multimodal transportation ssessment · 21/05/2019 · the following report is a multimodal...

May 21, 2019

MULTIMODAL TRANSPORTATION ASSESSMENT

ARLINGTON, VA

600 NORTH GLEBE

Prepared by:

1140 Connecticut Avenue NW Suite 600

Washington, DC 20036 Tel: 202.296.8625 Fax: 202.785.1276

3914 Centreville Road Suite 330

Chantilly, VA 20171 Tel: 703.787.9595 Fax: 703.787.9905

15125 Washington Street Suite 212

Haymarket, VA 20169 Tel: 571.248.0992 Fax: 703.787.9905

www.goroveslade.com

This document, together with the concepts and designs presented herein, as an instrument of services, is intended for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization by Gorove/Slade Associates, Inc., shall be without liability to Gorove/Slade Associates, Inc.

iii

Contents

List of Figures ............................................................................................................................................................................................ iv

List of Tables .............................................................................................................................................................................................. v

Executive Summary .................................................................................................................................................................................... 1

Introduction ............................................................................................................................................................................................... 4

Study Area Overview ............................................................................................................................................................................... 12

Multimodal Conditions ........................................................................................................................................................................ 12

Project Design .......................................................................................................................................................................................... 33

Site Access ............................................................................................................................................................................................ 33

Loading ................................................................................................................................................................................................. 33

Parking ................................................................................................................................................................................................. 33

Bicycle and Pedestrian Facilities .......................................................................................................................................................... 34

Trip Generation ........................................................................................................................................................................................ 36

Existing Trip Generation ....................................................................................................................................................................... 36

Projected Future Trip Generation ........................................................................................................................................................ 36

Net Trip Generation Summary ............................................................................................................................................................. 37

Traffic Operations .................................................................................................................................................................................... 40

Study Area, Scope, & Methodology ..................................................................................................................................................... 40

Vehicular Analysis Results .................................................................................................................................................................... 55

Transportation Management Plan ........................................................................................................................................................... 65

Participation and Funding .................................................................................................................................................................... 65

Facilities and Improvements ................................................................................................................................................................ 65

Parking Management Plan ................................................................................................................................................................... 65

Promotions, Services, Policies.............................................................................................................................................................. 65

Performance and Monitoring .............................................................................................................................................................. 65

Summary and Conclusions ....................................................................................................................................................................... 66

List of Appendices

Appendix A – Signed Scoping Document

Appendix B – Site Visit Notes

Appendix C – Existing Turning Movement Counts

Appendix D – Existing (2018) Capacity Analysis Worksheets

Appendix E – Background Development Trips

Appendix F – Future (2025) Conditions without Development Capacity Analysis Worksheets

Appendix G – Future (2025) Conditions with Development Capacity Analysis Worksheets

iv

List of Figures

Figure 1: Site Map ...................................................................................................................................................................................... 6

Figure 2: Parcel Map (Source: Arlington County Real Estate Map, September 2016) ............................................................................... 7

Figure 3: Planned Land Uses (Source: Arlington General Land Use Plan (GLUP), June 2017) ................................................................... 8

Figure 4: Zoning Map (Source: Arlington County) ..................................................................................................................................... 9

Figure 5: Site Plan .................................................................................................................................................................................... 10

Figure 6: Study Area Overview ................................................................................................................................................................. 11

Figure 7: Major Regional Transportation Facilities .................................................................................................................................. 13

Figure 8: Street Typology (Source: Arlington County Master Transportation Plan) ................................................................................ 14

Figure 9: Major Local Transportation Facilities ........................................................................................................................................ 16

Figure 10: N Quincy Street Plan Addendum Transportation Concept Map ............................................................................................. 18

Figure 11: Existing and Planned Bike Facilities (Source: Arlington County Master Transportation Plan) ................................................ 19

Figure 12: Existing Transit Service ............................................................................................................................................................ 21

Figure 13: Annual Metro Ridership at Virginia Square-GMU, Ballston-MU, and Clarendon Metro Stations (Source: WMATA) ............. 22

Figure 14: Bus Route Headways and Boarding Map ................................................................................................................................ 25

