CRYSTAL HOUSES - Amazon Web Services...2018/10/19 · As shown on Figure 1-2, the Applicant...

CRYSTAL HOUSESMULTIMODAL TRANSPORTATION IMPACT ANALYSIS

October 19, 2018

www.WellsAndAssociates.com @WellsAssoc @WellsandAssociates Wells + Associates

Crystal Houses Multimodal Transportation Impact Analysis

Arlington County, Virginia

October 19, 2018

Prepared by:

Wells + Associates

Michael R. Pinkoske, PTP Evan S. Gittelman

703-917-6620

Crystal Houses October 19, 2018

TABLE OF CONTENTS PAGE SECTION 1: INTRODUCTION _________________________________________________ 1 GENERAL LAND USE PLAN (GLUP)/ZONING ............................................................................. 6 SECTION 2: MULTIMODAL FACILITIES _______________________________________ 8 PUBLIC ROAD NETWORK .......................................................................................................... 8 Existing Network .......................................................................................................... 8 NON-AUTO FACILITIES AND SERVICE ........................................................................................ 8 Overview ...................................................................................................................... 8 Metrorail ....................................................................................................................... 8 Metrobus/ART/Commuter Buses ............................................................................... 12 Car Share .................................................................................................................... 16 Bikeshare ..................................................................................................................... 16 Bicycle Facilities .......................................................................................................... 16 Pedestrian Facilities .................................................................................................... 17 SECTION 3: TRANSPORTATION IMPACT ANALSYS ___________________________ 19 STUDY SCOPE ......................................................................................................................... 19 EXISTING TRAFFIC COUNTS .................................................................................................... 19 ON-STREET PARKING ............................................................................................................... 20 EXISTING CONDITIONS OPERATIONAL ANALYSIS .................................................................. 25 Levels of Service ......................................................................................................... 25 Queues ....................................................................................................................... 25 PIPELINE DEVELOPMENTS ...................................................................................................... 28 Trip Generation Analysis ............................................................................................ 28 BACKGROUND DEVELOPMENT TRIP DISTRIBUTION ANALYSIS .............................................. 28 BACKGROUND TRAFFIC GROWTH .......................................................................................... 28 TRIPS ASSOCIATED WITH PLANNED 18TH STREET S. IMPROVEMENTS .................................. 28 FUTURE PEAK HOUR TRAFFIC FORECASTS WITHOUT DEVELOPMENT (2026) ....................... 35 OPERATIONAL ANALYSIS OF FUTURE CONDITIONS WITHOUT DEVELOPMENT (2026) ........ 35 Levels of Service ......................................................................................................... 35 Queues ....................................................................................................................... 35 SITE TRIP GENERATION ANALYSIS ........................................................................................... 37 SITE ACCESS ............................................................................................................................. 37 SITE TRIP DISTRIBUTUION ANALYSIS ..................................................................................... 37 Vehicle Parking ............................................................................................................ 40 Bicycle Parking ............................................................................................................ 40 Loading Area ............................................................................................................... 40 FUTURE PEAK HOUR TRAFFIC FORECASTS WITH DEVELOPMENT (2026) .............................. 41 OPERATIONAL ANALYSIS OF FUTURE CONDITIONS WITH DEVELOPMENT (2026) ................ 41 Levels of Service ......................................................................................................... 41 Queues ....................................................................................................................... 41


SECTION 4: CONCLUSIONS _________________________________________________ 43


LIST OF FIGURES FIGURE TITLE PAGE 1-1 Site Location Map .................................................................................................. 2 1-2 Site Plan................................................................................................................... 3 1-3 General Land Use Plan (GLUP) ................................................................................ 7 2-1 Existing Lane Use and Traffic Control .................................................................... 9 2-2 Transit Facilities Map & Bikeshare/Carshare Locations ...................................... 10 2-3 Bike Facilities Map ............................................................................................... 11 2-4 Average Annual Ridership Crystal City & Pentagon City Metro Station .............. 13 2-5 Average Annual Weekday Ridership Crystal City Metro Station ......................... 14 3-1 Existing Peak Hour Vehicular Traffic Volumes ..................................................... 21 3-2 Existing Peak Hour Pedestrian Volumes ............................................................... 22 3-3 Existing Peak Hour Bicycle Volumes ..................................................................... 23 3-4 On-Street Parking Restrictions ............................................................................. 24 3-5 Pipeline Development Location Map ................................................................... 29 3-6 Combined Pipeline Development Peak Hour Trip Assignments ........................... 31 3-7 Regional Growth ................................................................................................... 32 3-8 Future Lane Use and Traffic Controls (2026) ....................................................... 33 3-9 Reassignment of Traffic with 18th Street South Median Removal ...................... 34 3-10 Future Peak Hour Traffic Forecasts without Development (2026) ....................... 36 3-11 Crystal Houses 3, 4, 5 & 6 Peak Hour Trip Assignments ...................................... 39 3-12 Future Peak Hour Traffic Forecasts with Development (2026) ........................... 42


LIST OF TABLES TABLE TITLE PAGE 2-1 Crystal City Metrorail Station Headways ............................................................. 12 2-2 Proximate Bus Route Summary ........................................................................... 15 2-3 Average Daily Bikeshare Trips per Month ........................................................... 16 2-4 Sidewalk Width Summary .................................................................................... 17 2-5 Pedestrian Inventory by Intersection .................................................................. 18 3-1 Future Conditions with Development Intersection Level of Service Summary ... 26 3-2 Future Conditions with Development Intersection Queuing Summary .............. 27 3-3 Pipeline Trip Generation Analysis ........................................................................ 30 3-4 Site Trip Generation Analysis ............................................................................... 38 3-5 Multi-modal Site Trip Generation Analysis .......................................................... 38


LIST OF APPENDICES APPENDIX TITLE A Bike and Bus Stop Data

B Scoping Agreement

C Vehicle, Pedestrian, and Bicycle Counts

D LOS Descriptions

E Existing (2018) Level of Service and Queue Synchro Worksheets

F Individual Pipeline Peak Hour Traffic Forecasts

G Future (2026) without Development Level of Service and Queue Synchro Worksheets

H Future (2026) with Development Level of Service and Queue Synchro

Worksheets

FINAL TIA 12/5/2013 1

Crystal Houses SECTION 1 INTRODUCTION This report presents the results of a Multimodal Transportation Impact Analysis (TIA) for the proposed Crystal Houses development, located in Arlington County, Virginia. As shown on Figure 1-1, the site is generally bounded by 18th Street S. to the north, S. Eads Street to the east, 22nd Street S. to the south, and the S. Fern Street to the west. The site also includes the existing metered parking lot in the southwest quadrant of the 22nd Street S./S. Eads Street intersection. The site is located just west of the Crystal City Metrorail Station on the Blue and Yellow Lines. Additionally, the site is served by several bus lines and a connected network of streets, sidewalks and bike routes. The site is currently zoned RA6-15 (Apartment Dwelling District) and is designated as a “Medium” Residential Development District on the Arlington County General Land Use Plan (GLUP). The site is currently improved with two (2) multi-family apartment buildings, Crystal House 1 and 2, totaling 828 units and surface parking. Five (5) driveways currently serve the two (2) existing residential buildings with driveways on 18th Street S., S. Eads Street, 22nd Street S. and the S. Fern Street. The existing metered parking lot on the south side of 22nd Street S. is served by two (2) driveways, with one (1) on S. Eads Street and one (1) on 22nd Street S. As shown on Figure 1-2, the Applicant (Roseland, A Mack-Cali Company) proposes a Major 4.1 Site Plan Amendment application to develop four (4) new multifamily residential buildings, Crystal House 3, 4, 5 and 6, on the subject site with a total of 798 dwelling units as outlined below.

