0% 1.8%
04:15 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 13 0 0 0 2 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 52.0% 0.0% 0.0% 1.4% 0.0% 1.4%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0
04:30 PM to 04:45 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 4 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 ↔ 0 PEDS
05:15 PM to 05:30 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 0 ↑ 0 WBR
05:30 PM to 05:45 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 3 0 ← 4 WBT
05:45 PM to 06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 ↓ 0 WBL
06:00 PM to 06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4 ← ← 4
06:30 PM to 06:45 PM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 3 0 7 → → 7
06:45 PM to 07:00 PM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 3 0 EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 7 →
07:30 PM to 07:45 PM EBR 0 ↓
07:45 PM to 08:00 PM PEDS 80 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 7 0
06:00 PM to 07:00 PM 0 0 0 0 0 0 7 0 0 0 0 0 0 0 9 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: /Gateway Garage & 12th Street S
05:45 PM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 04:45 PM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: 12th Street S Gateway Garage
0.890 0 0 0
12th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
n/a
0 8
n/a
n/a
n/a
n/a
12th Street S
12th Street S
Gateway Garage
0.80 0 19 0
SBR
SBT
SBL
SBU
2
NBU
NBL
NBT
NBR
n/a
0.79
n/a
0.50
0 21
0.75
SYSTEM PEAK HR (VEH.) 00
4440
2180
16773
Peak Hour
Factor (PHF)
12th Street S Gateway Garage 12th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 0 0 0
0.0%
0 9
0.0%
0.0%
0.0%
0.0%
12th Street S
12th Street S
Gateway Garage
1.8% 0 0 9
SBR
SBT
SBL
SBU
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 9
42.9%
SYSTEM PEAK HR (VEH.) 0 0 9 3
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 0 0 13 2
Heavy Vehicle % (PHV):
12th Street S Gateway Garage 12th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0 0
PED
S
SBR
SBT
SBL
SBU
73 0
0 0
NBU
NBL
NBT
NBR
PED
S
0 0 0
12th Street S
12th Street S
Gateway Garage
0 0 0
0 0
SYSTEM PEAK HR (VEH.) 0 4 0 7
INT. PEAK HR (BIKES) 0 7 0 9
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 3 0 0 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 4 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0
05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 ↑ 0 WBR n/a
05:30 PM to 05:45 PM 0 0 4 0 0 0 0 0 0 0 0 0 12 0 0 0 0 0 0 0 ← 0 WBT n/a
05:45 PM to 06:00 PM 0 0 10 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 ↓ 0 WBL n/a
06:00 PM to 06:15 PM 0 0 6 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 0 14 0 0 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 ← ← 0
06:30 PM to 06:45 PM 0 0 8 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 → → 0
06:45 PM to 07:00 PM 0 0 6 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 n/a EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM n/a EBL 0 ↑
07:15 PM to 07:30 PM n/a EBT 0 →
07:30 PM to 07:45 PM n/a EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 12 0 0 0 0 0 0 0 36 0 0 0 0 0
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.75 n/a n/a 0.75 n/a 0.75 n/a n/a n/a n/a n/a n/a n/a 0.69 n/a 0.69 n/a n/a n/a n/a n/a
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM
04:15 PM to 04:30 PM
04:30 PM to 04:45 PM
04:45 PM to 05:00 PM ← →
05:00 PM to 05:15 PM
05:15 PM to 05:30 PM ↑ 0 WBR 0.0%
05:30 PM to 05:45 PM ← 0 WBT 0.0%
05:45 PM to 06:00 PM ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 ← ← 0
06:30 PM to 06:45 PM 0 → → 0
06:45 PM to 07:00 PM 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.0% EBL 0 ↑
07:15 PM to 07:30 PM 0.0% EBT 0 →
07:30 PM to 07:45 PM 0.0% EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
04:00 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM
04:15 PM to 04:30 PM
04:30 PM to 04:45 PM
04:45 PM to 05:00 PM ← →
05:00 PM to 05:15 PM ↔ 0 PEDS
05:15 PM to 05:30 PM ↑ 0 WBR
05:30 PM to 05:45 PM ← 0 WBT
05:45 PM to 06:00 PM ↓ 0 WBL
06:00 PM to 06:15 PM ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 ← ← 0
06:30 PM to 06:45 PM 0 → → 0
06:45 PM to 07:00 PM EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 0 →
07:30 PM to 07:45 PM EBR 0 ↓
07:45 PM to 08:00 PM PEDS 0 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: Peds going SB/Peds Going NB &
06:30 PM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 05:30 PM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Peds going SB Peds Going NB
n/a0 12 0 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.75
12
36
n/a
0.75
n/a
n/a
Peds Going NB
n/a 0 0 36
SBR
SBT
SBL
SBU
Peds going SB
0
NBU
NBL
NBT
NBR
n/a
n/a
0.69
n/a
12
36
0.69
SYSTEM PEAK HR (VEH.) 120
00
360
00
Peak Hour
Factor (PHF)
Peds going SB Peds Going NB
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 0 0 0
0.0%
0 0
0.0%
0.0%
0.0%
0.0%
Peds Going NB
0.0% 0 0 0
SBR
SBT
SBL
SBU
Peds going SB
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
0 0
0.0%
SYSTEM PEAK HR (VEH.) 0 0 0 0
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 0 0 0 0
Heavy Vehicle % (PHV):
Peds going SB Peds Going NB
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0 0
PED
S
SBR
SBT
SBL
SBU
Peds going SB
0 0
0 0
NBU
NBL
NBT
NBR
PED
S
0 0 0
Peds Going NB
0 0 0
0 0
SYSTEM PEAK HR (VEH.) 0 0 0 0
INT. PEAK HR (BIKES) 0 0 0 0
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 0 32 9 14 0 0 0 0 0 0 58 78 0 4 2 22 0 33 45
04:15 PM to 04:30 PM 0 0 36 16 22 0 0 0 0 0 0 63 101 0 4 8 26 0 49 32
04:30 PM to 04:45 PM 0 0 34 15 20 0 0 0 0 0 0 61 95 0 5 6 30 0 51 49
04:45 PM to 05:00 PM 0 0 28 16 11 0 0 0 0 0 0 60 87 0 1 3 22 0 46 47 ← →
05:00 PM to 05:15 PM 0 0 49 16 21 0 0 0 0 0 0 85 96 0 6 4 21 0 45 51
05:15 PM to 05:30 PM 0 0 38 7 18 0 0 0 0 0 0 65 90 0 1 6 30 0 52 28 ↑ 0 WBR n/a
05:30 PM to 05:45 PM 0 0 42 8 17 0 0 0 0 0 0 57 74 0 4 5 28 0 60 35 ← 0 WBT n/a
05:45 PM to 06:00 PM 0 0 44 10 7 0 0 0 0 0 0 66 96 0 3 8 28 0 70 24 ↓ 0 WBL n/a
06:00 PM to 06:15 PM 0 0 36 15 5 0 0 0 0 0 0 60 87 0 4 3 22 0 52 32 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 0 30 11 8 0 0 0 0 0 0 44 98 0 4 3 27 0 77 24 332 ← ← 0
06:30 PM to 06:45 PM 0 0 29 12 10 0 0 0 0 0 0 50 72 0 6 2 20 0 55 24 322 → → 0
06:45 PM to 07:00 PM 0 0 27 9 12 0 0 0 0 0 0 32 50 0 3 5 22 0 41 12 0.75 EBU 18 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.84 EBL 101 ↑
07:15 PM to 07:30 PM n/a EBT 0 →
07:30 PM to 07:45 PM 0.85 EBR 203 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 157 47 0 0 0 0 0 267 347 0 18 101 0 203
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.90 n/a n/a 0.80 0.73 0.78 n/a n/a n/a n/a n/a n/a 0.79 0.90 n/a 0.85 0.75 0.84 n/a 0.85 0.87
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 2 0 0 0 0 0 0 11 1 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 0 0 0 7 1 0 0 1 0 2
04:30 PM to 04:45 PM 0 0 1 0 0 0 0 0 0 11 1 0 0 3 0 2
04:45 PM to 05:00 PM 0 0 0 0 0 0 0 0 0 6 2 0 0 1 0 2 ← →
05:00 PM to 05:15 PM 0 0 3 0 0 0 0 0 0 11 3 0 0 0 0 1
05:15 PM to 05:30 PM 0 0 1 0 0 0 0 0 0 6 4 0 0 0 0 1 ↑ 0 WBR 0.0%
05:30 PM to 05:45 PM 0 0 1 0 0 0 0 0 0 9 2 0 0 1 0 2 ← 0 WBT 0.0%
05:45 PM to 06:00 PM 0 0 1 0 0 0 0 0 0 8 3 0 0 0 0 5 ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM 0 0 1 0 0 0 0 0 0 9 4 0 0 0 0 3 ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 0 1 0 0 0 0 0 0 7 2 0 0 0 0 4 32 ← ← 0
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 9 2 0 0 0 0 2 8 → → 0
06:45 PM to 07:00 PM 0 0 2 0 0 0 0 0 0 3 2 0 0 0 0 3 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 2.0% EBL 2 ↑
07:15 PM to 07:30 PM 0.0% EBT 0 →
07:30 PM to 07:45 PM 3.0% EBR 6 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 5 0 0 0 0 0 0 32 11 0 0 2 0 6
0.0% 0.0% 3.2% 0.0% 2.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 12.0% 3.2% 0.0% 7.0% 0.0% 2.0% 0.0% 3.0% 2.5%
05:30 PM to 06:30 PM 0 0 4 0 0 0 0 0 0 33 11 0 0 1 0 14
0.0% 0.0% 2.6% 0.0% 2.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 14.5% 3.1% 0.0% 7.6% 0.0% 1.0% 0.0% 5.4% 3.9%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 4 0 0 0 0 0 0 3 2 0 0 0 0 0
04:15 PM to 04:30 PM 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 1
04:30 PM to 04:45 PM 0 0 5 0 0 0 0 0 0 1 4 0 0 0 0 0
04:45 PM to 05:00 PM 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 ← →
05:00 PM to 05:15 PM 0 0 3 1 0 0 0 0 0 6 3 0 0 0 0 1 ↔ 67 PEDS
05:15 PM to 05:30 PM 0 0 5 0 0 0 0 0 0 3 4 0 0 0 0 1 ↑ 0 WBR
05:30 PM to 05:45 PM 0 0 6 0 0 0 0 0 0 2 3 0 0 0 0 0 ← 0 WBT
05:45 PM to 06:00 PM 0 0 4 0 0 0 0 0 0 4 8 0 0 0 0 1 ↓ 0 WBL
06:00 PM to 06:15 PM 0 0 4 0 0 0 0 0 0 3 2 0 0 0 0 3 ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 0 6 0 0 0 0 0 0 2 3 0 0 0 0 3 13 ← ← 0
06:30 PM to 06:45 PM 0 0 2 0 0 0 0 0 0 5 4 0 0 0 0 2 2 → → 0
06:45 PM to 07:00 PM 0 0 3 0 0 0 0 0 0 3 2 0 0 0 0 1 EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 0 →
07:30 PM to 07:45 PM EBR 2 ↓
07:45 PM to 08:00 PM PEDS 12 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 15 1 0 0 0 0 0 12 10 0 0 0 0 2
05:45 PM to 06:45 PM 0 0 16 0 0 0 0 0 0 14 17 0 0 0 0 9
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: Crystal Drive & /15th Street S
06:00 PM
Location Arlington, VA Weather: Partly Cloudy System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Thursday, April 25, 2019 Intersection Peak Hour (all vehicles): 05:00 PM
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway: Crystal Drive Crystal Drive
n/a47
157
0 0
15th Street S
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.78
204
448
0.73
0.80
n/a
n/a
15th Street S
Crystal D
rive
0.87 0
267
347
SBR
SBT
SBL
SBU
Crystal D
rive
0
NBU
NBL
NBT
NBR
n/a
0.79
0.90
n/a
360
614
0.85
SYSTEM PEAK HR (VEH.) 20467
00
61412
322161
Peak Hour
Factor (PHF)
Crystal Drive Crystal Drive 15th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway:
0.0%0 5 0 0
2.5%
5 13
0.0%
3.2%
0.0%
0.0%
15th Street S
Crystal D
rive
2.5% 0 32
11
SBR
SBT
SBL
SBU
Crystal D
rive
0
NBU
NBL
NBT
NBR
0.0%
12.0%
3.2%
0.0%
11
43
7.0%
SYSTEM PEAK HR (VEH.) 5 0 43 8
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 4 0 44 15
Heavy Vehicle % (PHV):
Crystal Drive Crystal Drive 15th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
16
10
PED
S
SBR
SBT
SBL
SBU
Crystal D
rive
161
1
0 0
NBU
NBL
NBT
NBR
PED
S
15 0 0
15th Street S
Crystal D
rive
0 12
10
17
22
SYSTEM PEAK HR (VEH.) 16 0 22 2
INT. PEAK HR (BIKES) 16 0 31 9
DATA COLLECTION NOTES :
to
to
to
to
1.
