Metropolitan Park 4/5

Transcription

1 Traffic Impact Study and Transportation Management Plan Metropolitan Park 4/ Arlington County, VA July 3, 0

2 Prepared by: 40 Connecticut Avenue Suite 00 Washington, DC 003 Tel: 0.9. Fax: Centreville Road Suite 330 Chantilly, VA 0 Tel: Fax: Heritage Village Plaza Suite 0 Gainesville, VA 0 Tel: Fax: 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, Inc., shall be without liability to, Inc.

3 Traffic Impact Study and Transportation Management Plan - Metropolitan Park 4/ TABLE OF CONTENTS List of Figures... ii List of Tables... ii Executive Summary... Site Location and Study Area... Description of Proposed Development... Principal Findings, Conclusions, and Recommendations... Introduction and Summary... 3 Purpose of Report and Study Objectives... 3 Background Information: Proposed Development (Site and Nearby)... 4 Description of On-Site Development... 4 Map of Site Location... 4 Description of the Parcel... 4 General Land Use Plan Recommendations for the Subject Property... Description of Geometric Scope and Limits of the Study Area... Programmed and Site Improvements... Existing Conditions (0)... 9 Existing Transit Facilities... 9 Existing Bicycle and Pedestrian Facilities... Existing Roadway Network... 3 Existing Traffic Volumes... Existing Capacity Analysis... Future Conditions without Development (0)... 0 Future without Development Traffic Volumes... 0 Planned Background Improvements... 0 Future without Development Capacity Analysis... 4 Future Conditions with Development (0)... Site Access... Site Generated Volumes... Site Trip Distribution Future with Development Traffic Volumes Future with Development Capacity Analysis Transportation Management Plan Conclusions... 4 July 3, 0 i

4 Traffic Impact Study and Transportation Management Plan - Metropolitan Park 4/ LIST OF FIGURES Figure : Site Map... 4 Figure : Parcel Map... Figure 3: General Land Use Plan (GLUP)... Figure 4: Street Cross-Sections (Interim and Ultimate Conditions)... Figure : Proposed Site Uses... Figure : Existing Transit Service... 0 Figure : Peak Hour Pedestrian Volumes... Figure : Bicycle Facilities... 3 Figure 9: Existing Local Roadway Network (0)... 4 Figure 0: Existing (0) Traffic Volumes... Figure : Existing (0) Intersection Capacity Analysis Results... 9 Figure : Trips Generated by Background Development... Figure 3: Existing Volumes Redistribution for One-Way th Street Extension... Figure 4: Future Without Development (0) Traffic Volumes... 3 Figure : Future Without Development (0) Intersection Capacity Analysis Results... Figure : Future Local Roadway Network (0)... Figure : Site Plan... 9 Figure : Direction of Approach... 3 Figure 9: Site Generated Trips (0)... 3 Figure 0: Future Conditions with Development Pass-by Trips (0) Figure : Future with Development Traffic Volumes (0)... 3 Figure : Future with Development Levels of Service (0)... 3 LIST OF TABLES Table : Existing (0) Capacity Analysis Results... Table : Background Approved Trip Generation... 0 Table 3: Future without Development (0) Capacity Analysis Results... 4 Table 4: Non-Auto Reduction Breakdown Table : Trip Generation (Adjacent Street Peak Hour) Table : Future with Development (0) Capacity Analysis... 3 July 3, 0 ii

5 Traffic Impact Study and Transportation Management Plan - Metropolitan Park 4/ EXECUTIVE SUMMARY Site Location and Study Area The site is located in the Pentagon City area of Arlington, Virginia, at the southwest corner of and S. Eads Street. The study area is bounded by to the east, the future to the west, future to the north and the future 3 th Street S. to the south. Regional access to the site is provided via I-39 and VA-0 from the north and east, Route (Jefferson Davis Highway) and I-39 to the south and VA- and VA-44 to the west. Immediate access to the site will be provided via,,, 3 th Street S., th Street S. and direct access to the parking garage is provided via. The study area consists of six () existing intersections along,, and th Street S. Two existing intersections along will change in the future with the completion of between S. Fern Street and. There will also be two new intersections in the future at Elm Street/ and 3 th Street S. /. Description of Proposed Development According to Arlington County s General Land Use Plan (GLUP), this site is currently listed as a mix of high-medium residential land use and medium office-apartment-hotel uses. The proposed plan is a mixed use development consisting of 99 residential units and a grocery store with approximately 40,000 square feet of space. The proposed project build-out year is 0. Principal Findings, Conclusions, and Recommendations The analysis presented in this report supports the following major conclusions: Existing Conditions (0): The Pentagon City Metro Station is located at the southeast corner of South Hayes Street and th Street intersection, less than a quarter (/4) mile walking distance from the site. The Pentagon City Metro serves both the Blue and Yellow lines. At least nine (9) Metrobus lines; 0A, G, H, W, 9A, 9E, 3B, 3F, and 3G travel through the study area with bus stops located within one block of the site. The Pentagon City Metro Station is served by WMATA Metrobus and Arlington Transit (ART). A VRE station is located nearby in Crystal City, which is within one-half mile from the proposed site. The Crystal City station serves both the Fredericksburg and Manassas lines. Under existing conditions, all intersections operate at acceptable LOS. Future Conditions Without Development (0): With an inherent growth rate of % at the study intersections and assumed background development and improvements, all intersections continue to operate at acceptable LOS under a future scenario without the proposed development. July 3, 0

6 Traffic Impact Study and Transportation Management Plan - Metropolitan Park 4/ Future Conditions With Development (0): In order to determine future traffic volumes on the roadways in the vicinity of the site under the 0 build condition, the site-generated traffic volumes were added to the 0 future background traffic volumes. The proposed development will generate a total of, 333 and net new trips in the morning, afternoon and Saturday peak hours, respectively. The parking garage will be accessed by one full-access driveway along. All intersections continue to operate at acceptable LOS under a future scenario with the proposed development. Transportation Management Plan: A TMP will be required for the project based on the County s requirements. The framework for a TMP is included in this report. July 3, 0

