7359 WISCONSIN AVENUE MONTGOMERY COUNTY, MARYLAND

Transcription

1 7359 WISCONSIN MONTGOMERY COUNTY, MARYLAND September 1, 2017

2 7359 Wisconsin Avenue September 2017

3 7359 WISCONSIN Local Area Transportation Review Montgomery County, Maryland September 1, 2017 Prepared by: Wells + Associates Christopher L. Kabatt, P.E. Kevin A. Berger/Jeremy Y. Ko (301) 448 Wells + Associates

4 7359 Wisconsin Avenue September 2017

5 7359 Wisconsin Avenue September 2017 TABLE OF CONTENTS PAGE SECTION 1: INTRODUCTION 1 SECTION 2: BACKGROUND DATA 7 OVERVIEW... 7 PLANNED DEVELOPMENT... 7 VEHICULAR ACCESS... 7 PARKING... 7 LOADING... 8 PUBLIC ROAD NETWORK... 8 PROGRAMMED IMPROVEMENTS... 9 NON-AUTO TRANSPORTATION FACILITIES... 9 STUDY AREA DEFINITION EXISTING TRAFFIC COUNTS SECTION 3: LOCAL AREA TRANSPORTATION REVIEW (LATR) 17 OVERVIEW CONGESTION STANDARD EXISTING CONDITIONS BACKGROUND FUTURE CONDITIONS PIPELINE DEVELOPMENTS PIPELINE DEVELOPMENT TRIP GENERATION PIPELINE TRIP ASSIGNMENTS BACKGROUND TRAFFIC FORECASTS TOTAL FUTURE CONDITIONS TRIP GENERATION SITE TRIP ASSIGNMENTS TOTAL FUTURE FORECASTS SECTION 4: PEDESTRIAN AND BICYCLE IMPACT STATEMENT 32 PEDESTRIAN CROSSINGS TRANSIT FACILITIES BICYCLE FACILITIES LIGHT INVENTORY PEDESTRIAN SYSTEM ADEQUACY BICYCLE SYSTEM ADEQUACY SECTION 5: CONCLUSIONS 40 i

6 ii 7359 Wisconsin Avenue September 2017

7 7359 Wisconsin Avenue September 2017 LIST OF FIGURES FIGURE TITLE PAGE 1-1 SITE LOCATION CONCEPTUAL SITE PLAN EXISTING LANE USE AND TRAFFIC CONTROL EXISTING PEAK HOUR TRAFFIC COUNTS EXISTING PEDESTRIAN COUNTS EXISTING BICYCLE COUNTS PIPELINE DEVELOPMENT LOCATIONS COMBINED PIPELINE TRIP ASSIGNMENTS BACKGROUND FUTURE TRAFFIC FORECASTS EXISTING TRAFFIC TO BE REMOVED SITE TRAFFIC ASSIGNMENT TOTAL FUTURE TRAFFIC FORECASTS PEDESTRIAN AND BICYCLE FACILITIES NON-AUTO FACILITIES LIST OF TABLES TABLE TITLE PAGE 1-1 SITE TRIP GENERATION WITH MODE SPLIT SUMMARY INTERSECTION AND CORRIDOR DELAYS SUMMARY PIPELINE TRIP GENERATION SUMMARY SITE TRIP GENERATION SUMMARY WITH DIRECTIONAL SPLITS PEDESTRIAN CROSSING TIME EVALUATION PEDESTRIAN CROSSWALK LEVEL OF SERVICE SUMMARY iii

8 7359 Wisconsin Avenue September Wisconsin Avenue Section 1 INTRODUCTION OVERVIEW This report presents a Local Area Transportation Review (LATR) for the submission of a Site Plan related to the redevelopment of 7359 Wisconsin Avenue. The subject site is bounded by Wisconsin Avenue (Route 355) on the west, Waverly Street on the east, and Montgomery Avenue (Route 410) on the north. The site is within 1,000 feet of the Bethesda Metrorail station access and is in the Bethesda Central Business District (CBD) Policy Area of Montgomery County, as shown on Figure 1-1. Currently the site has 37,000 square feet (SF) of office space, a 16,200 SF police station, and 8,000 SF of retail space exist on three parcels, 7359 Wisconsin Avenue, 7351 Wisconsin Avenue, and 4630 Montgomery Avenue. The Applicant, StonebridgeCarras, submitted Sketch Plan, Preliminary and Site Plan applications to raze the existing structures and construct 400,000 SF of office and approximately 225 hotel rooms within the three aforementioned parcels. A Local Area Transportation Review (LATR) transportation study is required to test adequate public facilities for the site plan application. Vehicle access is planned to be provided via a driveway on Waverly Street, approximately 115 feet south of Montgomery Avenue, which currently serves the office building at 4630 Montgomery Avenue. This site plan is subject to LATR since the proposed redevelopment is expected to generate 50 or more peak hour person trips. This study was prepared to satisfy LATR requirements in accordance with the draft Maryland-National Capital Park and Planning Commission (M-NCPPC) Local Area Transportation Review Guidelines, Spring The scope of this LATR traffic study was established in consultation with M-NCPPC staff. The Scope of Work Agreement is included in Appendix A. DESCRIPTION OF MULTI-MODAL ADEQUACY TESTS Following is a description of the various multi-modal tests for determining transportation adequacy per the Spring 2017 LATR guidelines and the Subdivision Staging Policy: Motor vehicle adequacy. This analysis is required if the subject redevelopment generates 50 or more peak hour person trips. Sites located within Red policy areas such as the Bethesda CBD evaluate intersection capacity based on Highway Capacity Manual methodology. The proposed 1

9 7359 Wisconsin Avenue September 2017 redevelopment would generate more than 50 peak hour person trips and is therefore subject to the motor vehicle adequacy test. The congestion standard for signalized study intersections in the Bethesda CBD policy area is an overall average vehicle delay of 120 seconds per vehicle. Pedestrian system adequacy. This analysis is required if 50 peak hour pedestrian trips or more are generated by the proposed redevelopment. This analysis first requires checking if the ADA non-compliance issues identified within 500 feet of site are met. Restoration or funding of the ADA non-compliance issues shall be conducted if necessary. It is required to establish an LOS D or better for crosswalk pedestrian delay at the study intersections within 500 feet of the site area or within a Road Code Urban Area/Bicycle Pedestrian Priority Area. These measures can be met by reducing the crosswalk distances and utilizing efficient signal timing methodology. The proposed site would generate more than 50 pedestrian trips and therefore is subject to the pedestrian system adequacy test. Bicycle system adequacy. This analysis is required if 50 peak hour non-motorized trips or more are generated by the proposed redevelopment and is within a quarter mile of educational institution or existing or planned bikeshare station. Adequacy is measured by the LTS (Level of Traffic Stress). The stress is determined on the comfort or skill level of a bicyclist in reference to a roadway. The appropriate adequacy for a bicycle system provides a LTS 2. Mitigation involves the applicant providing necessary adjustments to promote low level of traffic stress that facilitates LTS 2 conditions within 750 feet of a development site boundary. The proposed site would generate more than 50 non-motorized (bicycle) trips and therefore this analysis is required. Transit system adequacy. This analysis is required if 50 peak hour transit trips or more are generated by the proposed redevelopment. However, development sites that are within 1,000 feet from a Metrorail station entrance are exempt from the transit system adequacy analysis. Should the proposed redevelopment exceed the 50 transit trip threshold, an inventory of transit stations and stops within 1000 feet of the site and the peak load for each route should be identified. The applicant will have to coordinate with staff to determine the capital improvements necessary to adjust peak load factor such as adding more buses. Since the proposed redevelopment is within 1,000 feet from the Metrorail station entrance, the application is exempt of this analysis. Based on the criteria in the Subdivision Staging Policy and the LATR Guidelines and the number of peak hour trips by each mode shown in Table 1-1, an evaluation of only motor vehicle adequacy is required by this LATR. Tasks undertaken in this study included the following: Review of the proposed plans, background materials provided, and the Bethesda Downtown Plan. Coordination with M-NCPPC staff to identify the necessary scope and analyses to be included in the LATR study. 2

10 7359 Wisconsin Avenue September 2017 Performed a field reconnaissance of existing roadways and pedestrian infrastructure, intersection geometrics, traffic controls and speed limits. Collection of vehicle turning movement, bicycle and pedestrian counts at the study intersections on a typical weekday during both the AM and PM peak periods. Identification of the AM and PM peak hours to be analyzed in the study. Calculation of existing peak hour delays at the study intersections. Forecast background future traffic volumes by compiling the existing peak hour traffic volumes and the traffic forecasted to be generated by pipeline projects that are currently approved or planned for development. Calculation of background future delay at each study intersection based on the background future traffic forecasts and the existing intersection geometrics. Estimation of the number of AM and PM peak hour vehicle trips that will be generated by the office and retail uses based on the Trip Generation Manual, 9 th Edition, published by the Institute of Transportation Engineers and the Bethesda CBD policy area adjustment factors. Determination of directional distributions of the site-generated trips based on LATR Guidelines procedures. Forecast total future traffic volumes by combining the site trips with the background traffic forecasts. Calculation of total future delay based on the total future traffic forecasts and existing intersection geometrics. Preparation of a pedestrian and bicycle statement in accordance with the LATR Guidelines. Sources of data for this study include: the M-NCPPC, the Montgomery County Department of Transportation (MCDOT), the Maryland State Highway Administration (SHA), the Maryland Transit Administration (MTA), StonebridgeCarras, VIKA, the Institute of Transportation Engineers (ITE), and Wells + Associates Inc. 3

11 WOODMONT OLD GEORGETOWN ROAD O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Figure 1-1 Site Location Map ELM WISCONSIN ELM WAVERLY SITE 4 WAVERLY HIGHWAY EAST-WEST MONTGOMERY PEARL NORTH 7359 Wisconsin Avenue Bethesda, Maryland

12 O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Figure 1-2 Conceptual Site Plan NORTH 7359 Wisconsin Avenue Bethesda, Maryland 5

13 Table Wisconsin Avenue 1, 2, 3 Trip Generation ITE Trip Generation SSP Trip Generation Land Use LUC Amount Unit AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour In Out Total In Out Total Auto Driver Auto Passenger Transit Total Non Motorized Pedestrian Person Trips Auto Driver Auto Passenger Transit Total Non Motorized Pedestrian Person Trips Proposed Office ,000 S.F Hotel Rooms Total Trips Existing Program Office ,000 S.F Police Station 4 N/A 16,200 S.F Retail 820 8,000 S.F Total Trips New Trips Notes: 1.Trip generation based on ITE Trip Generation Manual 9th Edition 2.Bethesda CBD Policy Area 3."Retail" and "Other" SSP Policy area adjustment factors used for restaurant and hotel respectively. Office adjustment factor based on NADMS reported in the Bethesda Downtown Plan 4. Police station trip generation rates based on driveway counts collected on June 25, 2014 by Wells + Associates for the White Oak 3rd District Police Station. 6