U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds U Left Thru Right Peds
04:00 PM to 04:15 PM 0 4 12 28 18 0 10 107 21 13 0 43 25 2 43 0 31 28 33 4
04:15 PM to 04:30 PM 0 10 9 35 27 0 8 72 20 4 0 26 18 3 36 0 29 16 29 2
04:30 PM to 04:45 PM 0 16 13 46 32 0 4 85 24 7 0 54 15 4 36 0 18 30 19 0
04:45 PM to 05:00 PM 0 9 9 54 21 0 6 85 21 8 0 37 20 3 55 0 32 25 24 4 ← →
05:00 PM to 05:15 PM 0 8 20 56 37 0 7 101 30 16 0 49 22 5 53 0 29 32 23 1
05:15 PM to 05:30 PM 0 12 19 38 46 0 7 100 18 6 0 49 26 4 33 0 40 25 22 1 ↑ 97 WBR 0.81
05:30 PM to 05:45 PM 0 17 13 63 37 0 6 108 28 11 0 53 23 8 41 0 35 30 23 5 ← 394 WBT 0.91
05:45 PM to 06:00 PM 0 6 12 35 25 0 2 89 25 13 0 42 17 4 35 0 43 21 29 3 ↓ 26 WBL 0.93
06:00 PM to 06:15 PM 0 3 16 41 33 0 5 73 18 8 0 43 22 4 30 0 39 26 33 5 ← ↓ → ↑ → 0 WBU n/a
06:15 PM to 06:30 PM 0 9 9 49 25 0 3 70 19 18 0 30 20 2 34 0 45 22 30 2 793 ← ← 517
06:30 PM to 06:45 PM 0 8 14 38 17 1 2 58 10 7 1 37 16 2 31 0 35 29 37 2 340 → → 178
06:45 PM to 07:00 PM 0 8 11 43 16 1 4 63 13 2 1 32 14 5 25 1 18 22 25 0 n/a EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.85 EBL 136 ↑
07:15 PM to 07:30 PM 0.88 EBT 112 →
07:30 PM to 07:45 PM 0.96 EBR 92 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 46 61 211 0 26 394 97 0 188 91 20 0 136 112 92
Overall U Left Thru Right SB U Left Thru Right WB U Left Thru Right NB U Left Thru Right EB
0.91 n/a 0.68 0.76 0.84 0.85 n/a 0.93 0.91 0.81 0.91 n/a 0.89 0.88 0.63 0.89 n/a 0.85 0.88 0.96 0.97
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0
04:15 PM to 04:30 PM 0 0 0 2 0 0 2 0 0 0 0 0 0 0 2 1
04:30 PM to 04:45 PM 0 0 0 2 0 0 2 0 0 1 0 0 0 0 1 1
04:45 PM to 05:00 PM 0 0 0 1 0 0 3 0 0 0 0 0 0 0 1 0 ← →
05:00 PM to 05:15 PM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0
05:15 PM to 05:30 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 1 1 0 ↑ 1 WBR 1.0%
05:30 PM to 05:45 PM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 ← 9 WBT 2.3%
05:45 PM to 06:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 1 2 ↓ 0 WBL 0.0%
06:00 PM to 06:15 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 ← ↓ → ↑ → 0 WBU 0.0%
06:15 PM to 06:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 11 ← ← 10
06:30 PM to 06:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 4 → → 3
06:45 PM to 07:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 1 2 0.0% EBU 0 ← ↓ ← ↑ →
07:00 PM to 07:15 PM 0.7% EBL 1 ↑
07:15 PM to 07:30 PM 2.7% EBT 3 →
07:30 PM to 07:45 PM 0.0% EBR 0 ↓
07:45 PM to 08:00 PM
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 0 0 2 0 0 9 1 0 0 0 0 0 1 3 0
0.0% 0.0% 0.0% 0.9% 0.6% 0.0% 0.0% 2.3% 1.0% 1.9% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.7% 2.7% 0.0% 1.2%
04:00 PM to 05:00 PM 0 0 0 5 0 0 9 0 0 1 0 0 0 0 5 2
0.0% 0.0% 0.0% 3.1% 2.0% 0.0% 0.0% 2.6% 0.0% 1.9% 0.0% 0.6% 0.0% 0.0% 0.4% 0.0% 0.0% 5.1% 1.9% 2.2%
U Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right
04:00 PM to 04:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0
04:15 PM to 04:30 PM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0
04:30 PM to 04:45 PM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 2 0
04:45 PM to 05:00 PM 0 0 0 0 0 0 3 0 0 0 0 1 0 0 1 0 ← →
05:00 PM to 05:15 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 ↔ 141 PEDS
05:15 PM to 05:30 PM 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 2 ↑ 1 WBR
05:30 PM to 05:45 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1 0 ← 8 WBT
05:45 PM to 06:00 PM 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 ↓ 0 WBL
06:00 PM to 06:15 PM 0 0 0 0 0 0 2 1 0 1 0 0 0 1 5 1 ↕ ← ↓ → ↑ → 0 WBU
06:15 PM to 06:30 PM 0 0 0 0 0 0 3 1 0 0 0 0 0 0 3 0 8 ← ← 9
06:30 PM to 06:45 PM 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 6 → → 6
06:45 PM to 07:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 EBU 0 ← ↓ ← ↑ → ↕
07:00 PM to 07:15 PM EBL 0 ↑
07:15 PM to 07:30 PM EBT 4 →
07:30 PM to 07:45 PM EBR 2 ↓
07:45 PM to 08:00 PM PEDS 182 ↔
08:00 PM to 08:15 PM ← →
08:15 PM to 08:30 PM
08:30 PM to 08:45 PM
08:45 PM to 09:00 PM
04:45 PM to 05:45 PM 0 1 0 0 0 0 8 1 0 0 0 1 0 0 4 2
05:30 PM to 06:30 PM 0 0 0 1 0 0 8 3 0 1 0 0 0 1 9 1
Wednesday, October 17, 2018
Long Bridge Drive 12th Street S S Clark 12th Street S
DATA COLLECTION NOTES :
INT. PEAK HR (BIKES) 1 11 1 11
2 1
SYSTEM PEAK HR (VEH.) 1 9 1 6
1 41
NBU
NBL
NBT
NBR
PED
S
0 1 0
12th Street S
12th Street S
S Clark
0 0 0
1 1
PED
S
SBR
SBT
SBL
SBU
Long Bridge Drive
11 0
Long Bridge Drive 12th Street S S Clark 12th Street S
Movement: PED AND BIKE PEAK HOUR VOLUMES: System Peak (vehicle)
BICYCLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
Heavy Vehicle % (PHV):
Heavy Vehicle % (PHV):
INT. PEAK HR (HV ONLY) 5 9 1 7
0 0
0.0%
SYSTEM PEAK HR (VEH.) 2 10 0 4
0
NBU
NBL
NBT
NBR
0.0%
0.0%
0.0%
0.0%
12th Street S
12th Street S
S Clark
1.2% 0 0 0
SBR
SBT
SBL
SBU
Long Bridge Drive
1.9%2 0 0 0
0.6%
2 2
0.9%
0.0%
0.0%
0.0%
12th Street S
Movement: HEAVY VEH PEAK HOUR VOLS AND PHV: System Peak (vehicle)
HEAVY
VEHICLES
(FHWA 4+)
Direction: Southbound Westbound Northbound Eastbound
Roadway: Long Bridge Drive 12th Street S S Clark
Peak Hour
Factor (PHF)
179
299
0.89
SYSTEM PEAK HR (VEH.) 318141
51741
299182
34011
20
NBU
NBL
NBT
NBR
n/a
0.89
0.88
0.63
12th Street S
12th Street S
S Clark
0.97 0
188
91
SBR
SBT
SBL
SBU
Long Bridge Drive
0.91211
61
46 0
Movement: VEHICLE PEAK HOUR VOLS AND PHF: System Peak (vehicle)
0.85
318
324
0.84
0.76
0.68
n/a
ALL
VEHICLES
Direction: Southbound Westbound Northbound Eastbound
Roadway:
Data Source: Gorove/Slade Associates, Inc. User‐Defined Peak Hour: 05:00 PM 06:00 PM
Intersection: Long Bridge Drive/S Clark & 12th Street S
05:45 PM
Location Arlington, VA Weather: WEATHER System Peak Hour (all vehicles): 04:45 PM 05:45 PM
Project # : ‐‐ Date of Counts: Intersection Peak Hour (all vehicles): 04:45 PM
Gorove/Slade Associates ‐ Multimodal Turning Movement Count Report
Project Name : All Study Intersections Analysis Period: STUDY_PERIOD 04:00 PM 07:00 PM Volumes Displayed as: 2. System Peak (vehicle)
D: EXISTING (2019) CAPACITY ANALYSIS WORKSHEETS
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S1: Long Bridge Drive & 10th Street S 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 1
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 32 8 455 33 4 179Future Volume (Veh/h) 32 8 455 33 4 179Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.88 0.88 0.93 0.93Hourly flow rate (vph) 38 9 517 38 4 192Pedestrians 44 6 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 1 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblocked 0.89 0.89 0.89vC, conflicting volume 786 583 599vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 698 470 488tC, single (s) 6.5 6.2 4.1tC, 2 stage (s)tF (s) 3.6 3.3 2.2p0 queue free % 89 98 100cM capacity (veh/h) 335 505 917
Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 47 555 4 192Volume Left 38 0 4 0Volume Right 9 38 0 0cSH 358 1700 917 1700Volume to Capacity 0.13 0.33 0.00 0.11Queue Length 95th (ft) 11 0 0 0Control Delay (s) 16.6 0.0 8.9 0.0Lane LOS C AApproach Delay (s) 16.6 0.0 0.2Approach LOS C
Intersection SummaryAverage Delay 1.0Intersection Capacity Utilization 37.1% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: 10th Street S & S Ball Street 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 21 0 0 23 0 0 0 0 0 0 9Future Volume (Veh/h) 13 21 0 0 23 0 0 0 0 0 0 9Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 15 25 0 0 27 0 0 0 0 0 0 11Pedestrians 8 6 4 12Lane Width (ft) 12.0 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5 3.5Percent Blockage 1 1 0 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 39 29 105 98 35 100 98 47vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 39 29 105 98 35 100 98 47tC, single (s) 4.2 4.1 7.1 6.5 6.2 7.1 6.5 6.3tC, 2 stage (s)tF (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.4p0 queue free % 99 100 100 100 100 100 100 99cM capacity (veh/h) 1516 1578 839 772 1028 850 772 981
Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 40 27 0 11Volume Left 15 0 0 0Volume Right 0 0 0 11cSH 1516 1700 1700 981Volume to Capacity 0.01 0.02 0.00 0.01Queue Length 95th (ft) 1 0 0 1Control Delay (s) 2.8 0.0 0.0 8.7Lane LOS A A AApproach Delay (s) 2.8 0.0 0.0 8.7Approach LOS A A
Intersection SummaryAverage Delay 2.7Intersection Capacity Utilization 21.4% ICU Level of Service AAnalysis Period (min) 15
HCM 2010 Roundabout 101 12th Street S3: 10th Street S & Alley 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 4
IntersectionIntersection Delay, s/veh 3.7Intersection LOS A
Approach EB NB SBEntry Lanes 1 0 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 22 0 13Demand Flow Rate, veh/h 24 0 14Vehicles Circulating, veh/h 0 24 14Vehicles Exiting, veh/h 28 0 10Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 9 0 22Ped Cap Adj 0.999 1.000 0.997Approach Delay, s/veh 3.7 0.0 3.6Approach LOS A - A
Lane Left LeftDesignated Moves L RAssumed Moves L RRT ChannelizedLane Util 1.000 1.000Critical Headway, s 5.193 5.193Entry Flow, veh/h 24 14Cap Entry Lane, veh/h 1130 1114Entry HV Adj Factor 0.910 0.929Flow Entry, veh/h 22 13Cap Entry, veh/h 1027 1032V/C Ratio 0.021 0.013Control Delay, s/veh 3.7 3.6LOS A A95th %tile Queue, veh 0 0
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S4: Long Bridge Drive & Garage Entrance 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 5
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 0 0 489 65 23 189Future Volume (Veh/h) 0 0 489 65 23 189Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.90 0.90 0.93 0.93Hourly flow rate (vph) 0 0 543 72 25 203Pedestrians 58Lane Width (ft) 0.0Walking Speed (ft/s) 3.5Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 331pX, platoon unblocked 0.86 0.86 0.86vC, conflicting volume 890 637 673vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 790 495 537tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 100 97cM capacity (veh/h) 300 493 886
Direction, Lane # NB 1 SB 1Volume Total 615 228Volume Left 0 25Volume Right 72 0cSH 1700 886Volume to Capacity 0.36 0.03Queue Length 95th (ft) 0 2Control Delay (s) 0.0 1.3Lane LOS AApproach Delay (s) 0.0 1.3Approach LOS
Intersection SummaryAverage Delay 0.3Intersection Capacity Utilization 33.5% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 6
Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBRLane Group Flow (vph) 465 209 313 25 319 44 35 144 93v/c Ratio 0.84 0.19 0.38 0.04 0.34 0.15 0.08 0.38 0.22Control Delay 31.7 9.0 2.6 8.4 8.8 22.6 17.4 26.5 6.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 31.7 9.0 2.6 8.4 8.8 22.6 17.4 26.5 6.6Queue Length 50th (ft) 190 48 0 5 65 16 9 56 0Queue Length 95th (ft) #394 83 34 16 117 38 28 105 32Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 170Base Capacity (vph) 555 1108 830 573 928 627 886 799 778Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.84 0.19 0.38 0.04 0.34 0.07 0.04 0.18 0.12
