LOCAL AREA TRANSPORTATION REVIEW WOODWARD HIGH SCHOOL, MONTGOMERY COUNTY, MARYLAND Prepared For: ‘Montgomery County Public Schools September 23, 2019 Revised: January 15,2020 Project Manager: David A. Nelson, Pally PLT-OLE, Mike Nalepa - Street Traffie Studies, Ltd. STS Job Nou: 6671CONTENTS: INTRODUCTION . EXISTING CONDITIONS Roadway System Elements Existing Traffic Volumes. School Traffic Circulation . BACKGROUND TRAFFIC ANALYSIS Planned Developments... ‘Trip Generation .. ‘Trip Distribution SITE TRAFFIC ANALYSIS ‘Trip Generation Analysis Queuing Analyses cette PEDESTRIAN/BICYCLE/TRANSIT SYSTEM ADEQUACY Pedestrian System Adequacy ADA Noncompliance Issues. Bieycle System Adequacy ‘Transit System Adequacy ‘CONCLUSIONS ....EXHIBITS PAGE SITE LOCATION 2 EXISTING LANE USE 4 EXISTING TRAFFIC VOLUMES 6 EXISTING PEDESTRIAN VOLUMES aT EXISTING BICYCLE VOLUMES ves ceeecteereeteereesees ee PROPOSED CONCEPT PLAN .. . 10 ‘TRIPS GENERATED BY PLANNED DEVELOPMENTS «0... 000¢0000000017 BACKGROUND TRAFFIC VOLUMES ...+.2+. PROPOSED LANE USE REVISED EXISTING TRAFFIC VOLUMES, NEW SITE GENERATED TRIPS - ‘TOTAL TRAFFIC VOLUMES .... ADA FEATURESPrem n ot moo ee APPENDICES ‘TRAFFIC STUDY SCOPE OF WORK AGREEMENT. VEHICLE TURNING MOVEMENT COUNTS CAPACITY CALCULATIONS - EXISTING CONDITIONS PLANNED DEVELOPMENT DATA CAPACITY CALCULATIONS - BACKGROUND CONDITIONS ‘TILDEN MIDDLE SCHOOL COUNTS CAPACITY CALCULATIONS - TOTAL CONDITIONS, AUTOTURN ANALYSES, SimTraffic WORKSHEET CURB RAMP SURVEY SHEETS CROSSWALK EVALUATIONS BUS ROUTE INFORMATIONINTRODUCTION ‘Montgomery County Public Schools (MCPS) is proposing to replace the existing Tilden Middle Schoo! located at 11211 Old Georgetown Road with a 2,700 student high school. The existing middle school has an enrollment of 947 students for the current 2018-19 academic year MCPS has a project which will relocate Tilden Middle School to a site located at the Tilden Lane/Marclff Road intersection. Once the existing middle schoo! has been relocated the site wil be cleared and a new 2,700 student high schoo! will be constructed. Initially the ‘school will be used as a holding school for the Northwood High School while that existing school undergoes @ major renovation. Once the Northwood High School project has been completed a decision willbe made regarding the future use of the Woodward High Schoo! site It could be used as a new high school to relieve crowding at nearby high schools or it could be used as a county wide magnet school. In any event, the school will have a core capacity of approximately 2,700 students. The school site is shown on Exhibit 1. Street Tratfic Studies, Ltd. has been retained to undertake the required traffic study under the provisions of the Local Area Transportation Review and Transportation Policy Area Review Guidelines for a site generating more than 60 peak hour person trips. The purpose of the traffic study is to evaluate the adequacy of the transportation {acltes that are available to serve the site in accordance with the procedures outlined in the Local Area Transportation Review and Transportation Policy Area Review Guidelines as ‘adopted by the Planning Board. Current trafic data was acquired at seven (7) intersections in the vicinity ofthe site including the school driveways. The North Bethesda policy area is within the Orange category and consequently the Highway Capacity Manual and Critical Lane Volume proaalures were used (o evaluate intersection levels of service, The Traffic Study Scope of Work Agreement is contained in Appendix A. Since this project is being built solely as a public facility by the Montgomery County ‘government its not required to pay a transportation impact taxEXHIBIT 1 SITE LOCATIONEXISTING CONDITIONS Roadway System Elements ‘The existing Tilden Middle School site is located along in the east side of MD 187 just north of Tuckerman Lane. The site is currently served by two (2) access points on MD 187. The north access is restricted to exit only and is controlled with a traffic signal. The south ‘access isa full movement access controlled with a STOP sign and while outbound movements at this access are permitted; they are restricted to right turns only between the hours of 7:15 to 8:15 AM and 2:30 to 3:30 PM, With the construction of the high school itis anticipated that the north access will remain signalized; although it will be moved south to provide more stacking area for the southbound left tun movement. This access will serve as the main access/egress to the site, The south access will serve the bus loop and will be unsignalized, ‘Additionally aright infight out access Is proposed near the northern boundary of the school ‘The approach lanes and traffic controls atthe existing intersections analyzed as the basis for this study are shown in Exhibit 2. (Old Georgetown Road (MD 187) is a six ane divided major highway in the vicinity of the site, Ithas a posted speed limit of 40 MPH and its classified as a Major Highway. Five (5) foot wide concrete sidewalks are provided along both sides of MD 187, Manual tuning movement traffic counts were conducted by Street Traffic Studies, Ltd in February 2019 at the intersections that were agreed upon with staff. The counts were ‘conducted between 6:30 AM and 9:30 AM in the morning and between 2:00 PM and 5:00 PM in the evening. The summarized data for these intersections are included in Appendix B.Tiden Lo_ diy Nicholson Sahar Te Poindexter Edson Lo te Existing Schoo Access Points Tuckerman La NB 1 270 Ramp NO SCALE EXHIBIT 2 EXISTING LANE USEBased on the counts conducted at similar high schools within Montgomery County, the peak hour for high schools in the morning is between 7:00 and 8:00 AM and the evening peak hour for the school was between 2:16 and 3:15 PM, For the purposes of this analyses, the morning peak hour at the study intersection was analyzed and the evening peak hour was ‘assumed to be 2:15 to 3:15 PM The peak one hour traffic flows atthe study intersections are shown in Exhibit 3. The existing pedestrian and bicycle peak hour volumes are shown in Exhibits 4 anu 5, ‘The existing peak hour trafic volumes shown in Exhibit 3 were subjected to a capacity analysis procedure using the Highway Capacity Manual technique and the Critical Lane \Volume technique as desoribed in M.NCPPC's LATR/TPAR Guidelines. The results of the: analysis are set