14 7359 Wisconsin Avenue September 2017 SECTION 2 BACKGROUND DATA OVERVIEW This section presents the following background information for the LATR: Description of the planned development. Description of the existing vehicular ingress/egress. Definition of the study area. Description of the study area public road network and transportation facilities. Existing vehicular, pedestrian and bicycle traffic counts. PLANNED DEVELOPMENT This study considers the redevelopment of the site allowing for the construction of 400,000 SF of office and approximately 225 hotel rooms. The proposed redevelopment would generate 774 AM peak hour person trips and 640 PM peak hour new person trips, as calculated based on ITE trip generation rates, and appropriate mode splits per the 2017 LATR guidelines. VEHICULAR ACCESS Vehicular access to the subject site is proposed via a driveway on Waverly Street, approximately 115 feet south of Montgomery Avenue. An existing curb cut is located on Waverly Street approximately 65 feet south of Montgomery Avenue which currently serves the office building at 4630 Montgomery Avenue that will be removed as part of this development. A lay-by lane is proposed along Montgomery Avenue. The proposed lay-by lane is consistent with Section of the approved Bethesda Downtown Plan Design Guidelines (the Design Guidelines), which encourages loading spaces for pick-up and drop-off where feasible to reduce idling in the travel lane. Two existing curb cuts on Montgomery Avenue will be removed. The existing curb cut on Wisconsin Avenue will remain to provide vehicular access to the adjacent property. PARKING The site is planned to be served by two levels of below-grade parking and five levels of abovegrade parking with approximately 500 parking spaces serving both the office and hotel. Access into the garage would be provide by a full movement ( left and right turns in and left and right turns out) driveway on Waverly Street. 7

15 7359 Wisconsin Avenue September 2017 LOADING All service and delivery loading operations is proposed along Waverly Street through two 35 foot loading bays. The loading bays are designed to accommodate 30 foot service vehicles such that these service vehicles will not block the sidewalk when operating in the loading bay. It is anticipated that loading vehicles will back into the loading area from Waverly Street, and will pull head out onto the roadway. Due to the constrained site conditions, service vehicles will be unable to pull directly into the loading area from the street. The proposed loading scheme and operations will comply with Section of the Design Guidelines to extent practicable, which references the following recommendations: (1) Loading and trash collection should occur outside of peak hours on weekdays as volumes of pedestrians are likely to be low; (2) If loading is not designed into the mass of the building or underground as preferred, trucks should back into designated loading areas, so they are exiting the site head out ; (3) When loading, trucks should operate in the designated off-street loading areas. On- street loading and other operations should be avoided; (4) When not in use, loading areas should be shut off from the public with roll-top doors or other enclosures; (5) Loading areas must be clearly marked to inform all users of their presence and to deter inappropriate parking in these areas; and (6) Trash for collection must be out of the right-of-way and not obstruct the Pedestrian Through Zone. The incorporation of these elements to the proposed back-in and head-out loading scheme will minimize conflicts with other vehicular, pedestrian, and bicycle movements along Waverly Street. PUBLIC ROAD NETWORK Existing Network/Site Access Regional vehicular access to the site is provided by Wisconsin Avenue (MD 355). Local access is provided by Waverly Street, Montgomery Avenue, and East-West Highway. Wisconsin Avenue (MD 355). Wisconsin Avenue is a six-lane divided, major highway with turn lanes and traffic signals at major intersections. Wisconsin Avenue has a posted speed limit of 25 mph. Old Georgetown Road (MD 187) is classified as a major highway. Old Georgetown Road operates as westbound only with three travel lanes between Wisconsin Avenue and Woodmont Avenue. West of Woodmont Avenue, Old Georgetown Road operates as bidirectional with four travel lanes. Old Georgetown Road has a posted speed limit of 30 mph. Montgomery Lane/Montgomery Avenue (MD 410) is classified as a business district street, extending from Arlington Road to East-West Highway. Between Woodmont Avenue and East- West Highway, Montgomery Lane and Montgomery Avenue operates as a one-way eastbound, four-lane road. Montgomery Avenue has a posted speed limit of 25 mph. 8

16 7359 Wisconsin Avenue September 2017 East-West Highway (MD 410) is classified as a major highway in the Bethesda CBD. Between Montgomery Avenue and Wisconsin Avenue, East-West Highway operates one-way westbound. East of Montgomery Avenue, East-West Highway operates two-way with four travel lanes. East- West Highway has a posted speed limit of 25 mph within the CBD. Woodmont Avenue is classified as an arterial road. It extends from Wisconsin Avenue at the northern CBD boundary to Wisconsin Avenue at Leland Street. Woodmont Avenue, between Old Georgetown Road and Hampden Lane operates one-way southbound. North of Old Georgetown Road and south of Hampden Lane, Woodmont Avenue operates as a two-way road. Woodmont Avenue has a posted speed limit of 30 mph. On-street parking is provided north of Edgemoor Lane. A bike lane is provided on Woodmont Avenue south of Edgemoor Lane. Elm Street and Waverly Street. Elm Street is a two-lane residential primary street west of Wisconsin Avenue (MD 355). Currently, Elm Street is under construction and will reopen in the future. The analysis assumes conditions when Elm Street is open. East of the intersection with Wisconsin Avenue, the street is named Waverly Street, which is a two-lane business district street. PROGRAMMED IMPROVEMENTS The Purple Line Bethesda Station and the southern access for the Bethesda Metro station are programmed transportation improvements in the site vicinity. The Purple Line station and Metro access are located on the south side of Elm Street, west of Wisconsin Avenue, one block from the subject site. A Bus Rapid Transit line (BRT), identified as Corridor 4 is planned along Wisconsin Avenue. This line would start in North Bethesda and end in Bethesda at Elm Street (Purple Line station). Per the Bethesda Downtown Plan, a separated bike lane is envisioned along Montgomery Avenue from Wisconsin Avenue to East-West Highway. This facility has not been designed or funded by the SHA. The Bethesda Downtown Plan also suggests separate bike lanes on East- West Highway and on Waverly Street between East-West Highway and Montgomery Avenue. Pearl Street, on block east of the subject site is recommended to be a shared street per the Bethesda Downtown Plan. A pedestrian and bicycle connection to the Capital Crescent Trail is planned at the southern end Pearl Street, providing a local linkage to the trail. NON-AUTO TRANSPORTATION FACILITIES The subject site is within the Bethesda CBD, which is served by Metrorail, Metrobus, RideOn, Bethesda Circulator, and Capital Bikeshare. In addition to the provision of bus bays at the 9

17 7359 Wisconsin Avenue September 2017 Bethesda Metrorail station, bus stops are provided along Montgomery Avenue and Wisconsin Ave. Metrorail The Bethesda Metrorail station, which serves the Red Line, is the most proximate Metrorail station to the subject site. A station entrance is located on the west side of Wisconsin Avenue and south side of Old Georgetown Road. An elevator is located on the north side of Montgomery Lane, and a tunnel under Wisconsin Avenue with access one block to the north of the subject site at the East-West Highway provides pedestrian access to the Metro station. A southern station entrance is planned to be located on the south side of Elm Street immediately west of the intersection with Wisconsin Avenue. Metrobus Metrobus Routes J2, J3, and J4 provide service to the subject site. Riders can board or alight buses serving those routes at the bus bays that are located at the Bethesda Metrorail station. RideOn and Bethesda Circulator The site is directly serviced by route 36 with stops along Edgemoor Lane. Riders can also use routes 29, 30, 32, 34, 36, 47, and 70 at the bus bays that are located at the Bethesda Metrorail station. The Bethesda Circulator is a free bus route that services the Bethesda CBD with stops along Woodmont Avenue and Bethesda Avenue to the south of the site. Per the Downtown Bethesda Plan, an expanded route for the Bethesda Circulator includes westbound Elm Street. Capital Bikeshare and Bicycle Facilities Several Capital Bikeshare stations are located within the site area. The nearest station is located at the corner of Waverly Street at Montgomery Avenue that provides 11 docks. A cycle track is planned for Montgomery Avenue. Additional shared roadways, bike lanes, and cycle tracks are specified in the Bethesda Downtown Sector Plan. The Capital Crescent Trail (CCT) is an 11-mile shared use trail that connects Silver Spring, Maryland to the Georgetown neighborhood in Washington, DC. The CCT bisects the Bethesda CBD via Elm Street. Pearl Street is planned to connect to the Capital Crescent Trail which would be adjacent to Waverly Street. A connector would be provided at the end of the proposed Pearl Street Shared Roadway south of Montgomery Avenue. Purple Line 10

18 7359 Wisconsin Avenue September 2017 The Purple Line is a future 16-mile light rail lane to be operated by MTA that will service 21 stations from New Carrollton in Prince George s County to Bethesda. The terminus station in Bethesda is planned to be located under Elm Street, three blocks to the south. The Purple Line station would have direct connectivity to the southern entrance to the Bethesda Metrorail station and the Capital Crescent Trail. The Pearl Street/Capital Crescent Trail Connector would be in conjunction with the Purple Line. This project is currently planned and has recently received federal funding. BRT Corridor 4 Extension to Purple Line BRT Corridor 4 is proposed to be extended along MD 355 to the Bethesda Metro Station south of the North Bethesda Metro Station to connect to the proposed Purple Line. STUDY AREA DEFINITION The study area for this LATR study was established through consultation with M-NCPPC Staff and is contained in the scoping letter provided in Appendix A. For purposes of determining the study area, the land uses proposed for the site would generate an additional 430 AM peak hour vehicle trips and 403 PM peak hour vehicle trips, as calculated using ITE trip generation rates and appropriate non-auto driver mode splits per the 2017 LATR guidelines as shown in Table 1-1. Accordingly, the study area extends a minimum of one (1) signalized intersection in each direction from the site access. The following intersections were included in the study as discussed with M-NCPPC Staff through the scoping process: 1. Wisconsin Avenue/East-West Highway/Old Georgetown Road 2. Waverly Street/East-West Highway 3. Pearl Street/East-West Highway 4. Wisconsin Avenue/Montgomery Lane 5. Waverly Street/Montgomery Avenue 6. Pearl Street/Montgomery Avenue 7. Woodmont Avenue/Elm Street 8. Wisconsin AvenueElm Street/Waverly Street 9. Wisconsin Avenue/Elm Street (East Leg) Figure 2-1 shows the existing lane use and traffic control at each of these intersections. EXISTING TRAFFIC COUNTS Existing AM and PM peak hour vehicular, pedestrian, and bicycle traffic counts were conducted by Wells + Associates at each of the study intersections on a typical weekday from 6:30 AM to 9:30 AM and from 4:00 PM to 7:00 PM on either Wednesday April 19, 2017, Tuesday May 2, 2017, 11