Intersection Summary# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 451 203 304 23 158 135 37 22 8 51 78 84Future Volume (vph) 451 203 304 23 158 135 37 22 8 51 78 84Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.75 1.00 0.91 1.00 0.97 1.00 0.96Flpb, ped/bikes 0.89 1.00 1.00 0.82 1.00 0.99 1.00 0.96 1.00Frt 1.00 1.00 0.85 1.00 0.93 1.00 0.96 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1581 1863 1182 1454 1521 1727 1701 1756 1414Flt Permitted 0.56 1.00 1.00 0.63 1.00 0.67 1.00 0.86 1.00Satd. Flow (perm) 924 1863 1182 960 1521 1210 1701 1542 1414Peak-hour factor, PHF 0.97 0.97 0.97 0.92 0.92 0.92 0.85 0.85 0.85 0.90 0.90 0.90Adj. Flow (vph) 465 209 313 25 172 147 44 26 9 57 87 93RTOR Reduction (vph) 0 0 127 0 23 0 0 7 0 0 0 70Lane Group Flow (vph) 465 209 186 25 296 0 44 28 0 0 144 23Confl. Peds. (#/hr) 106 149 149 106 10 59 59 10Heavy Vehicles (%) 2% 2% 2% 2% 10% 2% 3% 2% 10% 2% 2% 10%Turn Type Perm NA Perm Perm NA Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 8 4 4Actuated Green, G (s) 47.6 47.6 47.6 47.6 47.6 19.9 19.9 19.9 19.9Effective Green, g (s) 47.6 47.6 47.6 47.6 47.6 19.9 19.9 19.9 19.9Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.25 0.25 0.25 0.25Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 549 1108 703 571 904 300 423 383 351v/s Ratio Prot 0.11 0.19 0.02v/s Ratio Perm c0.50 0.16 0.03 0.04 c0.09 0.02v/c Ratio 0.85 0.19 0.26 0.04 0.33 0.15 0.07 0.38 0.07Uniform Delay, d1 13.2 7.4 7.8 6.7 8.1 23.4 23.0 24.9 23.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 14.9 0.4 0.9 0.1 1.0 0.2 0.1 0.6 0.1Delay (s) 28.1 7.8 8.7 6.9 9.1 23.7 23.0 25.5 23.0Level of Service C A A A A C C C CApproach Delay (s) 17.7 9.0 23.4 24.5Approach LOS B A C C
Intersection SummaryHCM 2000 Control Delay 17.1 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.71Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 78.9% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S6: Garage Entrance & 12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 8
Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 198 16 4 282 0 0Future Volume (Veh/h) 198 16 4 282 0 0Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.88 0.88 0.89 0.89 0.85 0.85Hourly flow rate (vph) 225 18 4 317 0 0Pedestrians 160 36Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 15 3Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 227pX, platoon unblocked 0.96 0.96 0.96vC, conflicting volume 279 755 270vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 234 727 224tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 100 100cM capacity (veh/h) 1242 307 759
Direction, Lane # EB 1 WB 1 NB 1Volume Total 243 321 0Volume Left 0 4 0Volume Right 18 0 0cSH 1700 1242 1700Volume to Capacity 0.14 0.00 0.00Queue Length 95th (ft) 0 0 0Control Delay (s) 0.0 0.1 0.0Lane LOS A AApproach Delay (s) 0.0 0.1 0.0Approach LOS A
Intersection SummaryAverage Delay 0.1Intersection Capacity Utilization 21.4% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S7: Crystal Drive/12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 9
Movement NBL NBT NBR SBL SBT SBR NEL NET NER SWL SWT SWRLane ConfigurationsTraffic Volume (veh/h) 0 286 0 0 198 0 0 0 0 0 0 0Future Volume (Veh/h) 0 286 0 0 198 0 0 0 0 0 0 0Sign Control Yield Yield Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 0 321 0 0 225 0 0 0 0 0 0 0Pedestrians 13 13Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 126 26 13 174 26 13 13 13vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 126 26 13 174 26 13 13 13tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 62 100 100 73 100 100 100cM capacity (veh/h) 653 842 1054 539 842 1054 1586 1586
Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 321 225 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 842 842 1700 1700Volume to Capacity 0.38 0.27 0.00 0.00Queue Length 95th (ft) 45 27 0 0Control Delay (s) 11.9 10.8 0.0 0.0Lane LOS B BApproach Delay (s) 11.9 10.8 0.0 0.0Approach LOS B B
Intersection SummaryAverage Delay 11.4Intersection Capacity Utilization 28.6% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 10
Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 272 342 223 323 191v/c Ratio 0.75 0.54 0.52 0.30 0.30Control Delay 41.1 6.4 36.0 9.7 18.3Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 41.1 6.4 36.0 9.7 18.3Queue Length 50th (ft) 121 0 54 78 58Queue Length 95th (ft) 189 48 84 127 118Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 400 663 636 1087 639Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.68 0.52 0.35 0.30 0.30
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Existing (2019) Synchro 10 ReportAM Peak Page 11
Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 46 185 291 212 307 119 53Future Volume (vph) 46 185 291 212 307 119 53Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.94 1.00 1.00 0.95Flpb, ped/bikes 0.81 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1425 1484 3183 1845 1672Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1425 1484 3183 1845 1672Peak-hour factor, PHF 0.85 0.85 0.85 0.95 0.95 0.90 0.90Adj. Flow (vph) 54 218 342 223 323 132 59RTOR Reduction (vph) 0 0 255 0 0 18 0Lane Group Flow (vph) 0 272 87 223 323 173 0Confl. Peds. (#/hr) 107 24 144 144Heavy Vehicles (%) 2% 2% 2% 10% 3% 3% 4%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 20.4 20.4 10.9 47.1 29.7Effective Green, g (s) 20.4 20.4 10.9 47.1 29.7Actuated g/C Ratio 0.25 0.25 0.14 0.59 0.37Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 363 378 433 1086 620v/s Ratio Prot c0.07 c0.18 0.10v/s Ratio Perm 0.19 0.06v/c Ratio 0.75 0.23 0.52 0.30 0.28Uniform Delay, d1 27.4 23.6 32.1 8.2 17.6Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 8.2 0.3 1.0 0.7 1.1Delay (s) 35.7 23.9 33.1 8.9 18.8Level of Service D C C A BApproach Delay (s) 29.1 18.8 18.8Approach LOS C B B
Intersection SummaryHCM 2000 Control Delay 23.5 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.50Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 56.1% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S1: Long Bridge Drive & 10th Street S 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 1
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 81 23 239 40 3 343Future Volume (Veh/h) 81 23 239 40 3 343Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.87 0.87Hourly flow rate (vph) 95 27 281 47 3 394Pedestrians 38 4 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 0 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblockedvC, conflicting volume 746 346 366vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 746 346 366tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 74 96 100cM capacity (veh/h) 365 670 1149
Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 122 328 3 394Volume Left 95 0 3 0Volume Right 27 47 0 0cSH 406 1700 1149 1700Volume to Capacity 0.30 0.19 0.00 0.23Queue Length 95th (ft) 31 0 0 0Control Delay (s) 17.7 0.0 8.1 0.0Lane LOS C AApproach Delay (s) 17.7 0.0 0.1Approach LOS C
Intersection SummaryAverage Delay 2.6Intersection Capacity Utilization 31.4% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: 10th Street S & S Ball Street 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 17 24 0 0 10 0 78 9 0 0 0 9Future Volume (Veh/h) 17 24 0 0 10 0 78 9 0 0 0 9Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 20 28 0 0 12 0 92 11 0 0 0 11Pedestrians 4 1 5 10Lane Width (ft) 12.0 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5 3.5Percent Blockage 0 0 0 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 22 33 100 95 34 96 95 26vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 22 33 100 95 34 96 95 26tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 99 100 89 99 100 100 100 99cM capacity (veh/h) 1578 1571 847 774 1033 850 774 1036
Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 48 12 103 11Volume Left 20 0 92 0Volume Right 0 0 0 11cSH 1578 1700 838 1036Volume to Capacity 0.01 0.01 0.12 0.01Queue Length 95th (ft) 1 0 10 1Control Delay (s) 3.1 0.0 9.9 8.5Lane LOS A A AApproach Delay (s) 3.1 0.0 9.9 8.5Approach LOS A A
Intersection SummaryAverage Delay 7.3Intersection Capacity Utilization 27.7% ICU Level of Service AAnalysis Period (min) 15
HCM 2010 Roundabout 101 12th Street S3: 10th Street S & Alley 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 4
IntersectionIntersection Delay, s/veh 3.4Intersection LOS A
Approach EB NB SBEntry Lanes 1 0 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 27 0 6Demand Flow Rate, veh/h 27 0 6Vehicles Circulating, veh/h 0 27 7Vehicles Exiting, veh/h 13 0 20Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 5 0 22Ped Cap Adj 0.999 1.000 0.997Approach Delay, s/veh 3.4 0.0 3.3Approach LOS A - A
Lane Left LeftDesignated Moves L RAssumed Moves L RRT ChannelizedLane Util 1.000 1.000Critical Headway, s 5.193 5.193Entry Flow, veh/h 27 6Cap Entry Lane, veh/h 1130 1122Entry HV Adj Factor 0.995 1.000Flow Entry, veh/h 27 6Cap Entry, veh/h 1123 1119V/C Ratio 0.024 0.005Control Delay, s/veh 3.4 3.3LOS A A95th %tile Queue, veh 0 0
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S4: Long Bridge Drive & Garage Entrance 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 5
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 0 0 281 8 0 426Future Volume (Veh/h) 0 0 281 8 0 426Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.87 0.87Hourly flow rate (vph) 0 0 331 9 0 490Pedestrians 47Lane Width (ft) 0.0Walking Speed (ft/s) 3.5Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 331pX, platoon unblocked 1.00 1.00 1.00vC, conflicting volume 872 382 387vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 871 379 384tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 100 100cM capacity (veh/h) 321 666 1171
Direction, Lane # NB 1 SB 1Volume Total 340 490Volume Left 0 0Volume Right 9 0cSH 1700 1700Volume to Capacity 0.20 0.29Queue Length 95th (ft) 0 0Control Delay (s) 0.0 0.0Lane LOSApproach Delay (s) 0.0 0.0Approach LOS
Intersection SummaryAverage Delay 0.0Intersection Capacity Utilization 25.8% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 6
Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBRLane Group Flow (vph) 116 130 136 23 492 233 107 155 252v/c Ratio 0.28 0.12 0.19 0.04 0.48 0.71 0.22 0.38 0.53Control Delay 13.5 10.1 3.1 10.6 13.6 37.3 17.1 24.5 19.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 13.5 10.1 3.1 10.6 13.6 37.3 17.1 24.5 19.3Queue Length 50th (ft) 28 29 0 5 136 102 32 61 68Queue Length 95th (ft) 77 68 28 19 274 140 55 87 105Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 170Base Capacity (vph) 413 1058 720 550 1019 631 933 792 835Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.28 0.12 0.19 0.04 0.48 0.37 0.11 0.20 0.30
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 102 114 120 21 376 67 198 74 17 50 82 214Future Volume (vph) 102 114 120 21 376 67 198 74 17 50 82 214Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.73 1.00 0.97 1.00 0.98 1.00 0.97Flpb, ped/bikes 0.92 1.00 1.00 0.79 1.00 0.99 1.00 0.98 1.00Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.97 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1636 1845 1154 1352 1769 1755 1781 1787 1535Flt Permitted 0.41 1.00 1.00 0.67 1.00 0.66 1.00 0.84 1.00Satd. Flow (perm) 709 1845 1154 959 1769 1216 1781 1529 1535Peak-hour factor, PHF 0.88 0.88 0.88 0.90 0.90 0.90 0.85 0.85 0.85 0.85 0.85 0.85Adj. Flow (vph) 116 130 136 23 418 74 233 87 20 59 96 252RTOR Reduction (vph) 0 0 58 0 5 0 0 15 0 0 0 59Lane Group Flow (vph) 116 130 78 23 487 0 233 92 0 0 155 193Confl. Peds. (#/hr) 108 160 160 108 6 39 39 6Heavy Vehicles (%) 2% 3% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm NA Perm Perm NA Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 8 4 4Actuated Green, G (s) 45.9 45.9 45.9 45.9 45.9 21.6 21.6 21.6 21.6Effective Green, g (s) 45.9 45.9 45.9 45.9 45.9 21.6 21.6 21.6 21.6Actuated g/C Ratio 0.57 0.57 0.57 0.57 0.57 0.27 0.27 0.27 0.27Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 406 1058 662 550 1014 328 480 412 414v/s Ratio Prot 0.07 c0.28 0.05v/s Ratio Perm 0.16 0.07 0.02 c0.19 0.10 0.13v/c Ratio 0.29 0.12 0.12 0.04 0.48 0.71 0.19 0.38 0.47Uniform Delay, d1 8.7 7.8 7.8 7.4 10.0 26.4 22.5 23.7 24.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.8 0.2 0.4 0.1 1.6 7.1 0.2 0.6 0.8Delay (s) 10.5 8.1 8.2 7.6 11.7 33.4 22.7 24.3 25.2Level of Service B A A A B C C C CApproach Delay (s) 8.8 11.5 30.1 24.9Approach LOS A B C C