Crystal House 3 – 432 dwelling units (apartments) Crystal House 4 – 222 dwelling units (apartments) Crystal House 5 – 81 dwelling units (condominiums) Crystal House 6 – 63 dwelling units (condominiums)

As proposed, portions of the existing surface parking lot serving Crystal House 1 and 2 as well as the metered parking lot would be razed and/or reconfigured to allow for the construction of the multi-family residential buildings. To offset the loss of surface parking additional parking will be provided within below grade parking structures of each building. When complete, the overall development (Crystal Houses 1, 2, 3, 4, 5 and 6) will include a total of 1,626 units and approximately 1,231 parking spaces (0.76 spaces per unit). In 2017 a multimodal traffic study was submitted as part of a major site plan amendment to the Crystal Towers site plan (SP #13) for the construction Crystal House 3 (with 252 dwelling units). This study serves as an update and incorporates in the current proposal for Crystal House 3 as well as Crystal House 4, 5 and 6.


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Figure 1-1Site Location Map

Crystal HousesArlington County, Virginia

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Figure 1-2Site Plan


SOURCE: LESSARD DESIGN

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Tasks undertaken in this study included the following: 1. Review the proposed site plan, development program, previous traffic studies, and

other background data. 2. A field reconnaissance of existing roadways, lane use and traffic control, traffic signal

phasing/timings, posted speed limits, pedestrian facilities, car and bike share facilities, and transit services.

3. Discussions with Arlington County staff regarding the scope of this multimodal TIA. 4. Collection of AM and PM peak hour traffic counts of vehicular, pedestrian and bicycle

traffic at eleven study intersections, including all site driveways. 5. Analyze existing AM and PM peak hour levels of service (LOS) and queues at each study

intersection. 6. Estimate the numbers of AM and PM peak hour vehicle-trips that would be generated

by the five (5) pipeline developments based on previously approved traffic studies and/or the Institute of Transportation Engineer’s (ITE) Trip Generation Manual, 9th Edition rates and equations, including applicable non-auto mode split reductions.

7. The rerouting of traffic on 18th Street S., between S. Fern Street and S. Eads Street, to account for the planned complete streets project and the removal of the raised median.

8. Forecast 2026 AM and PM peak hour traffic volumes without development based on

existing traffic counts, a growth rate of 0.5 percent per year (compounded annually), traffic that would be generated by the pipeline developments, and 18th Street S rerouted traffic for build-out year 2026 conditions.

9. Analyze future LOS and queues without development at each study intersection based

on future traffic forecasts without development. 10. Estimate the numbers of AM and PM peak hour vehicle-trips that would be generated

by the proposed development using the ITE Trip Generation Manual, 9th Edition rates and equations, including applicable non-auto mode split reductions.

11. Forecast 2026 AM and PM peak hour traffic volumes with development based on future

traffic forecasts without development plus traffic peak hour traffic generated by the proposed development.

12. Analyze future LOS and queues with development at each study intersection based on

future traffic forecasts with development.


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Sources of data for this analysis included traffic counts conducted by Wells + Associates Inc. (W+A); ITE; the Arlington County Department of Environmental Services (DES); the Arlington County General Land Use Plan (GLUP); WMATA; Lessard Design, Bowman Consulting, and Roseland, A Mack-Cali Company. The principal findings of this traffic impact analysis are as follows: 1. The development of Crystal Houses 3, 4, 5 and 6 would have a minimal impact on the

adjacent street network and operations at adjacent study intersections.

2. The subject site is located in a walkable multimodal rich environment with a connected network of sidewalks and on-street bike routes. Access to/from the site is provided by a combination of local streets and arterial roadways. Further, the site located within a short walking distance to Crystal City Metrorail Station and multiple bus lines.

3. The four (4) signalized study intersections currently operate at acceptable overall LOS “C” or better during both the AM and PM peak hours. Each approach at the signalized intersections also operate at acceptable levels of service (LOS “D” or better) during peak periods. At the unsignalized study intersections each approach currently operates at LOS “C” or better during the AM and PM peak hours.

4. The five (5) pipeline developments are estimated to generate a total of 286 AM peak hour trips, 460 PM peak hour trips and 5,570 daily trips upon full occupancy.

5. In the future without redevelopment and the addition of the pipeline developments, regional growth, and the planned roadway improvements on 18th Street S., the signalized study intersections would continue to operate at acceptable overall LOS “C” or better during both the AM and PM peak hours, consistent with existing conditions. Each approach at the signalized intersections would also continue to operate at acceptable levels of service during peak periods.

6. The Crystal Houses project is estimated to generate 130 AM peak hour trips, 153 PM peak hour trips, and 1,988 daily trips. This assumes a 60% non-auto reduction based on the site’s proximity to the Crystal City Metrorail Station and other non-auto facilities available in the vicinity of the site.

7. In the future with the addition of Crystal House III, all signalized study intersections would continue to operate at acceptable overall LOS “C” or better during both the AM and PM peak hours, consistent with existing and future conditions without development. Each approach at the signalized intersections would also continue to operate at acceptable levels of service during peak periods. When compared to future conditions without development the proposal would result in a one (1) second or less incremental increase in the overall average delay per vehicle at the signalized study intersections.

8. The proposed Transportation Management Plan (TMP) will reinforce the expected vehicle trip reductions given the projects proximity to transit, bicycle, and other multimodal facilities which minimize the project’s vehicular traffic impacts.


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General Land Use Plan (GLUP)/Zoning The General Land Use Plan (GLUP) is an element of Arlington County’s Comprehensive Plan and is the primary policy guide for future development within the County. The GLUP is used to establish the overall character, extent and location of various land uses. It serves as a guide to communicate the policy of the County Board to citizens, the business community, developers and others in the development of Arlington County. The current zoning designation for the parcel is RA6-15 (Apartment Dwelling District). As shown on Figure 1-3, the parcel is designated as “Medium” Residential Development Districts on the Arlington County GLUP, which provides for residential uses. The GLUP provides designation to build the development, without needing to seek any amendments. Surrounding the site is a mix of “Medium” Residential to the west, “High-Medium” Residential to the north, “High” Office-Apartment-Hotel to the east, and “Service Commercial” Commercial and Industrial to the south.


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Figure 1-3General Land Use Plan (GLUP)


SOURCE: ARLINGTON COUNTY

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SECTION 2 MULTIMODAL FACILITIES Public Road Network Existing Network. The proposed development is located within a connected transportation network that provides excellent regional and local accessibility by private vehicle, public transportation, walking, and bicycle. The grid system of roads provides motorists with options traveling to/from the site area and their origins/destinations. Regional assess to the site is provided by Interstate 395 (I-395) and Jefferson David Highway (Route 1). S. Eads Street, S. Fern Street, 15th Street S., S. Hayes Street/18th Street S., and 23rd Street S. provide local access to the site. Access to Crystal House 1 and 2 is currently provided via a total of five (5) driveways while access to the metered parking lot is provided via two (2) driveways. Access to the site in the future with development would not change. The existing intersection lane use and traffic control at the study intersections are shown on Figure 2-1. Non-Auto Facilities and Services Overview. The subject site is well served by Metrorail, Metrobus, Arlington Transit (ART), the Potomac and Rappahannock Transportation Commission (PRTC), Loudon County Transit, car sharing, Capital Bikeshare, and on-street bike routes. These facilities are all generally within ¼ mile from the site. Figure 2-2 summarizes the existing transit facilities and car share options in the site area. Figure 2-3 shows the bike facilities in in the area of the site. Metrorail. The subject site is located just west of the Crystal City Metrorail Station which serves the Blue and Yellow Lines. Access to the station to/from the site is provided by a connection system of sidewalks and marked crosswalks with pedestrian signals at the intersections of 18th Street S. and 20th Street S. along S. Eads Street. The Blue and Yellow Lines directly serves Arlington County, Fairfax County, and Alexandria in Virginia; the District of Columbia; and Prince George’s County in Maryland. Metro passengers can on the Blue Line can transfer to the Orange and Silver Lines at the Rosslyn station, the Red Line at the Metro Center station, and Green Line at the L’Enfant Plaza station. Passengers on the Yellow Line can transfer to the Orange, Silver and Green Lines at the L’Enfant Plaza station, and Red Line at the Gallery Place station. The Silver Line will ultimately connect to Dulles International Airport, but currently terminates at the Wiehle-Reston East station. The Crystal City Metrorail Station served an average daily ridership of approximately 11,179 passengers in 2016 according to the publication Metrorail Average Weekday Boardings (WMATA, June 2016). As shown in Table 2-1, on weekdays the Blue and Yellow Line trains run every eight (8) minutes during the AM and PM rush, every 12 minutes during non-peak weekday periods, and every 20 minutes after 9:30 PM. On Saturday, Blue and Yellow Line trains operate every 12 minutes until 9:30 PM when they begin to operate every 20 minutes. On Sunday, Blue and Yellow Line trains operate every 15 minutes until 9:30 PM when they begin to operate every 20 minutes.