forth in Tables | and 2 and the worksheets and signal timing sheets from which they are derived are in Appendix C. TABLE 1 HCM CAPACITY ANALYSES RESULTS (EXISTING PEAK HOUR VOLUMES) MORNING’ EVENING CONGESTION INTERSECTION PEAKHOUR PEAK HOUR STANDARD Mb 187 @ 1270 NB Ramp (40.6) (21.7) 71 seciveh MD 187 @ Tuckerman La (65.1) 35.1) 71 seciveh MD 187 @ Edson La-PoindexterLa (9.0) (128) 71 seciveh MD 187 @ Nicholson La-Tilden La (34.5) (285) Tt seolven Tuckerman La @ Gloxinia Dr (33.5) (86.5) 71 seciven (0000) (Delay in eeevoh)+202) mee 8) Faas (Sto) yer Tiden MS Entrance su Pook Hour 7:30 2M Peek Hour, 2:15 Tuckerman Le i lige 125 fis 20 (820) 0 (3) 1a 2/26 /2018 PM Peake How: 2515-3018 ny jot3 (88) NB 1 270 Ramp. ad 0000 — MORNING PEAK HOUR NO_SCALE (0000) — EVENING PEAK HOUR] EXHIBIT 3 « EXISTING TRAFFIC VOLUMESTiden gp Ehoo ) Py Edson La Poindexter Tuskerman_Le NB 1 270 Ramp NO SCALE EXISTING oxinia or (0000 - MORNING PEAK HOUR (0000) — EVENING PEAK HOUR EXHIBIT 4 PEDESTRIAN VOLUMES| Tuckersnan Lo To a | 270 Ramp [No soaLe (0000) — EVENING PEAK HOUR EXHIBIT 5 s EXISTING BICYCLE VOLUMESTABLE 2 CLV CAPACITY ANALYSES RESULTS (EXISTING PEAK HOUR VOLUMES) MORNING EVENING CONGESTION INTERSECTION PEAKHOUR PEAKHOUR STANDARD MD 187 @ 1270 NB Ramp (616) (852) 1850 MD 187 @ Tuckerman La (1478) (1018) 1850 MD 187 @ Edson La-PoindexterLa_( 820) (837) 1850 MD 187 @ Nicholson La-Tilden La (944) (632) 1950 Tuckerman La @ Gloxinia Dr (st) (323) 1850 (0000) - (Critical Lane Volume) ‘As shown in Tables 1 and 2, all of the critical intersections curently operate within acceptable levels during both the morning and evening peak hours. ‘Schoo! Traffic Circulation and Queuing Existing operations at the Tiiden Middle School operate smoothly and efficiently with the exception of an approximately 15 minute time frame during the morning arrival and afternoon dismissal periods. The proposed construction will relocate the existing signalized egress point further south to increase the separation between this signal and the existing signal at the Poindexter Lane-Edson Lane intersection. The southern access wil primarily serve the school bus loop ‘and will remain unsignalized. Additionally a right in/right out access is proposed near the northern boundary of the school. The Proposed Concept Plan is shown in Exhibit 6Pa = & Zz a 3 EXHIBIT 6 io PROPOSED CONCEPT PLANBACKGROUND TRAFFIC ANALYSIS As indicated in the correspondence between the consultant and the staff at M-NCPPC included in Appendix D, there are 13 background developments in the general vicinity of the site that needed to be analyzed as a part of this study. The details regarding each of these developments are discussed below. Planned Developments In accordance with procedures established by the LATR guidelines, the analysis of the traffic impact of proposed development must include trafic projections for other planned developments in the "vicinity" of the site. The listing of planned developments are shown in Table 3. TABLE 3 BACKGROUND DEVELOPMENT DEVELOPMENT LAND USE DENSITY 1. Pike & Rose Retail 143,835 sf Office 682,691 si, High-rise apts 734'du's, 2. N Bethesda Center Retail 162,791 sf Office 809,338 sf, Mid-tise apts 697 dus, 3.6111 Executive Blvd Lab. ITA sf R&D 111647 sf. 4, Gables @ White Flint Retail 20,890 sf High-rise apts 478 duis unTABLE 3 BACKGROUND DEVELOPMENT DEVELOPMENT. LAND USE DENSITY 5, 6000 Executive Blvd Retail 9300 sf Office 305,641 sf Senior apts. 365 du's 6, North Bethesda Market Il Mid-rise apts 470 dus Retail 103,735 sf. 7. North Bethesda Gateway Midrise apts 614 dus Retail 35,500 sf 8, The Saul Centers Mid-rise apts 655 du's Office 138,950 sf. 8. Luxmanor ES Elementary Schoo! 316 students 410. Rock Terrace/Tikden MS ElementaryiMiddle Schoo! 111, Alef Bet Montessori School Private School (K-8) 90 students. 12, Wildwood Residential Mid-rise apts 60 du’s Retail 11,000 sf 18, Rock Spring Center Mid-rise apts 844 du's Hotel 200 rooms Office 549,900 sf Retail 210,000 sf Movie theater 90,000 st R‘Trip Generation To determine the traffic associated with each of the background developments, trip ‘generation rates were taken from the ITE Trip Generation publication, 10” Edition. The trip rales forthe Luxmanor Elementary School, the Rock Terrace/Tilden Middle School, Wildwood Residential and the Rock Spring Center were taken from earlier studies. The relative sheets ‘rom these studies are included in Appendix D. The trip rates used for the developments not taken from earlier studies are shown in Table 4. TABLE 4 TRIP GENERATION RATES ND U MORNING PEAK HOUR ING PI UR IN| OUT TOTAL = IN| OUT TOTAL Retail (820) T= 0.50(X) + 151.78 LnvT}=0.74Ln(x}42.89 Office (710) T= 0,94(X) + 26.49, Ln(T}=0.95Ln(x)+0.36 R & D Center (760) 032 0.10 042 Ln(T)=0.351.(%)+2.96 Mutfamily mid-rise (221) Ln(T}=0.98L.n(X)-0.98 Ln(T}=0.9610%)-0.63 Muttfamily high-rise (222) T= 0,28(X) + 12.86 T= 034K) +8.56 ‘St Housing Attached (252) Private School (534) 0.200%) - 0.18 T=0.24(X) +2.26 = 0.85(%) + 22.17 012 014 026 The trips generated are shown in Table 6. BTABLE 5 BACKGROUND TRIP GENERATION DEVELOPMENT MORNING PEAKHOUR EVENING PEAK HOUR IN QUT TOTAL IN OUT TOTAL, 1, Pike & Rose Trips/143,835 stretal §=— 139.85 we a eT Less 34% Passby o 0 0 116-126-242 ‘Tripsi682,601 sfofice 57494 668113593706 Trips/734 dus 82 168 2180 1s tO 258 Total Trips 765 34501110495 93B 1433, Less 50%" 383172 55524846917 2. N Bethesda Center “Trips/182,791 sfretall 141.87 228088787 TAA Less 34% Passby oo 0 | 124-182-253 Tripsi697 du's 60 169 2902017412286 Trips/809,338 sfoffice S77 110 787 133 697830 Total Trips 878 366 «= 1244.« 5431064 «1607 Less 50% 439183 6220272582804 3. 6111 Executive Blvd Tripsi29,122 sf RED nr) 12 5 29 34 Less 50% 5 4 6 3 (14 a 4, Gables at White Flint Tripsi476 du's 35111 14610468170 Trips!20, 890 sf retail 100 62 162 e289 7 Less 34% Passby oo QO 28 30 5B Total Trips 135 173 308158125283 Less 50% e787 154 79° 63142 5, 6000 Executive Blvd Trips/305,641 sfoffice 27044 314 63 278 329 9,300 sf ratailo7 5a 158. 