Figure 15: Pedestrian Pathways ............................................................................................................................................................... 27

Figure 16: Existing Pedestrian Infrastructure ........................................................................................................................................... 28

Figure 17: Existing Peak Hour Pedestrian Volumes ................................................................................................................................. 29

Figure 18: Existing Bicycle Facilities ......................................................................................................................................................... 31

Figure 20: Summary of Walkscore and Bikescore .................................................................................................................................... 32

Figure 20: Site Access ............................................................................................................................................................................... 35

Figure 21: Existing (2018) Lane Configurations and Traffic Controls ....................................................................................................... 42

Figure 22: Future with Development (2025) Lane Configuration and Traffic Controls ........................................................................... 43

Figure 23: Existing (2018) Traffic Volumes ............................................................................................................................................... 46

Figure 24: Future Background Developments ......................................................................................................................................... 48

Figure 25: Background Project-Generated (2025) Traffic Volumes ......................................................................................................... 49

Figure 26: Future (2025) without Development Traffic Volumes ............................................................................................................ 50

Figure 27: Direction of Approach ............................................................................................................................................................. 52

Figure 28: Net Site-Generated Traffic Volumes ....................................................................................................................................... 53

Figure 29: Future with Development (2025) Traffic Volumes ................................................................................................................. 54

Figure 30: AM Peak Hour LOS Results ...................................................................................................................................................... 57

Figure 31: PM Peak Hour LOS Results ...................................................................................................................................................... 58

Figure 32: Saturday Peak Hour LOS ......................................................................................................................................................... 59

v

List of Tables

Table 1: Bus Stop Inventory ..................................................................................................................................................................... 23

Table 2: Bus Route Information ............................................................................................................................................................... 24

Table 4: Sidewalk Recommendations per Arlington County Master Transportation Plan ...................................................................... 26

Table 5: Carshare Locations ..................................................................................................................................................................... 32

Table 6: Proposed Parking Supply ............................................................................................................................................................ 33

Table 6: Residential/Retail Mode Splits ................................................................................................................................................... 37

Table 7: Existing Multi-Modal Trip Generation ........................................................................................................................................ 37

Table 8: Proposed Grocery Store Multi-Modal Trip Generation .............................................................................................................. 38

Table 9: Proposed Residential/Retail Multi-Modal Trip Generation ....................................................................................................... 38

Table 10: Net Multi-Modal Trip Generation ............................................................................................................................................ 39

Table 12: Existing Roadway Network ....................................................................................................................................................... 41

Table 12: Traffic Generated by Background Developments .................................................................................................................... 47

Table 13: Vehicular Capacity Analysis Results ......................................................................................................................................... 60

Table 14: Queuing Results ....................................................................................................................................................................... 62

Table 15: Summary of Mitigation Results ................................................................................................................................................ 64

600 North Glebe MMTA

May 21, 2019

EXECUTIVE SUMMARY

The following report is a Multimodal Transportation

Assessment (MMTA) for the 600 North Glebe development in

the Ballston area of Arlington, Virginia.

Site Location and Study Area

The site is located in the Ballston area of Arlington, Virginia on

the west side of N Glebe Road, between N Carlin Springs Road

and N Henderson Road. The study area is bounded by N Glebe

Road to the east, N Thomas Street to the west, N Carlin Springs

Road to the north, and N Henderson Road to the south.

Regional access to the site is provided via I-66 and VA-50

(Arlington Boulevard).

The study area consists of ten intersections, including site

driveways.

Proposed Project

The 600 North Glebe site is currently occupied by a 49,500

square foot Harris Teeter grocery store, a car dealership, and

surface parking lots serving both uses individually. The site is

currently comprised of several zones including C-O-2.5, C-2, RC,

SD, and RA8-18. The site is proposed to be rezoned as RC only.

The site is shown as a High-Medium Residential Mixed-Use in

the General Land Use Plan (GLUP).

The proposed development will include three buildings.

Building One will consist of a new 70,851 square foot Harris

Teeter store and 255 residential units, Building Two will consist

of 234 residential units and Building Three will consist of 10,592

square feet of retail and 243 residential units.