19 7359 Wisconsin Avenue September 2017 or Thursday, May 4, All of these intersection counts were collected during non-holiday weeks when Montgomery County public schools were in session. To assess conditions with Elm Street open between Wisconsin Avenue and Woodmont Avenue, 2016 counts were used for the Woodmont Avenue/Elm Street and Wisconsin Avenue/Elm Street/Waverly Street intersections. The 2016 and 2017 counts at the Elm Street intersections and adjacent intersections were compared. As shown in Table B-1 (Appendix B), the 2016 and 2017 intersection counts are similar, except for certain turning movements that are affected by the closure of Elm Street between Woodmont Avenue and Wisconsin Avenue. The intersection counts were adjusted appropriately to match conditions with Elm Street open. Adjustment to the 2017 counts at the Wisconsin Avenue/Montgomery Avenue and Montgomery Avenue/Waverly Street intersection were made in order to balance the 2016 counts used for the Woodmont Avenue/Elm Street and Wisconsin Avenue/Elm Street/Waverly Street intersections. Trips were removed from the eastbound through movement at Wisconsin Avenue/Montgomery Avenue and the eastbound through movement at Montgomery Avenue/ Waverly Street. The same trips removed were added onto the northbound right movement at Montgomery Avenue/Waverly Street. This is to account for trips that travel eastbound along Elm Street, across Wisconsin onto Waverly and then right onto Montgomery Avenue, with Elm Street between Woodmont Avenue and Wisconsin Avenue being operational. Figure 2-2 shows the existing AM and PM peak hour vehicular traffic counts. The peak period count sheets and the 2016 and 2017 count comparison results are shown in Appendix B. Pedestrian and bicycle volumes at the study intersections are summarized on Figures 2-3 and 2-4, respectively, and the detailed count data is provided in Appendix B. As shown on Figure 2-2, Wisconsin Avenue presently carries 2,669 AM peak hour trips and 2,908 PM peak hour trips south of Montgomery Avenue in front of the site. Montgomery Avenue between Wisconsin Avenue and Waverly Street across the property frontage carries 1,072 AM peak hour trips and 1,243 PM peak hour trips. East-West Highway between Wisconsin Avenue and Waverly Street carries 1,094 AM peak hour trips and 1,507 PM peak hour trips. 12

20 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 HIGHWAY OLD GEORGETOWN ROAD WISCONSIN 2 5 SITE 10 EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Figure 2-1 Existing Lane Use and Traffic Controls 13 PEARL MONTGOMERY OLD GEORGETOWN HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM WOODMONT WOODMONT WISCONSIN WISCONSIN ELM 9 WAVERLY Represents One Travel Lane Signalized Intersection Stop Sign ELM WISCONSIN WISCONSIN ELM 10 SITE DRIVEWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland WAVERLY WAVERLY

21 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 HIGHWAY OLD GEORGETOWN ROAD WISCONSIN 2 5 SITE 10 EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Figure 2-2 Existing Peak Hour Traffic Volumes 14 PEARL MONTGOMERY OLD GEORGETOWN HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN 232/ /1262 MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM ELM WISCONSIN WISCONSIN 255/ / /45 ELM 57/83 110/118 40/48 WAVERLY 9 AM PEAK HOUR PM PEAK HOUR 000 / 000 ELM WISCONSIN WISCONSIN 2019/ /158 11/34 10 SITE DRIVEWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland 12/135 10/ /21 73/347 WAVERLY WAVERLY 704/ /419 62/82 82/ /1665 0/3 1594/ /46 112/87 218/ / /561 74/ / / / /229 21/27 63/62 6/2 259/ /245 89/97 62/47 83/ / /1469 8/15 WOODMONT WOODMONT 41/28 67/85 50/54 86/ /256 25/22 330/ / / /1145 1/1 17/39 21/102 33/40 185/ / /56 154/ / /115 33/32 201/136 16/11 5/22 75/173 15/64

22 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 HIGHWAY OLD GEORGETOWN ROAD WISCONSIN 2 5 SITE 10 EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Figure 2-3 Pedestrian Peak Hour Traffic Volumes 15 PEARL MONTGOMERY OLD GEORGETOWN HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 32/46 PEARL PEARL WAVERLY WAVERLY 205/197 MONTGOMERY 24/25 MONTGOMERY 7 ELM WOODMONT WOODMONT 65/138 49/121 WISCONSIN WISCONSIN ELM 83/119 9 WAVERLY AM PEAK HOUR PM PEAK HOUR 000 / 000 ELM WISCONSIN WISCONSIN 102/200 99/ /266 ELM 10 SITE DRIVEWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland WAVERLY WAVERLY 186/344 30/19 280/ /352 84/64 51/49 30/27 45/38 67/71 137/109 38/66 118/ /348 41/46 74/77 50/19 33/50 37/258 69/ /404 51/295 12/29 8/5 60/130 85/ /151 67/158

23 WOODMONT 7 ELM ELM WAVERLY WAVERLY HIGHWAY OLD GEORGETOWN ROAD WISCONSIN EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG SITE 10 Figure 2-4 Bicycle Peak Hour Traffic Volumes 16 PEARL MONTGOMERY OLD GEORGETOWN HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM WOODMONT WOODMONT ELM WISCONSIN WISCONSIN 1/0 3/3 ELM 1/0 1/2 WAVERLY 9 ELM WISCONSIN WISCONSIN 1/0 0/2 0/4 1/9 1/0 AM PEAK HOUR PM PEAK HOUR 000 / SITE DRIVEWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland WAVERLY WAVERLY 4/3 1/2 1/7 0/1 5/0 1/0 0/1 0/2 1/1 1/0 2/6 2/0 1/0 5/3 4/0 0/2 0/1 1/3 1/0 3/1 1/0 2/1 3/3 1/1 0/3 1/1 0/1 1/1 1/0 0/1 2/1 6/0 4/0 0/1 1/0 3/1 0/1 6/19 5/2 4/16 0/6 2/4 0/2 13/7 1/11 1/7 11/4 1/3 1/0 1/0 1/1 0/2 0/1 0/2 1/2

24 7359 Wisconsin Avenue September 2017 SECTION 3 LOCAL AREA TRANSPORTATION REVIEW (LATR) OVERVIEW This section presents a Local Area Transportation Review (LATR), which was conducted in accordance with the 2017 LATR Guidelines. It includes: a listing of applicable congestion standards; analyses of existing delays; a summary of site trip generation projections; analyses of future delays without and with the site development; and comprehensive pedestrian analyses and discussion. Additionally, there is a requirement for adequacy tests on the different modes which include motor vehicle, pedestrian, bicycle, and transit. Analysis is required for the corresponding mode should it exceed the threshold of 50 trips. The site is within a Red policy area, Bethesda CBD, per the Montgomery County policy areas which prompts analysis using the Highway Capacity Manual (HCM) methodology for the motor vehicle adequacy analysis. CONGESTION STANDARD As detailed in M-NCPPC s LATR Guidelines, the adequacy of each intersection analyzed in an LATR study is assessed based on the current congestion standard established for the Montgomery County Policy Area in which the intersection is located. The subject site and all of the study intersections are located within the Bethesda CBD Policy Area of Montgomery County where the congestion threshold is established at a maximum overall average delay of 120 seconds per vehicle. EXISTING CONDITIONS Operational Analysis Existing peak hour delays 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 Montgomery County Department of Transportation (MCDOT); the existing vehicular, pedestrian, and bicycle peak hour traffic volumes shown on Figures 2-2, 2-3, and 2-4 respectively; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro 9. The delays are presented in Appendix C and summarized in Table 3-1. The Montgomery Avenue and Waverly Street intersection operates with two lanes in both the southbound and the northbound direction. Currently there is no striping separating two travel lanes, however it was confirmed through field observations that Waverly Street is wide enough to for two lanes. The southbound approach operates as a separate left turn lane and separate 17

25 7359 Wisconsin Avenue September 2017 through lane, and the northbound approach operates as a separate right turn lane and a separate through lane. This operation is consistent throughout all scenarios. Delay As shown in Table 3-1, the Woodmont Avenue/Elm Street intersection (analyzed as an isolated intersection) and each of the networks (corridors) operate within the congestion standard. The Woodmont Avenue/Elm Street intersection operates with an average delay of 13.0 seconds per vehicle during the AM peak hour and 13.0 seconds per vehicle during the PM peak hour. The East-West Highway corridor operates with a network delay of 57 and 38 seconds per vehicle during the AM and PM peak hours. The Montgomery Avenue corridor, between Wisconsin Avenue and Pearl Street operates with a network delay of 25 and 23 seconds per vehicle during the AM and PM peak hours. The Wisconsin Avenue corridor operates with a network delay of 31 and 27 seconds per vehicle during the AM and PM peak hours. BACKGROUND FUTURE CONDITIONS Pipeline Developments The following 19 pipeline developments (approved, planned, or under construction and within the site vicinity) were identified by the M-NCPPC during the scoping process for inclusion in this LATR study: Rugby Condominium Plan No Rugby Avenue Plan No Woodmont Central Plan No Wisconsin Avenue Plan No Fairmont Avenue Plan No Lot 667 Woodmont Plan No St. Elmo Apartments Plan No Brightview Bethesda Plan No Wisconsin Avenue Plan No Woodmont View Plan No Artery Plaza Plan No Wisconsin Avenue Plan No Hampden Lane Plan No West Lane (Holladay at Edgemoor) Plan No

26 7359 Wisconsin Avenue September 2017 Air Rights Center 7300 Pearl Plan No Bethesda Commerce Plan No Wisconsin Avenue (Apex Building) Plan No Old Georgetown Road Plan No Bethesda Center Plan No A graphic showing the location of each pipeline development in relation to the project is provided on Figure 3-1. Pipeline Trip Generation The trip generation for the 19 pipeline developments was determined based on ITE trip generation rates and appropriate mode split adjustments, or obtained from their respective traffic study. The pipeline developments are forecasted to add 2,099 AM peak hour trips and 2,335 PM peak hour trips to the area road network at full build-out/occupancy. A portion of these trips would travel through the study intersections. A summary of the trip generation totals for each pipeline development is provided on Table 3-2 below. Pipeline Trip Assignments The peak hour trip distributions for each of the pipeline developments were developed based on previously approved LATR studies or the LATR trip distribution methodology for commercial and residential uses. The trips anticipated to be generated by the individual development projects were then assigned to the roadway network based on these distributions. The combined approved development peak hour traffic volumes traveling through the study intersections are shown on Figure 3-2. The individual traffic assignments for each of the above listed approved development projects are shown in the traffic forecasting worksheets contained in Appendix D. Background Traffic Forecasts Background traffic forecasts represent future conditions without the development of 7359 Wisconsin Avenue. Background traffic forecasts were estimated by adding the combined pipeline traffic assignments (Figure 3-2) to the existing peak hour traffic counts shown on Figure 2-2. The resulting background future traffic forecasts are summarized on Figure 3-3. The future lane use and traffic control will remain consistent from the existing conditions as shown on Figure 2-1. Operational Analysis The background peak hour delays without the proposed redevelopment were estimated at the study intersections based on: the background traffic forecasts without the proposed redevelopment; the future lane use and traffic controls; and existing traffic signal phasings/timings obtained from MCDOT; and the Highway Capacity Manual (HCM)