45, 49 84 Less 34% Passby o 0 0 45 AT a2 ‘Trips/365 Sr apts 26 aT 73 so 400 Total Trips 303 180 843133348481 Less 50% 19775: 272 e774 2a * Consistent with the traffic statements prepared for development projects with the White Flint sector, the tips generated were reduced by 50%, “4DEVELOPMENT IN 6, NBetheeda Market I! Trips/470 du’s ry ‘Trips 103,735 sf retail 126 Less 34% Passby o Total Trips 167 Less 50% 83 7. N Bethesda Gateway Tripsi614 du's 53 Trips/35,500 sf retail, 105 Less 34% Passby 9 Total Trips 158 Less 50% 79 8, Saul Center ‘Tripsi655 d's 56 Trips!136,950 sfofice 133 Total Trips 189 Less 50% 95 Total White Flint Trips 1948 9. Luxmanor E.S. Trips/316 students 144 10. Rock Terrace/Tikien MS Trips! 235 11, Alet Bet Montessor! Schoo! ‘Tripsi90 students 54 42. Wildwood Center Net change in trips 33 TABLE 5 BACKGROUND TRIP GENERATION our 115 78 Q 793, 97 150 65 215 408 160 ‘182 1 84 110 173 45 0 18 MORNING PEAK HOUR TOTAL 186 204 9 380 180 203 70 373 187 216 155 art 188 2162 254 408 99 EVENING PEAK HOUR IN| QUT TOTAL 120 268 xl 207 149 154 121 A 234 417 164 105 269 24 129183 jee 234422 9417 att 1029 1595 2624 48 58 106 7 121191 112 23 M448TABLE 5 BACKGROUND TRIP GENERATION DEVELOPMENT MORNING PEAK HOUR EVENING PEAK HOUR IN| OUT TOTAL IN| OUT TOTAL 13. Rock Spring Center? Trips/e44 dus oy Day 1s 1288 Tripsi549,900 sf office = 40568471 80 420 500 Trips/210,000 sf retal 112. 67 179 320 347 «667. Less 34% Passby 0 0 o 109 118-227 ‘Trips/200 room hotel 4 320078 52 60 102, Trips/90,000 sftheater = 1010S 20 521 33 B54 Total Trips 32 345077 1037 843° 1880 ‘Trip Distribution ‘The trip distribution forthe planned projects was derived through information provided by the M-NCPPC for the Rockville/North Bethesda super district. The total trips generated by the planned developments are shown in Exhibit 7. Adding these trips to the Existing Traffic \Volumes yield the Background Traffic Volumes as shown in Exhibit 8. The background peak hour traffic volumes shown in Exhibit 5 were subjected to the ‘same capacity analyses procedures using the Highway Capacity Manual technique and the Critical Lane Volume technique as described in M-NCPPC's LATR/TPAR Guidelines. The results ofthe analysis are set forth in Tables 6 and 7. The capacity worksheets are contained in Appendix E. ® Trip generation numbers were taken from the June 27, 2018 LATR study prepared for the Wildwood Manor Shopping Center. The relevant pages are contained in Appendix D. 16FP 38 dee) se a 21 (55)— 2 Gloxinia or Tuckerman Le (0000 — MORNING PEAK HOUR, NO_SCALE (0000) — EVENING PEAK HOUR EXHIBIT 7 TRIPS GENERATED ,BY PLANNED DEVELOPMENTSe209, 77 (03) Poindexter te 8 v@s| 19 (ioe) tes (20) | 9000 - MORNING PEAK HOUR NO_SCALE (0000) — EVENING PEAK HOUR, EXHIBIT 8 FFIC VOLUMETABLE 6 HCM CAPACITY ANALYSES RESULTS (BACKGROUND PEAK HOUR VOLUMES) MORNING EVENING CONGESTION INTERSECTION PEAKHOUR PEAK HOUR STANDARD MD 187 @ 1270 NB Ramp (47.3) (282) Tt secveh MD 187 @ Tuckerman La (14) (386) 71 sealven MD 187 @ Edson La-Poindexter La (8.8) (122) 7 sectveh MD 187 @ Nicholson La-Tilden La (55.3) (33.4) 74 seoven Tuckerman La @ Gloxinia Dr @t7 (95.9) 74 sectveh (0000) - (Delay in seciveh) TABLE 7 CLV CAPACITY ANALYSES RESULTS (BACKGROUND PEAK HOUR VOLUMES) MORNING EVENING CONGESTION INTERSECTION PEAKHOUR © PEAKHOUR STANDARD MD 187 @ 1270 NB Ramp (662) (649) 1560 MD 187 @ Tuckerman La (1628) (1174 1550 MD 187 @ Edson La-Poindexter La (892) (933) 1850 MD 187 @ Nicholson La-Tilden La (1283) (868) 1950 Tuckerman La @ Gloxinia Dr (861) (337) 1950 (0000) - (Critical Lane Volume) ‘As shown in Tables 6 and 7, the MD 187/Tuckerman Lane intersection is projected to operate at unacceptable levels during the morning peak hour under Background Tratfic, Conditions. All of the remaining intersections are projected to operate at acceptable levels of service under Background Traffic Conditions, 9SITE TRAFFIC ANALYSIS Montgomery County Public Schools (MCPS) Is proposing to replace the existing Tilden Middle Schoo! located at 11211 Old Georgetown Road with a 2,700 student high school, The ‘existing middle school has an enrolment of 947 students for the current 2018-19 academic year. MCPS has a project which will relocate Tikden Middle School to a site located at the Tilden Lane/Marclif Road intersection, Once the existing middle schoo! has been relocated the site willbe cleared and a new 2,700 student high school will be constructed. Initially the ‘school will be used as a holding school for the Northwood High School while that existing ‘school undergoes a major renovation. Once the Northwood High School project has been ‘completed a decision willbe made regarding the future use of the Woodward High School site. It could be used as a new high school to relieve crowding at nearby high schools or it could be used as a county wide magnet school. In any event, the schoo! will have a core capacity ‘of approximately 2,700 students. ‘The existing Tilden Middle Schoo! site is located along in the eastside of MD 187 just north of Tuckerman Lane. The site is currently served by two (2) access points on MD 187. ‘The north access is restricted to exit only and Is controlled with a trafic signal. The south ‘access serves inbound movements; however outbound movements are also allowed. With the construction of the high schoo! itis anticipated that the north access will remain signalized although it wil be moved south to provide more stacking area for the southbound left turn ‘movement. This access willserve as the main acoesslegress to the site. The south access will ‘serve the bus loop and willbe unsignalized, An additional right invright out access is proposed onto MD 187 near the northem boundary of the site. The proposed lane use at the school access points are shown in Exhibit 9.Right in/Right out Access fe Ne School Bus Aci EXHIBIT 9 PROPOSED LANE USE‘Trip Generation Analysis To determine the traficimpacts of the proposed change; the existing driveway volumes ‘were counted and trips were generated for the proposed 2,700 student high school. The existing trips were then subtracted from the trp generated for the 2,700 student high school to determine the new trips generated by this proposal. The results of the trip generation analysis are shown in Table 8 TABLE 8 ‘TRIP GENERATION. WOODWARD HIGH SCHOOL LAND USE MORNING PEAK HOUR AFTERNOON PEAK HOUR our TOTAL = IN| OUT TOTAL Existing School Tripsisite 549178728 18678284 High School (530) ‘Trips/Student Ln(T}=0.67L(x)+1.72 Ln(T)=0.69Ln(X)+1.07 ‘Tripsi2,700 Students 756 358 1.112 218 402680 Net increase 20777384 62 384 aa The existing driveway volumes were adjusted to reflect the revised access to the site. ‘These adjustments are