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Figure 2-1Existing Lane Use and Traffic Controls


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Figure 2-2Transit Facilities Map & Bikeshare/Carshare Locations


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Figure 2-3Bike Facilities Map


SOURCE: ARLINGTON COUNTY BIKE MAP

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FINAL TIA 12/5/2013 12

Table 2-1 Crystal City Metrorail Station Headways

Headway AM Rush 5:00 AM-9:30

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Midday Rush 9:30 AM-3:00

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PM Rush 3:00 PM-7:00

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Evening 7:00 PM-9:30

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Late Night 9:30 PM-Close

Blue Line (Crystal City Metrorail Station) Average 8 Minutes 12 Minutes 8 Minutes 12 Minutes 20 Minutes Yellow Line (Crystal City Metrorail Station) Minimum 8 Minutes 12 Minutes 8 Minutes 12 Minutes 20 Minutes

A previous study completed for the 22202 zip code shows the average annual weekday passenger boardings for the Pentagon City and Crystal City Metrorail stations from 1977, when the system opened, to 2015. As shown in Figure 2-4, peak ridership for the Crystal City Metrorail station decreased approximately 18 percent between 2011 and 2015. Metrorail data shows that a further decrease in ridership has occurred between 2015 and 2016. The study notes three (3) specific reasons for the decrease, including high office vacancy rates in Crystal City from Base Realignment and Closure (BRAC) activates, changes to Blue Line service (Rush Plus/Silver Line), and an overall decrease in rider satisfaction by Metrorail users. Figure 2-5 shows the average annual weekday passenger boardings for Metrorail station. Based on the data, the PM entry is greater than the AM entry, consistent with Metrorail stations near primarily office developments. Further, the AM exit data is greater than the PM exit. The proposed residential development would further balance the AM and PM peak hour entry/exit ridership for the Crystal City station. Metrobus/ART/Commuter Buses. The subject site is well served by both Metrobus and ART bus service. A bus stop which serves Metrobus 10A is located adjacent to the site, north of the S. Eads Street/20th Street S./site driveway intersection. The Crystal City Metrorail Station, located two (2) blocks east of the site, is served by ART bus lines 43 and 92, Metrobus 13Y, 23A and 23B and Metroway. Additionally, there are several bus stops located east of Route 1 which serve the Potomac and Rappahannock Transportation Commission (PRTC) L200 and Loudon County Transit Bus. Table 2-2 below summarizes the bus service hours and headways in the vicinity of the site. Detailed bus stop usage and ridership data can be found in Appendix A. Many of the bus stop facilities in the immediate vicinity of the site have been improved with amenities including benches, shelters, trash receptacles, display screens, and information on alternative transportation options. The improved facilities are likely to increase ridership around the site.


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Figure 2-4Average Annual Ridership Crystal City & Pentagon City Metro Station


SOURCE: WMATA

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Figure 2-5Average Annual Weekday Ridership Crystal City Metro Station


SOURCE: WMATA

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Table 2‐2Crystal HousesProximate Bus Route Summary

Route Number Route Name Service Hours Headways Distance

10A Alexandria‐Pentagon LineWeekdays: 4:25AM‐1:46AMWeekend: 5:25AM‐1:10AM

30‐60 min 0.05 miles, 1 minute

23AB McLean‐Crystal City LineWeekdays: 5:26AM‐1:21AMWeekend: 5:45AM‐1:01AM

25‐60 min 0.15 miles, 3 minutes

Metroway Potomac Yard LineWeekdays: 5:30AM‐12:24AMWeekend: 6:30AM‐12:26AM


Art 43 Court House‐Rosslyn‐Crystal City LineWeekdays: 6:01AM‐11:56PMWeekend: 7:00AM‐11:56AM


Art 92 Crystal City‐Long Bridge Park/Boeing‐Pentagon Line Weekdays: 6:15AM‐8:56PM 15‐30 min 0.15 miles, 3 minutes

PRTC L200 Lake Ridge‐Pentagon & Crystal City Weekdays: 5:35AM‐8:43PM1 26‐107 min 0.25 miles, 5 minutes

1. Schedule based on one‐way inbound trips during the AM peak hour schedule and outbound during the PM peak hour schedule.


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Car Share. As shown on Figure 2-2, multiple carsharing spaces are located in the vicinity of the subject site. Directly across from the site on S. Eads Street (and south of the Crystal City Metrorail Station), there is one (1) Zipcar available on street. East of the site there are two (2) Zipcars available in an outside lot near S. Bell Street/20th Street S., two (2) available on-street just south of 20th Street S. on Crystal Drive, and two (2) available just north of 20th Street S. on Crystal Drive. North of the site, there are two (2) Zipcars available located north on along 15th Street S., east of S. Fern Street, as well as three (3) Zipcars available located across the street in The Gramercy. In addition to Zipcar, Enterprise CarShare and Car2Go have available vehicles within walking distance of the site as shown on Figure 2-3. Bikeshare. Capital Bikeshare stations within the vicinity of the site are in the following locations as shown on Figure 2-3. 18th Street S., east of S. Eads Street (11 bikes) S. Eads Street, south of 16th Street S. (15 bikes) S. Bell Street, south of 18th Street S. (18 bikes) Crystal Drive, north of 20th Street S. (17 bikes) S. Eads Street, north of 23rd Street S. (15 bikes) The Bikeshare stations near the site are well utilized, Table 2-3 below summarizes the average daily usage per month based on the most current information provided by Arlington County, for the three (3) stations closest to the site. Detailed Bikeshare data provided by Arlington County can be found in Appendix A. Table 2-3 Average Daily Bikeshare Trips per Month

April 2016

May 2016

June 2016

July 2016

Aug. 2016

Sep. 2016

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Nov. 2016

Dec. 2016

Jan. 2017

Feb 2017

Mar. 2017

Eads & 15th Street

N/A N/A 18 17 18 13 10 6 3 4 8 8

Eads & 18th Street

11 13 16 21 15 17 13 10 4 7 9 9

Eads & 23rd Street

18 17 19 20 18 19 17 14 8 9 13 13

Source: Arlington County

Bicycle Facilities. In addition to the Capital Bikeshare stations, bicycle connectivity is provided via on-street bike lanes on S. Hayes Street/18th Street S., S. Eads Street, 15th Street S. and Crystal Drive, as shown on Figure 2-3. The Arlington County Bike Map classifies S. Fern Street, 23rd Street S., S. Clark Street, S. Bell Street and parts of 15th Street S., 18th Street S., and S. Eads Street, S. as bicycle friendly on-street routes. Further, Arlington County has plans to create a northbound bike lane as part of the 15th Street S./S. Clark-Bell Street Realignment project.