7 Traffic Impact Study and Transportation Management Plan - Metropolitan Park 4/ INTRODUCTION AND SUMMARY Purpose of Report and Study Objectives This report presents the findings of a traffic impact study conducted for the proposed development of Metropolitan Park 4/ located at 00 S Eads Street in the southwest corner of th Street S and S Eads Street in Arlington, VA. The study area is bounded by S Eads Street to the east, the future S Elm Street to the west, future th Street S to the north and the future 3 th Street S to the south. The proposed plan is a mixed use development consisting of 99 residential units and a grocery store with approximately 40,000 square feet of space. The proposed project build-out year is 0. The primary objective of this study is to identify the impacts to the transportation network due to the proposed development. The study area encompasses eight intersections near the site. Elements of this report include the existing transportation network, the transportation elements of the proposed development, and the possible impacts to the transportation network. The following tasks were completed as part of this study. A scoping meeting was conducted on May, 0, and a scope dated May, 0 was agreed upon by Gorove/Slade and representatives from the Arlington County. This scope included discussions about the parameters of the study and relevant background information. A copy of the scoping document confirming the parameters and assumptions used 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, roadway geometry, and traffic flow characteristics. Traffic counts at unsignalized and signalized intersections were conducted on Wednesday, March, 0, Wednesday, May, 0 and Saturday, May 9, 0, during the morning, afternoon and Saturday peak hours. Future traffic conditions were projected based on inherent traffic growth of one percent (%) compounded annually to account for regional growth along the roadway network. As outlined in the scoping document, one background development was considered for this study. Proposed site traffic volumes were generated based on the methodology outlined in the Institute of Transportation Engineers (ITE) Trip Generation, th Edition. Intersection capacity analyses were performed using the software package Synchro, Version.0 based on the Highway Capacity Manual (HCM) methodology. Traffic analyses were performed for the existing conditions (0) and future conditions with and without development (0). A Transportation Management Plan framework was developed as a TMP will be necessary according to County requirements. Sources of data for this study include Arlington County, the Virginia Department of Transportation (VDOT), the Institute of Transportation Engineers (ITE) Trip Generation, th Edition, Vornado/Charles E. Smith, VIKA, Inc. and the office files and field reconnaissance efforts of, Inc. July 3, 0 3

8 BACKGROUND INFORMATION: PROPOSED DEVELOPMENT (SITE AND NEARBY) Description of On-Site Development Map of Site Location The site is located in the Pentagon City area of Arlington, Virginia, at the southwest corner of and S. Eads Street. The study area is bounded by S, Eads Street to the east, the future to the west, future to the north and the future 3 th Street S. to the south. Regional access to the site is provided via I-39 and VA-0 from the north and east, Route (Jefferson Davis Highway) and I-39 to the south and VA- and VA-44 to the west. Immediate access to the site will be provided via,,, 3 th Street S., th Street S. and direct access to the parking garage is provided via. The site location is shown in Figure. SITE Figure : Site Map Description of the Parcel The site is proposed to include 99 residential units and a grocery store with approximately 40,000 square feet of space. Access to the parking garage for residential and grocery is provided via a driveway located along. There are three curb cuts located on 3 th Street S. and for loading access and one curb cut on for the parking garage. A parcel map of the location, acquired from Arlington County s website, is shown in Figure. July 3, 0 4

9 Figure : Parcel Map General Land Use Plan Recommendations for the Subject Property According to Arlington County s General Land Use Plan (GLUP), this site is currently listed as a mix of high-medium residential land use and medium office-apartment-hotel uses. The GLUP map for the site is shown in Figure 3. Due to the sites proximity to two Metro stations (Pentagon City Station and Crystal City Station), Arlington County classifies the site area as a Metro Station Area (MSA). Boundaries for these Metro Station Areas (MSAs) have been drawn based on this quarter mile radius (a suitable walking distance to and from the Metro and residential, retail or office buildings) and a combination of major transportation routes, Census geography and neighborhood boundaries. The seven MSAs have been carefully planned for mixed used development (generally retail, office, educational or institutional, and residential) to create vibrant nodes of activity within the County. Each station area has been planned for a unique mix of development to highlight various goals of the County. Crystal City and Rosslyn are predominantly high density office, hotel, and residential station areas while Clarendon has been identified as an urban village, and is an emerging retail center for the County. Virginia Square includes a diverse mix of educational (it is home to a campus of George Mason University), office and residential uses. Ballston and Pentagon City are the major retail centers for the County surrounded by office, hotel, and residential uses. Court House is the home of the County government and courts as well as several high rise office and residential buildings. - Arlington County website July 3, 0

10 Figure 3: General Land Use Plan (GLUP) Description of Geometric Scope and Limits of the Study Area The following intersections were identified for this study:. and. and 3. and 4. th Street S. and. th Street S. and. th Street S. and. 3 th Street S. and. 3 th Street S. and Programmed and Site Improvements The following improvements have been assumed in the study area: th Street will be extended between and with one-way eastbound operation. It will be built in phases with the southern half section built as part of the Metropolitan Park Phase 3 development. The northern half section (westbound lanes) will be built as part of future development, at which time two-way operation will be provided. th Street will ultimately include dedicated transit lanes as part of the Crystal City/Potomac Yard Transit Improvements Project in Arlington County. West of the site, Elm Street will be extended from to 3 th Street, as part of Metropolitan Park III. Figure 4 shows the interim and ultimate cross-sections. The proposed uses for the site are shown in Figure. July 3, 0