Intersection SummaryHCM 2000 Control Delay 18.0 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.55Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 72.4% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S6: Garage Entrance & 12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 8
Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 167 0 0 444 19 2Future Volume (Veh/h) 167 0 0 444 19 2Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.89 0.89 0.85 0.85Hourly flow rate (vph) 196 0 0 499 22 2Pedestrians 73 80Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 7 8Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 227pX, platoon unblocked 0.99 0.99 0.99vC, conflicting volume 276 848 276vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 259 839 259tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 92 100cM capacity (veh/h) 1190 285 710
Direction, Lane # EB 1 WB 1 NB 1Volume Total 196 499 24Volume Left 0 0 22Volume Right 0 0 2cSH 1700 1190 300Volume to Capacity 0.12 0.00 0.08Queue Length 95th (ft) 0 0 6Control Delay (s) 0.0 0.0 18.1Lane LOS CApproach Delay (s) 0.0 0.0 18.1Approach LOS C
Intersection SummaryAverage Delay 0.6Intersection Capacity Utilization 33.4% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S7: Crystal Drive/12th Street S 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 9
Movement NBL NBT NBR SBL SBT SBR NEL NET NER SWL SWT SWRLane ConfigurationsTraffic Volume (veh/h) 0 444 0 0 169 0 0 0 0 0 0 0Future Volume (Veh/h) 0 444 0 0 169 0 0 0 0 0 0 0Sign Control Yield Yield Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.89 0.89 0.89 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 0 499 0 0 199 0 0 0 0 0 0 0Pedestrians 24 24Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 2 2Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 124 48 24 274 48 24 24 24vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 124 48 24 274 48 24 24 24tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 38 100 100 75 100 100 100cM capacity (veh/h) 651 805 1028 325 805 1028 1554 1554
Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 499 199 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 805 805 1700 1700Volume to Capacity 0.62 0.25 0.00 0.00Queue Length 95th (ft) 110 24 0 0Control Delay (s) 16.5 10.9 0.0 0.0Lane LOS C BApproach Delay (s) 16.5 10.9 0.0 0.0Approach LOS C B
Intersection SummaryAverage Delay 14.9Intersection Capacity Utilization 38.9% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 10
Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 137 233 314 408 240v/c Ratio 0.37 0.44 0.61 0.37 0.38Control Delay 27.2 6.2 36.1 10.1 21.7Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 27.2 6.2 36.1 10.1 21.7Queue Length 50th (ft) 54 0 76 104 85Queue Length 95th (ft) 98 45 104 150 146Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 437 590 636 1117 634Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.31 0.39 0.49 0.37 0.38
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Existing (2019) Synchro 10 ReportPM Peak Page 11
Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 18 101 203 267 347 157 47Future Volume (vph) 18 101 203 267 347 157 47Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.96Flpb, ped/bikes 0.88 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1554 1503 3183 1845 1716Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1554 1503 3183 1845 1716Peak-hour factor, PHF 0.87 0.87 0.87 0.85 0.85 0.85 0.85Adj. Flow (vph) 21 116 233 314 408 185 55RTOR Reduction (vph) 0 0 178 0 0 12 0Lane Group Flow (vph) 0 137 55 314 408 228 0Confl. Peds. (#/hr) 67 12 12 161Heavy Vehicles (%) 2% 2% 3% 10% 3% 3% 2%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 19.0 19.0 12.9 48.5 29.1Effective Green, g (s) 19.0 19.0 12.9 48.5 29.1Actuated g/C Ratio 0.24 0.24 0.16 0.61 0.36Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 369 356 513 1118 624v/s Ratio Prot c0.10 c0.22 0.13v/s Ratio Perm 0.09 0.04v/c Ratio 0.37 0.16 0.61 0.36 0.37Uniform Delay, d1 25.5 24.1 31.2 8.0 18.7Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.6 0.2 2.2 0.9 1.7Delay (s) 26.1 24.4 33.4 8.9 20.3Level of Service C C C A CApproach Delay (s) 25.0 19.5 20.3Approach LOS C B C
Intersection SummaryHCM 2000 Control Delay 21.2 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.44Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 52.2% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group
E: BACKGROUND DEVELOPMENT TRIPS
Traffic Impact Study and Transportation Management Plan – Century Center Gorove/Slade Associates
January 10, 2017 43
Site Generated Traffic
The Institute of Transportation Engineers (ITE) Trip Generation, 9th Edition, was used to determine the future trips generated
by the proposed development. Additionally, the Crystal City Multimodal Study includes detailed trip generation and mode
split information for the area. The calculations shown below are consistent with the data provided in the Multimodal Study.
The Multimodal Study also includes mode split projections for both 2007 (existing) and 2030. Since the build‐out for the
proposed site is expected to occur in 2019, the existing mode split percentages were assumed. In order to account for the
close proximity of the site to transit, and to be consistent with the Multimodal Study, a non‐auto reduction of 65% was
assumed. These assumptions were vetted with Arlington County during the scoping process. Table 5 shows the mode split
for Crystal City. Table 6 shows the trips generated by the site.
Table 5: Mode Split Summary
Table 6: Site Trip Generation
The proposed residential development will generate approximately 53 trips in the AM peak hour and 64 trips in the PM peak
hour.
Site Trip Distribution
The Crystal City Multimodal Study also provides detailed traffic distribution data based on the Metropolitan Washington
Council of Governments (MWCOG) Regional Travel Demand Model. Table 3.9 of the Multimodal Study shows the traffic
distribution for 2007 and 2030 for both the AM and PM peak hours. Since the anticipated build‐out of the Century Center site
is anticipated to be complete in 2019, the 2007 data was used to determine a traffic distribution specific to the site . The peak
Mode Use
Auto (Total) 35%
Drove Alone 31%
Carpool 4%
Public Transportation (Total) 42%
Bus 1%
Subway 40%
Taxi 1%
Walk 19%
Other Mode 1%
Worked at Home 4%
Source: US Census 2000, Journey to Work
Summary, Crystal City residents journey to
work, Table 3.6
Daily
In Out Total In Out Total Total
Proposed Use
Apartment Bldg 1 220 300 DU 30 121 151 119 64 183 1,942
TDM/Transit Reduction
(Residential) 65% ‐20 ‐78 ‐98 ‐77 ‐42 ‐119 ‐1,262
Total Site Trips 10 43 53 42 22 64 680
Land UseITE
CodeSize
‐‐‐‐‐‐ W e e k d a y ‐‐‐‐‐‐
AM Peak Hour PM Peak Hour
45
TRIP GENERATION
This section outlines the transportation demand of the proposed Central District Retail Phase I and 1770 Crystal Drive development. It summarizes the projected trip generation of the site by land use and by mode, which forms the basis for the chapters that follow.
Traditionally, weekday peak hour trip generation is calculated based on the methodology outlined in the Institute of Transportation Engineers’ (ITE) Trip Generation, 9th Edition. This methodology was supplemented to account for the urban nature of the site (Trip Generation provides data for non-urban, low transit uses) to generate trips for multiple modes. Additionally, the Crystal City Multimodal Transportation Study, published in February 2010, includes detailed mode split information for the area. Office trip generation was calculated based on ITE Land Use 710, retail trip generation was calculated based on ITE Land Use 826, Specialty Retail, theater trip generation was calculated based on ITE Land Use 443, Movie Theater, grocery trip generation was calculated based on ITE Land Use 850, Supermarket, and residential trip generation was calculated based on ITE Land Use 222, High-
Rise Apartment. The calculations shown below are consistent with the data provided in the Multimodal Study.
The existing office building at 1770 Crystal Drive is also planned to be converted from office to residential, as part of a separate project. Therefore, two development scenarios were considered:
Scenario A With only the addition of new retail, grocery, theater, and office space as part of the Central District Retail Phase I project, and 1770 Crystal Drive remaining office.
Scenario B With the addition of new retail, grocery, theater, and office as part of the Central District Retail Phase I project, and 1770 Crystal Drive converted to residential units.
Table 8 shows the vehicular trips expected to be generated by Scenario A and Table 9 shows the vehicular trips expected to be generated by Scenario B.
Table 8: Scenario A Peak Hour Trip Generation
Daily
In Out Total In Out Total Total
General Office 710 5.208 ksf # 16 2 18 14 70 84 139-6 -1 -7 -7 -35 -42 -62
10 1 11 7 35 42 77
Movie Theater without Matinee** 443 940 seats # 5 4 9 108 193 301 1,65450% -3 -2 -5 -54 -97 -151 -827
2 2 4 54 96 150 827
Supermarket 850 17.500 ksf # 37 23 60 94 120 214 2,56350% -19 -11 -30 -47 -60 -107 -1,282
25% -5 -3 -8 -12 -15 -27 -320
13 9 22 35 45 80 961
Specialty Retail*** 826 10.304 ksf # 12 11 23 20 26 46 47850% -6 -6 -12 -10 -13 -23 -239
25% -2 -1 -3 -3 -3 -6 -60
4 4 8 7 10 17 1791770 Crystal Drive (Office)
29 16 45 0 103 186 289 0 2044
29 16 45 0 103 186 289 0 2044
7 4 11 0 15 18 33 0 380
36 20 56 0 118 204 322 0 2,424*Table 3.6 & 3.7 from Crystal City Multimodal Transportation Study. Daily trip transit reduction assumed to be an average of AM and PM transit splits for office (44.5%)
**Trip generation for PM Peak Hour calculated using Weekday PM Peak Hour of Generator
***For AM Peak Hour, Specialty Retail is 50% of PM Peak Hour Total
Already assumed in Background Volumes
Total Site External Trips
Total Pass-by Trips
Total New Site Trips
Multimodal Reduction (39% AM/50% PM)*
Total Proposed Site External Trips
Multimodal Reduction (Retail)*- 50%
Subtotal (Theater vehicle trips)
Multimodal Reduction (Retail)*- 50%
Retail Pass-by Trips**- 25%
Subtotal (Retail vehicle trips)
Multimodal Reduction (Retail)*- 50%
Retail Pass-by Trips**- 25%
Subtotal (Grocery vehicle trips)
Land Use ITE Code Size
------ W e e k d a y ------
AM Peak Hour PM Peak Hour
Subtotal (Office vehicle trips)
Table3‐4CrystalHousePhase3SiteTripGenerationAnalysis1
LandUse DailyLandUse Code Size Units In Out Total In Out Total Traffic2
ApprovedMid‐RiseApartment 223/220 252 DU 28 62 90 64 46 110 1,651
60%Non‐AutoModeSplit 3 (17) (37) (54) (38) (28) (66) (991)Total 11 25 36 26 18 44 660
11 25 36 26 18 44 660
Notes:1.TripgenerationestiamtescalculatedusingITE'sTripGenerationManual,9thEdition.2.Landusecode220wasusedtocalculateAverageDailyTraffic.
AMPeakHour PMPeakHour
TotalProposedTrips
3.Basedonthesite'sproximitytoMetroandothernon‐autofacilities.