27 7359 Wisconsin Avenue September 2017 methodologies, using Synchro 9. The future peak hour delay without the proposed redevelopment are presented in Appendix E and summarized in Table 3-1. Delay As shown in Table 3-1, each of the study corridors would continue to operate within the congestion standard. The Woodmont Avenue/Elm Street intersection, which is analyzed as an isolated intersection, would operate with a delay of 25.4 seconds per vehicle in the AM peak hour and 16.9 seconds per vehicle during the PM peak hour, remaining within the congestion standard. The East-West Highway corridor would operate with a network delay of 77 and 50 seconds per vehicle during the AM and PM peak hours. The Montgomery Avenue corridor, between Wisconsin Avenue and Pearl Street operates with a network delay of 30 and 37 seconds per vehicle during the AM and PM peak hours. The Wisconsin Avenue corridor operates with a network delay of 41 and 38 seconds per vehicle during the AM and PM peak hours. TOTAL FUTURE CONDITIONS The total future condition analyzed in this study considers the redevelopment of the subject site with 400,000 SF of office and 225 hotel rooms. Trip Generation Trip generation estimates for the existing and proposed land uses of the redevelopment of 7359 Wisconsin Avenue were based on ITE trip generation rates, local data for the police station and the 2017 LATR Guidelines. Existing Uses. As shown on Table 1-1, the existing uses are expected to generate 126 AM peak hour and 204 PM peak hour person trips, 60 AM peak hour and 96 PM peak hour auto driver vehicle trips, 29 AM peak hour and 43 PM peak hour transit trips, 21 AM peak hour and 37 PM peak hour non-motorized (bicycle) trips, and 50 AM peak hour and 80 PM peak hour pedestrian trips. Proposed Uses. The proposed uses are expected to generate 900 AM peak hour and 844 PM peak hour person trips, 430 AM peak hour and 403 PM peak hour auto driver vehicle trips, 213 AM peak hour and 200 PM peak hour transit trips, 143 AM peak hour and 134 PM peak hour nonmotorized (bicycle) trips, and 356 AM peak hour and 334 PM peak hour pedestrian trips. The 37,000 SF office space, 16,200 SF of police station, and 8,000 SF of retail that will be removed contributes to the number of vehicle trips generated by the existing site. The number 20

28 7359 Wisconsin Avenue September 2017 of new trips generated by the proposed expansion is equal to the removal of the vehicle trips associated with the office building, police station, retail use, and the addition of vehicle trips generated by the 400,000 SF of office space and 225 hotel rooms. New Trips. The difference between the existing and proposed uses indicates that the proposed uses are expected to generate 774 new AM peak hour and 640 new PM peak hour person trips, 370 new AM peak hour and 307 new PM peak hour auto driver vehicle trips shown on Table 3-3, 184 new AM peak hour and 157 new PM peak hour transit trips, 122 new AM peak hour and 97 new PM peak hour non-motorized (bicycle) trips, and 306 new AM peak hour and 254 new PM peak hour pedestrian trips. Site Trip Assignments The peak hour trip distributions for the proposed redevelopment of 7359 Wisconsin Avenue were developed using the LATR trip distribution methodology for office and hotel uses. The trips anticipated to be generated by the site were applied to the roadway network based on these distributions. The following directions of approach for were utilized: To/From (Inbound %/Outbound %) North on MD 355/Woodmont Avenue 31 / 31 West on Old Georgetown Road 29 / 29 South on Arlington Rd/Woodmont Avenue 2 / 4 South on MD / 6 East on East-West Highway 30 / 0 East on Montgomery Avenue 0 / 30 TOTAL 100 / 100 The existing trips to be removed is shown on Figure 3-4. The assignment of the proposed sitegenerated trips through the study intersections are shown on Figure 3-5. Total Future Forecasts The total future traffic forecasts, shown on Figure 3-6, represent future conditions with the subject redevelopment. The forecasts were developed by adding the additional site traffic shown on Figure 3-5, respectively, to the background future traffic forecasts shown on Figure 3-3. Operational Analysis The future peak hour delay with the proposed redevelopment were estimated at the study intersections based on: the future traffic forecasts with the proposed redevelopment; the future lane use and traffic controls; and existing traffic signal phasings/timings obtained from MCDOT; and the Highway Capacity Manual (HCM) 2000 methodologies, using Synchro 9. The eastbound Bethesda Avenue approach to Wisconsin Avenue was narrowed to include a single lane to 21

29 7359 Wisconsin Avenue September 2017 accommodate the Capital Crescent Trail on-street cycle track. The future peak hour delays with the proposed redevelopment are presented in Appendix F and summarized in Table 3-1. Delay As shown in Table 3-1, each of the study intersections would continue to operate within the congestion standard under future conditions with the site development. The Woodmont Avenue/Elm Street intersection, which is analyzed as an isolated intersection, would operate with a delay of 25.4 seconds per vehicle during the AM peak hour and a delay of 19.3 seconds per vehicle during the PM peak hour, remaining within the congestion standard. As outlined below, all other study intersections are analyzed under a network delay approach in accordance with the LATR Guidelines. The East-West Highway corridor would operate with a network delay of 90 and 56 seconds per vehicle during the AM and PM peak hours. The Montgomery Avenue corridor, between Wisconsin Avenue and Pearl Street operates with a network delay of 36 and 42 seconds per vehicle during the AM and PM peak hours. The Wisconsin Avenue corridor operates with a network delay of 48 and 43 seconds per vehicle during the AM and PM peak hours. These results indicate that the proposed redevelopment at 7359 Wisconsin Avenue that includes 400,000 SF office and approximately 225 hotel rooms passes the motor vehicle adequacy test of the LATR. Wisconsin Avenue/Waverly Street/Elm Street Operation Presently, there is signage at the intersection of Wisconsin Avenue/Waverly Street/Elm Street that restricts left turn movements in the PM peak period from westbound Waverly Street to southbound Wisconsin Avenue. Removing the westbound left turn restriction would promote more efficient vehicular circulation in Bethesda. It is noted, based on the existing traffic counts, that a modest number of vehicles disobey this restriction. With the westbound left turns permitted, the Wisconsin Avenue corridor would continue to operate within the congestion standard during the AM and PM peak hour hours signifying there is adequate capacity and operation. The feasibility of permitting the westbound left turns during the PM peak period should be further evaluated with MCDOT and SHA. 22

30 Table Wisconsin Avenue Intersection and Corridor Delays Summary Existing Conditions Background Conditions Total Future Conditions Intersection/Corridor Intersection Control Critical Movement Congestion Standard AM PM AM PM AM PM 7. Woodmont Avenue/Elm Street Signal OVERALL Wisconsin Avenue (between East West Highway and Elm Street East Leg) Network OVERALL East West Highway (between Wisconsin Avenue and Pearl Street) Network OVERALL Montgomery Avenue (between Wisconsin Avenue and Pearl Street) Network OVERALL Notes: (1) Delays are presented as units of seconds. (2) Synchro 9 (build 909, rev 20) was used to determine vehicle delays, unless otherwise specified. 23

31 O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Pipeline Developments 1. Rugby Condominium Rugby Avenue 3. Woodmont Central Wisconsin Avenue Fairmont Avenue 6. Lot 667 Woodmont 7. St. Elmo Apartments 8. Brightview Bethesda Wisconsin Avenue 10. Woodmont View 11. Artery Plaza Wisconsin Avenue Hampden Lane 14. Holladay at Edgemoor 15. Air Rights Center/7300 Pearl Street 16. Bethesda Commerce Wisconsin Avenue Old Georgetown Road 19. Bethesda Center SITE Figure 3-1 Pipeline Locations NORTH 7359 Wisconsin Avenue Bethesda, Maryland 24

32 Table Wisconsin Avenue Pipeline Trip Generation Summary Land Use Size Units AM Peak Hour PM Peak Hour IN OUT TOTAL IN OUT TOTAL 1. Rugby Condominium (Plan No ) Residential 61 DU Rugby Avenue (Plan No ) Police Station 28,480 SF Woodmont Central (Plan No ) Office (Phase 1A) 87,550 SF Retail (Phase 1A) 10,360 SF Residential (Phases 1B & 2) 470 DU Retail (Phases 1B & 2) 9,000 SF Woodmont Central Subtotal Wisconsin Avenue (Plan No ) Existing Office 51,406 SF (65) (12) (77) (19) (58) (77) Existing Retail 12,925 SF (4) (4) (8) (17) (17) (34) Approved Grocery 15,000 SF Approved Retail 7,000 SF Net Commercial Subtotal (53) (9) (62) 20 (20) Approved Residential 475 DU Wisconsin Avenue Subtotal (24) Fairmont Avenue (Plan No ) Existing Office 72 DU Existing Retail 5,313 SF Fairmont Avenue Subtotal Lot 667 Woodmont (Plan No ) Retail/Commercial 5,429 SF St. Elmo Apartments (Plan No ) Residential 210 DU Office 10,000 SF Retail 6,000 SF St. Elmo Apartments Subtotal Brightview Bethesda (Plan No ) Assisted Living 120 DU Retail 3,125 SF Brightview Bethesda Subtotal Wisconsin Avenue (Plan No ) Residential 140 DU Retail 4,500 SF Wisconsin Avenue Subtotal Woodmont View (Plan No ) Residential 46 DU Retail 3,200 SF Woodmont View Subtotal Artery Plaza (Plan No ) Office 168,956 SF Retail 25,088 SF Hotel 230 Rooms Artery Plaza Subtotal Wisconsin Avenue (Plan No ) Residential 225 DU Retail 15,000 SF Wisconsin Avenue Subtotal Hampden Lane (Plan No ) Residential 64 DU Holladay at Edgemoor (Plan No ) Residential 120 DU Air Rights Center 7300 Pearl (Plan No ) Office 150,000 SF Bethesda Commerce (Plan No ) Residential 120 DU Retail 5,000 SF Bethesda Commerce Subtotal Wisconsin Avenue (Plan No ) Residential 480 DU Office 360,800 SF Retail 14,572 SF Wisconsin Avernue Subtotal Old Georgetown Road (Plan No ) Residential 107 Rooms Daycare 25 Staff Old Georgetown Road Subtotal Bethesda Center (Plan No ) Office 253,787 SF Hotel 222 Rooms Net Commercial Subtotal Existing Hotel 74 Rooms (18) (13) (31) (16) (16) (32) Bethesda Center Subtotal Total Pipeline Development Trips 1, , ,368 2,335 Notes: 1. Trip generation based on previously approved traffic impact studies, statements, or staff reports, unless otherwise stated. 25

33 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 HIGHWAY OLD GEORGETOWN ROAD WISCONSIN 2 5 SITE 10 EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Figure 3-2 Combined Pipeline Assignments 26 PEARL MONTGOMERY OLD GEORGETOWN AM PEAK HOUR PM PEAK HOUR 000 / 000 HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN 34/6 123/340 MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM ELM WISCONSIN WISCONSIN 147/97 ELM 11/26 29/27 WAVERLY 9 ELM WISCONSIN WISCONSIN 188/ SITE DRIVEWAY WAVERLY WAVERLY 84/260 68/133 7/5 3/19 14/ / /145 20/4 5/39 52/56 41/55 127/59 44/8 263/185 28/22 6/45 17/123 64/12 32/39 43/15 43/ /26 WOODMONT WOODMONT 11/7 8/26 149/84 114/35 3/12 111/313 36/11 262/141 41/10 98/150 43/15 36/57 85/68 48/23 64/30 6/2 21/75 20/58

