750 north glebe road - Arlingtonva
750 NORTH GLEBE ROAD SPRC MEETING #3 MARCH 7, 2016
Existing Metro Station
Future Metro Entrance
750 N. Glebe Road – SP #440
Context Aerial
2
Existing Tazewell View
EXISTING CURB CUT
750 N. Glebe Road – SP #440
Transit Context Plan
Proposed Tazewell View 3
750 N. Glebe Road – SP #440
Ground Floor (as proposed with modifications)
4
Retail Parking: 227 Spaces
Parking Level 1
Parking Space Tabulations Level Retail Resid Total P1 227 0 227 P2 47 210 257 P3 0 273 273 Total 274 483 757
Retail Parking: 47 Spaces
Residential Parking: 210 Spaces
Parking Level 2 NOTE: Parking Level 3 will contain the balance of the residential spaces.
5
Findings/Conclusions: •
Some intersections and/or turning movements have unacceptable levels in background conditions
•
Mitigation Measures:
•
1.
Install a Traffic Signal at N Glebe Road and 7th Street N
2.
Signal Timing Adjustments at N Glebe Road and Wilson Boulevard
At County’s request, Traffic Impact Study included two scenarios for N. Tazewell Street (1-way Northbound and 2-way)
Results: Studied intersections’ levels of service remain the same •
Supplemental analysis was prepared with a 25% Mode Split Reduction for Grocery (increased grocery trips compared to the original 50% Mode Split Reduction for Grocery) Results: Studied intersections’ levels of service remain the same 6
• •
•
Original Analysis Assumed 50% Mode Split Reduction Supplemental Analysis Assumed 25% Mode Split Reduction (Higher Grocery Auto Trips) Mode split reductions are taken against standard ITE¹ trips for supermarkets.
------
Weekday
AM Peak Hour
------
------
PM Peak Hour
Daily
S aturday
SAT Peak Hour
-----Daily
Mode Split Reduction
In
Out
Total
In
Out
Total
Total
In
Out
Total
Total
Residential
60%
22
48
70
46
33
79
700
38
29
67
869
Retail
50%
7
5
12
11
14
25
273
15
15
30
250
Restaurant
50%
32
28
60
31
18
49
632
39
37
76
844
Grocery
50%
45
28
73
106
102
208
2,138
117
112
229
3,826
106
109
215
194
167
361
3,743
209
193
402
5,789
68
42
110
160
154
314
3,207
175
169
344
5,739
129
123
252
248
219
467
4,812
267
250
517
7,702
Land Use
Total Site Trips (50% Grocery) Grocery
25%
Total Site Trips (25% Grocery)
Note: Includes Internal Capture and Mode Split Reduction
_________________________________________
¹ ITE stands for Institute of Transportation Engineers. It publishes the ITE Trip Generation Manual, the industry standard for determining trip rates.
7
8
•
Two Curb Cuts:
70’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 2,647 7th = 4,812 Tazewell = 516
•
50% Mode Split ADT:
Glebe = 2,059 7th = 3,743 Tazewell = 409
•
Pedestrian Impacts:
Glebe = None 7th = High Tazewell = Low
•
Loading:
ORIGINAL PROPOSAL
a) Large maneuvering space req’d b) Indoor truck maneuvering c) Indoor truck queueing d) Trucks can go N or S at new light e) No impact on Glebe traffic lanes
9
10
11
•
Three Curb Cuts:
40’ (Glebe) - 60’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe 7th Tazewell
Alt 1 2,550 4,445 1,378
•
50% Mode Split ADT:
Glebe 7th Tazewell
2,069 3,376 1,111
•
Pedestrian Impacts:
Glebe = High 7th = High Tazewell = Low
•
Loading:
ALTERNATE 1 & 1B
Alt 1B 2,962 4,602 761 2,374 3,533 654