shown in Exhibit 10. The new tips were assigned to the road network based on the existing school boundary for the Tilden Middle School and the net inerease in ‘tips are shown in Exhibit 11. These trips were then combined with the Background Traffic, \Volumee (Exhibit &) raculing in the Total Traffie Volumes as shown in Exhibit 12. The total traffic volumes were then evaluated using the same methodology as for the previous step. The results of the analyses are shown in Tables 9 and 10. The driveway counts at the existing Tilden Middle Schoo! are contained in Appendix F.PEAK HOUR. [Las 22 fe RO Access shy w Cra) FAS schoo! Bus Loop (0000 — MORNING PEAK HOUR (9000) — EVENING PEAK HOUR EXHIBIT 10, REVISEQ, EXISTING TRAFFIC VOLUMESTiden La Nicholson de 15% Poindexter ts PEAK HOUR TRIPS ms vee IN: 207 (62) 28 [re cap our: 177 G84) “Geum Access a er a 2 (13) ‘woermon ta 5 Tig. o 5% 5% Tips MB 1 270 Romp (0000 - MORNING PEAK HOUR (0000) — EVENING PEAK_HOUR| EXHIBIT 11 TE GENERATED TRItigen Le M209) a Te / ts 0 poingetee fp Eaton to > ts % | RI/RO Access Main Access 9s «40 mh G8, Tuckerman La aa ee (ia) (0000 — MORNING PEAK HOUR (0000) — EVENING PEAK HOUR EXHIBIT 12 TOTAL TRAFFIC VOLUMESTABLE 9 HOM CAPACITY ANALYSES RESULTS (TOTAL PEAK HOUR VOLUMES) MORNING AFTERNOON CONGESTION INTERSECTION PEAKHOUR PEAKHOUR STANDARD MD 187 @ 1270 NB Ramp (61.8) 29.7) T1 seclveh MD 187 @ Tuckerman La (63.8) (40.1) 71 seciveh MD 187 @ Edson La-PoindexterLa (9.1) (133) 71 seclveh MD 187 @ Nicholson La-Tilden La (58.3) (B44) Tt seclveh Tuckerman La @ Gloxinia Dr wan (41.8) 71 seclveh MD 187 @ Main Access (19.6) (11.2) T1 seclveh MD 187 @ Bus Loop (08) (04) 71 seclveh (0000) - (Delay in seciveh) TABLE 10 CLV CAPACITY ANALYSES RESULTS (TOTAL PEAK HOUR VOLUMES) MORNING AFTERNOON CONGESTION INTERSECTION PEAKHOUR PEAKHOUR STANDARD MD 187 @ 1270 NB Ramp (669) (650) 1550 MD 187 @ Tuckerman La (1642) (1210) 1560 MD 187 @ Edson La-Poindexter La ( 942) (1025) 1850 MD 187 @ Nicholson La-Tilden La (1361) (957) 1850 Tuckerman La @ Gloxinia Dr (572) (355) 1850 MD 187 @ Main Access (187) (963) 1550 MD 187 @ Bus Loop (736) (760) 1850 (0000) - (Critical Lane Volume) 6‘As shown in Tables 9 and 10, the MD 187/Tuckerman Lane intersection will operate ‘at an unacceptable level of service during the morning peak hour under background and total conditions. Allofthe remaining critical intersections are projected to operate within acceptable levels with the adcition ofthe trips generated by the proposed high school, ‘Additional analyses were performed to determine if an improvement could be made at the MD 187/Tuckerman Lane intersection which would reduce the projected delay to acceptable levels, To provide an acceptable level of delay, the following improvements would bbe required, The east leg of Tuckerman Lane would need to be remarked to provide two exclusive left turn lanes, a shared left turvthru lane, an exclusive thru lane and an exclusive right turn lane. Additionally, a right tum overlap phase would need to be installed on the northbound right turn lane on MD 187, With these changes the MD 187/Tuckerman Lane intersection would operate at acceptable levels during the moming peak hour. Capacity ‘analyses were performed atthe intersection showing the impacts ofthese improvements and the results are shown in Tables 11 and 12, TABLE 11 HOM CAPACITY ANALYSES RESULTS (TOTAL PEAK HOUR VOLUMES with Improvements) MORNING AFTERNOON CONGESTION INTERSECTION PEAKHOUR PEAKHOUR STANDARD MD 187 @ Tuckerman La (78.2) (39.7) 71 sechveh (0000) - (Delay in seciveh) anTABLE 12 CLV CAPACITY ANALYSES RESULTS (TOTAL PEAK HOUR VOLUMES with Improvements) MORNING AFTERNOON CONGESTION INTERSECTION PEAKHOUR — PEAKHOUR STANDARD. MD 187 @ Tuckerman La (1566) (ite) 1950 (0000) - (Critical Lane Volume) ‘AutoTum analyses were performed atthe intersection to determine ifthe available width along southbound MD 187 would accommodate the triple left turn movement. The analyses: ‘show that while three (3) SU 30 vehicles could negotiate the tum simultaneously, three (3) WB. 50 vehicles could not simultaneously make the tur. While the improvement does reduce the projected delay to acceptable levels itis not ‘a significant reduction. In addition to this lane use change the MSHA requested that ‘consideration be given to changing the lane use on the eastbound Tuckerman Lane approach 10 provide for an exclusive leftturn lane a shared left turnfhru lane, an exclusive thru lane and ‘an exclusive right turn lane, This lane use change would result in an additional reduction in intersection delay and result in a CLV of less than 1850. It would also result in an approximately 15 foot offset for eastbound thru vehicles as they travel across MD 187, This improvement was discussed internally with the M-NCPPC and MCDOT staff and it was determined that this was not a desirable result. Since the proposed lane use change on the westbound approach, satisfies the delay threshold for this policy area and this is the critical measure of adequacy; the MSHA proposed lane use change for eastbound Tuckerman Lane motorists was not considered further. ‘The capacity worksheets for the individual intersections are contained in Appendix G, the AutoTurn analyses and a pavement marking plan are contained in Appendix H.‘Queuing Analyses ‘A queuing analyses was performed atthe school access points along MD 187 to insure that sulicient storage is provided forthe southbound lefttun movements. Atthe MD 187/Main ‘Access intersection the 412 lefttumns projected under total traffic conditions would require 402 feet of storage ((412 x 100/3600) x 1.4 x 25 = 402) assuming the same 100 second cycle length that currently operates atthe signalized intersection. The MD 187/Bus Loop intersection «ill remain unsignalized and the storage requirements at this location is 59 feet (47 x 1.2 59), The MSHA suggested that a SimTraffic analyses would provide a more accurate projection of future queue conditions at this location and requested a SimTraffic analyses be performed. During the peak demand period (AM peak hour) SimTraffic projects that the 95" percentile queue for southbound left turns to be 272 feet. This distance is well within the available distance between the access and Edson Lane-Poindexter Lane. ‘The SimTraffic worksheet is contained in Appendix I PEDESTRIANIBICYCLE/TRANSIT SYSTEM ADEQUACY Based on the Tenth Edition ITE trip rates for high schools and the existing trips ‘generated by the site, the increase in trips associated with this proposal s 446 trips during the. ‘evening peak hour. The school isin Policy Area 22 so the ITE generated trips were adjusted by the rate adjustment factor for the policy area and as a result the adjusted trip generation is 366 trips (446 x 82% = 966), The mode split adjustments for the policy area are shown below in Table 13, »TABLE 13 MODE SPLIT ADJUSTMENTS FOR POLICY AREA 3 Passonger (Transit + Non-Motorized) 195% 249608 7% 14 106 Pedestrian System Adequacy. “The number of non-motorized trips totals 60 and is greater than the threshold of 50, soa quantitative pedestrian/bicycle analyses is required Based on the MCDOT's guidance as outlined in their April 3, 2018 memorandum, the three (3) tiers of ADA facilties for the school are defined as follows and shown on Exhibit 13. 