34 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 HIGHWAY OLD GEORGETOWN ROAD WISCONSIN 2 5 SITE 10 EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG Figure 3-3 Background Peak Hour Traffic Volumes 27 PEARL MONTGOMERY OLD GEORGETOWN HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN 266/ /1602 MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM ELM WISCONSIN WISCONSIN 255/ / /45 ELM 68/ /145 40/48 WAVERLY 9 AM PEAK HOUR PM PEAK HOUR 000 / 000 ELM WISCONSIN WISCONSIN 2207/ /158 11/34 10 SITE DRIVEWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland 12/135 10/ /21 73/347 WAVERLY WAVERLY 788/ /552 7/5 65/101 96/ /1996 0/3 1838/ /46 132/91 223/ / /616 74/ / / / /251 27/72 80/185 70/14 259/ /284 89/97 105/62 83/ / / /41 WOODMONT WOODMONT 52/35 75/111 50/54 86/ / /57 333/ / / /1286 1/1 17/39 62/112 33/40 185/ / /71 190/ / /138 33/32 265/166 22/13 26/97 95/231 15/64

35 Table Wisconsin Avenue Site Trip Generation Summary with Directional Splits 1, 2 Land Use Land Use Code Size Units Proposed Use AM Peak Hour PM Peak Hour IN OUT TOTAL IN OUT TOTAL Office ITE (710) 400,000 SF Hotel ITE (310) 225 Rooms Notes: 1. Trip generation based on ITE Trip Generation Manual 9th 2. Bethesda CBD Policy Area 28

36 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 HIGHWAY OLD GEORGETOWN ROAD WISCONSIN 2 EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG 5 SITE 10 Figure 3-4 Existing Trips to be Removed 29 PEARL MONTGOMERY OLD GEORGETOWN AM PEAK HOUR PM PEAK HOUR 000 / 000 HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM ELM WISCONSIN WISCONSIN -4/-22-1/-11-4/-2 ELM -1/0 9 WAVERLY ELM WISCONSIN WISCONSIN 10 SITE DRIVEWAY -6/-48 WAVERLY WAVERLY 0/-1-4/-2-16/-8 0/-4-4/ /-4-15/-8 0/-4-16/-8-2/-1 0/-1 0/-3-1/-8-2/-1-1/-8-4/-22 WOODMONT WOODMONT -1/0-1/0-3/-2 0/-4 0/-2-15/-8-15/-7 0/-1 0/-1

37 WOODMONT 7 ELM ELM WAVERLY WAVERLY HIGHWAY OLD GEORGETOWN ROAD WISCONSIN EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG SITE 10 Figure 3-5 Site Assignments 30 PEARL MONTGOMERY OLD GEORGETOWN AM PEAK HOUR PM PEAK HOUR 000 / 000 HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM WOODMONT WOODMONT ELM WISCONSIN WISCONSIN 211/60 ELM 7/2 9 WAVERLY ELM WISCONSIN WISCONSIN 10 SITE DRIVEWAY 27/103 WAVERLY WAVERLY 35/10 16/64 28/8 109/31 8/30 19/73 106/30 109/31 16/64 24/91 27/ /30 24/91 7/2 16/64 12/46 316/90 28/8 106/30 102/29 4/16 8/30 51/194 28/109

38 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 HIGHWAY OLD GEORGETOWN ROAD WISCONSIN 2 EAST-WEST O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG 5 SITE 10 Figure 3-6 Total Future Peak Hour Traffic Volumes 31 PEARL MONTGOMERY OLD GEORGETOWN HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN 264/ /1665 MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM ELM WISCONSIN WISCONSIN 251/83 875/ /103 ELM 68/ /147 40/48 WAVERLY 9 AM PEAK HOUR PM PEAK HOUR 000 / 000 ELM WISCONSIN WISCONSIN 2207/ /158 11/34 10 SITE DRIVEWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland 12/135 10/ /21 94/402 WAVERLY WAVERLY 345/370 35/10 804/ /552 7/5 65/101 96/ /2002 0/3 1931/ /46 132/91 227/ / /612 74/ / / / /274 27/72 80/185 70/14 259/ / / /91 82/ / / /41 WOODMONT WOODMONT 58/37 75/111 50/54 86/ / /57 131/ /1282 1/1 33/103 74/156 33/40 316/90 187/ / / / / /93 190/ / /138 33/32 265/166 22/13 26/97 99/246 23/93 51/194 28/109

39 7359 Wisconsin Avenue September 2017 SECTION 4 PEDESTRIAN AND BICYCLE STATEMENT OVERVIEW This pedestrian and bicycle impact statement discusses the pedestrian and bicycle access and circulation in the vicinity of the site and the transit and other non-automotive options in the study area. As noted previously, pedestrian and bicycle adequacy tests are required as part of this LATR. Figure 4-1 shows the location of sidewalks, pedestrian signal heads, accessible ramps, and bus stops, within the study area. Pedestrian Facilities Sidewalks are provided along both sides of each street in the study area. Crosswalks and ADA ramps are provided at each of the signalized study intersections, as shown on Figure 4-1. Pedestrian signal heads with accompanying push buttons are provided wherever crosswalks are provided at each intersection. Pedestrian Crossings The nine (9) off-site study intersections are signalized and provide for controlled pedestrian crossings. Pedestrian crossing times at the signalized study intersections were evaluated based on the existing intersection geometry and traffic signal timing information provided by the Montgomery County Department of Transportation (MCDOT). A summary of the results of the analyses is discussed below. Pedestrian crossing distances and signal timings at each of the signalized intersections were reviewed to determine if sufficient timing is provided for a pedestrian to cross the respective road at a walking speed of 3.5 feet per second. Traffic signal timing plans were obtained from MCDOT. The crossing times were reviewed for the walk and flashing don t walk indicators. The don t walk indicator illuminates when the respective green cycle changes to amber. The pedestrian then has the amber and all-red phase of the cycle to complete the crossing (approximately an additional five (5) to seven (7) seconds.) Table 4-1 presents a summary of the crossing distances for each leg of the study intersections, as well as the required crossing times and the provisions of crossing time for those legs based on the signal timing plans obtained from MCDOT. As shown, there is adequate Walk time and Flashing Don t Walk time available for pedestrians to cross within the crosswalks on each street. 32

40 7359 Wisconsin Avenue September 2017 Transit Facilities The site is served by the following bus services: WMATA Route J2, J3 o Service provided between the Paul Sarbanes Transit Center in Silver Spring and the Westfield Montgomery Mall Transit Center. o To Westfield Montgomery Mall Transit Center Monday through Friday 4:45 AM to 1:20 AM (3:10 AM at Medical Center Metro Station Friday Only). o To Paul Sarbanes Transit Center Monday through Friday 5:30 AM to 1:30 AM (2:40 AM at Paul Sarbanes Transit Center Friday Only). WMATA Route J4 o Service between the College Park-U of MD station to the Bethesda Metro Station. o To Bethesda Station Monday through Friday 5:20 AM to 7:40 PM. o To College Park-U of MD Station Monday through Friday 6:10 AM to 7:25 PM RideOn 34 o Service between the Wheaton Metro station and the Friendship Heights Metro station. o To Friendship Heights Metro Station Monday through Friday 5:00 AM to 12:30 AM. o To Friendship Heights Metro Station Saturday 6:00 AM to 12:30 AM. o To Wheaton Metro Station Monday through Friday 5:20 AM to 1:20 AM. o To Wheaton Metro Station Saturday 5:50 AM to 1:10 AM. RideOn 36 o Service between the Connelly School of the Holy Child and the Bethesda Metro station. o To Bethesda Station Monday through Friday 6:00 AM to 7:40 PM. o To Connelly School Monday through Friday 6:30 AM to 8:00 PM Bethesda Circulator o Free service that loops throughout the Bethesda CBD. o Stops along Battery Lane, Woodmont Avenue, Wisconsin Avenue, Bradley Boulevard, Arlington Road, Edgemoor Lane, and Old Georgetown Road. o Monday through Thursday 7 AM to 11 PM. o Friday 7 AM to 12 AM o Saturday 10 AM to 12 AM 33

41 7359 Wisconsin Avenue September 2017 Additional bus routes that have boarding and alighting bays at the Bethesda Metrorail station include: Metrobus J2, J3 Metrobus J4 Metrobus J7, J9 RideOn 29 RideOn 30 RideOn 32 RideOn 34 RideOn 36 RideOn 47 RideOn 70 The site is served by the Bethesda Metrorail station, which is on the Red Line. A station entrance is located on the west side of Wisconsin Avenue and south side of Old Georgetown Road. An elevator is located on the north side of Montgomery Lane at Wisconsin Avenue. Bicycle Facilities The Bethesda CBD is served by the Capital Crescent Trail (CCT), a shared use trail that connects Silver Spring, Maryland to the Georgetown neighborhood in Washington, DC. Within the Bethesda CBD, it is generally oriented in a northeast-southwest direction, with the alignment positioned to the south of Montgomery Avenue, crossing Wisconsin Avenue (MD 355) via a tunnel beneath Elm Street, and continuing south of Arlington Road. Access to the subterranean trail tunnel that crosses Wisconsin Avenue is provided from Woodmont Plaza. The CCT has an on-street route which bypasses the Wisconsin Avenue tunnel by way of 46 th Street adjacent to the Elm Street Park, Willow Lane, and Bethesda Avenue. The on-street route reconnects to the trail at Woodmont Avenue. As described in Section 2, several Capital Bikeshare stations are located in the vicinity of the site. A new bikeshare station is proposed adjacent to the County s public parking Garage 47, as part of 7359 Wisconsin Avenue site plan. The Applicant is working with MCDOT to determine the feasibility and location. There are currently no existing bike lanes along the site frontages per the Bikeway Classification figure per the Bethesda Downtown Plan. Pearl Street is planned as a shared roadway and will connect to the Capital Crescent Trail south of Montgomery Avenue. The provision of additional shared roadways, bike lanes, and cycle tracks are envisioned in the Bethesda Downtown Plan. Figure 4-2 shows the non-auto facilities in the study area, including bicycle facilities, Capital Bikeshare stations, the Bethesda Metrorail station entrances, and the Bethesda Purple Line station entrance. 34