a) Smaller loading area req’d b) Easier indoor truck maneuvering c) Less space for indoor queueing d) Trucks can only go south upon exiting e) Trucks cross 3 lanes of Glebe to exit
12
13
14
•
Three Curb Cuts:
24’ (Glebe) - 70’ (7th) - 24’ (Tazewell)
•
Average Daily Trips:
Same as Alternates 1 & 1B
•
Pedestrian Impacts:
Glebe = High 7th = High Tazewell = Low
•
Loading:
Same as Original Proposal
ALTERNATE 2 & 2B
15
16
ALTERNATE 3
•
Three Curb Cuts:
20’ (Glebe) - 60’ (7th) - 40’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 2,200 7th = 4,672 Tazewell = 1,728
•
50% Mode Split ADT:
Glebe = 1,719 7th = 3,603 Tazewell = 1,461
•
Pedestrian Impacts:
Glebe = Moderate 7th = High Tazewell = Moderate
•
Loading:
Same as Alternates 1 and 1B 17
18
ALTERNATE 4
•
Two Curb Cuts:
70’ (7th) - 40’ (Tazewell)
•
Average Daily Trips:
Same as Alternate 3
•
Pedestrian Impacts:
Glebe = None 7th = High Tazewell = Moderate
•
Loading:
Same as Original Proposal
19
20
ALTERNATE 5
•
Three Curb Cuts:
14’ (Glebe) - 70’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 2,647 7th = 3,231 Tazewell = 516
•
50% Mode Split ADT:
Glebe = 2,059 7th = 2,509 Tazewell = 409
•
Pedestrian Impacts:
Glebe = High 7th = High Tazewell = Low
•
Loading:
Same as Original Proposal
21
22
ALTERNATE 6
•
Three Curb Cuts:
24’ (Glebe) - 70’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 3,266 7th = 2,612 Tazewell = 516
•
50% Mode Split ADT:
Glebe = 2,544 7th = 2,024 Tazewell = 409
•
Pedestrian Impacts:
Glebe = High 7th = Moderate Tazewell = Low
•
Loading:
Same as Original Proposal
23
24
Eliminate L-shaped loading dock alternatives. VDOT will not approve.
25
Eliminate alternatives with RI/RO ramp off Glebe. VDOT will not approve.
26
Remaining Viable Alternatives
27
THANK YOU
28
Existing Metro Station
Future Metro Entrance
750 N. Glebe Road – SP #440
Context Aerial
2
Existing Tazewell View
EXISTING CURB CUT
750 N. Glebe Road – SP #440
Transit Context Plan
Proposed Tazewell View 3
750 N. Glebe Road – SP #440
Ground Floor (as proposed with modifications)
4
Retail Parking: 227 Spaces
Parking Level 1
Parking Space Tabulations Level Retail Resid Total P1 227 0 227 P2 47 210 257 P3 0 273 273 Total 274 483 757
Retail Parking: 47 Spaces
Residential Parking: 210 Spaces
Parking Level 2 NOTE: Parking Level 3 will contain the balance of the residential spaces.
5
Findings/Conclusions: •
Some intersections and/or turning movements have unacceptable levels in background conditions
•
Mitigation Measures:
•
1.
Install a Traffic Signal at N Glebe Road and 7th Street N
2.
Signal Timing Adjustments at N Glebe Road and Wilson Boulevard
At County’s request, Traffic Impact Study included two scenarios for N. Tazewell Street (1-way Northbound and 2-way)
Results: Studied intersections’ levels of service remain the same •
Supplemental analysis was prepared with a 25% Mode Split Reduction for Grocery (increased grocery trips compared to the original 50% Mode Split Reduction for Grocery) Results: Studied intersections’ levels of service remain the same 6
• •
•
Original Analysis Assumed 50% Mode Split Reduction Supplemental Analysis Assumed 25% Mode Split Reduction (Higher Grocery Auto Trips) Mode split reductions are taken against standard ITE¹ trips for supermarkets.