33
1770 Crystal Drive ‐ OfficeApproximately 272,000 sf officeStep 1: Base trip generation using ITEs' person Trip Generation (10th Edition)
In Out Total In Out Total TotalOffice 710 272,000 sf 293 ppl/hr 44 ppl/hr 337 ppl/hr 55 ppl/hr 286 ppl/hr 341 ppl/hr 4564 ppl
87% 13% =1.01(X/1000)+62.71 16% 84% =0.92(X/1000)+90.81 n(T)=0.67Ln(X/1000)+4.67
Note: Setting used for trip generation is Center City Core
Step 2: Split between modes, per assumed Mode Splits
In Out Total In Out Total TotalOffice Auto 30% 88 ppl/hr 13 ppl/hr 101 ppl/hr 17 ppl/hr 85 ppl/hr 102 ppl/hr 1369 pplOffice Transit 54% 158 ppl/hr 24 ppl/hr 182 ppl/hr 30 ppl/hr 154 ppl/hr 184 ppl/hr 2465 pplOffice Bike 6% 18 ppl/hr 2 ppl/hr 20 ppl/hr 3 ppl/hr 17 ppl/hr 20 ppl/hr 274 pplOffice Walk 10% 29 ppl/hr 5 ppl/hr 34 ppl/hr 6 ppl/hr 28 ppl/hr 34 ppl/hr 456 ppl
Step 3: Convert person auto trips to vehicles/hour
In Out Total In Out Total TotalOffice 75 veh/hr 11 veh/hr 86 veh/hr 14 veh/hr 72 veh/hr 86 veh/hr 1160 veh
Office Trip Gen for Met Park 6, 7, 8
In Out Total In Out Total Total75 veh/hr 11 veh/hr 86 veh/hr 14 veh/hr 72 veh/hr 86 veh/hr 1160 veh158 ppl/hr 24 ppl/hr 182 ppl/hr 30 ppl/hr 154 ppl/hr 184 ppl/hr 2465 ppl18 ppl/hr 2 ppl/hr 20 ppl/hr 3 ppl/hr 17 ppl/hr 20 ppl/hr 274 ppl29 ppl/hr 5 ppl/hr 34 ppl/hr 6 ppl/hr 28 ppl/hr 34 ppl/hr 456 ppl
Daily
Calculation Details:
DailyLand Use Land Use Code Quantity (x) AM Peak Hour PM Peak Hour
Land Use Mode SplitAM Peak Hour PM Peak Hour
PM Peak Hour Daily
Auto
Land UsePeople/Car
(from 2017 NHTS, Table 16)AM Peak Hour PM Peak Hour Daily
1.18 ppl/veh
TransitBikeWalk
ModeAM Peak Hour
Table 2
Pentagon Centre PDSP - Proposed Phase OneSite Trip Generation Summary (1)
Weekday Saturday Sunday
Land Use ITE Code Size Units IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL Daily Trips Daily Trips Daily Trips
Existing Uses
Retail 820 337,900 SF 201 123 324 650 705 1,355 1,003 926 1,929 516 538 1,054 14,985 19,897 8,529 Non-Auto Mode Share Reduction 47% (94) (58) (152) (306) (331) (637) (471) (435) (906) (243) (253) (496) (7,043) (9,352) (4,009)
Retail Subtotal 107 65 172 344 374 718 532 491 1,023 273 285 558 7,942 10,545 4,520
Non-Residential Subtotal 107 65 172 344 374 718 532 491 1,023 273 285 558 7,942 10,545 4,520
Existing Trips 107 65 172 344 374 718 532 491 1,023 273 285 558 7,942 10,545 4,520
Proposed PDSP Retail 820 357,800 SF 213 130 343 676 732 1,408 1,041 961 2,002 547 569 1,116 15,553 20,628 9,031 Non-Auto Mode Share Reduction 47% (100) (61) (161) (318) (344) (662) (489) (452) (941) (257) (267) (524) (7,310) (9,695) (4,245)
Retail Subtotal 113 69 182 358 388 746 552 509 1,061 290 302 592 8,243 10,933 4,786
Non-Residential Subtotal 113 69 182 358 388 746 552 509 1,061 290 302 592 8,243 10,933 4,786
Multi-Family Residential (2) 220 714 DU 71 283 354 267 143 410 200 171 371 178 186 364 4,450 5,349 4,483
Non-Auto Mode Share Reduction 54% (38) (153) (191) (144) (77) (221) (108) (92) (200) (96) (100) (196) (2,403) (2,888) (2,421)
Residential Subtotal 33 130 163 123 66 189 92 79 171 82 86 168 2,047 2,461 2,062
Proposed PDSP Trips 146 199 345 481 454 935 644 588 1,232 372 388 760 10,290 13,394 6,848
Proposed Trips minus Existing Trips 39 134 173 137 80 217 112 97 209 99 103 202 2,348 2,849 2,328
Notes:
(1) Based on ITE Trip Generation 9th Edition rates and/or equations.
(2) Saturday and Sunday peak hour directional distributions are not available for LUC 220 and are instead based on directional distributions of LUC 230 (Residential Condominium/Townhome).
(3) Assumptions:
Retail Office Residential Hotel
Non-auto mode split: 47% 46% 54% 0%
Transit reductions based on 2005 Development-Related Ridership Survey Final Report; Washington Metropolitan Area Transit Authority, March 2006.
AM Peak Hour PM Peak Hour Saturday Mid-Day Peak Hour Sunday Mid-Day Peak Hour
6
F: FUTURE (2023) CONDITIONS WITHOUT DEVELOPMENT CAPACITY ANALYSIS
WORKSHEETS
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S1: Long Bridge Drive & 10th Street S 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 1
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 32 8 476 33 4 193Future Volume (Veh/h) 32 8 476 33 4 193Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.93 0.93Hourly flow rate (vph) 35 9 517 36 4 208Pedestrians 44 6 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 1 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblocked 0.89 0.89 0.89vC, conflicting volume 801 582 597vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 711 463 480tC, single (s) 6.5 6.2 4.1tC, 2 stage (s)tF (s) 3.6 3.3 2.2p0 queue free % 89 98 100cM capacity (veh/h) 327 507 918
Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 44 553 4 208Volume Left 35 0 4 0Volume Right 9 36 0 0cSH 353 1700 918 1700Volume to Capacity 0.12 0.33 0.00 0.12Queue Length 95th (ft) 11 0 0 0Control Delay (s) 16.7 0.0 8.9 0.0Lane LOS C AApproach Delay (s) 16.7 0.0 0.2Approach LOS C
Intersection SummaryAverage Delay 1.0Intersection Capacity Utilization 38.2% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: 10th Street S & S Ball Street 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 21 0 0 23 0 0 0 0 0 0 9Future Volume (Veh/h) 13 21 0 0 23 0 0 0 0 0 0 9Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 14 23 0 0 25 0 0 0 0 0 0 10Pedestrians 8 6 4 12Lane Width (ft) 12.0 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5 3.5Percent Blockage 1 1 0 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 37 27 98 92 33 94 92 45vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 37 27 98 92 33 94 92 45tC, single (s) 4.2 4.1 7.1 6.5 6.2 7.1 6.5 6.3tC, 2 stage (s)tF (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.4p0 queue free % 99 100 100 100 100 100 100 99cM capacity (veh/h) 1518 1581 849 779 1031 858 779 983
Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 37 25 0 10Volume Left 14 0 0 0Volume Right 0 0 0 10cSH 1518 1700 1700 983Volume to Capacity 0.01 0.01 0.00 0.01Queue Length 95th (ft) 1 0 0 1Control Delay (s) 2.8 0.0 0.0 8.7Lane LOS A A AApproach Delay (s) 2.8 0.0 0.0 8.7Approach LOS A A
Intersection SummaryAverage Delay 2.7Intersection Capacity Utilization 21.4% ICU Level of Service AAnalysis Period (min) 15
HCM 2010 Roundabout 101 12th Street S3: 10th Street S & Alley 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 4
IntersectionIntersection Delay, s/veh 3.7Intersection LOS A
Approach EB NB SBEntry Lanes 1 0 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 21 0 12Demand Flow Rate, veh/h 23 0 13Vehicles Circulating, veh/h 0 23 13Vehicles Exiting, veh/h 26 0 10Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 9 0 22Ped Cap Adj 0.999 1.000 0.997Approach Delay, s/veh 3.7 0.0 3.6Approach LOS A - A
Lane Left LeftDesignated Moves L RAssumed Moves L RRT ChannelizedLane Util 1.000 1.000Critical Headway, s 5.193 5.193Entry Flow, veh/h 23 13Cap Entry Lane, veh/h 1130 1115Entry HV Adj Factor 0.910 0.923Flow Entry, veh/h 21 12Cap Entry, veh/h 1027 1026V/C Ratio 0.020 0.012Control Delay, s/veh 3.7 3.6LOS A A95th %tile Queue, veh 0 0
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S4: Long Bridge Drive & Garage Entrance 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 5
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 0 0 510 65 23 203Future Volume (Veh/h) 0 0 510 65 23 203Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.93 0.93Hourly flow rate (vph) 0 0 554 71 25 218Pedestrians 58Lane Width (ft) 0.0Walking Speed (ft/s) 3.5Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 331pX, platoon unblocked 0.85 0.85 0.85vC, conflicting volume 916 648 683vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 815 501 543tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 100 97cM capacity (veh/h) 288 486 876
Direction, Lane # NB 1 SB 1Volume Total 625 243Volume Left 0 25Volume Right 71 0cSH 1700 876Volume to Capacity 0.37 0.03Queue Length 95th (ft) 0 2Control Delay (s) 0.0 1.2Lane LOS AApproach Delay (s) 0.0 1.2Approach LOS
Intersection SummaryAverage Delay 0.3Intersection Capacity Utilization 34.6% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 6
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 479 220 313 25 180 153 40 34 153 93v/c Ratio 0.78 0.20 0.38 0.04 0.18 0.19 0.13 0.08 0.40 0.22Control Delay 25.1 9.1 2.6 8.4 9.0 2.2 22.5 17.3 27.1 6.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 25.1 9.1 2.6 8.4 9.0 2.2 22.5 17.3 27.1 6.6Queue Length 50th (ft) 182 51 0 5 41 0 15 9 60 0Queue Length 95th (ft) #380 87 34 16 73 24 38 29 111 32Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 618 1107 829 570 1026 827 622 884 788 778Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.78 0.20 0.38 0.04 0.18 0.19 0.06 0.04 0.19 0.12
Intersection Summary# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 465 213 304 23 166 141 37 23 8 59 82 86Future Volume (vph) 465 213 304 23 166 141 37 23 8 59 82 86Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.75 1.00 1.00 0.81 1.00 0.97 1.00 0.96Flpb, ped/bikes 0.87 1.00 1.00 0.82 1.00 1.00 0.99 1.00 0.96 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1536 1863 1182 1459 1727 1289 1728 1696 1750 1414Flt Permitted 0.64 1.00 1.00 0.62 1.00 1.00 0.66 1.00 0.85 1.00Satd. Flow (perm) 1041 1863 1182 953 1727 1289 1200 1696 1521 1414Peak-hour factor, PHF 0.97 0.97 0.97 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 479 220 313 25 180 153 40 25 9 64 89 93RTOR Reduction (vph) 0 0 127 0 0 62 0 7 0 0 0 70Lane Group Flow (vph) 479 220 186 25 180 91 40 27 0 0 153 23Confl. Peds. (#/hr) 106 149 149 106 10 59 59 10Heavy Vehicles (%) 2% 2% 2% 2% 10% 2% 3% 2% 10% 2% 2% 10%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Effective Green, g (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Actuated g/C Ratio 0.59 0.59 0.59 0.59 0.59 0.59 0.25 0.25 0.25 0.25Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 618 1106 701 565 1025 765 300 424 380 353v/s Ratio Prot 0.12 0.10 0.02v/s Ratio Perm c0.46 0.16 0.03 0.07 0.03 c0.10 0.02v/c Ratio 0.78 0.20 0.27 0.04 0.18 0.12 0.13 0.06 0.40 0.07Uniform Delay, d1 12.2 7.5 7.8 6.8 7.4 7.1 23.3 22.9 25.0 22.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 9.2 0.4 0.9 0.1 0.4 0.3 0.2 0.1 0.7 0.1Delay (s) 21.4 7.9 8.8 6.9 7.7 7.4 23.5 22.9 25.7 23.0Level of Service C A A A A A C C C CApproach Delay (s) 14.6 7.5 23.2 24.7Approach LOS B A C C
Intersection SummaryHCM 2000 Control Delay 14.9 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.66Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 79.7% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S6: Garage Entrance & 12th Street S 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 8
Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 216 16 4 296 0 0Future Volume (Veh/h) 216 16 4 296 0 0Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 235 17 4 322 0 0Pedestrians 160 36Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 15 3Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 227pX, platoon unblocked 0.96 0.96 0.96vC, conflicting volume 288 770 280vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 241 741 232tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 100 100cM capacity (veh/h) 1232 301 750
Direction, Lane # EB 1 WB 1 NB 1Volume Total 252 326 0Volume Left 0 4 0Volume Right 17 0 0cSH 1700 1232 1700Volume to Capacity 0.15 0.00 0.00Queue Length 95th (ft) 0 0 0Control Delay (s) 0.0 0.1 0.0Lane LOS A AApproach Delay (s) 0.0 0.1 0.0Approach LOS A
Intersection SummaryAverage Delay 0.1Intersection Capacity Utilization 22.1% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S7: Crystal Drive/12th Street S 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 9
Movement NBL NBT NBR SBL SBT SBR NEL NET NER SWL SWT SWRLane ConfigurationsTraffic Volume (veh/h) 0 300 0 0 216 0 0 0 0 0 0 0Future Volume (Veh/h) 0 300 0 0 216 0 0 0 0 0 0 0Sign Control Yield Yield Free FreeGrade 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 0.92Hourly flow rate (vph) 0 326 0 0 235 0 0 0 0 0 0 0Pedestrians 13 13Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 130 26 13 176 26 13 13 13vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 130 26 13 176 26 13 13 13tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 61 100 100 72 100 100 100cM capacity (veh/h) 641 842 1054 533 842 1054 1586 1586
Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 326 235 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 842 842 1700 1700Volume to Capacity 0.39 0.28 0.00 0.00Queue Length 95th (ft) 46 29 0 0Control Delay (s) 12.0 10.9 0.0 0.0Lane LOS B BApproach Delay (s) 12.0 10.9 0.0 0.0Approach LOS B B
Intersection SummaryAverage Delay 11.5Intersection Capacity Utilization 29.3% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 10
Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 251 338 236 338 207v/c Ratio 0.70 0.54 0.53 0.31 0.32Control Delay 37.8 6.4 36.0 9.8 19.4Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 37.8 6.4 36.0 9.8 19.4Queue Length 50th (ft) 110 0 57 82 66Queue Length 95th (ft) 187 59 87 133 130Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 400 660 636 1091 639Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.63 0.51 0.37 0.31 0.32
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Background (2023) Synchro 10 ReportAM Peak Page 11
Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 46 185 311 224 321 137 53Future Volume (vph) 46 185 311 224 321 137 53Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.94 1.00 1.00 0.95Flpb, ped/bikes 0.81 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1425 1484 3183 1845 1688Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1425 1484 3183 1845 1688Peak-hour factor, PHF 0.92 0.92 0.92 0.95 0.95 0.92 0.92Adj. Flow (vph) 50 201 338 236 338 149 58RTOR Reduction (vph) 0 0 253 0 0 15 0Lane Group Flow (vph) 0 251 85 236 338 192 0Confl. Peds. (#/hr) 107 24 144 144Heavy Vehicles (%) 2% 2% 2% 10% 3% 3% 4%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 20.2 20.2 11.2 47.3 29.6Effective Green, g (s) 20.2 20.2 11.2 47.3 29.6Actuated g/C Ratio 0.25 0.25 0.14 0.59 0.37Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 359 374 445 1090 624v/s Ratio Prot c0.07 c0.18 0.11v/s Ratio Perm 0.18 0.06v/c Ratio 0.70 0.23 0.53 0.31 0.31Uniform Delay, d1 27.1 23.7 32.0 8.2 17.9Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.9 0.3 1.2 0.7 1.3Delay (s) 33.0 24.0 33.2 8.9 19.2Level of Service C C C A BApproach Delay (s) 27.9 18.9 19.2Approach LOS C B B
Intersection SummaryHCM 2000 Control Delay 22.8 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.49Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 56.4% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S1: Long Bridge Drive & 10th Street S 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 1
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 81 23 271 40 3 371Future Volume (Veh/h) 81 23 271 40 3 371Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 88 25 295 43 3 403Pedestrians 38 4 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 0 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblockedvC, conflicting volume 768 358 376vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 768 358 376tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 75 96 100cM capacity (veh/h) 354 660 1140
Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 113 338 3 403Volume Left 88 0 3 0Volume Right 25 43 0 0cSH 395 1700 1140 1700Volume to Capacity 0.29 0.20 0.00 0.24Queue Length 95th (ft) 29 0 0 0Control Delay (s) 17.7 0.0 8.2 0.0Lane LOS C AApproach Delay (s) 17.7 0.0 0.1Approach LOS C
Intersection SummaryAverage Delay 2.4Intersection Capacity Utilization 32.9% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: 10th Street S & S Ball Street 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 17 24 0 0 10 0 78 9 0 0 0 9Future Volume (Veh/h) 17 24 0 0 10 0 78 9 0 0 0 9Sign Control Free Free Stop StopGrade 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 0.92Hourly flow rate (vph) 18 26 0 0 11 0 85 10 0 0 0 10Pedestrians 4 1 5 10Lane Width (ft) 12.0 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5 3.5Percent Blockage 0 0 0 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 21 31 92 88 32 89 88 25vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 21 31 92 88 32 89 88 25tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 99 100 90 99 100 100 100 99cM capacity (veh/h) 1580 1574 859 782 1036 861 782 1037
Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 44 11 95 10Volume Left 18 0 85 0Volume Right 0 0 0 10cSH 1580 1700 850 1037Volume to Capacity 0.01 0.01 0.11 0.01Queue Length 95th (ft) 1 0 9 1Control Delay (s) 3.0 0.0 9.8 8.5Lane LOS A A AApproach Delay (s) 3.0 0.0 9.8 8.5Approach LOS A A
Intersection SummaryAverage Delay 7.2Intersection Capacity Utilization 27.7% ICU Level of Service AAnalysis Period (min) 15
HCM 2010 Roundabout 101 12th Street S3: 10th Street S & Alley 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 4
IntersectionIntersection Delay, s/veh 3.4Intersection LOS A
Approach EB NB SBEntry Lanes 1 0 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 25 0 5Demand Flow Rate, veh/h 25 0 5Vehicles Circulating, veh/h 0 25 7Vehicles Exiting, veh/h 12 0 18Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 5 0 22Ped Cap Adj 0.999 1.000 0.997Approach Delay, s/veh 3.4 0.0 3.3Approach LOS A - A
Lane Left LeftDesignated Moves L RAssumed Moves L RRT ChannelizedLane Util 1.000 1.000Critical Headway, s 5.193 5.193Entry Flow, veh/h 25 5Cap Entry Lane, veh/h 1130 1122Entry HV Adj Factor 0.995 1.000Flow Entry, veh/h 25 5Cap Entry, veh/h 1123 1119V/C Ratio 0.022 0.004Control Delay, s/veh 3.4 3.3LOS A A95th %tile Queue, veh 0 0
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S4: Long Bridge Drive & Garage Entrance 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 5
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 0 0 313 8 0 454Future Volume (Veh/h) 0 0 313 8 0 454Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 0 0 340 9 0 493Pedestrians 47Lane Width (ft) 0.0Walking Speed (ft/s) 3.5Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 331pX, platoon unblocked 1.00 1.00 1.00vC, conflicting volume 884 392 396vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 882 387 391tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 100 100cM capacity (veh/h) 315 658 1162
Direction, Lane # NB 1 SB 1Volume Total 349 493Volume Left 0 0Volume Right 9 0cSH 1700 1700Volume to Capacity 0.21 0.29Queue Length 95th (ft) 0 0Control Delay (s) 0.0 0.0Lane LOSApproach Delay (s) 0.0 0.0Approach LOS
Intersection SummaryAverage Delay 0.0Intersection Capacity Utilization 27.2% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 6
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 118 138 130 23 448 95 215 104 165 241v/c Ratio 0.26 0.13 0.18 0.04 0.41 0.12 0.69 0.22 0.43 0.54Control Delay 12.3 9.6 2.9 10.0 12.1 4.5 37.2 18.0 26.4 20.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.3 9.6 2.9 10.0 12.1 4.5 37.2 18.0 26.4 20.7Queue Length 50th (ft) 28 31 0 5 121 5 93 32 66 68Queue Length 95th (ft) 75 70 28 19 232 31 144 60 104 117Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 455 1078 728 558 1088 780 625 935 777 830Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.26 0.13 0.18 0.04 0.41 0.12 0.34 0.11 0.21 0.29
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 109 127 120 21 412 87 198 79 17 62 90 222Future Volume (vph) 109 127 120 21 412 87 198 79 17 62 90 222Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.73 1.00 1.00 0.81 1.00 0.99 1.00 0.97Flpb, ped/bikes 0.92 1.00 1.00 0.79 1.00 1.00 0.99 1.00 0.98 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1622 1845 1154 1356 1863 1284 1755 1787 1782 1535Flt Permitted 0.45 1.00 1.00 0.67 1.00 1.00 0.65 1.00 0.82 1.00Satd. Flow (perm) 768 1845 1154 955 1863 1284 1206 1787 1499 1535Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 118 138 130 23 448 95 215 86 18 67 98 241RTOR Reduction (vph) 0 0 54 0 0 29 0 13 0 0 0 53Lane Group Flow (vph) 118 138 76 23 448 66 215 91 0 0 165 188Confl. Peds. (#/hr) 108 160 160 108 6 39 39 6Heavy Vehicles (%) 2% 3% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Effective Green, g (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Actuated g/C Ratio 0.58 0.58 0.58 0.58 0.58 0.58 0.26 0.26 0.26 0.26Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 449 1079 675 558 1089 751 312 462 387 397v/s Ratio Prot 0.07 c0.24 0.05v/s Ratio Perm 0.15 0.07 0.02 0.05 c0.18 0.11 0.12v/c Ratio 0.26 0.13 0.11 0.04 0.41 0.09 0.69 0.20 0.43 0.47Uniform Delay, d1 8.1 7.4 7.4 7.1 9.1 7.3 26.7 23.2 24.7 25.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.4 0.2 0.3 0.1 1.2 0.2 6.2 0.2 0.8 0.9Delay (s) 9.6 7.7 7.7 7.2 10.2 7.5 33.0 23.4 25.5 26.0Level of Service A A A A B A C C C CApproach Delay (s) 8.3 9.6 29.8 25.8Approach LOS A A C C
Intersection SummaryHCM 2000 Control Delay 17.1 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.50Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 69.7% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S6: Garage Entrance & 12th Street S 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 8
Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 192 0 0 499 19 2Future Volume (Veh/h) 192 0 0 499 19 2Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 209 0 0 542 21 2Pedestrians 73 80Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 7 8Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 227pX, platoon unblocked 0.98 0.98 0.98vC, conflicting volume 289 904 289vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 270 895 270tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 92 100cM capacity (veh/h) 1176 263 699
Direction, Lane # EB 1 WB 1 NB 1Volume Total 209 542 23Volume Left 0 0 21Volume Right 0 0 2cSH 1700 1176 279Volume to Capacity 0.12 0.00 0.08Queue Length 95th (ft) 0 0 7Control Delay (s) 0.0 0.0 19.1Lane LOS CApproach Delay (s) 0.0 0.0 19.1Approach LOS C
Intersection SummaryAverage Delay 0.6Intersection Capacity Utilization 36.3% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S7: Crystal Drive/12th Street S 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 9
Movement NBL NBT NBR SBL SBT SBR NEL NET NER SWL SWT SWRLane ConfigurationsTraffic Volume (veh/h) 0 499 0 0 194 0 0 0 0 0 0 0Future Volume (Veh/h) 0 499 0 0 194 0 0 0 0 0 0 0Sign Control Yield Yield Free FreeGrade 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 0.92Hourly flow rate (vph) 0 542 0 0 211 0 0 0 0 0 0 0Pedestrians 24 24Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 2 2Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 130 48 24 295 48 24 24 24vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 130 48 24 295 48 24 24 24tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 33 100 100 74 100 100 100cM capacity (veh/h) 636 805 1028 285 805 1028 1554 1554
Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 542 211 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 805 805 1700 1700Volume to Capacity 0.67 0.26 0.00 0.00Queue Length 95th (ft) 133 26 0 0Control Delay (s) 18.2 11.0 0.0 0.0Lane LOS C BApproach Delay (s) 18.2 11.0 0.0 0.0Approach LOS C B
Intersection SummaryAverage Delay 16.2Intersection Capacity Utilization 41.8% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 10
Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 130 248 333 437 249v/c Ratio 0.35 0.45 0.63 0.39 0.39Control Delay 26.8 6.2 36.5 10.4 22.5Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 26.8 6.2 36.5 10.4 22.5Queue Length 50th (ft) 51 0 80 114 91Queue Length 95th (ft) 98 52 117 176 165Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 437 600 636 1118 631Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.30 0.41 0.52 0.39 0.39
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Background (2023) Synchro 10 ReportPM Peak Page 11
Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 18 101 228 306 402 182 47Future Volume (vph) 18 101 228 306 402 182 47Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.96Flpb, ped/bikes 0.88 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1554 1503 3183 1845 1729Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1554 1503 3183 1845 1729Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 20 110 248 333 437 198 51RTOR Reduction (vph) 0 0 189 0 0 10 0Lane Group Flow (vph) 0 130 59 333 437 239 0Confl. Peds. (#/hr) 67 12 12 161Heavy Vehicles (%) 2% 2% 3% 10% 3% 3% 2%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 19.0 19.0 13.3 48.5 28.7Effective Green, g (s) 19.0 19.0 13.3 48.5 28.7Actuated g/C Ratio 0.24 0.24 0.17 0.61 0.36Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 369 356 529 1118 620v/s Ratio Prot c0.10 c0.24 0.14v/s Ratio Perm 0.08 0.04v/c Ratio 0.35 0.17 0.63 0.39 0.39Uniform Delay, d1 25.4 24.2 31.1 8.1 19.1Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.6 0.2 2.3 1.0 1.8Delay (s) 26.0 24.4 33.4 9.2 20.9Level of Service C C C A CApproach Delay (s) 25.0 19.6 20.9Approach LOS C B C
Intersection SummaryHCM 2000 Control Delay 21.3 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.45Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 53.4% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group
G: RE-ROUTED EXISTING VOLUMES
3
4
SITE
Long
Brid
ge D
rive
S Cl
ark
Stre
et
15th Street S
Gara
ge E
ntra
nce
Garage Entrance
7
8
Crys
tal D
rive
5 6
Rich
mon
d Hi
ghwa
y 9
10
2
1
Re-Routed Existing Volumes
Turning Movement
AM / PM Peak Hour Volume123/456
# Study Intersection
0/0
0/0
0/0
0/00/00/0
0/00/00/0
0/0
0/0
0/0
0/0
0/0
0/+6 0/
0
-23/
0+2
3/0
0/0
0/0
0/00/0
0/0
0/0
0/0
0/0
0/0
0/00/0
0/0
0/0
0/00/0
NOT TO SCALE
0/00/0
0/+6
In Future (2023) with development conditions, existing volumes were re-routed due to changes to the 201 12th Street S garage access and circulation.