42 7359 Wisconsin Avenue September 2017 Street Light Inventory Street lights are provided at several locations along the local roads extending to close proximity of study site area. Street lighting will be provided throughout the proposed redevelopment in accordance with the current Montgomery County lighting standards. Pedestrian System Adequacy The proposed redevelopment triggers a pedestrian system adequacy analysis since the site is expected to generate at least 50 pedestrian peak hour trips. The analysis includes a review of the ADA compliance at the study intersections within 500 feet of the development site boundary, and crosswalk pedestrian delay analysis. As discussed previously, each of the study intersections have ADA ramps, push buttons and countdown signal heads for each road crossing. No ADA issues were observed at the study intersections based on visual inspection. Crosswalk pedestrian delay for each leg of the signalized study intersections was evaluated based on Highway Capacity Manual methodology. A summary of the results are shown in Table 4-2 and the worksheets are presented in Appendix H. As shown in Table 4-2, each of the crosswalks at the study intersections within 500 feet of the subject site currently operate at an acceptable level of service (LOS) D or better during both the AM and PM peak hours. The 2017 LATR guidelines require at least an LOS D capacity or above in any crosswalk to consider a pedestrian system to be sufficient. Based on the ADA facilities at the study intersections and the level of service for the crosswalks, the pedestrian system adjacent to the subject site is adequate. Bicycle System Adequacy The proposed redevelopment is anticipated to generate more than 50 non-motorized (bicycle) trips. Thus, an evaluation of bicycle system adequacy is required. Adequacy is measured by the LTS (Level of Traffic Stress). The stress is determined on the comfort or skill level of a cyclist in reference to a roadway. The appropriate adequacy for a bicycle system provides a LTS 2. Potential mitigation involves the applicant providing necessary adjustments to promote low level of traffic stress that facilitates LTS 2 conditions within 750 feet of a development site boundary. In this case, the level of bicycle stress would be accomplished through a planned bike lane on Montgomery Avenue and a connection to the Capital Crescent Trail at the end of Pearl Street, per the Bethesda Downtown Plan. The Applicant will coordinate with MCDOT, M-NCPPC, and others in the design of the bike lane. Further, a location for a Capital Bikeshare station is proposed immediately adjacent to the site along public parking Garage 47. The Applicant is working with MCDOT on the location. 35

43 WOODMONT 7 ELM ELM WAVERLY WAVERLY 1 OLD GEORGETOWN ROAD WISCONSIN O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG 2 5 SITE 10 Figure 4-1 Pedestrian Infrastructure MONTGOMERY HIGHWAY EAST-WEST PEARL 1 OLD GEORGETOWN HIGHWAY WISCONSIN WISCONSIN ROAD 3 EAST-WEST EAST-WEST HIGHWAY 2 EAST-WEST HIGHWAY WAVERLY WAVERLY EAST-WEST HIGHWAY PEARL PEARL HIGHWAY EAST-WEST 4 MONTGOMERY WISCONSIN WISCONSIN MONTGOMERY LANE MONTGOMERY 8 MONTGOMERY 6 PEARL PEARL WAVERLY WAVERLY MONTGOMERY MONTGOMERY 7 ELM WOODMONT WOODMONT WISCONSIN WISCONSIN ELM SIDEWALK PEDESTRIAN CROSSWALK ADA RAMP 36 9 WAVERLY PEDESTRIAN SIGNAL HEAD PEDESTRIAN SIGNAL HEAD W/ PUSH BUTTON ELM WISCONSIN WISCONSIN ELM 10 SITE DRIVEWAY NORTH 7359 Wisconsin Avenue Bethesda, Maryland WAVERLY WAVERLY

44 Table Wisconsin Avenue Existing Pedestrian Crossings and Timings (1) Pedestrian Leg of Distance of Time needed for Clearance Time Net Crossing Flashing Adequate time provided Adequate time provided Crossing Intersection Pedestrian Crossing* 3.5 feet/sec Reduction Time Required 2 Walk don t walk Total Walk Time 3 at rate of 3.5 ft/sec? at rate of 3.5 ft/sec? (feet) (seconds) (seconds) (seconds) (seconds) (seconds) With respect to Walk + Flash Don't Walk With respect to Flash Don't Walk 1: Wisconsin Avenue/East West Highway/Old Georgetown Road Across Wisconsin Avenue North Yes Yes Across Wisconsin Avenue South Yes Yes Across East West Highway East Yes Yes Across Old Georgetown Road West Yes Yes 2: Waverly Street/East West Highway Across Waverly Street North Yes Yes Across Waverly Street South Yes Yes Across East West Highway East Yes Yes Across East West Highway West Yes Yes 3: Pearl Street/East West Highway Across Pearl Street North Yes Yes Across Pearl Street South Yes Yes Across East West Highway East Yes Yes Across East West Highway West Yes Yes 4: Wisconsin Avenue/Montgomery Lane/Montgomery Avenue Across Wisconsin Avenue North Yes Yes Across Wisconsin Avenue South Yes Yes Across Montgomery Avenue East Yes Yes Across Montgomery Lane West Yes Yes 5: Waverly Street/Montgomery Avenue Across Waverly Street North Yes Yes Across Waverly Street South Yes Yes Across Montgomery Avenue East Yes Yes Across Montgomery Avenue West Yes Yes 6: Pearl Street/Montgomery Avenue Across Pearl Street North Yes Yes Across Pearl Street South Yes Yes Across Montgomery Avenue East Yes Yes Across Montgomery Avenue West Yes Yes 7: Woodmont Avenue/Elm Street Across Woodmont Avenue North Yes Yes Across Woodmont Avenue South Yes Yes Across Elm Street East Yes Yes Across Elm Street West Yes Yes 8: Wisconsin Avenue/Elm Street/Waverly Street Across Wisconsin Avenue 4 North Yes Yes Across Wisconsin Avenue 4 South Yes Yes Across Waverly Street East Yes Yes Across Elm Street West Yes Yes 9: Wisconsin Avenue/Elm Street (East Leg) Across Wisconsin Avenue North Yes Yes Across Wisconsin Avenue South Yes Yes Across Elm Street East Yes Yes Notes: (1) Based on existing single timings obtained from Montgomery County DOT or field observations. (2) Net Crossing Time Required = Time needed for 3.5 feet/sec Clearance Time Reduction (3) Total Walk Time = Walk + Flash Do Not Walk Time (4) Distance measured from curb to median refuge * Distance from curb to far edge of traveled lane 37 Wells + Associates, Inc. Silver Spring, Maryland

45 ARLINGTON ROAD WOODMONT BETHESDA ELM HAMPDEN LANE MONTGOMERY LANE OLD GEORGETOWN ROAD O:\PROJECTS\ \ WISCONSIN \ GRAPHICS.DWG 36 BC BC BETHESDA METRO STATION 34 J BC 36 BC BC Figure 4-2 Non-Auto Transportation Facilities CAPITAL BIKESHARE CAPITAL CRESCENT TRAIL CAPITAL CRESCENT TRAIL ON- OPTION * BUS STOP RED LINE PURPLE LINE WISCONSIN MILLER J 34 WAVERLY EAST WEST HIGHWAY J SITE RIDE ON 36 RIDE ON 34 WMATA J2, J3, J4 BC * LELAND 34 WILLOW LANE ELM MONTGOMERY J J BETHESDA CIRCULATOR SOUTHERN ENTRANCE TO RED LINE NORTH 7359 Wisconsin Avenue Bethesda, Maryland

46 Table Wisconsin Avenue Pedestrian Crosswalk Level of Service Summary Intersection Intersection Control Critical Movement Existing Conditions Background Conditions Total Future Conditions AM PM AM PM AM PM 2. Waverly Street/East West HWY Signal EB B (2.51) B (2.58) B (2.53) B (2.60) B (2.53) B (2.61) WB C (2.88) B (2.35) C (2.98) B (2.41) C (3.13) B (2.45) NB B (2.39) C (2.77) B (2.40) C (2.77) B (2.45) C (2.86) SB B (2.08) B (2.05) B (2.08) B (2.05) B (2.08) B (2.05) 4. Wisconsin Avenue/Montgomery Lane/Montgomery Avenue Signal EB B (2.43) B (2.47) B (2.48) B (2.56) B (2.49) B (2.56) WB B (2.35) B (2.30) B (2.39) B (2.32) B (2.44) B (2.34) NB C (2.95) C (2.97) C (3.01) C (3.04) C (3.01) C (3.05) SB D (3.56) C (3.30) D (3.65) C (3.40) D (3.79) C (3.44) 5. Waverly Street/Montgomery Avenue Signal EB B (2.63) B (2.47) B (2.67) B (2.50) B (2.72) B (2.47) WB B (2.27) B (2.39) B (2.31) B (2.43) B (2.32) B (2.45) NB B (2.24) B (2.13) B (2.21) B (2.14) B (2.32) B (2.22) SB B (2.38) B (2.45) B (2.39) B (2.46) B (2.41) B (2.46) Notes: (1) Synchro 9 (build 909, rev 20) was used to determine vehicle delays, unless otherwise specified. 39

47 7359 Wisconsin Avenue September 2017 Section 5 CONCLUSIONS The conclusions of this study are as follows: 1. Under existing conditions, the isolated intersection and studied corridors currently operate within the acceptable Bethesda CBD congestion standard, overall average delay of 120 seconds per vehicle, during the weekday AM and PM peak hours. 2. The 19 pipeline developments are expected to generate 2,099 AM peak hour trips and 2,335 PM peak hour trips upon completion. 3. Under background conditions without the site development, the isolated intersection and studied corridors would continue to operate at acceptable average delays, less than 120 seconds, during both the AM and PM peak hours. 4. The proposed redevelopment for 7359 Wisconsin Avenue is expected to generate 774 AM peak hour and 640 PM peak hour person trips. It would generate 370 AM peak hour and 307 PM peak hour vehicle trips, 184 AM peak hour and 157 PM peak hour transit trips, 122 AM peak hour and 97 PM peak hour non-motorized (bicycle) trips, and 306 AM peak hour and 254 PM peak hour pedestrian trips. 5. Under future conditions with the site development, the isolated intersection and studied corridors would continue to operate with acceptable average delays (below 120-seconds) during both the AM and PM peak hours, satisfying the motor vehicle adequacy test. 6. The site is served by a highly connected network of pedestrian, bicycle, and transit facilities, which facilitate non-automotive mode choices of travel. Those facilities include sidewalks, crosswalks at each of the off-site study intersections, Capital Bikeshare stations, bus routes, the Bethesda Metrorail station and the future Bethesda Purple Line station. Access to the Purple Line and Metro station will be provided one block from the subject site at the Wisconsin Avenue/Waverly Street/Elm Street intersection. 7. The pedestrian crossing times for each leg of the nine (9) signalized study intersections provide adequate intervals for pedestrians to safely cross the street. These intersections have ADA pedestrian equipment including ramps, push buttons and audio countdown pedestrian heads. 8. The proposed site development passes the adequate public facilities LATR tests for the required motor vehicle, pedestrian and bicycle adequacy. S:\PROJECTS\ WISCONSIN \DOCUMENTS\REPORTS\7359 WISCONSIN LATR (NEW FORMAT).DOCX 40