11 Figure 4: Street Cross-Sections (Interim and Ultimate Conditions) July 3, 0

12 Figure : Proposed Site Uses July 3, 0

13 EXISTING CONDITIONS (0) Existing Transit Facilities The study area is served by several transit services under existing conditions as shown in Figure : Metrorail- The Pentagon City Metro Station is located at the southeast corner of South Hayes Street and th Street intersection, less than a quarter (/4) mile walking distance from the site. The Pentagon City Metro serves both the Blue and Yellow lines. Pentagon City Metro Station The subject site is located less than a quarter (/4) mile walking distance from the Pentagon City Metro Station, which is approximately a 4- minute walk. The nearest entrance to the subject site into the Pentagon City Metrorail Station is located on the east side of Hayes Street, just south of The Metro Station is served by the Metrobus and Arlington Transit (ART) services. Daily ridership at this station exceeds,000 people. o Metrobus There are several Metrobus lines that serve the Pentagon City Metro Station in the vicinity of the site: 0A Route runs between Pentagon City Metro Station and Hunting Towers, serving Mt. Vernon Avenue, Braddock Road and Washington Street. E, G, H and P Routes serve Columbia Pike, Jefferson Street, th Road and th Road. o ART There are several ART lines that serve the Pentagon City Metro Station: ART4 Route serves Columbia Pike with Arlington Heights as the destination. ART4 Route serves Army-Navy Drive and Avalon Bay, with Nauck as the destination. ART Route serves Army-Navy Drive, Avalon Bay, and Nauck, with Shirlingon as the destination. Metrobus At least nine (9) Metrobus lines; 0A, G, H, W, 9A, 9E, 3B, 3F, and 3G travel through the study area with bus stops located within one block of the site. Fairfax Connector The 9 (Pentagon Express) runs between Wiehle Avenue and Pentagon Metro Station during the morning and afternoon peak periods. The 9 (Crystal City Express) runs between Wiehle Avenue and Crystal City with stops at Army Navy Drive and and th Street and also during morning and afternoon peak periods. These buses run only in the peak direction of traffic in a given peak period. Virginia Railway Express (VRE) A VRE station is located nearby in Crystal City, which is approximately one-half mile from the proposed site. The Crystal City station serves both the Fredericksburg and Manassas lines. Bus stop and Metrorail locations are shown in Figure. July 3, 0 9

14 NOT TO SCALE Pentagon Mmetro Pentagon 0E L ART 4 ART South Joyce Street 0A A B D E F G H J K P W ART 4 0A 0E 3B 3F A B D E J K P ART 4 ART Hayes Street South B E G Mmetro H P W ART 4 ART 4 Pentagon City D ART 4 G ART 4 I-39 J B C D H ART 4 P W X S W X Z 0E Army-Navy Drive H W FC 9 L A A C 0A 0E 3B 3F D A B D E J K P ART 4 ART FC 9 FC 9 LCT 9A 9E 0A 0E 3F 9A 9E Site South South Eads Eads Street Street 3G A LCT B D E 3B 3F 3G FC 9 F J K P ART ART 4 3F 3G South South Fern Fern Street Street G H W 9A 3F 9E 3G 3B FC 9 FC 9 FC 9 0A th Street South 0A H G W FC 9 FC 9 3F 3G G H W Route VRE VRE - Crystal City Legend Mmetro -Metrorail Station G H W 9A 0A 9E 3F 3G FC 9 -Metrorail Line Mmetro Crystal City VRE -Virginia Railway Express G H # ART # FC # -WMATA Bus Corridor/Route -ART Bus Corridor/Route -Fairfax Connector Bus Corridor/ Route W 9A 0A 9E 3F 3G 9A 3F 9E 3G Crystal Drive LCT -Loudoun County Transit (Various Routes) 0A -Bus Stops 9A 3F 9E 3G -Future Pike Transit Initiative Streetcar Alignment and Stop -Recommended Crystal City Streetcar Alignment and Stop 0A 3 rd Street South Note: Routes subject to change/modification. Figure : Existing Transit Service July 3, 0 0

15 Existing Bicycle and Pedestrian Facilities The Metropolitan Park 4/ site is situated within an urban transportation network, with not only quality regional vehicular access, but quality pedestrian, transit and bicycle access. Figure shows the existing pedestrian peak hour volumes at all study area intersections. Under existing conditions, shared bikeways exist along th Street S., th Street S. and S. Hayes Street. In the future, both Army Navy Drive and th Street are proposed to have bike lanes and will have shared bikeways. These onstreet bike routes connect with trails to Rosslyn, Ballston, the Memorial Bridge, the Tidal Basin, and Potomac Park to the north and park Fairfax, Shirlington, the four Mile Run Trail, the W&OD Trail, Alexandria and Mt. Vernon to the south. Bike racks and lockers are available for use at the Pentagon City Metro. There are four (4) Capital Bikeshare stations within a mile of the proposed site: th Street S/Crystal Drive, th Street S/Army Navy Drive, th Street S. /Hayes Street and th Street S./Hayes Street. Figure shows the existing conditions for bicycle travel and bicycle facilities within the site area. Sidewalks are provided along th Street South, South Fern Street and th Street S. site frontage. Geometric improvements to the S. Hayes Street/ th Street intersection are planned to create greater pedestrian access to the pentagon City Metro Station. July 3, 0

16 NOT TO SCALE Army Navy Drive 39 33/343/ /40/ 4/33/ FOR FUTURE USE Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street 3 4 /9/ 3/304/0 /4/0 33/3/0 4/4/ //9 //0 Existing Pedestrian Volumes ELM ST. # AM/PM/ Saturday - Future Development Site - Study Intersections - Peak Hour Pedestrian Volumes / / 44/ 40//4 3/4/ 3/33/4 //4 COSTCO DRIVEWAY 4/30 3/40 /0 3/ 3 TH ST. S. FOR FUTURE USE Figure : Peak Hour Pedestrian Volumes July 3, 0

17 LEGEND - Metro : Blue & Yellow Lines Bike - Existing Bike Lanes - Planned Bike Lanes - Existing Bikeways - Planned Bikeways - Capital Bikeshare Stations Source: Arlington County Master Transportation Plan Figure : Bicycle Facilities Existing Roadway Network A description of the major roadways within the study area is presented below. The existing local roadway network including lane configurations and traffic controls is illustrated in Figure 9. is a two-lane, divided and undivided urban arterial located west of the proposed site. The current speed limit is mph within the vicinity of the study area. On-street parking is allowed on both sides of this road in the vicinity of the project site. is a two-lane to four-lane undivided urban arterial located just east of the proposed site. The current speed limit is mph in the vicinity of the study area. On-street parking is allowed in some sections between th Street and th Street. th Street is a two-lane to four-lane, undivided local street located north of the proposed site. The current speed limit is mph within the vicinity of the study area. On-street parking is allowed on both sides of the road. th Street is a four-lane, median divided, urban arterial south of the site. th Street serves as an access point to Route. The current speed limit is 30 mph within the vicinity of the study area. On-street parking is allowed on both sides of the road. Elm Street is a two-lane undivided northbound/southbound local street located west of the proposed site. The current speed limit is mph. July 3, 0 3