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Pedestrian Facilities. Within the study area sidewalks are provided on both sides of the all streets with a minimum width of four (4) feet. Table 2-4 provides a summary of sidewalks widths proximate to the site. Table 2-4 Sidewalk Width Summary

Street Name Section

Existing Sidewalk

Min. Width (feet)

Proposed Sidewalk

Min. Width (feet)

18th St. S. S. Fern St. to S. Eads St. (North) 5 5

18th St. S. S. Fern St. to S. Eads St. (South) 4 6

18th St. S. S. Eads St. to S. Bell St. (North) 6.5 6.5

18th St. S. S. Eads St. to S. Bell St. (South) 7 7

S. Eads St. 18th St. S. to 22nd St. S. (East) 8 8

S. Eads St. 18th St. S. to 22nd St. S. (West) 4 6

S. Eads St. 22nd St. S. to 23rd St. S. (East) 6 6

S. Eads St. 22nd St. S. to 23rd St. S. (West) 4 6

22nd St. S. S. Fern St. to S. Eads St. (North) 4 6

22nd St. S. S. Fern St. to S. Eads St. (South) 4 4*

S. Fern St. 18th St. S. to 22nd St. S. (East) 6 6

S. Fern St. 18th St. S. to 22nd St. S. (West) 4 4

S. Fern St. 22nd St. S. to 23rd St. S. (East) 6 6

S. Fern St. 22nd St. S. to 23rd St. S. (West) 4 4 * 22nd Street S. sidewalk adjacent to Crystal House 5 would be improved to six (6) feet.

A review of the pedestrian facilities in the vicinity of the subject site showed little to no deficiencies. A clear, ADA accessible, route is provided from the site to the Crystal City Metrorail Station. Further, many shopping, grocery, restaurant and health destinations are provided within a safe, walkable environment of approximately ½ mile. It is noted that many of the daily needs of residents of the proposed development will be provided as amenities within the site. In order to provide an assessment of the site’s access to pedestrian facilities and nearby amenities, the Walk Score was calculated for the site and is included in Attachment 3. The Walk Score is an analysis provided by the website www.walkscore.com and provides scores from 0 (worst) to 100 (best) for walkability. Based on its location (using the intersection of 20th Street S. and S. Eads Street) the subject site received a walkability score of 85 which was classified as “Very Walkable – Most errands can be accomplished on foot”. Further, the walkscore provides a transit score of 75 which was classified as “Excellent Transit – Transit is convenient for most trips” and a bike score of 87 which was classified as “Very Bikeable”.


17

http://www.walkscore.com/

FINAL TIA 12/5/2013 18

At the four (4) signalized intersections, crosswalks with pedestrian signals are present on all legs. At the unsignalized S. Eads Street/22nd Street S intersection a crosswalk is provided along the western leg. The pedestrian inventory by intersection is summarized in Table 2-5. Table 2-5 Pedestrian Inventory by Intersection

Intersection Pedestrian Heads/Countdown

Type of Crosswalks One Ramp per Crosswalk

Tactile Warning Strip

18th Street S./ S. Fern Street Yes All Legs –

High Visibility All Legs All Legs

18th Street S./ Site Entrance

N/A (driveway) N/A N/A N/A

18th Street S./ S. Eads Street Yes All Legs –

High Visibility All Legs All Legs

20th Street S./ S. Eads Street Yes All Legs –

High Visibility All Legs None

22nd Street S./ S. Eads Street

No (stop controlled)

Western Leg – High Visibility

Yes Western Leg

South Side of Crosswalk

Parking Lot/ S. Eads Street


23rd Street S./ S. Eads Street Yes All Legs –

High Visibility All Legs Western Crosswalk

20th Street S./ S. Fern Street


West - Standard South - High Visible All Legs All Legs

21st Street S./ S. Fern Street


Western Leg - Standard Western Leg Western

Crosswalk 22nd Street S./ S. Fern Street


E/W - Standard N/S - High Visible All Legs All Legs

22nd Street S./ Parking Lot



18

FINAL TIA 12/5/2013 19

SECTION 3 TRANSPORTATION IMPACT ANALYSIS Study Scope Based on the scoping meeting held with Arlington County staff, the Crystal Houses Multimodal TIA includes a total of eleven study intersections including the site driveway as previously shown on Figure 1-1. A copy of the approved scoping agreement is included in Appendix B. For purposes of this study, the build-out year was assumed to be 2026. Existing Traffic Counts Existing AM and PM peak hour counts of vehicular, pedestrian, and bicycle traffic were conducted by Wells + Associates on Wednesday, May 3, 2017 at the intersection noted below (*) and on Tuesday, September 25, 2018, at the following intersections: S. Hayes Street/18th Street S/S. Fern Street * 18th Street/Site Driveway 18th Street S./S. Eads Street * 20th Street S./S. Eads Street/Site Driveway 22nd Street S./S. Eads Street * Parking Lot/S. Eads Street 23rd Street S./S. Eads Street 20th Street S./S. Fern Street/Site Driveway 21st Street S./S. Fern Street 22nd Street S./S. Fern Street 22nd Street S./Parking Lot/Site Driveway The traffic counts are included in Appendix C. The existing AM and PM peak hour vehicular, pedestrian, and bicycle traffic counts are summarized on Figures 3-1, 3-2, and 3-3, respectively. For purposes on this study individual peaks were utilized at the study intersections to provide a more conservative analysis. Traffic count data collected in 2017 was grown one (1) year to establish baseline 2018 peak hour traffic. Based on the traffic count data, the peak hours of the adjacent street were identified to occur generally between the hours of 8:00 to 9:00 AM and 5:15 to 6:15 PM. Figure 3-1 indicates that S. Eads Street, north of 20th Street S. presently carries 727 vehicles during the AM peak hour and 1,176 vehicles during the PM peak hour. 18th Street S., west of S. Eads Street, currently carries 734 vehicles during the AM peak hour and 652 vehicles during the PM peak hour.


19

FINAL TIA 12/5/2013 20

Figure 3-2 indicates that 620 pedestrian crossings occurred at the intersection of S. Eads Street and 18th Street S. during the both the AM and PM peak hours. At the intersection of S. Eads Street and 20th Street/site driveway 155 and 184 pedestrian crossings occurred during the AM and PM peak hours, respectively. Figure 3-3 indicates that the highest volume of bicycle traffic during the AM and PM peak hour occurred at the intersection of 18th Street S./S. Eads Street where 35 cyclists traversed the intersection during the AM peak hour and 45 cyclists traversed the intersection during the PM peak hour. On-Street Parking Surrounding the site on street parking is available on all streets as summarized on Figure 3-4. North of the site, 12-hour paid on-street parking is provided along both sides of 18th Street S. including a combination of pay on foot and metered spaces. East of the site, 12-hour paid on-street parking is provided on both sides of the street between 18th Street S. and 20th Street S, and along the west side of S. Eads Street between 20th Street S. and 22nd Street S. South of the site. Additionally, there are two taxi stands southeast of the S. Eads Street/18th Street S. intersection in front of The Westin. South of the site, along 22nd Street S., 12-hour paid parking is provided on the north side of the street, while two (2) hour paid parking is provided along the south side. West of the site, 12-hour paid parking is provided along the east side of S. Fern Street, while there are no parking restrictions along the west side between 18th Street S. and 19th Street S. Parking is restricted to Permit 1A holders between 8AM to 5PM, Monday through Friday on the west side of S. Fern Street south of 19th Street S.