48 APPENDIX A The Scope of Work Agreement 7359 Wisconsin Avenue September 2017

49

50 MONTGOMERY COUNTY PLANNING DEPARTMENT THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION Local Area Transportation Review TRANSPORTATION IMPACT STUDY SCOPE OF WORK AGREEMENT INTERIM DRAFT (March 2017 version) Contact Information Transportation Consultant (company, contact name, , and phone number) Name of Applicant / Developer Wells + Associates Chris Kabatt, clkabatt@wellsandassociates.com, (301) S/C 7351 Wisconsin Avenue, LLC c/o StonebridgeCarras, LLC Christopher J. Smith smith@stonebridgecarras.com Project Information Project Name (include plan no. if known) Project Location (include address if known) Policy Area(s) (subdivision staging policy map) Application Type(s) Project Description & Previous Approvals (proposed land uses, zoning, no. of units, square footage, construction phasing, prior approvals and proposals, existing uses, site operations, year built, status of Adequate Public Facilities [APF], other relevant info) 7359 Wisconsin Avenue Include Tables/Graphics, As Needed Bethesda CBD, bounded by Wisconsin Avenue (Route 355) on the west, Waverly Street on the east, and Montgomery Avenue (Route 410) on the north. The site is within 1,000 feet of the Bethesda Metrorail station access. Bethesda CBD Preliminary Plan Conditional Use (formerly special exception) X Site Plan Master Plan(s) / Sector Plan Area(s) Local Map Amendment X Sketch/Concept/Pre- Preliminary (Optional) Downtown Bethesda Plan Amendment Other: The site is proposed for redevelopment with 393,800 square feet (SF) of office and approximately 200 hotel rooms. Presently, 37,000 SF of office space, a 16,200 SF police station, and 8,000 SF of retail space exist on three parcels, 7359 Wisconsin Avenue, 7351 Wisconsin Avenue, and 4630 Montgomery Avenue. January 2017 Version

51 1.Site Access (proposed access location(s), existing/adjacent/opposite curb cuts, interparcel connections, access configurations and restrictions, internal circulation, private roads, parking/loading areas, other relevant info) Vehicular access to subject site is provided by four curb cuts. A driveway on Wisconsin Avenue approximately 90 south of Montgomery Avenue provides access to a parking lot for 7351 Wisconsin Avenue; access to the police station is currently provided via two curb cuts on Montgomery Avenue approximately 125 feet and 170 feet from Wisconsin Avenue. A parking lot with a driveway on Waverly Street, approximately 65 feet south of Montgomery Avenue, serves the office building at 4630 Montgomery Avenue. A public parking garage is located on the north side of the Montgomery Avenue across from the subject site that also provides parking for the police. A plaza is planned at the corner of Wisconsin and Montgomery Avenue, providing access to the office lobby. The hotel lobby would have access on Montgomery Avenue and at the corner of Wisconsin Avenue and Montgomery Avenue. Both loading and parking garage access are planned on Waverly Street. 2.Transportation Analysis Requirement (refer to pages 4 and 6 in the Jan LATR Guidelines; staff can provide additional guidance and support) 3.Policy Area Review (PAR) (refer to pages of the Jan LATR Guidelines) 4.Transportation Mitigation Agreement (TMAg) Required? 5.Established Transportation Management District (TMD)? X Transportation Impact Study Generates 50 or more total weekday peak hour person trips (vehicular, transit, bicycle, and/or pedestrian) with no reductions other than a credit for existing developments over 12 years old, AND is outside of the White Flint and White Oak Policy Areas. Fill out remainder of this form and include in transportation impact study appendix. TPAR (1/1/13 12/31/16) 0, 25, 50%: N/A (TPAR = Transportation Policy Area Review) No PAMR (11/15/07-12/31/12) 0-50%: N/A (PAMR = Policy Area Mobility Review) X Yes (25+ Employees and in Transportation Management District [TMD]) No X Yes TMD Name: Bethesda Transportation Study Exemption Statement Generates 49 or fewer total weekday peak hour person trips (vehicular, transit, bicycle, and/or pedestrian) with no reductions other than a credit for existing developments over 12 years old, OR within White Flint and White Oak Policy Areas. Fill out PAR and trip generation sections below, and include with exemption statement. Exempt (no square footage increase or fewer than 3 new trips) No PAR (7/1/03 11/14/07) PATR (before 6/33) (PATR = Policy Area Transportation Review) Amend Existing TMAg February 2017 Version

52 Transportation Impact Study Assumptions Include Tables/Graphics, As Needed 6.Study Years / Phases Existing Year: 2017 Phases / Build-out Year(s): Study Periods x AM x PM Mid-day Saturday Sunday Other: 8.Study Intersections (For projects generating 50 or more person trips, list all signalized & significant unsignalized intersections, and site driveways traffic counts must be collected within 12- months of completed and accepted application) 9.Trip Generation (clearly cite sources and methodology including use of rates vs. equation, include trip generation for existing site, current approvals, proposed uses, and net changes) # of tiers of intersections to study: 2 For the purpose of determining the number of tiers of study intersections, trip calculation for the subject site should also include nearby unbuilt properties in common ownership. No trip reductions should be taken in this calculation other than a credit for existing developments over 12 years old. 1) East-West Highway/Waverly Street 7) Woodmont Avenue/Elm Street 2) Montgomery Lane/Wisconsin Avenue/ Montgomery Avenue 8) Wisconsin Avenue/Old Georgetown Road/East-West Highway 3) Montgomery Avenue/Waverly Street 9) East-West Highway/Pearl Street 4) Montgomery Avenue/Pearl Street 10) 5) Wisconsin Avenue/Elm Street/Waverly Street 6)Wisconsin Avenue/Elm Street (east leg) Total Person Trips Existing Uses: 126 AM, 204 PM Proposed Program: 868 AM, 814 PM Net Addition in Trips: 742 AM, 610 PM Vehicle Trips* See attached table 11) Transit Trips* See attached table Walking Trips* See attached table Bicycling Trips* See attached table * Only required if total person trips are 50 or more. Sum of vehicle, transit, walking and biking trips shall be the equivalent of total person trips. Use table at the end of the form to show all calculations and assumptions for mode break out. The attachment shows the trip generation results for the existing uses and the proposed program. The existing development program was determined based on engineering judgement of the site plans, and the square footages were measured and approximated. Trip generation for the police station was based on a traffic study for the 3 rd District, White Oak Police Station, consistent with the Mandatory Referral analysis for the 2 nd District Police Station site located at 4823 Rugby Avenue. The base vehicle trips for all other uses, existing and proposed, were calculated using the Institute of Transportation Engineers Trip Generation February 2017 Version

53 Manual, 9 th Edition. For the retail, hotel and police station, Auto Driver, Transit, Non-Motorized, Pedestrian, and Person Trips were calculated using ITE vehicle trip generation rate adjustment factors for retail and other uses, and mode split percentages for the Bethesda CBD documented in the Local Area Transportation Review Guidelines, Spring The ITE vehicle trip generation for office was adjusted based on the non-auto driver mode share of 42% per the Bethesda Downtown Plan. 10.Trip Reductions (include justification and supporting documentation for internal capture, pass-by, diverted, Transportation Demand Management [TDM]) Pass-by trips are not considered for the retail and restaurant uses since those uses would not generate new vehicle trips. 11.Trip Distribution % (show percentage distribution throughout study area, refer to Appendix 4 of the Jan LATR Guidelines for additional information on distributions as adjusted for existing road network) 12.Pipeline Developments to be considered as background traffic (include name, plan #, land uses, and sizes for approved but unbuilt developments or concurrently pending applications; info can be obtained from the M-NCPPC Pipeline website) To/From (Inbound %/Outbound %) North on MD 355/Woodmont Ave 31% / 31% West on Old Georgetown Road 29% / 29% South on Arlington Rd/Woodmont Ave 2% / 4% South on MD 355 8% / 6% East on East-West Highway 30% / 0% East on Montgomery Avenue 0% / 30% TOTAL 100% / 100% Rugby Condominium Plan No Rugby Avenue Plan No Woodmont Central Plan No Wisconsin Avenue Plan No Fairmont Avenue Plan No Lot 667 Woodmont Plan No St. Elmo Apartments Plan No Brightview Bethesda Plan No Wisconsin Avenue Plan No Woodmont View Plan No Artery Plaza Plan No Wisconsin Avenue Plan No February 2017 Version

54 4901 Hampden Lane Plan No West Lane (Holladay at Edgemoor) Plan No Air Rights Center 7300 Pearl Plan No Bethesda Commerce Plan No Wisconsin Avenue (Apex Building) Plan No Old Georgetown Road Plan No Bethesda Center Plan No See attached table for development programs and trip generation. 13.Pipeline Transportation Projects to be considered as background condition Purple Line Red Line Southern Portal on Elm Street Capital Crescent Trail Surface Option on Bethesda Avenue (fully funded County Capital Improvement Program [CIP], State Consolidated Transportation Program [CTP], developer projects, etc. within the next 6 years) Preliminary Mitigation Analysis 14.Vehicular Analysis 15.Pedestrian Analysis X HCM Analysis Anticipated 11 (Vehicular mitigation to be determined after study) X Pedestrian Mitigation Anticipated *Refer to the LATR Guidelines for details on how to mitigate, see #6 above for criteria. TEST: HCM Analysis is required to be provided for all intersections analyzed in studies for: 1) Red & Orange policy areas, and 2) intersections with a CLV of more than 1,350 in Yellow & Green policy areas MITIGATION: Required if HCM delay analyses exceed policy area standard TEST: If the plan generates 50 or more pedestrian peak hour trips, mitigation of surrounding pedestrian conditions is required MITIGATION: Required if ADA non-compliance issues within 500 foot radius of site boundary and if pedestrian crosswalk delay at LATR intersections within 500 feet of site boundary is lower than Level of Service (LOS) D February 2017 Version

55 16.Bicycle Analysis 17.Transit Analysis Additional Analysis or Software Required X Bicycle Mitigation Anticipated Transit Mitigation Anticipated Queuing Analysis Signal Warrant Analysis Weaving/Merge Analysis TEST: If the plan generates 50 or more bicycle peak hour trips and is within 0.25 miles of an existing educational institution or existing/planned bikeshare station, mitigation of surrounding bicycle conditions is required MITIGATION: Required to make improvements to provide a low Level of Traffic Stress to any existing similar facility within 750 feet of the site boundary; Alternatively, project may provide a master planned improvement that provides an equivalent improvement in the level of traffic stress for cyclists TEST: If the plan generates 50 or more transit peak hour trips and the peak load of bus routes at bus stops within 1,000 feet of site boundary exceeds (or is worse than) peak load of LOS D (1.25 transit riders per seat during the peak period in the peak direction), mitigation of transit conditions is required MITIGATION: Required to provide or fund improvements that would mitigate the trips exceeding the standard that are attributable to the development Accident Analysis X Synchro SIDRA VISSIM CORSIM Other M-NCPPC Clarifications Transportation impact study will comply with all other requirements of the LATR Guidelines not listed on this form. If physical improvements are proposed as mitigation, the transportation impact study will demonstrate feasibility with regards to right-of-way and utility relocation (at a minimum). In the event that the development proposal significantly changes after this transportation impact study scope has been agreed to, the Applicant will work with M-NCPPC staff to amend the scope to accurately reflect the new proposal. A receipt from MCDOT showing that the transportation impact study review fee has been paid will be provided to M-NCPPC DARC at the time the development application is submitted. Minimum of seven paper copies (more if near the County line or an incorporated City) and two PDF copies of the transportation impact study and appendices will be provided. Additional Assumptions / Special Circumstances for Discussion For the Vehicular Analysis, a network analysis will be performed for the East-West Highway corridor (Pearl Street, Waverly Street, and Wisconsin Avenue/Old Georgetown Road intersections), the Montgomery Avenue corridor (Pearl Street, Waverly Street, and Wisconsin Avenue/Montgomery Lane intersections), and the Wisconsin Avenue corridor (Old Georgetown Road/East-West Highway, Montgomery Lane/Montgomery Avenue, Elm Street/Waverly Street, and Elm Street east leg intersections). The Woodmont Avenue/Elm Street intersection will be analyzed as an isolated intersection. While the number of transits riders exceeds the 50 trip threshold, the development site is within 1,000 feet of an entrance to the Bethesda Metro Station located on the north side of Montgomery Avenue, approximately 165 feet. Therefore, the 7359 Wisconsin Avenue site is exempt from Transit System Adequacy test. February 2017 Version