0/0
-23/
0
H: FUTURE (2023) CONDITIONS WITH DEVELOPMENT CAPACITY ANALYSIS
WORKSHEETS
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S1: Long Bridge Drive & 10th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 1
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 33 9 477 44 31 170Future Volume (Veh/h) 33 9 477 44 31 170Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.93 0.93Hourly flow rate (vph) 36 10 518 48 33 183Pedestrians 44 6 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 1 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblocked 0.88 0.88 0.88vC, conflicting volume 841 589 610vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 749 461 485tC, single (s) 6.5 6.2 4.1tC, 2 stage (s)tF (s) 3.6 3.3 2.2p0 queue free % 88 98 96cM capacity (veh/h) 298 503 906
Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 46 566 33 183Volume Left 36 0 33 0Volume Right 10 48 0 0cSH 327 1700 906 1700Volume to Capacity 0.14 0.33 0.04 0.11Queue Length 95th (ft) 12 0 3 0Control Delay (s) 17.8 0.0 9.1 0.0Lane LOS C AApproach Delay (s) 17.8 0.0 1.4Approach LOS C
Intersection SummaryAverage Delay 1.4Intersection Capacity Utilization 39.0% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: Garage Exit/S Ball Street & 10th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 34 25 8 24 0 1 0 3 0 0 9Future Volume (Veh/h) 13 34 25 8 24 0 1 0 3 0 0 9Sign Control Free Free Stop StopGrade 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 0.92Hourly flow rate (vph) 14 37 27 9 26 0 1 0 3 0 0 10Pedestrians 8 6 4 12Lane Width (ft) 12.0 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5 3.5Percent Blockage 1 1 0 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 38 68 144 138 60 144 152 46vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 38 68 144 138 60 144 152 46tC, single (s) 4.2 4.1 7.1 6.5 6.2 7.1 6.5 6.3tC, 2 stage (s)tF (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.4p0 queue free % 99 99 100 100 100 100 100 99cM capacity (veh/h) 1517 1527 788 730 995 791 717 982
Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 78 35 4 10Volume Left 14 9 1 0Volume Right 27 0 3 10cSH 1517 1527 934 982Volume to Capacity 0.01 0.01 0.00 0.01Queue Length 95th (ft) 1 0 0 1Control Delay (s) 1.4 1.9 8.9 8.7Lane LOS A A A AApproach Delay (s) 1.4 1.9 8.9 8.7Approach LOS A A
Intersection SummaryAverage Delay 2.3Intersection Capacity Utilization 19.0% ICU Level of Service AAnalysis Period (min) 15
HCM 2010 Roundabout 101 12th Street S3: Garage Entrance/Alley 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 4
IntersectionIntersection Delay, s/veh 3.8Intersection LOS A
Approach EB NB SBEntry Lanes 1 1 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 59 5 12Demand Flow Rate, veh/h 62 5 13Vehicles Circulating, veh/h 0 23 18Vehicles Exiting, veh/h 31 39 10Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 9 0 22Ped Cap Adj 0.999 1.000 0.997Approach Delay, s/veh 3.8 3.3 3.6Approach LOS A A A
Lane Left Left LeftDesignated Moves LR LT TRAssumed Moves LR LT TRRT ChannelizedLane Util 1.000 1.000 1.000Critical Headway, s 5.193 5.193 5.193Entry Flow, veh/h 62 5 13Cap Entry Lane, veh/h 1130 1104 1110Entry HV Adj Factor 0.950 1.000 0.923Flow Entry, veh/h 59 5 12Cap Entry, veh/h 1073 1104 1021V/C Ratio 0.055 0.005 0.012Control Delay, s/veh 3.8 3.3 3.6LOS A A A95th %tile Queue, veh 0 0 0
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S4: Long Bridge Drive & Garage Entrance 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 5
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 0 1 521 87 0 204Future Volume (Veh/h) 0 1 521 87 0 204Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.93 0.93Hourly flow rate (vph) 0 1 566 95 0 219Pedestrians 58Lane Width (ft) 12.0Walking Speed (ft/s) 3.5Percent Blockage 6Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 331pX, platoon unblocked 0.84 0.84 0.84vC, conflicting volume 890 672 719vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 773 512 569tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 100 100cM capacity (veh/h) 291 445 795
Direction, Lane # WB 1 NB 1 SB 1Volume Total 1 661 219Volume Left 0 0 0Volume Right 1 95 0cSH 445 1700 1700Volume to Capacity 0.00 0.39 0.13Queue Length 95th (ft) 0 0 0Control Delay (s) 13.1 0.0 0.0Lane LOS BApproach Delay (s) 13.1 0.0 0.0Approach LOS B
Intersection SummaryAverage Delay 0.0Intersection Capacity Utilization 43.3% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 6
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 508 227 313 25 182 159 40 34 153 95v/c Ratio 0.82 0.21 0.38 0.04 0.18 0.19 0.13 0.08 0.40 0.22Control Delay 28.8 9.1 2.6 8.4 9.0 2.1 22.5 17.3 27.1 6.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 28.8 9.1 2.6 8.4 9.0 2.1 22.5 17.3 27.1 6.5Queue Length 50th (ft) 203 53 0 5 42 0 15 9 60 0Queue Length 95th (ft) #414 90 34 16 74 24 38 29 111 33Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 618 1107 829 568 1026 830 622 884 788 779Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.82 0.21 0.38 0.04 0.18 0.19 0.06 0.04 0.19 0.12
Intersection Summary# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 493 220 304 23 167 146 37 23 8 59 82 87Future Volume (vph) 493 220 304 23 167 146 37 23 8 59 82 87Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.75 1.00 1.00 0.81 1.00 0.97 1.00 0.96Flpb, ped/bikes 0.87 1.00 1.00 0.83 1.00 1.00 0.99 1.00 0.96 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1537 1863 1182 1462 1727 1289 1728 1696 1750 1414Flt Permitted 0.64 1.00 1.00 0.62 1.00 1.00 0.66 1.00 0.85 1.00Satd. Flow (perm) 1039 1863 1182 949 1727 1289 1200 1696 1521 1414Peak-hour factor, PHF 0.97 0.97 0.97 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 508 227 313 25 182 159 40 25 9 64 89 95RTOR Reduction (vph) 0 0 127 0 0 65 0 7 0 0 0 71Lane Group Flow (vph) 508 227 186 25 182 94 40 27 0 0 153 24Confl. Peds. (#/hr) 106 149 149 106 10 59 59 10Heavy Vehicles (%) 2% 2% 2% 2% 10% 2% 3% 2% 10% 2% 2% 10%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Effective Green, g (s) 47.5 47.5 47.5 47.5 47.5 47.5 20.0 20.0 20.0 20.0Actuated g/C Ratio 0.59 0.59 0.59 0.59 0.59 0.59 0.25 0.25 0.25 0.25Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 616 1106 701 563 1025 765 300 424 380 353v/s Ratio Prot 0.12 0.11 0.02v/s Ratio Perm c0.49 0.16 0.03 0.07 0.03 c0.10 0.02v/c Ratio 0.82 0.21 0.27 0.04 0.18 0.12 0.13 0.06 0.40 0.07Uniform Delay, d1 12.9 7.5 7.8 6.8 7.4 7.1 23.3 22.9 25.0 22.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 11.9 0.4 0.9 0.1 0.4 0.3 0.2 0.1 0.7 0.1Delay (s) 24.9 7.9 8.8 6.9 7.8 7.5 23.5 22.9 25.7 23.0Level of Service C A A A A A C C C CApproach Delay (s) 16.4 7.6 23.2 24.7Approach LOS B A C C
Intersection SummaryHCM 2000 Control Delay 16.0 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.70Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 81.3% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S6: Garage Entrance & 12th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 8
Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 223 16 4 301 0 0Future Volume (Veh/h) 223 16 4 301 0 0Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 242 17 4 327 0 0Pedestrians 160 36Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 15 3Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 227pX, platoon unblocked 0.96 0.96 0.96vC, conflicting volume 295 782 286vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 244 751 235tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 100 100cM capacity (veh/h) 1225 296 745
Direction, Lane # EB 1 WB 1 NB 1Volume Total 259 331 0Volume Left 0 4 0Volume Right 17 0 0cSH 1700 1225 1700Volume to Capacity 0.15 0.00 0.00Queue Length 95th (ft) 0 0 0Control Delay (s) 0.0 0.1 0.0Lane LOS A AApproach Delay (s) 0.0 0.1 0.0Approach LOS A
Intersection SummaryAverage Delay 0.1Intersection Capacity Utilization 22.4% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S7: Crystal Drive/12th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 9
Movement NBL NBT NBR SBL SBT SBR NEL NET NER SWL SWT SWRLane ConfigurationsTraffic Volume (veh/h) 0 326 0 0 222 0 0 0 0 0 0 0Future Volume (Veh/h) 0 326 0 0 222 0 0 0 0 0 0 0Sign Control Yield Yield Free FreeGrade 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 0.92Hourly flow rate (vph) 0 354 0 0 241 0 0 0 0 0 0 0Pedestrians 13 13Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 134 26 13 190 26 13 13 13vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 134 26 13 190 26 13 13 13tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 58 100 100 71 100 100 100cM capacity (veh/h) 633 842 1054 502 842 1054 1586 1586
Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 354 241 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 842 842 1700 1700Volume to Capacity 0.42 0.29 0.00 0.00Queue Length 95th (ft) 53 30 0 0Control Delay (s) 12.3 11.0 0.0 0.0Lane LOS B BApproach Delay (s) 12.3 11.0 0.0 0.0Approach LOS B B
Intersection SummaryAverage Delay 11.8Intersection Capacity Utilization 30.7% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 10
Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 268 338 236 348 213v/c Ratio 0.74 0.54 0.53 0.32 0.34Control Delay 40.4 6.4 36.0 9.9 19.4Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 40.4 6.4 36.0 9.9 19.4Queue Length 50th (ft) 119 0 57 85 67Queue Length 95th (ft) #204 59 87 138 133Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 400 660 636 1088 634Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.67 0.51 0.37 0.32 0.34
Intersection Summary# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 11
Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 46 201 311 224 331 137 59Future Volume (vph) 46 201 311 224 331 137 59Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.94 1.00 1.00 0.95Flpb, ped/bikes 0.81 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1425 1484 3183 1845 1677Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1425 1484 3183 1845 1677Peak-hour factor, PHF 0.92 0.92 0.92 0.95 0.95 0.92 0.92Adj. Flow (vph) 50 218 338 236 348 149 64RTOR Reduction (vph) 0 0 252 0 0 17 0Lane Group Flow (vph) 0 268 86 236 348 196 0Confl. Peds. (#/hr) 107 24 144 144Heavy Vehicles (%) 2% 2% 2% 10% 3% 3% 4%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 20.3 20.3 11.2 47.2 29.5Effective Green, g (s) 20.3 20.3 11.2 47.2 29.5Actuated g/C Ratio 0.25 0.25 0.14 0.59 0.37Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 361 376 445 1088 618v/s Ratio Prot c0.07 c0.19 0.12v/s Ratio Perm 0.19 0.06v/c Ratio 0.74 0.23 0.53 0.32 0.32Uniform Delay, d1 27.4 23.6 32.0 8.3 18.0Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 8.0 0.3 1.2 0.8 1.3Delay (s) 35.5 24.0 33.2 9.1 19.4Level of Service D C C A BApproach Delay (s) 29.0 18.8 19.4Approach LOS C B B
Intersection SummaryHCM 2000 Control Delay 23.3 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.51Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 56.8% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S9: 12th Street S & 10th Street S 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 12
Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (veh/h) 7 216 304 22 6 1Future Volume (Veh/h) 7 216 304 22 6 1Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 8 235 330 24 7 1PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 385pX, platoon unblocked 0.99vC, conflicting volume 354 593 342vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 354 581 342tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 98 100cM capacity (veh/h) 1205 467 701
Direction, Lane # EB 1 WB 1 SB 1Volume Total 243 354 8Volume Left 8 0 7Volume Right 0 24 1cSH 1205 1700 487Volume to Capacity 0.01 0.21 0.02Queue Length 95th (ft) 1 0 1Control Delay (s) 0.3 0.0 12.5Lane LOS A BApproach Delay (s) 0.3 0.0 12.5Approach LOS B
Intersection SummaryAverage Delay 0.3Intersection Capacity Utilization 27.3% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S10: 10th Street S & Roundabout 02/20/2020
Future (2023) Synchro 10 ReportAM Peak Page 13
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 4 23 8 21 32 3Future Volume (Veh/h) 4 23 8 21 32 3Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 4 25 9 23 35 3PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 94 20 32vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 94 20 32tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 98 98cM capacity (veh/h) 886 1057 1580
Direction, Lane # WB 1 NB 1 SB 1Volume Total 29 32 38Volume Left 4 0 35Volume Right 25 23 0cSH 1030 1700 1580Volume to Capacity 0.03 0.02 0.02Queue Length 95th (ft) 2 0 2Control Delay (s) 8.6 0.0 6.8Lane LOS A AApproach Delay (s) 8.6 0.0 6.8Approach LOS A
Intersection SummaryAverage Delay 5.1Intersection Capacity Utilization 18.6% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S1: Long Bridge Drive & 10th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 1