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Figure 3-4On-Street Parking Restrictions


12 HOUR PAID PARKING

METERED PARKING2 HOUR PAID PARKING

ZONE 1A PERMIT,8AM - 5PM, MON - FRI

NO RESTRICTIONTAXI

NO PARKING

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FINAL TIA 12/5/2013 25

Existing Conditions Operational Analysis Existing peak hour levels of service (LOS) were estimated at the study intersections based on the existing lane use and traffic control shown on Figure 2-1, existing traffic signal phasings/timings obtained from Arlington County, the existing vehicular, pedestrian, and bicycle traffic counts shown on Figures 3-1 through 3-3; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro version 10. Descriptions of levels of service (LOS) “A” through “F” for signalized and unsignalized intersections are included in Appendix D. The results of the existing conditions analysis are presented in Appendix E and summarized in Tables 3-1 and 3-2. In addition to the peak hour volumes, the following inputs were coded into Synchro; peak hour factor by approach, CBD area type, lane widths, adjacent parking lane, number parking maneuvers, and bus blockages. Levels of Service. As shown in Table 3-1, the four (4) signalized study intersections currently operate at acceptable overall LOS “C” or better during both the AM and PM peak hours. Approaches at the signalized intersections also operate at acceptable levels of service (LOS “D” or better) during peak periods. At the unsignalized study intersections each approach currently operate at LOS “C” or better during the AM and PM peak hours. Queues. Existing peak hour queues for study intersection were determined using the 50th and 95th percentile queues estimated by Synchro. The 50th and 95th percentile queues of existing conditions are used to establish a datum against which to compare future conditions. The 50th percentile (or average) queue is defined as the maximum back of queue associated with a typical signal cycle. The 95th percentile queue is defined as the maximum back of queue with 95th percentile traffic volumes. The 95th percentile queue is not necessarily ever observed, it is simply based on statistical calculations 1 . The results are presented in Appendix E and summarized in Table 3-2. As shown on Table 3-2, and observed in the field, all queues are adequately accommodated within the available turn-lane storage lanes with the exception of the 95th percentile queues for the eastbound left and eastbound right turns on 18th Street S. at the intersection of S. Eads Street during the AM peak hour and the southbound left turn on S. Eads Street at 20th Street. It is noted at each of these locations the estimated 95th percentile queue extends beyond the available storage by less than a car length.

1 Synchro Studio 9, Traffic Signal Software – User Guide


25

Table 3-1Crystal HousesFuture Conditions with Development Intersection Level of Service Summary

LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s)1. S. Fern Street & 18th Street

EBL A 9.9 B 10.6 A 9.8 B 10.4 B 10.5 B 10.7EBT B 11.8 B 11.8 B 11.7 B 11.7 B 12.6 B 12.2EBR A 9.8 B 13.7 A 9.7 B 13.3 B 10.4 B 13.9WBL A 9.9 A 9.5 A 9.6 A 8.8 B 10.6 A 9.2WBT A 9.0 A 8.9 A 9.0 A 8.4 A 9.7 A 8.7WBR A 8.9 A 6.9 A 8.9 A 5.5 A 9.6 A 5.4NBLT D 38.8 C 24.2 D 38.8 C 24.4 D 38.0 C 24.3NBR C 23.7 C 21.5 C 23.8 C 21.6 C 22.8 C 21.2SBLT C 25.0 D 42.9 C 25.2 D 43.0 C 24.2 D 43.7SBR C 23.1 C 21.6 C 23.2 C 21.7 C 22.2 C 21.2Overall B 17.5 B 19.7 B 17.5 B 19.3 B 17.8 B 19.7

2. Site Driveway & 18th Street S.EBTR A 0.0 A 0.0WBTR A 0.0 A 0.0NBR A 9.8 A 9.4SBR A 9.6 B 10.0

EBLTR A 0.1 A 0.2 A 0.1 A 0.2WBLTR A 0.1 A 0.5 A 1.0 A 1.4NBLTR B 12.9 B 11.7 B 13.4 B 12.9SBLTR A 9.1 A 9.8 A 9.2 A 9.9

3. S. Eads Street & 18th Street S.EBL C 25.8 B 13.5 C 26.1 B 13.3 C 26.1 B 13.8EBT C 29.6 B 14.3 C 29.7 B 14.1 C 29.3 B 14.5EBR C 27.1 D 35.2 C 28.2 D 35.0 C 27.8 D 35.5WBL C 32.1 C 23.7 C 32.4 C 23.4 C 32.9 C 23.6WBTR C 24.3 C 23.4 C 24.6 C 23.3 C 24.2 C 23.4NBL A 4.4 B 14.7 A 4.4 B 17.5 A 4.5 B 18.1NBT A 7.9 B 14.5 A 7.9 B 15.1 A 8.2 B 14.9NBR A 4.6 A 9.0 A 4.5 A 8.8 A 4.7 A 8.6SBL A 7.4 B 11.4 A 7.4 B 11.8 A 7.6 B 11.8SBTR A 8.1 C 26.1 A 8.3 C 31.0 A 8.6 C 33.5Overall B 18.9 C 22.5 B 18.7 C 24.2 B 18.7 C 25.0

4. S. Eads Street & 20th Street S.EBLTR C 34.2 D 35.1 C 34.0 C 34.7 C 34.1 C 34.1WBL D 35.4 D 43.7 D 35.3 D 43.5 D 36.0 D 43.7WBTR C 32.6 C 34.9 C 32.6 C 34.6 C 32.4 C 33.9NBL A 2.4 A 3.6 A 2.4 A 3.7 A 2.5 A 4.4NBTR A 6.4 A 5.5 A 6.5 A 6.0 A 6.9 A 6.5SBL A 2.3 A 6.8 A 2.4 A 7.1 A 2.6 A 7.6SBTR A 1.9 B 15.9 A 2.2 B 16.3 A 2.4 B 18.0Overall B 10.3 B 16.1 B 10.2 B 16.3 B 10.8 B 17.4

5. S. Eads Street & 22nd Street S. EBLTR B 14.6 C 20.7 B 15.0 C 22.1 C 16.1 C 24.5WBLTR B 12.9 C 17.3 B 13.2 C 18.4 B 13.4 C 19.7NBL A 8.3 B 11.6 A 8.4 B 12.1 A 8.5 B 12.6NBTR A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0SBL A 8.7 A 8.0 A 8.8 A 8.1 A 8.8 A 8.2SBTR A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0

6. S. Eads Street & Lot DrivewayEBLTR A 9.8 B 12.1 A 9.9 B 12.5 B 11.0 B 12.6WBLTR B 13.6 B 12.0 B 14.0 B 12.4 B 14.1 B 12.6NBLTR A 0.2 A 0.0 A 0.2 A 0.0 A 0.2 A 0.1SBLTR A 9.0 A 8.2 A 9.1 A 8.3 A 9.2 A 8.4

7. S. Eads Street & 23rd Street S. EBLTR B 14.0 B 12.6 B 14.1 B 12.7 B 14.1 B 12.7WBL B 13.4 B 13.2 B 13.6 B 13.4 B 13.6 B 13.4WBT B 13.0 B 12.6 B 13.1 B 12.7 B 13.1 B 12.7WBR B 13.0 B 12.3 B 13.0 B 12.4 B 13.0 B 12.4NBL B 12.4 B 14.9 B 12.6 B 17.7 B 12.6 B 18.0NBT B 16.1 B 14.0 B 16.5 B 14.5 B 16.7 B 14.8NBR B 12.7 B 12.8 B 12.8 B 12.9 B 12.9 B 12.9SBL B 15.9 B 18.4 B 16.6 C 20.1 B 16.9 C 20.9SBT B 13.9 C 25.4 B 14.4 C 29.8 B 14.7 C 31.4SBR B 11.6 B 12.0 B 11.6 B 12.0 B 11.6 B 12.0Overall B 14.2 B 17.0 B 14.5 B 18.6 B 14.7 B 19.2

8. S. Fern Street & Site DrivewayEBLTR B 12.8 C 15.5 B 13.0 C 15.8 B 13.3 C 16.3WBLTR B 10.6 B 12.4 B 11.0 B 13.7 B 11.4 B 14.8NBLTR A 0.1 A 0.2 A 0.1 A 0.2 A 0.1 A 0.2SBLTR A 0.3 A 0.2 A 0.3 A 0.2 A 0.3 A 0.2