18 NOT TO SCALE Army Navy Drive 39 FOR FUTURE USE Pentagon City S. Hayes Street M metro Fair Street 3 th Street S. SITE th Street S. 4 th Street S. S. Clark Street Existing Roadway Network (0) ELM ST. - Future Development Site # - Study Intersections - Traffic Signal COSTCO DRIVEWAY 3 TH ST. S. FOR FUTURE USE - All-Way Stop Control - Stop Control - Traffic Lane Figure 9: Existing Local Roadway Network (0) July 3, 0 4

19 Existing Traffic Volumes In order to determine the weekday peak hours, traffic counts were conducted at the intersections of th Street and S. Fern Street, th Street and, th Street and, th Street and Elm Street, and th Street and on Wednesday, March, 30 and Wednesday, May, 0 between the hours of :00 and 9:00 AM and 4:00 to :00 PM. Additional traffic counts were conducted at the intersections of th Street and, th Street and, th Street and, and th Street and on Saturday, May 9, 0 between the hours of :00 AM to :00 PM. Analysis of the existing traffic data determined that the weekday morning peak hour of the system occurred from :4 to :4 AM, the weekday afternoon peak hour occurred from :00 to :00 PM, and the Saturday peak hour occurred from :00 to :00 PM. Synchro files were provided by Arlington County for signalized intersections in the study area. Proper balancing adjustments were made when and where needed. The existing peak hour traffic volumes for the intersections within the study area are shown in Figure 0. The existing turning movement counts are included in the Technical Appendix. July 3, 0

20 NOT TO SCALE Army Navy Drive 39 /34/ 3/300/33 Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street 4/3/ // /94/93 0// 40//9 4/49/40 39/0/0 9/9/0 4// /9/9 33/3/3 9//4 4/4/ FOR FUTURE USE /4/ //0 4//9 /4/ 34//9 9/3/4 00/39/ 4/9/90 94// Existing Traffic Volumes (0) XX/XX/XX - Future Development Site - Study Intersections - Turning Movements - AM/PM/Saturday Peak Hour Traffic Volumes 00//0 4/30/0 ELM ST. 4/4/ 4/99/ /99/0 490/4/4 3/3/30 /49/ 34/3/ 0// /3/34 /0/ 00/34/33 3/99/0 3/3/ 4/0/4 COSTCO DRIVEWAY //0 0/40/30 /9/0 0/4/0 4/9/0 // /9/300 //4 /0/0 /0/0 9/3/0 3 TH ST. S. FOR FUTURE USE Figure 0: Existing (0) Traffic Volumes July 3, 0

21 Existing Capacity Analysis Capacity analyses were performed at the intersections within the study area during the weekday morning, afternoon and Saturday peak hours under the existing conditions. Synchro, Version.0 was used to analyze the study intersections based on the Highway Capacity Manual (HCM) methodology and include level of service, delay, and queue length comparisons for the turning movements analyzed. For all intersections, the field peak hour factor by approach was used. The results of the intersection capacity analyses are presented in Table, and are expressed in level of service (LOS) and delay (seconds per vehicle) per lane group. The 9% and 0% queue results for each intersection are also presented in Table, and are expressed in feet. The results of the intersection capacity analyses are illustrated Figure. description of the different LOS and delay are included in the Technical Appendix. The detailed analysis worksheets and a Table : Existing (0) Capacity Analysis Results Existing Conditions (0) AM Peak PM Peak Saturday Peak No. Intersection (Movement) 0 th 9 th 0 th 9 th 0 th LOS Delay LOS Delay LOS Delay Queue Queue Queue Queue Queue 9 th Queue th Street S and S Fern Street Overall Intersection A 9. N/A N/A B 0. N/A N/A A.9 N/A N/A Eastbound Left C 4. 3 C C Northbound Thru A A. 4 A Southbound Thru A A. 9 3 A th Street S and E Eads Street Overall Intersection A. N/A N/A A. N/A N/A A 9. N/A N/A Westbound Left C C C Westbound Right C. 0 9 C C.4 0 Northbound Thru A A. 34 A Northbound Right A A A Southbound Left A. 9 A 4. 3 A Southbound Thru A A. 3 3 A th Street S and E Eads Street Overall Intersection B. N/A N/A C 0.3 N/A N/A B. N/A N/A Eastbound Left B 4. B 4. m B.4 Eastbound Thru B A. 9 A. 0 3 Westbound Left C.0 44 D 4. 4 # B 3. 3 Westbound Thru B.0 4 B B Northbound Thru B C. C 9. 0 Northbound Right C 0. 4 C. 0 3 C Southbound Thru C C.3 3 C. 9 Elm Street and th Street S. Southbound Approach A 9.4 N/A N/A A 9. N/A N/A A 9. N/A N/A th Street S and S Fern Street Overall Intersection B 3.9 N/A N/A B. N/A N/A B. N/A N/A Eastbound Left A. C D 4.9 # Eastbound Thru B 0. 0 B. 9 3 A Westbound Left A. A. 0 m A. 0 Westbound Thru A. 4 A.3 0 A Northbound Thru C. 0 C.9 9 C Northbound Right C 9. 0 C. 0 C.0 0 Southbound Thru C 9. 4 C 3. 4 C July 3, 0

22 No. Intersection (Movement) Existing Conditions (0) AM Peak PM Peak Saturday Peak LOS Delay 0 th 9 th 0 th 9 th 0 th LOS Delay LOS Delay Queue Queue Queue Queue Queue 9 th Queue 3 th Street S and S Fern Street Eastbound Approach A 9. N/A N/A C. N/A N/A A 0.0 N/A N/A Westbound Approach C.0 N/A N/A C.9 N/A N/A A 0.0 N/A N/A Northbound Approach A. N/A N/A A. N/A N/A A. N/A N/A Southbound Approach A 0. N/A N/A A 0. N/A N/A A 0.0 N/A N/A Notes: N/A Not Applicable # 9 th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. ~ - indicates that the approach is above capacity and the queue length could be much longer. The queue length is theoretically infinite and blocking problems may occur. m Volume for 9 th percentile queue is metered by upstream signal * Delay/queue is too long to calculate. For the purpose of this analysis, it is desirable to achieve a level of service (LOS) of D or better for each approach to an intersection. The results in the table above show that all intersections have movements that operate at acceptable LOS under existing conditions. July 3, 0