------
Weekday
AM Peak Hour
------
------
PM Peak Hour
Daily
S aturday
SAT Peak Hour
-----Daily
Mode Split Reduction
In
Out
Total
In
Out
Total
Total
In
Out
Total
Total
Residential
60%
22
48
70
46
33
79
700
38
29
67
869
Retail
50%
7
5
12
11
14
25
273
15
15
30
250
Restaurant
50%
32
28
60
31
18
49
632
39
37
76
844
Grocery
50%
45
28
73
106
102
208
2,138
117
112
229
3,826
106
109
215
194
167
361
3,743
209
193
402
5,789
68
42
110
160
154
314
3,207
175
169
344
5,739
129
123
252
248
219
467
4,812
267
250
517
7,702
Land Use
Total Site Trips (50% Grocery) Grocery
25%
Total Site Trips (25% Grocery)
Note: Includes Internal Capture and Mode Split Reduction
_________________________________________
¹ ITE stands for Institute of Transportation Engineers. It publishes the ITE Trip Generation Manual, the industry standard for determining trip rates.
7
8
•
Two Curb Cuts:
70’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 2,647 7th = 4,812 Tazewell = 516
•
50% Mode Split ADT:
Glebe = 2,059 7th = 3,743 Tazewell = 409
•
Pedestrian Impacts:
Glebe = None 7th = High Tazewell = Low
•
Loading:
ORIGINAL PROPOSAL
a) Large maneuvering space req’d b) Indoor truck maneuvering c) Indoor truck queueing d) Trucks can go N or S at new light e) No impact on Glebe traffic lanes
9
10
11
•
Three Curb Cuts:
40’ (Glebe) - 60’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe 7th Tazewell
Alt 1 2,550 4,445 1,378
•
50% Mode Split ADT:
Glebe 7th Tazewell
2,069 3,376 1,111
•
Pedestrian Impacts:
Glebe = High 7th = High Tazewell = Low
•
Loading:
ALTERNATE 1 & 1B
Alt 1B 2,962 4,602 761 2,374 3,533 654
a) Smaller loading area req’d b) Easier indoor truck maneuvering c) Less space for indoor queueing d) Trucks can only go south upon exiting e) Trucks cross 3 lanes of Glebe to exit
12
13
14
•
Three Curb Cuts:
24’ (Glebe) - 70’ (7th) - 24’ (Tazewell)
•
Average Daily Trips:
Same as Alternates 1 & 1B
•
Pedestrian Impacts:
Glebe = High 7th = High Tazewell = Low
•
Loading:
Same as Original Proposal
ALTERNATE 2 & 2B
15
16
ALTERNATE 3
•
Three Curb Cuts:
20’ (Glebe) - 60’ (7th) - 40’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 2,200 7th = 4,672 Tazewell = 1,728
•
50% Mode Split ADT:
Glebe = 1,719 7th = 3,603 Tazewell = 1,461
•
Pedestrian Impacts:
Glebe = Moderate 7th = High Tazewell = Moderate
•
Loading:
Same as Alternates 1 and 1B 17
18
ALTERNATE 4
•
Two Curb Cuts:
70’ (7th) - 40’ (Tazewell)
•
Average Daily Trips:
Same as Alternate 3
•
Pedestrian Impacts:
Glebe = None 7th = High Tazewell = Moderate
•
Loading:
Same as Original Proposal
19
20
ALTERNATE 5
•
Three Curb Cuts:
14’ (Glebe) - 70’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 2,647 7th = 3,231 Tazewell = 516
•
50% Mode Split ADT:
Glebe = 2,059 7th = 2,509 Tazewell = 409
•
Pedestrian Impacts:
Glebe = High 7th = High Tazewell = Low
•
Loading:
Same as Original Proposal
21
22
ALTERNATE 6
•
Three Curb Cuts:
24’ (Glebe) - 70’ (7th) - 24’ (Tazewell)
•
25% Mode Split ADT:
Glebe = 3,266 7th = 2,612 Tazewell = 516
•
50% Mode Split ADT:
Glebe = 2,544 7th = 2,024 Tazewell = 409
•
Pedestrian Impacts:
Glebe = High 7th = Moderate Tazewell = Low
•
Loading:
Same as Original Proposal
23
24
Eliminate L-shaped loading dock alternatives. VDOT will not approve.
25
Eliminate alternatives with RI/RO ramp off Glebe. VDOT will not approve.
26
Remaining Viable Alternatives
27
THANK YOU
28