9. S. Fern Street & Site Driveway NorthEBLTR B 12.5 C 15.7 B 12.7 C 16.3 B 13.0 B 13.5WBLTR B 10.6 B 14.3 B 10.7 B 14.8 B 11.0 B 12.4NBLTR A 0.2 A 0.6 A 0.2 A 0.5 A 0.1 A 0.4SBLTR A 0.2 A 0.2 A 0.2 A 0.2 A 0.2 A 0.3

10. S. Fern Street & 22nd Street S. EBLTR C 16.5 C 17.6 C 17.2 C 18.5 C 17.7 C 19.4WBLTR B 11.1 C 15.4 B 11.3 C 16.1 B 11.9 C 16.9NBLTR A 0.0 A 0.3 A 0.0 A 0.2 A 0.0 A 0.2SBLTR A 2.5 A 1.5 A 2.5 A 1.5 A 2.6 A 1.7

11. Site Driveway & 22nd Street S. EBLTR A 0.1 A 0.1 A 0.1 A 0.1 A 0.3 A 0.7WBLTR A 1.0 A 0.5 A 1.0 A 0.5 A 1.0 A 1.0NBLTR A 8.8 A 9.3 A 8.8 A 9.3 A 9.3 A 9.5SBLTR A 9.1 A 9.1 A 9.1 A 9.2 A 9.5 A 9.6

Note(s):1. Capacity analysis based on Highway Capacity Manual methodology, using Synchro 10.

18th Street S. Complete Street Project

AM Peak Hour PM Peak Hour AM Peak Hour

Future Conditions without Development (2026)

AM Peak Hour PM Peak Hour

Unsignalized

Signalized

Approach/ Lane Group

Future Conditions without Development (2026)Existing Conditions

PM Peak Hour

Unsignalized

Signalized

Unsignalized

Control

Signalized

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Unsignalized

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26

Crystal Houses

50th Pecentile

95th Pecentile

50th Pecentile

95th Pecentile

50th Pecentile

95th Pecentile

50th Pecentile

95th Pecentile

50th Pecentile

95th Pecentile

50th Pecentile

95th Pecentile

1. S. Fern Street & 18th StreetEBL 130 20 53 14 33 19 53 12 32 19 56 12 32EBT 111 184 73 104 107 194 74 114 113 203 78 117EBR 115 1 31 20 66 0 35 14 73 1 37 18 81WBL 70 9 33 18 m41 8 29 17 m35 10 35 18 m36WBT 11 30 26 m45 13 32 28 m44 15 36 31 m45WBR 90 0 16 2 m13 0 18 2 m10 0 20 2 m10NBLT 156 206 53 92 155 209 54 94 161 214 57 101NBR 30 8 29 0 4 8 30 0 5 9 30 0 9SBLT 42 63 219 302 44 69 217 322 45 69 221 #339SBR 150 0 0 0 11 0 0 0 12 0 0 0 12

2. Site Driveway & 18th Street S.EBTR 0 0WBTR 0 0NBR 1 1SBR 2 3

EBLTR 0 0 0 0WBLTR 0 1 1 2NBLTR 2 1 9 6SBLTR 2 3 2 3

3. S. Eads Street & 18th Street S.EBL 45 33 61 7 m12 34 66 7 m14 37 72 9 m16EBT 129 151 16 m19 126 158 16 m21 128 159 18 m23EBR 85 57 93 160 79 62 107 162 m95 63 108 163 m251WBL 125 26 63 34 64 27 64 33 62 28 66 36 67WBTR 21 36 48 68 22 38 54 75 23 38 55 77NBL 90 6 m16 32 89 7 m18 39 106 7 m17 40 111NBT 91 182 131 253 94 184 144 273 99 192 147 278NBR 40 10 m26 8 24 10 m26 8 23 11 m28 10 25SBL 90 13 38 14 40 13 38 15 41 13 40 15 41SBTR 42 94 275 #546 48 107 313 #602 51 115 332 #627

4. S. Eads Street & 20th Street S.EBLTR 31 62 12 31 28 61 11 31 32 70 13 37WBL 38 76 71 120 38 76 73 123 40 78 78 129WBTR 0 36 0 37 0 36 0 38 0 36 0 37NBL 90 1 7 1 7 1 7 1 7 2 9 3 14NBTR 86 198 55 121 88 214 63 142 95 232 68 155SBL 85 6 16 31 m96 6 18 35 m91 6 22 37 m91SBTR 17 34 294 #675 18 45 338 m#705 19 54 353 m#708

5. S. Eads Street & 22nd Street S. EBLTR 20 27 20 28 27 37WBLTR 1 1 1 1 1 2NBL 25 2 6 2 6 2 8NBTR 0 0 0 0 0 0SBL 25 0 0 0 0 0 0SBTR 0 0 0 0 0 0

6. S. Eads Street & Lot DrivewayEBLTR 0 1 0 1 0 1WBLTR 1 0 1 0 1 0NBLTR 0 0 0 0 0 0SBLTR 25 0 0 0 0 0 0

7. S. Eads Street & 23rd Street S. EBLTR 52 80 48 77 54 83 51 81 54 83 51 81WBL 15 36 23 53 15 38 24 55 15 38 24 55WBT 27 54 52 92 28 56 54 96 28 56 54 96WBR 19 43 34 67 20 45 35 69 20 45 35 69NBL 130 12 31 6 22 13 32 6 25 13 33 6 25NBT 115 184 56 100 125 198 67 116 128 203 73 125NBR 70 5 39 0 34 8 43 0 35 9 44 0 35SBL 34 73 70 132 36 78 75 144 36 79 76 148SBT 63 109 222 #392 76 127 251 #446 83 138 260 #461SBR 0 4 0 19 0 4 0 19 0 4 0 19

8. S. Fern Street & Site DrivewayEBLTR 4 5 4 5 5 5WBLTR 2 3 2 3 2 4NBLTR 0 0 0 0 0 0SBLTR 0 0 0 0 0 0

9. S. Fern Street & Site Driveway NorthEBLTR 2 2 2 2 2 1WBLTR 2 2 2 2 2 2NBLTR 0 1 0 1 0 0SBLTR 0 1 0 1 0 1

10. S. Fern Street & 22nd Street S. EBLTR 18 2 19 2 20 2WBLTR 8 15 8 17 11 20NBLTR 0 0 0 0 0 0SBLTR 4 4 5 4 5 5

11. Site Driveway & 22nd Street S. EBLTR 0 0 0 0 0 0WBLTR 0 0 0 0 0 0NBLTR 0 2 0 2 1 3SBLTR 1 0 1 0 3 2

Note(s):1. ~ Volume exceeds capacity, queue is theoretically infinite.2. # 95th percentile volume exceeds capacity, queue may be longer.3. m Volume for 95th percentile queue is metered by upstream signal.