1. Establish evaluation tiers, The project specific tiers should be confirmed at the ‘scoping state by the Planning Department, in consultation with MCDOT, before any assessment is done, The following guidance is provided for determining the ters, a. Tier 1- Primary sidewalk |. The public or private etroct frontage of the project. ji, The same side of the street up to the nearest public street intersection, ‘or a maximum distance of 250 feet from the project boundary, measured along the street ji, Approximately 26 feet along each intersecting street within t.ai and tall 30TER 1 TIER 2 TIER 3 X — CRACKED UNEVEN SIDEWALK (0 — NONCONPLIANT ADA RAMP (0 — ADA COMPLIANT RAMP. E]- aus stop {2 st nanaory PROPOSED WOODWARD HIGH SCHOOL EXHIBIT 13 ADA FEATURESb. Tier 2 - Connected sidewalk ‘The same side of the street as the project between the first public road intersection and 250 feet (if applicable), measured along the fronting street, ‘The corresponding opposite side of the street as in t.ai and 1.b.. Approximately 25 feet along each intersecting street within 1.b.i, and 1b Tier 3 - Network connections: Between 250 feet and 500 feet, measuring slong the fronting street. ‘The corresponding opposite side ofthe street. ‘Along both sides of each intersecting street in 1.2 and 1.b, up to the next public road intersection or a maximum distance of 600 feet from the project boundary, measured along the street ‘Approximately 25 feat further along each intersecting street identified in teil 2. Adequacy Determination a b Tier 1 ‘The applicant should identify and fix ADA non-compliance issues with sidewalk, ramps, traffic signals, significant trip hazards, cross slope deviations, and broken, missing, structurally failing sidewalks. Beyond the site frontage, the applicantis not required to relocate utities or traffic signal cabinets, reconstruct utility vaults, relocate fire hydrants, relocate street trees or relocate manhole covers Tier 2 ‘The applicant should identify and fix ADA non-compliance issues with sidewalk ramps, traffic signals, significant trip hazards, and missing or structurally faling sidewalks, 2li. A minimum recommended contribution of $100,000 toward ADA ‘compliance may satisfy this requirement. co Tier3 i. The applicant should identify and fix ADA non-compliance issues with sidewalk ramps, trafic signals, significant trip hazards, and missing or structurally faling sidewalks. |i, A minimum recommended contribution of $50,000 toward ADA compliance may satisfy this requirement 3. For applicants to comply with the pedestrian system adequacy test, the contributions should be placed into a CIP fund for the relevant policy area (if applicable) or the countywide ADA Compliance Transportation CIP (P509325). “The following pedestrian features are present at the study intersections: ADA Noncompliance Issues. Tier 1 Sidewalks - a five (5) foot wide concrete sidewalk is provided along the east side of MD 187 across the frontage ofthe school and for a distance of 260 feet, north and south, beyond the property boundary of the school. This width satisfies current ADA standards. Tier 1 Curb ramps - the ramps at the Cedarwood Drive intersection are ADA ‘compliant. The ramps at the existing school access points are compliant as well. The ramps at the Edson Lane intersection have recently been recontructed and they are now ADA compliant. The ramps at the Edson Lane/Commonwealth Drive intersection are not ADA compliant. The curb ramp survey sheets are contained in Appendix J. ‘Tier 2 and 3 Sidewalks and ramps - there are no additional sidewalks or ramps within the Tier 2 and Tier 3 portion of the study area, aPedestrian features at each study intersection are discussed below. MD 187 @ Nicholson Lane-Tilden Lane - crosswalks are provided across all four legs ofthis signalized intersection, The crosswalks are supplemented with APS pedestrian signals with count down displays, Ride-On bus route 26 runs along MD 187 inthis area and bus stops are located on both sides of MD 187 south of the intersection. Street lights are provided at this intersection MD 187 @ Edson Lane-Poindexter Lane - crosswalks are provided across all four legs ofthis signalized intersection, The crosswalks are supplemented with APS pedestrian signals with countdown displays. Ride-On bus route 26 runs along MD 187 in this area and bus stops are located on east side of MD 187 south of Edson Lane andl on the west side of MD 187 north of Poindexter Lane. Street lights are provided at this intersection MD 187 @ Tuckerman Lane - crosswalks are provided across the south leg of MD 4187 and both legs of Tuckerman Lane at this signalized intersection, The crosswalks are supplemented with APS signals with count-down displays. Ride-On bus route 26 runs ‘along MD 187 in this area and Ride-On bus routes 37 and 96 run along Tuckerman Lane. Bus stops are located on the east side of MD 187 north of Tuckerman Lane and on the \west side south of Tuckerman Lane. Street lights are provided at this intersection. MD 187 @NB1270 Ramp - crosswalks are provided across the east and westlegs Of this signalized intersection, The crosswalks are supplemented with APS signals with ‘count-ciown displays. No bus stops are located in the vicinity of this intersection. Street lights are provided at ths intersection. ‘Tuckerman Lane @ Gloxinia Drive - crosswalks are provided across all legs ofthis, signalized