23 NOT TO SCALE Army Navy Drive 39 FOR FUTURE USE Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street A/B/A 3 4 B/B/B B/A/A B/C/B B/C/C B/B/B C/D/B Existing Peak Hour Level of Service (0) # AM/PM X/X/X - Future Development Site - Study Intersections - Lane Configuration - Traffic Signal - Stop Control - AM/PM/Saturday Peak Hour LOS (By Lane Group) - AM/PM/Saturday Peak Hour LOS (Overall Intersection) ELM ST. A/C/D B/B/A B/B/B COSTCO DRIVEWAY A/C/A C/C/A 3 TH ST. S. FOR FUTURE USE Figure : Existing (0) Intersection Capacity Analysis Results July 3, 0 9

24 FUTURE CONDITIONS WITHOUT DEVELOPMENT (0) Future without Development Traffic Volumes The proposed mixed use development is anticipated to be completed in 0. The future traffic volumes were projected by increasing the existing traffic volumes to the build-out year using an inherent growth rate based on historical traffic growth provided by VDOT as well as previous studies in the area. According to historical data provided by VDOT, there has been little or no growth along streets within the study areas in recent years. However, to be conservative and consistent with other studies performed in the area, a.0% growth per year over a five year period (.%) was applied to the existing volumes to account for regional increase in background traffic. In addition to the regional inherent growth, one approved background development in the vicinity of the site was taken into consideration. As discussed at the scoping meeting, Metropolitan Park III was the only background development that was included in the analysis. Metropolitan Park III is bounded by future th Street S, future 3 th Street S, and future Elm Street. Table summarizes the trips generated by the approved background development. Planned Background Improvements As previously noted, th Street will be extended between and. It will be one-way in the eastbound direction. to the west of the proposed site will also be extended to 3 th Street. The location and the trips generated by the approved background development and improvements are illustrated in Figure and Figure 3. Table : Background Approved Trip Generation Land Use Metropolitan Park Phase III Reduction rate ITE Code Size Units W e e k d a y W e e k e n d----- AM Peak Hour PM Peak Hour Saturday Peak Hour In Out Total In Out Total In Out Total Residential 4 D.U Transit/TDM Reduction 0% Retail 0 ksf Transit/TDM Reduction 4% Total Total Proposed Trips Note: * Trip Generation, Seventh Edition, Institute of Transportation Engineers (ITE). ~ Assumptions: Residential Retail Non-auto mode split: 0% 4% Average vehicle occupancy.00.0 Development Related Ridership Survey Final Report, WMATA, March 00. The inherent growth rate in conjunction with the trips generated by the approved background development and roadway improvements were applied to the existing traffic volume in order to generate future conditions without development (0) traffic volumes. The future (0) conditions without development traffic volumes are shown in Figure 4. July 3, 0 0

25 NOT TO SCALE Army Navy Drive 39 //3 // Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street 4/3/ /3/4 3 4 //0 // // /4/ /3/ // 4//3 // // /4/ 0/9/3 // /0/ 3/3/4 ELM ST. // 3//9 // /4/ Trips Generated by Background Development XX/XX/XX - Future Development Site - Study Intersections - Turning Movements - AM/PM/Saturday Peak Hour Traffic Volumes ELM ST. 3//0 /3/4 /3/4 /4/ /4/ 3//9 0/0/ COSTCO DRIVEWAY // 3/9/ // // // 3 TH ST. S. 3 TH ST. S. //0 3//0 //3 //0 // Figure : Trips Generated by Background Development July 3, 0

26 NOT TO SCALE Army Navy Drive 39 Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street 0//4 -/-/ /-3/-4 0//4 0//4 -/-/-40 ELM ST. Existing Volumes Redistribution for One- Way th Street Extension XX/XX/XX - Future Development Site - Study Intersections - Turning Movements - AM/PM/Saturday Peak Hour Traffic Volumes -/-/-40 ELM ST. -/-/-40 COSTCO DRIVEWAY 3 TH ST. S. 3 TH ST. S. Figure 3: Existing Volumes Redistribution for One-Way th Street Extension July 3, 0

27 NOT TO SCALE Army Navy Drive 39 /3/9 /3/4 // Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street 44// /03/3 4/3/0 3 4 /3/3 4/33/ // 3/9/9 /4/ 3/3/9 3//0 4//3 /30/0 0/4/ 4/0/ //0 /90/ 0/9/3 3/3/39 /90/ 0// /0/9 //3 /93/0 ELM ST. // // /4/09 0/9/ 0/0/ 4/93/99 99/3/9 Background Traffic Volumes (0) XX/XX/XX - Future Development Site - Study Intersections - Turning Movements - AM/PM/Saturday Peak Hour Traffic Volumes 0/94/ 4/3/ ELM ST. /4/ /00/ 4/0/ 4/44/49 3/3/3 /4/ 3/4/9 /4/9 /4/3 90/4/3 0/3/3 3// 343/9/9 43/4/ COSTCO DRIVEWAY // /44/3 // 0/4/0 4/9/0 // 30/3/3 9// 3/3/ /0/0 /0/ 3 TH ST. S. 3 TH ST. S. //0 3//0 //3 33/390/34 // 3/3/30 Figure 4: Future Without Development (0) Traffic Volumes July 3, 0 3