Unsignalized

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Unsignalized

18th Street S. Complete Street Project

Table 3-2

Future Conditions with Development Intersection Queuing Summary

Approach/ Lane Group

Storage Length

(ft)

Existing Conditions Future Conditions without Development (2026) Future Conditions with Development (2026)

PM Peak HourControl AM Peak Hour AM Peak Hour AM Peak HourPM Peak Hour PM Peak Hour

27

FINAL TIA 12/5/2013 28

Pipeline Developments Based on the scoping meeting with Arlington County staff the traffic impacts of five (5) pipeline developments, as summarized below, were considered in this study. The location of each is shown on Figure 3-5. 1770 Crystal Drive 1720 S. Eads Street – M. Flats (50% Occupied) 400 Army Navy Drive Pentagon Centre Phase 1A Metropolitan Park 6 Trip Generation Analysis. The number of peak hour trips that would be generated by the five (5) pipeline developments were estimated based on peak hour rates/equations included in the ITE Trip Generation Manual, 9th Edition and include non-auto mode split estimates based on WMATA’s 2006 Ridership Survey, proximity to transit and other non-auto modes of transportation in the vicinity. As shown in Table 3-3, it is estimated that these projects would generate a total of 286 AM peak hour trips, 460 PM peak hour trips and 5,570 daily trips upon completion and full occupancy. Background Development Trip Distribution Analysis The distribution of peak hour trips that would be generated by the pipeline developments was determined based on previous approved traffic impact studies. The trips generated by the pipeline developments shown in Table 3-3 were assigned to the public road network and the resulting traffic assignments are shown on Figure 3-6. The peak hour traffic forecasts for each individual pipeline development are included in Appendix F. Background Traffic Growth As agreed during scoping increases in traffic associated with regional growth were estimated at a half (0.5) percent per year, compounded annually, for each of the study intersections. This growth rate accounts for increases in traffic resulting from potential developments not specifically included herein and influences outside of the immediate study area. Increases in traffic as a result of regional growth are shown on Figure 3-7. Trips Associated with Planned 18th Street S. Improvements As part of a complete streets project Arlington County plans to remove the existing median on 18th Street S. between S. Fern and S. Eads Streets. This improvement is assumed complete by project buildout (2026). Figure 3-8 summarizes the future lane use and traffic controls with the removal of the median. This will allow for full access into and out of the site driveway on 18th Street S., as well as for the driveway associated with Crystal Towers and M. Flats across the street. To account for the removal of the median traffic was reassigned to account to for left-in and left-out turning movements that will be permitted in the future. These rerouted trips are summarized on Figure 3-9.


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Figure 3-5Pipeline Development Location Map


1. 1770 CRYSTAL DRIVE2. 400 ARMY NAVY DRIVE3. PENTAGON CENTER PHASE 1A4. MET PARK 65. 1720 SOUTH EADS STREET - M FLATS

29

Table 3-3Crystal HousesPipeline Trip Generation Analysis 1

Land Use Daily Land Use Code Size Units In Out Total In Out Total Traffic 2

1770CrystalDriveRetail 820 10,000 SF 24 14 38 61 67 128 1,520

40%Non‐AutoModeSplit 3 (10) (6) (16) (24) (27) (51) (608)Total 14 8 22 37 40 77 912

1729S.EadsStreet‐MFlats(50%Occupied)Mid-Rise Apartment 223/220 99 DU 12 28 40 28 20 48 599

60%Non‐AutoModeSplit 3 (7) (17) (24) (17) (12) (29) (359)Total 5 11 16 11 8 19 240

400ArmyNavyDriveHigh-Rise Apartment 222 453 DU 34 102 136 96 61 157 1,951

45%Non‐AutoModeSplit 3 (15) (46) (61) (43) (27) (70) (878)Total 19 56 75 53 34 87 1,073

PentagonCentrePhase1AHigh-Rise Apartment 222 440 DU 33 99 132 93 60 153 1,905 Retail 820 10,739 SF 25 15 40 64 70 134 1,592

Sub Total 58 114 172 157 130 287 3,497 60%Non‐AutoModeSplit 3 (35) (68) (103) (94) (78) (172) (2,098)Total 23 46 69 63 52 115 1,399

MetropolitanPark6High-Rise Apartment 222 568 DU 43 127 170 118 76 194 2,354 Retail 820 10,178 SF 24 15 39 62 68 130 1,538

Sub Total 67 142 209 180 144 324 3,892 50%Non‐AutoModeSplit 3 (34) (71) (105) (90) (72) (162) (1,946)Total 33 71 104 90 72 162 1,946

94 192 286 254 206 460 5,570

Notes:1. Trip generation estimates calculated using ITE's Trip Generation Manual, 9th Edition.2. Land use code 220 was used to calculate Average Daily Traffic.3. Based on the site's proximity to Metro and other non-auto facilities.


Total Pipeline Trips


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Figure 3-6Combined Pipeline Development Peak Hour Trip Assignments


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Figure 3-7Regional Growth


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Figure 3-8Future Lane Use and Traffic Controls (2026)


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FINAL TIA 12/5/2013 35

Future Peak Hour Traffic Forecasts without Development (2026) In order to arrive at the future peak hour traffic forecasts without development, summarized on Figure 3-10, the combined peak hour traffic forecasts of the pipeline developments (Figure 3-6), regional growth (Figure 3-7), and rerouted tips associated with the future 18th Street S. improvements (Figure 3-7) were added to the existing peak hour traffic counts (Figure 3-1). Operational Analysis of Future Conditions without Development (2026) Future peak hour levels of service without the development were estimated at the study intersections based on the future lane use and traffic control shown on Figure 3-8; the future traffic forecasts without development shown on Figure 3-10; and the HCM 2000 methodologies, using Synchro. The results are presented in Appendix G and summarized in Tables 3-1 and 3-2. Levels of Service. As shown in Table 3-1, with the addition of the five (5) pipeline developments, regional growth and rerouted trips associated with roadway improvements, the signalized study intersections would continue to operate at acceptable overall LOS “C” or better during both the AM and PM peak hours, consistent with existing conditions. Each approach at the signalized intersections would also continue to operate at acceptable levels of service during peak periods. Additionally, approaches at the unsignalized study intersections would continue to operate at acceptable levels of service during the AM and PM peak hours. Queues. As shown in Table 3-2 with the addition of the pipeline developments, regional growth and the rerouted trips associated with roadway improvements would result in nominal increases (one (1) vehicle or less) in the estimated 50th and 95th percentile queues. Peak hour queues would continue to be adequately accommodated, within the available turn lane storages with the exception of those movements previously mentioned under existing conditions.


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FINAL TIA 12/5/2013 37

Site Trip Generation Analysis The number of vehicle-trips that would be generated by the proposed development were estimated based on rates/equations included in the ITE Trip Generation Manual, 9th Edition. As agreed to during the scoping process, a 60% non-auto reduction was used assumed based on the site’s proximity to the Crystal City Metrorail Station and other non-auto facilities in the vicinity of the site. As shown in Table 3-4, the proposed development is estimated to generate 130 AM peak hour trips, 153 PM peak hour trips and 1,988 daily trips. Table 3-5 further expands the trip generation analysis to include a summary of estimated transit, bike, and walk trips generated by the proposed development based on Census Tract data provided by the U.S. Census Bureau. Based on Census data, the 60% non-auto mode share would include a 45% transit mode share, 7% walking mode share, and 8% by bicycle or other modes. Site Access Access to the proposed Crystal House 3, 4 and 6 would continue use the existing access points serving Crystal House 1 and 2. The proposed driveways for Crystal House 5 are in the general location of the driveways currently serving the metered parking lot. Direct access to the individual buildings will vary based on their location on the site. As mentioned previously, 18th Street S. will be redesigned, and the existing roadway median will be removed. This will allow for driveway on 18th Street S. to become a full access driveway in the future. Additionally, modifications to the signalized 20th Street S./S Eads Street/site driveway will be required to accommodate Building 3 and the proposed park on the south side of the internal private drive Site Trip Distribution Analysis The distribution of peak hour trips generated by the proposed development were determined based on existing traffic counts, road network, previously approved traffic impact studies, and local knowledge. The distributions were ultimately agreed to with County staff during the scoping process and are summarized below. To/from the north on S. Eads Street 16% To/from the south on S. Eads Street 22% To/from the north on S. Fern Street 10% To/from the south on S. Fern Street 10% To/from the east on 18th Street S. 15% To/from the west on 18th Street S. 20% To/from the east on 20th Street S. 7% Total 100% The peak hour trips summarized in Table 3-4 were assigned to the road network based on the above distributions and are shown on Figure 3-11.