intersection, Allerosswalks are supplemented with APS pedestrian signals with ‘count down displays, Ride-On bus routes 37 and 96 run along this section of Tuckerman Lane, Bus stops are located on both sides of Tuckerman Lane west of Gloxinia Drive. ‘Street lights are provided along MD 188 in this area eyIn adgition to the vehicular capacity analyses shown in Tables 6 and 7, crosswalk levels of service at the critical intersections needed to be evaluated to ensure that the crosswalk level of service was D or higher. The results of the crosswalk level of service evaluations are shown in Table 14 TABLE 14 CROSSWALK EVALUATION INTERSECTION MORNINGPEAKHOUR EVENING PEAK HOUR MD 187 @ Tilden La Notth Leg c c South Leg c c East Leg 8 8 West Leg 8 8 MD 187 @ Edson La North Leg c c South Leg c c East Leg B 8 West Leg A A MD 187 @ Tuckerman La South Leg > c East Log ce c West Leg é 8 MD 187 @ NB 1270 Ramp East Log 5 8 West Leg 8 8 MD 188 @ Bradley Blvd North Leg A A South Leg iN A East Leg B 8 West Leg B B 35‘The capacity worksheets are contained in Appendix K. TABLE 15 PEDESTRIAN CROSSING TIMING EVALUATION INTERSECTION wiDTH AVAILABLE TIME DESIRED TIME MD 187 @ Edson La Nleg of MD 187 85 feet 245 242 S leg of MD 187 85 feet 245 242 E leg of Edson La 50 feet 150 143 Weg of PoindexterLa 43 feet 16.0 123 (MD 187 @ Tilden Dr leg of MD 187 108 feet 30.0 309 S leg of MD 187 100 feet 30.0 288 Eleg of Nicholson La 89 feet 325 25.4 W leg of Tilden La 65 feet 325 tas MD 187 @ Tuckerman La Neg of MD 187 94 feet 305 269 S leg of MD 187 113 feet 30.5 323 E log of Tuckerman La 110 feet 375 314 Wleg of Tuckerman La 89 feet 375 254 MD 187 @ NB 1270 Ramp Elegof 1270 Ramp 31 feet 16.5 89 Weg of 270Ramp 31 feet 165 89 Tuckerman La @ Gloxinia Dr Niegof Gloxinia Dr 29 feet 16.0 83 Sleg of Gloxinia Dr 29 feet 160 83 E leg of Tuckerman La 53 feet 160 15.4 W leg of Tuckerman La 63 feet 16.0 151TABLE 15 PEDESTRIAN CROSSING TIMING EVALUATION INTERSECTION WIDTH AVAILABLE TIME DESIRED TIME Tuckerman La @ Gloxinia Dr 'N leg of Gloxinia Dr 29 fest 16.0 83 S leg of Gloxinia Dr 20 feat 160 a3 Elegof Tuckerman la ‘53 feet 16.0 15.4 Weg of Tuckerman la 53 feet 16.0 15.4 “The pedestrian crossing timing analyses shows that the available signal timings are adequate. ‘The average delay experienced by pedestrians at the study intersections was determined using the formulas found in the 2010 HCM. The results of the analyses are shown in Table 16. 7(xno BL @ Ww WN Ww Ww vanes Fapareyn | ozetunend ‘aun -o}sdp | Aue sousssj opoesiewu sueusoped fa portion $597, (098) AV720 NVIMLSadad 3OVESAY SASATVNV NVIMLS3G3d 4O ANVIWNS or aTaviost (oo ont (sho (zy our ueweyony, a te ‘OsaN oF ‘oho Sete yens “Olde | Auo-souassyas | Auosdveioje: | noo wo ssueinsopeg fa oun | nBu27 ah | aumon pod eiuGiom $507) rem aan2oua ,uo9) (288) AV12 NVIMLS3G3d 3OVESAV S3SATVNV NVRILS3G3d 40 AMVIUINS op atevL »0 (ues ene auey semepulod suospa ® 121 aN z Funes ‘a pans ‘uno uo sousseje: | vo sousiees | yunoo wo, sueinsaped faq aur, | Bu07 19% | sumonpea ewBiem $567 nem ean2ous (.ue9) (008) Av1aq NvIuLSaGad 3OVEaAY ‘S3SATWNV NVRILS3Gad 40 AMVINMINS op avL 0(ener se 09 % we Ey ue) wosio¥oIN, swoon © 294 aM ‘uo souarejss | Auoeouaisy | uno wo pawugiam $537, ‘busy 10h | eunjon ped oun susan ve | rem onnz0y, (.uo9) (088) AVTaG NVIMLSAGad SOVESAY ‘S3SATVNY NVRLLS3G3d 4O ANVHUINNS: opatevl 4a(woes seh ver oa oa on anug ewroi9 B ‘ue weUayoNL “yume ‘a payers ‘uno Selwyn “O)edP jue wo sueuseped fq onion, $507, 501 ‘onpoadeon 8 fejog ber0ny (008) Av130 NvILSaaad 3OVNaAY rem aan2oua b.u09) ‘sumon pea SSSATWNV NVIMLS3Gad JO ANVINMINS: 9b av 2Bicycle System Adequac} Since this proposed expansion will generate more than 50 bicycle peak hour trips ‘a bicycle analysis is required. The level of traffic stress (LTS) for bicyclists along MD 187 in the vicinity and along Edson Lane is Red or high stress level. The County Master Plan {for Bikes addresses this stress level via shared roadway routes along Luxmanor Road and ‘separated bikeways along the east side of MD 187 and along Edson Lane. Given the nature of MD 187 as a Major Highway in this area, this is an appropriate plan and MCPS ‘supports this. MCPS will construct the bikeway across the frontage of the site along MD 187. ‘Transit System Adequacy For traditional land uses the number of transit trips would be more than the threshold of 50 a quantitative transit analysis would be required. However since the proposed use is a public school and the majority of the users would be eligible for free public transit (school buses) it was determined that a more appropriate measure of this sites transit impact should be tied to staff levels rather than the total number of trips generated by the sit. The school will employ 212 teachers/staff. Nearly all of these employees willbe on- site before the morning peak hour (7:30 to 8:30 AM) and will remain on-site until after the ‘evening peak hour (2:15 to 9:15 PM). However, to present a very conservative projection of ransitimpacts, itwas assumed that 30% of the staff would arrive during the peak hours. ‘This would translate to 64 staff members per peak hour. Once again ifall ofthese 64 staff ‘members were converted to person trips, the 9.4% transit rte for this policy area would ‘equate to 6 transit trips which is far below the 50 trp threshold for a quantitative transit analyses. ‘The nearest bus stops tothe site are located along the east side of MD 187 at the northem property boundary and on the west side of MD 187 opposite of the school. The ‘stops serve Ride On route 28. The information for Ride On route 26 is enclosed in Appendix L. aCONCLUSIONS ‘A traffic impact study was prepared in accordance with the guidelines published by M.NCPPG for Mandatory Referrals, for projects undertaken by public agencies. The proposed conversion of the Tilden Middle School to the Woodward High School falls within the parameters of these guidelines. After collecting current trafic count data at 7 intersections including the existing access points to the Tikden Middle School, it was determined that under existing traffic volumes all of the intersections that were analyzed as part of the LATR study operate Within the Congestion Standard for the North Bethesda Policy Area of 71 seconds of vehicle delay or less during the peak hours of schoo! traffic. ‘The analysis then proceeded to generate trips