28 Future without Development Capacity Analysis Capacity analyses were performed at the intersections contained within the study area during the weekday morning, afternoon and Saturday peak hours under the future without development conditions. Synchro, Version.0 was used to analyze the study intersections based on the Highway Capacity Manual (HCM) methodology and include level of service, delay, and queue length comparisons for the turning movements analyzed. A peak hour factor of 0.9 was used in the analysis of the future traffic conditions instead of the existing peak hour factors, since the current traffic patterns were anticipated to change as part of the future development within the study area. It should be noted that signal operation at the intersections of and, and and S. Fern Street was modified from the Synchro files provided by the County to account for the new leg at each of these intersections. Permitted left turns were assumed for eastbound and westbound left turns at and and southbound left turns at and. The results of the intersection capacity analyses are presented in Table 3, and are expressed in level of service (LOS) and delay (seconds per vehicle) per lane group. The 9% and 0% queue results for each intersection are also presented in Table 3, and are expressed in feet. The detailed analysis worksheets and a description of the different LOS and delay are contained in the Technical Appendix. The results of the intersection capacity analyses are shown on Figure. description of the different LOS and delay are contained in the Technical Appendix. The detailed analysis worksheets and a Table 3: Future without Development (0) Capacity Analysis Results Future Conditions without Development (0) AM Peak PM Peak Saturday Peak No. Intersection (Movement) 0 th 9 th 0 th 9 th 0 th LOS Delay LOS Delay LOS Delay Queue Queue Queue Queue Queue 9 th Queue th Street S and S Fern Street Overall Intersection B. N/A N/A A 4.0 N/A N/A A 9. N/A N/A Eastbound Left C C C Northbound Thru A.3 A. 4 A Southbound Thru A 4. 3 A. 4 A th Street and Elm Street Northbound Approach A. N/A N/A A. N/A N/A A. N/A N/A 3 th Street S and E Eads Street Overall Intersection A 9. N/A N/A B.3 N/A N/A B 0. N/A N/A Eastbound Thru B. 0 0 C C Eastbound Right B. 3 M9 D 4.0 M0 C.9 0 Westbound Left C. 33 C C 3. 4 Westbound Right C C.3 0 C. 0 Northbound Thru A. 3 3 A A. 9 9 Northbound Right A A A Southbound Left A. 0 4 A A 4. Southbound Thru A.3 33 A. 4 4 A th Street S and E Eads Street Overall Intersection B.4 N/A N/A B.9 N/A N/A B.0 N/A N/A Eastbound Left B. 0 4 B 3.9 m3 B.3 m3 Eastbound Thru B. 3 A. A.4 9 Westbound Left C C.0 #3 B. 4 Westbound Thru B. 3 B.3 34 B. 4 3 Northbound Thru C 0.0 C C Northbound Right B C C Southbound Thru C C.4 0 C. 9 July 3, 0 4

29 No. Intersection (Movement) Future Conditions without Development (0) AM Peak PM Peak Saturday Peak LOS Delay 0 th 9 th 0 th 9 th 0 th LOS Delay LOS Delay Queue Queue Queue Queue Queue 9 th Queue Elm Street and th Street S. Southbound Approach A 9. N/A N/A A 9. N/A N/A A 9. N/A N/A th Street S and S Fern Street Overall Intersection B 3.0 N/A N/A B 4. N/A N/A B 3. N/A N/A Eastbound Left A.4 C. 4 #44 D 34. # Eastbound Thru A 9. 9 B A 9. 3 Westbound Left A.3 A 4. m A 4.9 m Westbound Thru A.4 4 A A.4 90 Northbound Thru C. 03 C.3 4 C Northbound Right C C. 4 C.9 Southbound Thru C C 9. 0 C th Street S and S Fern Street Eastbound Approach A 9. N/A N/A C.9 N/A N/A A 0.0 N/A N/A Westbound Approach B 3. N/A N/A C. N/A N/A B. N/A N/A Northbound Approach A. N/A N/A A. N/A N/A A. N/A N/A Southbound Approach A 0. N/A N/A A 0. N/A N/A A 0. N/A N/A 3 th Street S and S. Eads St. Eastbound Approach B 0.9 N/A N/A B. N/A N/A B.0 N/A N/A Northbound Approacj Approach A 0. N/A N/A A.4 N/A N/A A. N/A N/A Notes: N/A Not Applicable # 9 th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. m Volume for 9 th percentile queue is metered by upstream signal For the purpose of this analysis, it is desirable to achieve a level of service (LOS) of D or better for each approach to an intersection. The results in the table above show that all intersections have movements that continue to operate at acceptable LOS under future without development conditions. July 3, 0

30 NOT TO SCALE Army Navy Drive 39 Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street B/A/A 3 4 B/C/C B/D/C A/B/B B/B/B B/A/A B/B/B ELM ST. B/C/C B/B/B C/C/B Background Level of Service (0) # AM/PM X/X/X - Future Development Site - Study Intersections - Lane Configuration - Traffic Signal - Stop Control - AM/PM/Saturday Peak Hour LOS (By Lane Group) - AM/PM/Saturday Peak Hour LOS (Overall Intersection) ELM ST. A/C/D A/B/A B/B/B COSTCO DRIVEWAY A/C/A B/C/B 3 TH ST. S. 3 TH ST. S. B/B/B Figure : Future Without Development (0) Intersection Capacity Analysis Results July 3, 0

31 FUTURE CONDITIONS WITH DEVELOPMENT (0) The subject site is located in the Pentagon City area of Arlington, Virginia, at the southwest corner of and S. Eads Street. The study area is bounded by S, Eads Street to the east, the future to the west, future th Street S. to the north and the future 3 th Street S. to the south. Regional access to the site is provided via I-39 and VA-0 from the north and east, Route (Jefferson Davis Highway) and I-39 to the south and VA- and VA-44 to the west. Immediate access to the site will be provided via,,, 3 th Street S., th Street S. and direct access to the parking garage is provided via. Figure shows the proposed lane configuration and traffic controls for future build-out. Site Access Access to the parking garage for residential and grocery is provided via a driveway located along. There are three curb cuts located on 3 th Street S. and for loading access and one curb cut on for the parking garage. The proposed site plan for the redevelopment is shown in Figure. Site Generated Volumes The Institute of Transportation Engineers (ITE) Trip Generation, th generated by the proposed development. Edition, was used to determine the future trips A pass-by reduction of % was assumed for retail use to account for drivers already on the road that come to the retail stores and then continue in the direction they were originally heading. Residential Trip Reduction: The site is located on a Metrobus/ART bus corridor on S Eads Street, and there are two Metro stations within a half mile of the site. It is expected that a portion of the residents will arrive by Metrorail, bus, cab or on foot/by bicycle, rather than by personal vehicle. Based on data from Table S- of the 00 WMATA Ridership Survey, residential sites within ¼ mile of a Metro Station have a non-auto mode share of 9%. Table S-3 of the WMATA Survey shows that residential sites within the Beltway have a non-auto mode share of %. Therefore, as shown in Table 4, a 0% reduction rate will be applied to the peak hours to reflect the non-auto transit, biking, and walking modes. Retail Trip Reduction: As noted above, the site is located near many transit options and near many different uses, including residential, office and other retail. Therefore, it is expected that many employees/customers will arrive via modes other than single occupant vehicles. Based on data provided in the 00 WMATA survey for other retail sites in Crystal City and Ballston, an average non-auto mode share of approximately 9% was observed. In order to provide a conservative analysis, a 0% reduction rate will be applied to the peak hours to reflect the non-auto transit, biking, and walking modes. Table 4 illustrates these reductions. July 3, 0