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Table 3-4Crystal HousesSite Trip Generation Analysis 1

Land Use Daily Land Use Code Size Units In Out Total In Out Total Traffic 2

Mid-Rise Apartment 223/220 654 DU 79 176 255 176 127 303 4,087 60%Non‐AutoModeSplit 3 (47) (106) (153) (106) (76) (182) (2,452)

32 70 102 70 51 121 1,635

Condominiums 230 144 DU 12 57 69 54 27 81 883 60%Non‐AutoModeSplit 3 (7) (34) (41) (32) (17) (49) (530)

5 23 28 22 10 32 353

Total with non-auto reduction 37 93 130 92 61 153 1,988

Notes:1. Trip generation estiamtes calculatedusing ITE's Trip Generation Manual, 9th Edition.2. Land use code 220 was used to calculate Average Daily Traffic.

Table 3-5Crystal HousesMulti-modal Site Trip Generation Analysis 1,2

Percent DailyMode Trip In Out Total In Out Total Traffic

Auto 40% 37 93 130 92 61 153 1,988 Transit 45% 43 107 150 106 72 178 2,238

Walk 7% 5 15 20 15 10 25 347 Bike/Other 8% 6 18 24 17 11 28 397

91 233 324 230 154 384 4,970

Notes:1. Trip generation estiamtes calculatedusing ITE's Trip Generation Manual, 9th Edition.2. Based on 2011-2015 American Community Survey 5-Year Estimate Data from the U.S. Census Bureau.

AMPeakHour PMPeakHour

TotalSiteTrips


3. Non-Auto mode split percentages based distance to metro and availability of other non-auto facilities in the immedaite site area.


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Parking/Loading Vehicle Parking. The Arlington County vehicle parking ratios for residential uses is 1.125 spaces per dwelling unit for the first 200 dwelling units plus one (1) space for each additional dwelling unit. Recently, the County Board approved guidance that allows for reduced parking ratios for applications within the Rosslyn-Ballston and Jefferson Davis Metro Planning Corridors. The guidance allows for parking ratios between 0.2 and 0.6 spaces per unit based on distance to Metro. The subject site falls within the Jefferson Davis Metro Corridor. In 2017, as part of the major site plan application for Crystal House 3 and a parking ratio of 0.95 spaces per unit for the Crystal Houses block, and an overall parking ratio of 0.98 spaces per unit for the entire Site Plan area was approved. Prior to the approval the site was required to maintain a minimum parking ratio of 1.01 spaces per unit. Based on the current site plan, the proposal would provide a total of 1,231 parking spaces to serve Crystal Houses 1 through 6. This would equate to an overall parking ratio of 0.76 spaces per unit for the Crystal Houses blocks. Based on the site’s proximity to the Crystal City Metro station and the rich multimodal environment the proposed parking supply would be adequate to serve the proposed development. Bicycle Parking. The standard Arlington County bicycle parking ratios are as follows:

Residential Uses o Class I - One (1) bicycle parking space per every 2.5 dwelling units o Class III - One (1) bicycle parking space per every 50 dwelling units

Based on these parking ratio requirements the following would be required:

Crystal House 3 (432 units): Class I – 173 spaces; Class III – nine (9) spaces Crystal House 4 (222 units): Class I – 89 spaces; Class III – five (5) spaces Crystal House 5 (81 units): Class I – 33 spaces; Class III – two (2) spaces Crystal House 6 (63 units): Class I – 26 spaces; Class III – two (2) spaces

The proposed development will meet the bicycle parking requirements. Loading Area. The standard Arlington County off-street loading requirements are as follows:

Multi-family residential uses: o One space for each 200 units, when over 50 units

According to the site plan, the Applicant proposes the following to serve each of buildings:

Crystal House 3: one (1) 40’x12’ loading bay and two (2) 30’x12’ loading bay Crystal House 4: one (1) 40’x12’ loading bay and one (1) 30’x12’ loading bay Crystal House 5: one (1) 40’ x 12’ loading bay Crystal House 6: none


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FINAL TIA 12/5/2013 41

Future Peak Hour Traffic Forecasts with Development (2026) The future peak hour traffic forecasts are presented on Figure 3-12 and are comprised of the peak hour traffic generated by the proposed development (Figure 3-11) and the future peak hour traffic forecasts without development (Figure 3-10). Operational Analysis of Future Conditions with Development (2026) Future peak hour levels of service with the proposed development in year 2026 were estimated at the study intersections based on the future lane use and traffic controls shown on Figure 3-8; the future traffic forecasts with development shown on Figure 3-12; and the HCM 2000 methodologies, using Synchro. The results are presented in Appendix H and summarized in Tables 3-1 and 3-2. Levels of Service. As shown in Table 3-1, with proposed development all intersections would continue to operate at acceptable overall LOS “C” or better during both the AM and PM peak hours consistent with existing and future conditions without development. Each approach at the signalized intersections would also continue to operate at acceptable levels of service during peak periods. Consistent with existing and future conditions without development, approaches at the unsignalized study intersections would continue to operate at acceptable levels of service during the AM and PM peak hours. When compared to future conditions without development the proposed development would result in a one (1) second or less increase in the overall average delay per vehicle at the signalized study intersections. Thus, the proposed impact of the development on the surround network would be unnoticeable. Queues. As shown in Table 3-2 with the addition of the proposed development the projected 50th and 95th percentile queues would remain generally consistent to future conditions without development. When compared to future conditions without development estimate per hour queuing would increase by one (1) vehicle or less.


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SECTION 4 CONCLUSIONS The principal findings of this traffic impact analysis are as follows: 1. The development of Crystal Houses 3, 4, 5 and 6 would have a minimal impact on the

adjacent street network and operations at adjacent study intersections.

2. The subject site is located in a walkable multimodal rich environment with a connected network of sidewalks and on-street bike routes. Access to/from the site is provided by a combination of local streets and arterial roadways. Further, the site located within a short walking distance to Crystal City Metrorail Station and multiple bus lines.

3. The four (4) signalized study intersections currently operate at acceptable overall LOS “C” or better during both the AM and PM peak hours. Each approach at the signalized intersections also operate at acceptable levels of service (LOS “D” or better) during peak periods. At the unsignalized study intersections each approach currently operates at LOS “C” or better during the AM and PM peak hours.

4. The five (5) pipeline developments are estimated to generate a total of 286 AM peak hour trips, 460 PM peak hour trips and 5,570 daily trips upon full occupancy.

5. In the future without redevelopment and the addition of the pipeline developments, regional growth, and the planned roadway improvements on 18th Street S., the signalized study intersections would continue to operate at acceptable overall LOS “C” or better during both the AM and PM peak hours, consistent with existing conditions. Each approach at the signalized intersections would also continue to operate at acceptable levels of service during peak periods.

6. The Crystal Houses project is estimated to generate 130 AM peak hour trips, 153 PM peak hour trips, and 1,988 daily trips. This assumes a 60% non-auto reduction based on the site’s proximity to the Crystal City Metrorail Station and other non-auto facilities available in the vicinity of the site.

7. In the future with the addition of Crystal House III, all signalized study intersections would continue to operate at acceptable overall LOS “C” or better during both the AM and PM peak hours, consistent with existing and future conditions without development. Each approach at the signalized intersections would also continue to operate at acceptable levels of service during peak periods. When compared to future conditions without development the proposal would result in a one (1) second or less incremental increase in the overall average delay per vehicle at the signalized study intersections.

8. The proposed Transportation Management Plan (TMP) will reinforce the expected vehicle trip reductions given the projects proximity to transit, bicycle, and other multimodal facilities which minimize the project’s vehicular traffic impacts.

O:\Projects\7501 - 8000\7656 Crystal Houses\Documents\Crystal Houses TIA - 10.19.18.docx


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Date post:	20-Jul-2020
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