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 99 21 283 45 4 371Future Volume (Veh/h) 99 21 283 45 4 371Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 108 23 308 49 4 403Pedestrians 38 4 3Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 4 0 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 538pX, platoon unblockedvC, conflicting volume 786 374 395vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 786 374 395tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 69 96 100cM capacity (veh/h) 346 646 1121
Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 131 357 4 403Volume Left 108 0 4 0Volume Right 23 49 0 0cSH 376 1700 1121 1700Volume to Capacity 0.35 0.21 0.00 0.24Queue Length 95th (ft) 38 0 0 0Control Delay (s) 19.6 0.0 8.2 0.0Lane LOS C AApproach Delay (s) 19.6 0.0 0.1Approach LOS C
Intersection SummaryAverage Delay 2.9Intersection Capacity Utilization 33.6% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S2: Garage Exit/S Ball Street & 10th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 17 28 2 2 22 0 82 9 20 0 0 9Future Volume (Veh/h) 17 28 2 2 22 0 82 9 20 0 0 9Sign Control Free Free Stop StopGrade 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 0.92Hourly flow rate (vph) 18 30 2 2 24 0 89 10 22 0 0 10Pedestrians 4 1 5 10Lane Width (ft) 12.0 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5 3.5Percent Blockage 0 0 0 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 34 37 114 110 37 133 111 38vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 34 37 114 110 37 133 111 38tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 99 100 89 99 98 100 100 99cM capacity (veh/h) 1563 1566 830 759 1029 788 758 1020
Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 50 26 121 10Volume Left 18 2 89 0Volume Right 2 0 22 10cSH 1563 1566 853 1020Volume to Capacity 0.01 0.00 0.14 0.01Queue Length 95th (ft) 1 0 12 1Control Delay (s) 2.7 0.6 9.9 8.6Lane LOS A A A AApproach Delay (s) 2.7 0.6 9.9 8.6Approach LOS A A
Intersection SummaryAverage Delay 6.9Intersection Capacity Utilization 27.6% ICU Level of Service AAnalysis Period (min) 15
HCM 2010 Roundabout 101 12th Street S3: Garage Entrance/Alley 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 4
IntersectionIntersection Delay, s/veh 3.5Intersection LOS A
Approach EB NB SBEntry Lanes 1 1 1Conflicting Circle Lanes 1 1 1Adj Approach Flow, veh/h 32 32 5Demand Flow Rate, veh/h 32 33 5Vehicles Circulating, veh/h 0 25 40Vehicles Exiting, veh/h 45 7 18Follow-Up Headway, s 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 5 0 7Ped Cap Adj 0.999 1.000 0.999Approach Delay, s/veh 3.4 3.6 3.4Approach LOS A A A
Lane Left Left LeftDesignated Moves LR LT TRAssumed Moves LR LT TRRT ChannelizedLane Util 1.000 1.000 1.000Critical Headway, s 5.193 5.193 5.193Entry Flow, veh/h 32 33 5Cap Entry Lane, veh/h 1130 1102 1086Entry HV Adj Factor 0.996 0.970 1.000Flow Entry, veh/h 32 32 5Cap Entry, veh/h 1124 1069 1085V/C Ratio 0.028 0.030 0.005Control Delay, s/veh 3.4 3.6 3.4LOS A A A95th %tile Queue, veh 0 0 0
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S4: Long Bridge Drive & Garage Entrance 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 5
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 0 12 318 12 0 472Future Volume (Veh/h) 0 12 318 12 0 472Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 0 13 346 13 0 513Pedestrians 47Lane Width (ft) 12.0Walking Speed (ft/s) 3.5Percent Blockage 4Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 331pX, platoon unblocked 1.00 1.00 1.00vC, conflicting volume 912 400 406vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 910 395 401tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 98 100cM capacity (veh/h) 290 622 1101
Direction, Lane # WB 1 NB 1 SB 1Volume Total 13 359 513Volume Left 0 0 0Volume Right 13 13 0cSH 622 1700 1700Volume to Capacity 0.02 0.21 0.30Queue Length 95th (ft) 2 0 0Control Delay (s) 10.9 0.0 0.0Lane LOS BApproach Delay (s) 10.9 0.0 0.0Approach LOS B
Intersection SummaryAverage Delay 0.2Intersection Capacity Utilization 28.2% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 6
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBT SBRLane Group Flow (vph) 126 139 130 23 453 97 215 104 165 261v/c Ratio 0.28 0.13 0.18 0.04 0.42 0.12 0.69 0.22 0.43 0.58Control Delay 12.6 9.6 2.9 10.0 12.2 4.6 37.2 18.0 26.4 22.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.6 9.6 2.9 10.0 12.2 4.6 37.2 18.0 26.4 22.6Queue Length 50th (ft) 31 31 0 5 123 5 93 32 66 78Queue Length 95th (ft) 80 71 28 19 235 32 144 60 104 130Internal Link Dist (ft) 73 147 231 251Turn Bay Length (ft) 100 100 170Base Capacity (vph) 451 1078 728 557 1088 780 625 935 777 829Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.28 0.13 0.18 0.04 0.42 0.12 0.34 0.11 0.21 0.31
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S5: S Clark Street/Long Bridge Drive & 12th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 116 128 120 21 417 89 198 79 17 62 90 240Future Volume (vph) 116 128 120 21 417 89 198 79 17 62 90 240Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.73 1.00 1.00 0.81 1.00 0.99 1.00 0.97Flpb, ped/bikes 0.92 1.00 1.00 0.79 1.00 1.00 0.99 1.00 0.98 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.98 1.00Satd. Flow (prot) 1623 1845 1154 1356 1863 1284 1755 1787 1782 1535Flt Permitted 0.45 1.00 1.00 0.67 1.00 1.00 0.65 1.00 0.82 1.00Satd. Flow (perm) 762 1845 1154 954 1863 1284 1206 1787 1499 1535Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 126 139 130 23 453 97 215 86 18 67 98 261RTOR Reduction (vph) 0 0 54 0 0 29 0 13 0 0 0 52Lane Group Flow (vph) 126 139 76 23 453 68 215 91 0 0 165 209Confl. Peds. (#/hr) 108 160 160 108 6 39 39 6Heavy Vehicles (%) 2% 3% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4 4Actuated Green, G (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Effective Green, g (s) 46.8 46.8 46.8 46.8 46.8 46.8 20.7 20.7 20.7 20.7Actuated g/C Ratio 0.58 0.58 0.58 0.58 0.58 0.58 0.26 0.26 0.26 0.26Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 445 1079 675 558 1089 751 312 462 387 397v/s Ratio Prot 0.08 c0.24 0.05v/s Ratio Perm 0.17 0.07 0.02 0.05 c0.18 0.11 0.14v/c Ratio 0.28 0.13 0.11 0.04 0.42 0.09 0.69 0.20 0.43 0.53Uniform Delay, d1 8.3 7.5 7.4 7.1 9.1 7.3 26.7 23.2 24.7 25.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.6 0.2 0.3 0.1 1.2 0.2 6.2 0.2 0.8 1.3Delay (s) 9.8 7.7 7.7 7.2 10.3 7.5 33.0 23.4 25.5 26.7Level of Service A A A A B A C C C CApproach Delay (s) 8.4 9.7 29.8 26.2Approach LOS A A C C
Intersection SummaryHCM 2000 Control Delay 17.3 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.50Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.5Intersection Capacity Utilization 70.9% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S6: Garage Entrance & 12th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 8
Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 193 0 0 506 19 2Future Volume (Veh/h) 193 0 0 506 19 2Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 210 0 0 550 21 2Pedestrians 73 80Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 7 8Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 227pX, platoon unblocked 0.98 0.98 0.98vC, conflicting volume 290 913 290vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 271 904 271tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 92 100cM capacity (veh/h) 1175 260 698
Direction, Lane # EB 1 WB 1 NB 1Volume Total 210 550 23Volume Left 0 0 21Volume Right 0 0 2cSH 1700 1175 275Volume to Capacity 0.12 0.00 0.08Queue Length 95th (ft) 0 0 7Control Delay (s) 0.0 0.0 19.3Lane LOS CApproach Delay (s) 0.0 0.0 19.3Approach LOS C
Intersection SummaryAverage Delay 0.6Intersection Capacity Utilization 36.6% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S7: Crystal Drive/12th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 9
Movement NBL NBT NBR SBL SBT SBR NEL NET NER SWL SWT SWRLane ConfigurationsTraffic Volume (veh/h) 0 504 0 0 225 0 0 0 0 0 0 0Future Volume (Veh/h) 0 504 0 0 225 0 0 0 0 0 0 0Sign Control Yield Yield Free FreeGrade 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 0.92Hourly flow rate (vph) 0 548 0 0 245 0 0 0 0 0 0 0Pedestrians 24 24Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 3.5 3.5Percent Blockage 2 2Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 146 48 24 298 48 24 24 24vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 146 48 24 298 48 24 24 24tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 32 100 100 70 100 100 100cM capacity (veh/h) 594 805 1028 280 805 1028 1554 1554
Direction, Lane # NB 1 SB 1 NE 1 SW 1Volume Total 548 245 0 0Volume Left 0 0 0 0Volume Right 0 0 0 0cSH 805 805 1700 1700Volume to Capacity 0.68 0.30 0.00 0.00Queue Length 95th (ft) 136 32 0 0Control Delay (s) 18.4 11.4 0.0 0.0Lane LOS C BApproach Delay (s) 18.4 11.4 0.0 0.0Approach LOS C B
Intersection SummaryAverage Delay 16.3Intersection Capacity Utilization 42.0% ICU Level of Service AAnalysis Period (min) 15
Queues 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 10
Lane Group EBL EBR NBL NBT SBTLane Group Flow (vph) 133 248 333 439 283v/c Ratio 0.36 0.45 0.63 0.39 0.46Control Delay 27.0 6.2 36.5 10.4 22.9Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 27.0 6.2 36.5 10.4 22.9Queue Length 50th (ft) 53 0 80 114 103Queue Length 95th (ft) 100 52 117 177 186Internal Link Dist (ft) 180 215 795Turn Bay Length (ft) 150Base Capacity (vph) 437 600 636 1118 619Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.30 0.41 0.52 0.39 0.46
Intersection Summary
HCM Signalized Intersection Capacity Analysis 101 12th Street S8: Crystal Drive & 15th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 11
Movement EBU EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 18 104 228 306 404 183 77Future Volume (vph) 18 104 228 306 404 183 77Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.5 6.5 6.0 6.0 6.5Lane Util. Factor 1.00 1.00 0.97 1.00 1.00Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.95Flpb, ped/bikes 0.88 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.96Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1554 1503 3183 1845 1679Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1554 1503 3183 1845 1679Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 20 113 248 333 439 199 84RTOR Reduction (vph) 0 0 189 0 0 17 0Lane Group Flow (vph) 0 133 59 333 439 266 0Confl. Peds. (#/hr) 67 12 12 161Heavy Vehicles (%) 2% 2% 3% 10% 3% 3% 2%Turn Type Perm Prot Perm Prot NA NAProtected Phases 4 5 2 6Permitted Phases 4 4Actuated Green, G (s) 19.0 19.0 13.3 48.5 28.7Effective Green, g (s) 19.0 19.0 13.3 48.5 28.7Actuated g/C Ratio 0.24 0.24 0.17 0.61 0.36Clearance Time (s) 6.5 6.5 6.0 6.0 6.5Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 369 356 529 1118 602v/s Ratio Prot c0.10 0.24 c0.16v/s Ratio Perm 0.09 0.04v/c Ratio 0.36 0.17 0.63 0.39 0.44Uniform Delay, d1 25.4 24.2 31.1 8.1 19.6Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.6 0.2 2.3 1.0 2.4Delay (s) 26.0 24.4 33.4 9.2 21.9Level of Service C C C A CApproach Delay (s) 25.0 19.6 21.9Approach LOS C B C
Intersection SummaryHCM 2000 Control Delay 21.5 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.46Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.0Intersection Capacity Utilization 53.5% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S9: 12th Street S & 10th Street S 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 12
Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (veh/h) 1 194 501 3 31 5Future Volume (Veh/h) 1 194 501 3 31 5Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 1 211 545 3 34 5PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 385pX, platoon unblockedvC, conflicting volume 548 760 546vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 548 760 546tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 91 99cM capacity (veh/h) 1021 374 537
Direction, Lane # EB 1 WB 1 SB 1Volume Total 212 548 39Volume Left 1 0 34Volume Right 0 3 5cSH 1021 1700 389Volume to Capacity 0.00 0.32 0.10Queue Length 95th (ft) 0 0 8Control Delay (s) 0.0 0.0 15.3Lane LOS A CApproach Delay (s) 0.0 0.0 15.3Approach LOS C
Intersection SummaryAverage Delay 0.8Intersection Capacity Utilization 36.6% ICU Level of Service AAnalysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 101 12th Street S10: 10th Street S & Roundabout 02/20/2020
Future (2023) Synchro 10 ReportPM Peak Page 13
Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 16 22 2 2 27 20Future Volume (Veh/h) 16 22 2 2 27 20Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 17 24 2 2 29 22PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 83 3 4vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 83 3 4tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 98 98 98cM capacity (veh/h) 902 1081 1618
Direction, Lane # WB 1 NB 1 SB 1Volume Total 41 4 51Volume Left 17 0 29Volume Right 24 2 0cSH 999 1700 1618Volume to Capacity 0.04 0.00 0.02Queue Length 95th (ft) 3 0 1Control Delay (s) 8.8 0.0 4.2Lane LOS A AApproach Delay (s) 8.8 0.0 4.2Approach LOS A
Intersection SummaryAverage Delay 6.0Intersection Capacity Utilization 19.2% ICU Level of Service AAnalysis Period (min) 15
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