32 NOT TO SCALE Army Navy Drive 39 Pentagon City S. Hayes Street M metro Fair Street 3 th Street S. SITE ELM ST. th Street S. 4 th Street S. S. Clark Street Future Roadway Network (0) ELM ST. - Future Development Site # - Study Intersections - Traffic Signal COSTCO DRIVEWAY 3 TH ST. S. 3 TH ST. S. - Stop Control - Traffic Lane - Planned Improvement Figure : Future Local Roadway Network (0) July 3, 0

33 Figure : Site Plan July 3, 0 9

34 Table shows the trips generated by the project site under the proposed plan. Table 4: Non-Auto Reduction Breakdown Mode of Non-Auto Reduction Residential* Retail Transit 49% % Walking/Biking/Other % % TOTAL 0% 0% *Based on the 00 Development-Related Ridership Survey by Washington Metropolitan Area Transit Authority (WMATA) and various other studies conducted nationally and throughout the Washington DC area. Table : Trip Generation (Adjacent Street Peak Hour) Land Use Reduction rate Size Units W e e k d a y W e e k e n d AM Peak Hour PM Peak Hour Saturday Peak Hour In Out Total In Out Total In Out Total Apartment 99 DU Transit/TDM Reduction 0% Residential Total Grocery Store 40 ksf Transit/TDM Reduction 0% Retail Subtotal Pass By % Retail Total Total Reductions Total Proposed Trips The above table shows that the proposed development will generate approximately new trips in the weekday morning peak hour, approximately 333 new trips in the weekday afternoon peak hour and approximately new trips in the Saturday peak hour. Site Trip Distribution The distribution of site trips was based primarily on existing volumes, anticipated traffic patterns and other recent studies conducted in the area. The peak hour trips were calculated and assigned to the roadway network based on the traffic distribution, which is shown graphically in Figure. The site generated trips and pass-by trips are shown in Figure 9 and Figure 0. July 3, 0 30

35 % % 0% 3 3% SITE % 4 % % % Figure : Direction of Approach July 3, 0 3

36 NOT TO SCALE Army Navy Drive 39 9/9/ Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street /39/9 3 4 /4/3 33/3/3 //9 0// 4/4/4 //4 /3/9 0// 0// ELM ST. 33/3/3 9/9/ 9/9/ Site Generated Trips (0) XX/XX/XX - Future Development Site - Study Intersections - Turning Movements - AM/PM/Saturday Peak Hour Traffic Volumes ELM ST. // 3/3/3 3/0/ /4/3 Costco Driveway 9/9/ 4/4/0 4/0/0 9/0/0 3 TH ST. S. 3 TH ST. S. 4/4/4 39/4/43 /4/4 //44 Figure 9: Site Generated Trips (0) July 3, 0 3

37 NOT TO SCALE Army Navy Drive 39 Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street 3 4 -/-/- // -/-/0 ELM ST. // Pass-By Trips (0) XX/XX/XX - Future Development Site - Study Intersections - Turning Movements - AM/PM/Saturday Peak Hour Traffic Volumes ELM ST. COSTCO DRIVEWAY -/-4/-4 /4/4 0/-/- 0// 0// /4/4 3 TH ST. S. 3 TH ST. S. //0 //0 3/9/ -3/-9/- 3/9/ -3/-9/- Figure 0: Future Conditions with Development Pass-by Trips (0) July 3, 0 33

38 Future with Development Traffic Volumes In order to determine the traffic volumes on the roadways in the vicinity of the development under the 0 build condition, the site generated traffic volumes were added to the 0 future background traffic volumes. The traffic volumes for the total future scenario are shown on Figure. Future with Development Capacity Analysis Capacity analyses were performed at the intersections contained within the study area during the weekday morning, afternoon and Saturday peak hours, under the future with development conditions. Synchro, Version.0 was used to analyze the study intersections based on the Highway Capacity Manual (HCM) methodology and include level of service, delay, and queue length comparisons for the turning movements analyzed. As previously mentioned, a peak hour factor of 0.9 was used in the analysis of the future traffic conditions. It should be noted that signal operation at the intersections of and, and and S. Fern Street was modified from the Synchro files provided by the County to account for the new leg at each of these intersections. Permitted left turns were assumed for eastbound and westbound left turns at and and southbound left turns at and. The results of the intersection capacity analyses are presented in Table and are expressed in level of service (LOS) and delay (seconds per vehicle) per lane group. The 9% and 0% queue results for each intersection are also presented in Table, and are expressed in feet. July 3, 0 34

39 NOT TO SCALE Army Navy Drive 39 /3/9 9/34/0 // Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street 44// /4/0 4/3/0 3 4 /33/3 4/33/0 39/43/44 3/9/9 /4/ 9/0/0 303/9/ 4//3 /30/0 0//9 4/0/ 9//0 0/4/ 4/4/0 3/3/39 /90/ 0// /0/9 3//3 /4/ ELM ST. /4/ // /4/3 0/9/ /9/09 4/93/99 99/3/9 Total Future Traffic Volumes (0) XX/XX/XX - Future Development Site - Study Intersections - Turning Movements - AM/PM/Saturday Peak Hour Traffic Volumes 0/94/ 4/3/ ELM ST. /4/ /00/ //9 4/44/49 3/3/3 //9 4/0/ /4/9 /4/3 9/4/ 0/3/3 3// 343/9/9 43/4/ COSTCO DRIVEWAY // /43/34 /9/33 0/4/0 4/9/0 // 30/3/3 3/43/ /3/ /0/0 34/34/ 3 TH ST. S. 3 TH ST. S. 3/0/ 4// 3// 334/3/30 // 34/3/30 Figure : Future with Development Traffic Volumes (0) July 3, 0 3