56 Site Trip Generation Estimate Worksheet Existing Office Step 1: Vehicle Trips ITE Land use Code 710 Development Size 37,000 SF ITE trip generation T = EXP((0.8*LN(37000/1000))+1.57) estimate formula/rate* AM ITE Trip generation T = (1.12*(37000/1000))+78.45) estimate formula/rate* PM Step 2: Policy Area Conversion Policy Area # & 3, Bethesda CBD Name NADMS report in Bethesda Downtown Plan was used for the adjustment factor Applied Policy Area 50 auto driver trips Adjusted Value AM Applied Policy Area 70 auto driver trips Adjusted Value PM Total AM Vehicle Trips Total PM Vehicle Trips Trip Adjustment Factor % Step 3: Mode Split AM PM Auto Driver 47.9% Results Auto Passenger 12.6% Results Transit 23.8% Results Non-Motorized 15.7% Results Total Person Trips Complete one of these tables for EACH use included in the application. Enter results into Transportation Impacts Analysis section of the form. February 2017 Version

57 Site Trip Generation Estimate Worksheet Step 1: Vehicle Trips ITE Land use Code Development Size ITE trip generation estimate formula/rate* AM ITE Trip generation estimate formula/rate* PM Existing Police Station N/A 16,200 SF Rates documented in January 21, 2015 Bethesda Police Station Traffic Statement Scope Rates documented in January 21, 2015 Bethesda Police Station Traffic Statement Scope Total AM Vehicle Trips Total PM Vehicle Trips 8 13 Step 2: Policy Area Conversion Policy Area # & Name 3, Bethesda CBD Trip Adjustment Factor Applied Policy Area 5 auto driver trips Adjusted Value AM Applied Policy Area 8 auto driver trips Adjusted Value PM 62% Step 3: Mode Split AM PM Auto Driver 47.3% Results 5 8 Auto Passenger 13.2% Results 1 2 Transit 23.0% Results 3 4 Non-Motorized 16.5% Results 2 3 Total Person Trips Complete one of these tables for EACH use included in the application. Enter results into Transportation Impacts Analysis section of the form. February 2017 Version

58 Site Trip Generation Estimate Worksheet Existing Retail Step 1: Vehicle Trips ITE Land use Code 820 Development Size 8000 SF ITE trip generation T = (8000/1000*0.96) estimate formula/rate* AM ITE Trip generation T = (8000/1000*3.71) estimate formula/rate* PM Total AM Vehicle Trips Total PM Vehicle Trips 8 30 Step 2: Policy Area Conversion Policy Area # & Name 3, Bethesda CBD Trip Adjustment Factor Applied Policy Area 5 auto driver trips Adjusted Value AM Applied Policy Area 18 auto driver trips Adjusted Value PM 61% Step 3: Mode Split AM PM Auto Driver 44.2% Results 5 18 Auto Passenger 16.9% Results 2 7 Transit 10.9% Results 1 4 Non-Motorized 27.9% Results 3 11 Total Person Trips Complete one of these tables for EACH use included in the application. Enter results into Transportation Impacts Analysis section of the form. February 2017 Version

59 Site Trip Generation Estimate Worksheet Proposed Office Step 1: Vehicle Trips ITE Land use Code 710 Development Size 393,800 SF ITE trip generation T = EXP((0.8*LN(380752/1000))+1.57) estimate formula/rate* AM ITE Trip generation T = (1.12*(380752/1000))+78.45) estimate formula/rate* PM Step 2: Policy Area Conversion Policy Area # & 3, Bethesda CBD Name NADMS report in Bethesda Downtown Plan was used for the adjustment factor Applied Policy Area 332 auto driver trips Adjusted Value AM Applied Policy Area 302 auto driver trips Adjusted Value PM Total AM Vehicle Trips Total PM Vehicle Trips Trip Adjustment Factor % Step 3: Mode Split AM PM Auto Driver 47.9% Results Auto Passenger 12.6% Results Transit 23.8% Results Non-Motorized 15.7% Results Total Person Trips Complete one of these tables for EACH use included in the application. Enter results into Transportation Impacts Analysis section of the form. February 2017 Version

60 Site Trip Generation Estimate Worksheet Step 1: Vehicle Trips ITE Land use Code 310 Development Size 200 Rooms ITE trip generation T = (200*0.67) estimate formula/rate* AM ITE Trip generation T = (200*0.70) estimate formula/rate* PM Proposed Hotel Total AM Vehicle Trips Total PM Vehicle Trips Step 2: Policy Area Conversion Policy Area # & Name 3, Bethesda CBD Trip Adjustment Factor Applied Policy Area 83 auto driver trips Adjusted Value AM Applied Policy Area 87 auto driver trips Adjusted Value PM 62% Step 3: Mode Split AM PM Auto Driver 47.3% Results Auto Passenger 13.2% Results Transit 23.0% Results Non-Motorized 16.5% Results Total Person Trips Complete one of these tables for EACH use included in the application. Enter results into Transportation Impacts Analysis section of the form. February 2017 Version

61 2 A Wisconsin Avenue & Owner StonebridgeCarras 7200 Wisconsin Avenue, Suite 700 Bethesda, MD tel fax Design Architect Pickard Chilton Architects, Inc. 980 Chapel Street New Haven, Connecticut tel fax Architect of Record Cooper Carry 625 North Washington Street, Suite 200 Alexandria, VA tel fax Structural Engineer Cagley & Associates 6141 Executive Blvd. Rockville, MD tel fax North Union Street, Suite 320 Alexandria, VA tel fax. xxx.xxx.xxxx Lighting Consulant MCLA Envelope/Waterproofing Curtainwall Design Consulting Elevator Atlantic Consulting Sustainability/LEED Cooper Carry REVISIONS CONCEPT DESIGN PRICING PACKAGE PODIUM PLANS SITE PLAN PROJECT: 1531 DATE: OCTOBER 21, 2016 SCALE: 1/16 = 1-0 SHEET NUMBER: A210 1 A352 1 A301 2 A Montgomery Avenue Bethesda, Maryland 1 A351 Mechanical & Electrical Engineer Dewberry 1 A Arlington Boulevard Fairfax, VA tel fax. xxx.xxx.xxxx Landscape Architect Parker Rodriguez, Inc. 1 A501 1 A303

62 7359 Wisconsin Avenue Pipeline Trip Generation Summary Land Use Size Units AM Peak Hour PM Peak Hour IN OUT TOTAL IN OUT TOTAL 1. Rugby Condominium (Plan No ) Residential 61 DU Rugby Avenue (Plan No ) Police Station 28,480 SF Woodmont Central (Plan No ) Office (Phase 1A) 87,550 SF Retail (Phase 1A) 10,360 SF Residential (Phases 1B & 2) 470 DU Retail (Phases 1B & 2) 9,000 SF Woodmont Central Subtotal Wisconsin Avenue (Plan No ) Existing Office 51,406 SF (65) (12) (77) (19) (58) (77) Existing Retail 12,925 SF (4) (4) (8) (17) (17) (34) Approved Grocery 15,000 SF Approved Retail 7,000 SF Net Commercial Subtotal (53) (9) (62) 20 (20) - Approved Residential 475 DU Wisconsin Avenue Subtotal (24) Fairmont Avenue (Plan No ) Existing Office 72 DU Existing Retail 5,313 SF Fairmont Avenue Subtotal Lot 667 Woodmont (Plan No ) Retail/Commercial 5,429 SF St. Elmo Apartments (Plan No ) Residential 210 DU Office 10,000 SF Retail 6,000 SF St. Elmo Apartments Subtotal Brightview Bethesda (Plan No ) Assisted Living 120 DU Retail 3,125 SF Brightview Bethesda Subtotal Wisconsin Avenue (Plan No ) Residential 140 DU Retail 4,500 SF Wisconsin Avenue Subtotal Woodmont View (Plan No ) Residential 46 DU Retail 3,200 SF Woodmont View Subtotal Artery Plaza (Plan No ) Office 168,956 SF Retail 25,088 SF Hotel 230 Rooms Artery Plaza Subtotal Wisconsin Avenue (Plan No ) Residential 225 DU Retail 15,000 SF Wisconsin Avenue Subtotal Hampden Lane (Plan No ) Residential 64 DU Holladay at Edgemoor (Plan No ) Residential 120 DU Air Rights Center 7300 Pearl (Plan No ) Office 150,000 SF Bethesda Commerce (Plan No ) Residential 120 DU Retail 5,000 SF Bethesda Commerce Subtotal Wisconsin Avenue (Plan No ) Residential 480 DU Office 360,800 SF Retail 14,572 SF Wisconsin Avernue Subtotal Old Georgetown Road (Plan No ) Residential 107 Rooms Daycare 25 Staff Old Georgetown Road Subtotal Bethesda Center (Plan No ) Office 253,787 SF Hotel 222 Rooms Net Commercial Subtotal Existing Hotel 74 Rooms (18) (13) (31) (16) (16) (32) Bethesda Center Subtotal Total Pipeline Development Trips 1, , ,368 2,335 Notes: 1. Trip generation based on previously approved traffic impact studies, statements, or staff reports, unless otherwise stated.

63 Proposed Office ,800 S.F Hotel Rooms Total Trips Existing Program Office ,000 S.F Police Station 4 N/A 16,200 S.F Retail 820 8,000 S.F Total Trips New Trips Wisconsin Avenue 1, 2, 3 Trip Generation Land Use LUC Amount Unit SSP Trip Generation AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour In Out Total In Out Total Auto Driver Auto Passenger Transit Non-Motorized Pedestrian Total Person Trips Auto Driver Auto Passenger Transit Non-Motorized Pedestrian Total Person Trips Note: 1.Trip generation based on ITE Trip Generation Manual 9th Edition 2.Bethesda CBD Policy Area 3."Retail" and "Other" SSP Policy area adjustment factors used for restaurant and hotel respectively. Office adjustment factor based on NADMS reported in the Bethesda Downtown Plan. 4. Police station trip generation rates based on driveway counts collected on June 25, 2014 by Wells + Associates for the White Oak 3rd District Police Station.

64 7 Wisconsin Avenue Corridor The site driveway is on Waverly Street south of Montgomery Avenue. 3 4 Montgomery Avenue Corridor 1 9 East-West Highway Corridor