for planned developments and the trips generated by the conversion of the middle school toa high school. The results of the analyses demonstrate, as shown in Tables 9 and 10, that ll ofthe crtical intersections are projected to continue to operate within the 71 second threshold permitted by the Congestion Standard for the Policy Area during the peak hours, with the exception of the MD 187/Tuckerman Lane intersection. Improvements were identified at the MD 187/Tuckerman Lane intersection which if installed would reduce the projected delay to acceptable levels during the morning peak hour. This improvement if implemented would be funded through MCDOT CIP fund P509036. ‘As required by the LATR/TPAR Guidelines, pedestrian facilities in the area were also evaluated. The area in which the school is located is a mature neighborhood with continuous sidewalks along the majority of the area roadways to encourage pedestrian traffic to the school. The signalized intersections in the study area are equipped with push- button controlled pedestrian signals to cross the major roadways. There were some ADA deficient intersections within a 500 foot radius of the school boundary and these will be ‘addressed with the existing CIP fund designed to fund improvements associated with public schools,APPENDIX A. ‘TRAFFIC STUDY SCOPE OF WORK AGREEMENTLocal Area Transportation Review TRANSPORTATION IMPACT STUDY SCOPE OF WORK AGREEMENT Contact Information ‘ike Nalepa ‘Transportation Consultant | Steet Traffe Studies (Gop, ota vane, nal, | mnalgadsetv Sa phan umber) $10 580 5500, Name of Applicant / ‘Montgomery County Public Schools - Developer Project Information Include Tables/6raphies, AS Needed Project Name : Project Name | wocdwara High Schoo ct Location — rofect Lacation 1211 0 Gert Rea, Recle, MO 20652 | Policy Area(s) ' aster Plan(s)/ |fabsivon staging poy map) _| No" Bethesda Sector Plan Area(s) a 1 Preliminary Plan | ite Plan_| sketch/Concept/ere- | C1 Amendment Preliminary (Optonal) Application Type(s) = Pecan ese | Local Map | (1 APF at Building wines: (formery specal eet8on) | amendment. | Permit —MR__ Project Description & Previous Approvals {roposed and ses, zoning, no. ‘of unt, square Teton, onstruction phen, pie sopra apropos, existing tes, ste operon yes ul, Stans of Acct Pub Facies [s@r] other elevate) 1.Site Access Tes antkipated thatthe exiting signal controlled access tothe Tiden Middle Schoo will be (cegsn scamloatent, | aed oe souhannon se for Wonaors gh Scoa Obwr ess, pers stct, |crongeibe erie tu the ate as cto eee ccex cota oa ities ort cramen, pete tans (Stet)anspor Trae SR Generates 50 or more total weekday peak hou person tps (vehicular, transt, TD Transportation Study Exemption Statement Generates 49 or fewer total weckdoy peak ‘accoptedapplieation) 2.Transportation ANAIYSIS | Se, and/or pedestrian) win no| | Hour person tips (vehi, trans, bee, Requirement ‘edoctons other than a ced for existing | and/or pesto) wth no eduction other Gerelopments over 1 years, ADIs | than a eed for existing developments over fuse ofthe Whe int and Wit Ook_| 12 yeas ol, O& within Whe int and Wie policy Aes, Filout remade of tis | Oak Poy Ares. Fil Os PAR and form and ince in anspataton impact | generation secon below, and ince wth uty appondie Siamption datement 3 olicy Area Review creas Tr PAMR | 0 Exempt (nose footage a) (usa r2py16) | yasor -12/syi2)_| Bees or eet than 3 new tps) ote eon: som [or yijt7ertwer) _| Ono pos ed ete 435 ———_ [No PAR (7/1/03 — 11714707) sna okt Taman ra | a ayn 67 | EL ATR (tee SOE), fe ten pm hy rn Ree) “Transportation ne Mitigation Agreement |. No.—_| Gse enpoees andi Tarporaton | C1 Amend Existing TMAg (TMA) Required? Mtrapenent bec [10D S.Estabished Trans- portation Management ci No | Yes TMD Name: District (TMD)? ‘Transportation Impact Study Assumptions “Include Tables/Graphics, As Needed EStudy Years /Phases [Existing Year: 2018 | Paces / Buld-out eats: 2021 7.Study Periods Wan Wom co Midday Saturday 0 Sunday Other: of ers of tersocons to study (refer cavent LATR Giles): 2 Tertre pupese of etsy nanbr obs sty etn ip anton , ‘jet tes a0 Moz ny nd properties car ona Nop restos Sst Intersections | imi betta ean er a et ey ae oo srr en i, 1) MD 167 @ Tien La 7) Tucker La @ Gosia Or Sorted snare SopieesSsonicet .,|2)MD 167 @ Pondener La ®) Sete caee ”, [3)MD 187 @ Norn Ten vSOmevay | 8) mus be lected wi -) MO 187 @ South Ten HS Breway | yo) 5) MD 187 @ Tuckerman La 6) MO 187 @ Northbound 1270 Ramp cn ad more rows Fnecessary ‘roposed wes, and et changes) L Dara 208 “otal Person] Vehicle Tpe®™ | Transt Tipst Walking Tres* | Bjcing Tps™ 9.Trp Generation “ips (ste) vevmacts | mm (eat ke ces an fretnedlogr nc we of 366 7 ss 06 st trek up genes | om * a Dor erent te AM ruse ip owen | © On ead etapa poo sar ether te Ao PN peak ur Sum ofa vec, raat and non matrted tip tal be tho equivalent of toa person tps Use table at the end of he form to show al coeustins and assumptions er mode breakout 210.Trip Reductions (ree jason and Supping documento for into captre, pass, verted, Transperation Demand anagenent) None 11.Trp Distribution 9% {clude a map ofthe propo projet naan toa et ‘able asad on the BGting volumes ad the attached service area hap for Wal Whitman High Schoo), we propose the folowing tip ditibutons: 409% N on MO 187 10% Won Tiden Lane 1586 Eon Nicholson a 1086 € on Tuckerman La '59% Won Tuckerman La 158 5 on MO 187 5% Non 1270 412,Pipeline Developments tobe considered as background traffic (laude nama plan fn 5, Be ses for approved bu unbae evelopment or conetrenty Dentingeppestons; fo can be ‘ane om the MAC Prpalne website -webste S peated quarter) Pipeline development deta wil be updated and provided by the M-NCPPC. 