40 Table : Future with Development (0) Capacity Analysis Future Conditions with Development (0) AM Peak PM Peak Saturday Peak No. Intersection (Movement) 0 th 9 th 0 th 9 th 0 th LOS Delay LOS Delay LOS Delay Queue Queue Queue Queue Queue July 3, th Queue th Street S and S Fern Street Overall Intersection A. N/A N/A B 4. N/A N/A B 0. N/A N/A Eastbound Left C C C. Northbound Thru A.0 43 A. 9 0 A. 0 Southbound Thru A A. A th Street and Elm Street Northbound Approach A.9 N/A N/A A 9. N/A N/A A 9. N/A N/A 3 th Street S and E Eads Street Overall Intersection A 9.9 N/A N/A B. N/A N/A B.0 N/A N/A Eastbound Thru B 9. 3 C 9.0 m04 C Eastbound Left B. 3 m D 3.0 m0 C. 0 Westbound Left C C.3 34 C Westbound Right C C C.0 0 Northbound Thru A A A Northbound Right A. 0 A 4. A Southbound Left A.9 4 A.0 4 A Southbound Thru A A.9 A th Street S and E Eads Street Overall Intersection B. N/A N/A B 9. N/A N/A B. N/A N/A Eastbound Left B. 9 3 B 4. m3 B. m3 Eastbound Thru B. 3 A. A.4 9 Westbound Left C C.0 #3 B. 4 Westbound Thru B.9 4 B. 3 B. 30 Northbound Thru C C C 9. 0 Northbound Right B C C Southbound Thru C. C 9. C Elm Street and th Street S. Southbound Approach A 9. N/A N/A A 9. N/A N/A A 9.4 N/A N/A th Street S and S Fern Street Overall Intersection B 3. N/A N/A B 4.4 N/A N/A B 4. N/A N/A Eastbound Left A. 0 C 3. #4 D 3. # Eastbound Thru A 9. 9 B A 9. 3 Westbound Left A.3 A 4. m A 4. m Westbound Thru A.3 4 A A. 9 Northbound Thru C. 04 C.3 4 C 9.3 Northbound Right C C. 4 C.0 Southbound Thru C. 3 C C th Street S and S Fern Street Eastbound Approach A 9. N/A N/A C.4 N/A N/A A 0.0 N/A N/A Westbound Approach B 4.4 N/A N/A C.0 N/A N/A B 3. N/A N/A Northbound Approach A. N/A N/A A. N/A N/A A. N/A N/A Southbound Approach A 0. N/A N/A A. N/A N/A A.0 N/A N/A 3 th Street S and S. Eads St. Eastbound Approach B.0 N/A N/A B 3. N/A N/A B. N/A N/A Northbound Approacj Approach A. N/A N/A A 4. N/A N/A A 4.0 N/A N/A Notes: N/A Not Applicable # 9 th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. m Volume for 9 th percentile queue is metered by upstream signal The results of the intersection capacity analyses are shown in Figure. The detailed analysis worksheets and a description of the different LOS and delay are contained in the Technical Appendix.

41 All intersections within the study area have movements that operate at acceptable LOS with the proposed Metropolitan Park 4/ development. July 3, 0 3

42 NOT TO SCALE Army Navy Drive 39 Pentagon City S. Hayes Street M metro th Street S. Fair Street 3 th Street S. SITE 3 4 th Street S. S. Clark Street A/B/B 3 4 B/C/C B/D/C A/B/B B/B/B B/A/A B/B/B ELM ST. B/C/C B/B/B C/C/B Total Future Level of Service (0) # AM/PM X/X/X - Future Development Site - Study Intersections - Lane Configuration - Traffic Signal - Stop Control - AM/PM/Saturday Peak Hour LOS (By Lane Group) - AM/PM/Saturday Peak Hour LOS (Overall Intersection) ELM ST. A/C/D A/B/A B/B/B COSTCO DRIVEWAY A/C/A B/C/B 3 TH ST. S. 3 TH ST. S. B/B/B Figure : Future with Development Levels of Service (0) July 3, 0 3

43 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, the sale of on-site discounted fare media, and the designation of carpool and/or vanpool spaces. Management measures taken by Metropolitan Park 4/ can be monitored and adjusted as needed to continually create opportunities to reduce the amount of traffic generated by the site. The Transportation Management Plan shall 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 allows for a TMP that can include, but not be limited to, the following: Participation and Funding a. The Applicant will maintain an active membership in Arlington Transportation Partners (ATP), or successor entity at no cost to the developer, on behalf of the property management company. b. The Applicant will designate a member(s) of the building management team as Property Transportation Coordinator who will be the primary point of contact and will be responsible for coordinating and completing TDM obligations on behalf of the Applicant. The applicant will provide the name of the Property Transportation Coordinator to the Commuter Assistance Program. c. Provide contributions as negotiated with Arlington County staff during the 4. Site Plan process. Facilities and Improvements a. Provide in the new building one information display with transportation related information for residents, employees and visitors, the content/design/location of which shall be mutually agreeable to ACCS and Applicant. b. Maintain one on-site business center in the building (including access to a copier, fax, pc, and internet services), which shall be made available to support building residents. c. Comply with requirements of the Site Plan conditions to provide bicycle parking/storage facilities and construction worker parking. Parking Management Plan a. Prepare a Parking Management Plan to show how adjacent curb space to the site will be designated for parking and a potential on-street loading zones. Promotions, Services, Policies a. Provide Smart Trip cards to residents and/or employees as negotiated with Arlington County staff during the 4. Site Plan process. b. Provide website hotlinks to CommuterPage.com TM under a transportation information heading from the property manager s websites regarding this development. July 3, 0 39