13.Plpeline Transportation Projects to be considered ‘as background condition {fu func or constraint {Covnty Capital nerovernnt Program, Sate Conta ‘Transpotatien Program, eveover projects win the ret ye)“+Refer to the LATR Guidelines for details on how to mitigate 14.Vehicular Analysis of vericutar pals patiated (Wehr nagton {Soe aeremne whe sta) ‘+ TEST: HCH Analysis required tobe provided for al Intersections analyzed i studies for: 1) "Red 8 Orange” palcy areas, and 2) intersections witha CLY of more than 1,350 in "Yellow & Green” poly aeas, 3) CLV analysis required for all intersections regardless of policy 3, CLV assessment and signal timing worksheets fre to be included in the study appendix. ‘+ MITIGATION: Required if HCM delay analyses exceed poley ‘area standard 15.Pedestrian Analysis 16.Blcycle Analysis eC eedestan Migtion Anicpates Wf scjce Mitigation Anticipated ‘+ TEST: If the plan generates 50 or mare pedestian peak hour ‘rps, mtigtion of sureunding pedestrian condions i required MITIGATION: Required i ADA non-compllance iss within 500 fot rads of ste boundary and if pedestrian crosswalk Gelay at LATR Intersections within 500 feat of ste boundary 'S loner than Love of Service (LOS) D TEST: IF the plan generates 50 oF more bioye peak hour trips andi thin 0.25 miles of an ensting educational insiition or exsting/planned bkeshare statin, milgatlon of surrounding bicycle conditions is required ‘+ MITIGATION: Required to make improvements to provide @ low Level of Traffic stress to any exiting sina fait ‘thin 750 feet of the site boundary; ARernativay, project may provide a master planned improvernent that provides an ‘equivalent improvement inte level of traf stres for jel 17.Transit Analysis ‘Additional Analysis or ‘Software Required A rranst Mitigation Antipated Queuing Analysis Signal Warrant Analysis © Synchro [Weaving/Merge Analysis C1 SIDRA + TESTE IF the plan generates 50 or mare transit peak hour trips and the peak lad of bus routes at bus stops within 1,000 feet of site boundary exceeds (ris worse than) peak toad of LOS D (1.25 trans riders per set curing the peak ‘ered inthe peak election), mitigation of transit contions ‘5 required ‘+ MITIGATION: Requlted to provide or fund improvements thet ‘Would mitigate the tris exceeding the standard that are ttbutable tothe development cident Anaiyse I VESSIM Accident Analysis Coeetht other| M-NCPPC Clarifications “Transportation impact study wal comply with al ath requersans Of the LATR Guidelines not sic on this for, 1 pysial improvements are proposed as mitlgation, the transportation impact study wil demonstrate feasbilty wits regards to right-of-way and uity locaton (ata minimum). In the event thatthe development proposal significantly changes ater this transportation impact study scape has been agreed to, the Appcant wel work with NeNCPPC staf to arene the scope to accurately reflect the new proposal [rect fom MCDOT showing thatthe transportation impact stu revilw fee has been paid wal be provided to IN-NCPPC DARC atthe time the development appleatonis submitted. Minimum of seven paper copies (more near the County ine cr an Incorporated iy) and two PDF copies ofthe teansportatlon lnpact study and appendices wl be provided. ‘Additional Assumptions / Special Circumstances for Discussionte Trip Generation Rstimate Worksheet E: Vehicle Trips Land use Code 0 eee a lopment Si FEE tip great ste Total AM Vehicle Trips) formularate™ AM 384 ITE Trip generation estimate [Foial PM Vehicle Trips | 446 formularate* PM tap i Polley Avea Conversion icy Area # & Name [a2 Tip Adjustment Factor [82% Bethesda ‘plied Policy Area Adjusted Value pplicd Policy Area Adjusted Value 306 M 3: Mode Split MPM lo Driver 24% Results 587 to Passenger 19.5% Results 1g rans 94% — Results 55 alking (ransit + non-motorized) 18.1% Results 106 [Bicycling (non-motorized) 87% — Results SI Canpele n of tes bie 0° EAGT isa aude he aan. er ea onsen Twas ‘nals Sct oF ef, 6 enue 2018High School (530) ‘Vehicle Tip End On SotingiLecston: Gonerl UrbarvSuburban ‘avg Nom: of Stier: 1177 Dtcons Disiton:_63% entodng, 2% eating Vehicle Trip Generation per Student _ ‘verge ale Range of Rates Sand Doves 35 023 Data Plot and Equation rue Gare ten Ln) = 84 nm) #172High School (530) Vehicle Tip Ends vet ‘On: SottingLocaton: Number of Sus: yg. Num of Studs: Drtconal Dbton ‘Vehicle Tip Generation per Student Students Wook PA Peak Hour of Ganerator General Urbar/Suburban wr 2X entering, 68% extn ‘Arerage Rao Renge of Rates 038, 16-074 ox Data Plot and Equation : % sly ie Fmscane = === pve recur Eatin: Ln) = 860128) 107 meoet‘Tilden Middle School - #232 hc an var tain {1210 xr ecil MD 2852 eran (30588 Sinatra 8-00 tans extn: 21 205091 ao ‘to ere aA Te wae Do | ea [= ET ET es THE Fee in ny oy Ae Hak Aran TE ‘ans tae Ps ah Fs Pa a bh aa oa Sea aa Ca arate reir Tin is «Goel eater Ces arse Tate a eo Ta rT ier arcion ‘Buetow ora pat eves FARMS Tian OR aby ate eines Wr *= $838 Soper a= 0% apo Pca Eo hy Oe iene et Teng ToenceM Up stn et Valo Minepanest San hacer Etcatan Pog cata Pee Sry (28) Graig ganas ureease arg Made Lear te haste) Mernea Pore stan Subans Abes Pera ‘Sher Anon Poa Same Grae Tay Resale Cones i gh ied 0) Tans Sopra ome [ [ai [an [ez Salen aswaioal Sa aS oar at Seca sa yar tia Pexerl ‘Ome a on anAPPENDIX B. VEHICLE TURNING MOVEMENT COUNTSi ee G08888: ebeweetecostes cafe = seme © afi. 1 =] \ me | f 7 i eae pee cece ene se roan | |e bE IE PER EERE Bi i gi Wee iG semen: Games set Ge, fos) ek ecus Sy a ee eee ey [a [fe ae forse fees © £@ S| pes he a Ce ee ee a \ (et a em om ew moe |e | ee eee eee een [ee A BS eee eae |B | GRR SRSRE ERE F [cm Eetmsp shes 0 seal ocean eiane im Ete Sees saae & 2am eee ioe ea la een | Soom | aS 18 1H some =! | ae | se se 2 tw ” ie Bes ees & | oe, | ee ae iter | | ae mere ge eg ee es ee re mis ee ace eee] saanl| cee ecnseaieee ees] | een BAe Bee al | | cena eacnone none | Sposa SpSReneneceseeas|bP eacananEa| e Hla i } eels cecccccccces © eecccpoce © cceccccssccs © eclooocces ©SeRge be vars cr cn fren 7 | | foto | Sor | i “el tot | tot | | | s * » ee “8 nog! a 2 Rog : 8 eT g & Bos 3 eed = ” oe 2 ie = el 3 Som om i$ aI 3 om i 8 | aS 1 8 a i i 8 + 8 | : 8 of te 1 re ee ec | | | pm © we mw ume re @ x mt oho | ee tes me oe me a sl BUS Sie is me oF & se a Sl Gs Sts jo ie « f 3 Bom 3 hattinhBite ar cra 7 j 2 | i= | [ea | tat : . al Sue anna ean inva rar | ee | 4 Pek Si eae | toenali el Ea: peee ea: the g sone aes PE iG ea ts 3 [ee | 4 om & me oR ® oo 8 i} il win PEER & 3 me i S| ei | Soin es REE 2G ea: Bi Bi | a | | | |S wm ae mm mm mom mw ll |\BB lagen :fee 22:8 8 is \ER | EE ER PERE SER E #| 2) igo ae Pe GEER EGE 2) =! ig ge GE SEER Re RE E APE |\Bi | SE PB PERE PEER S =| ml oe ee me me ls | | | She | tm sme e pene pe al ml ae if PRE LLL EPL g 2 |e | fe Gee tet eet g # le seek gees te ig BE ie gi ie eaeae ¢ 31) @é@i = = ie i HEGEL t Bea al Fi (ge | EERE PEt ei ® BF |e | se ee eee SHS rifte terri |B | ZEEE EEE t cceces es =| ie EGE FEES 3 #2248 8 ae a a