Vehicular access to all three buildings will be provided by the

existing entrance along N Glebe Road, as well an existing

driveway along N Carlin Springs Road that currently serves “The

Maxwell” residential building. The entrance along N Glebe

Road will ultimately function as an extension of N Randolph

Street. The N Carlin Springs Road entrance will function as an

extension of N Tazewell Street. In line with existing conditions,

the N Glebe Road access will serve as the primary vehicular

access given its location along a roadway that serves regional

traffic. In particular, it is expected that the majority of grocery

store traffic will utilize this access based on customer zip code

data provided by Harris Teeter.

The proposed site plan for 600 North Glebe honors the intent

of the N Quincy Street Plan Addendum by removing the

existing surface parking lots, creating new east-west and north-

south connections in the form of a N Randolph Street extension

and a N Tazewell Street extension, and creating a public park

connecting to Thomas Street. Pedestrian facilities will be

constructed along the N Randolph Street extension, the N

Tazewell Street extension, and within the public park.

A total of 946 parking spaces are proposed for the site. Of

these spaces, 642 spaces will be allocated to residential use

and 304 spaces will be allocated to retail use. Per the 2018

Arlington County Zoning Ordinance for RC zones, residential

parking must be provided at no less than one (1) parking space

per unit and retail parking must be provided at no less than one

(1) parking space per 580 square feet. However, based on the

Off-Street Parking Guidelines for Multi-Family Residential

Projects approved in November 2017, the site is in an area that

is only required to provide a residential parking ratio of 0.5

spaces per unit. Based on these requirements, the

development is required to provide 366 residential parking

spaces and 140 retail spaces.

The proposed amount of on-site parking is compliant with

these parking requirements. The additional parking above that

which is required is consistent with the parking needs of a

grocery store and the anticipated residential parking demand.

The Building One loading facility is located along the N Tazewell

Street extension at the northwest corner of the building,

containing two (2) 55-foot Harris Teeter loading berths, one (1)

30-foot Residential loading berth, and one (1) 30-foot trash

truck berth. The Building Two loading facility is located along

the N Tazewell Street extension at the northeast corner of the

building, providing two (2) 55-foot loading berths for

residential and retail uses. The Building Three loading facility is

located along the N Tazewell Street extension at the southwest

corner of the building, providing (2) 55-foot loading berths for

residential use.

The number of loading facilities on site is expected to meet the

project’s needs. The loading areas supply the appropriate

facilities to accommodate the practical needs of the site.

Multi-Modal Impacts and Recommendations

Transit

The subject site is well-served by transit:


May 21, 2019

• There are twenty (20) bus stops within ¼-mile of the

site. These stops are directly served by WMATA

(Metrobus) and Arlington Transit (ART).

• The site is 0.5 miles from the Ballston-MU Metro

station and 0.7 miles from the Virginia Square-GMU

Metro Station. Both serve the Orange and Silver lines.

Boarding and alighting data for the bus stops within the study

area was originally requested in August of 2018 and most

recently requested in January of 2019. However, boarding and

alighting data was not received.

The proposed development will generate a net of 223 transit

trips during the AM peak hour, 328 during the PM peak hour

and 307 during the Saturday Peak Hour. Although the

development will be generating new transit trips on the

network, the existing facilities have sufficient capacity to

handle the new trips.

Pedestrian

The site is surrounded by a well-connected pedestrian network.

The pedestrian facilities around the site provide a quality

walking environment with issues in certain locations due to

curb ramp or sidewalk width deficiencies. Some blocks within

the vicinity of the site are temporarily missing sidewalks due to

undergoing construction. This project will reduce deficiencies

by eliminating curb cuts along Glebe Road. The 600 North

Glebe development will honor the intent of the final N Quincy

Street Plan Addendum by including a sidewalk along the N

Randolph Street extension through the site between N Glebe

Road and N Thomas Street.

The proposed development will generate a net of 20 walking

trips in the AM peak hour, 43 walking trips in the PM peak

hour, and 48 walking trips in the Saturday Peak Hour.

Bicycle

The site has access to several on- and off-street bicycle

facilities, including bike lanes along N Carlin Springs Road and a

protected bike lane along Quincy Street which connects to the

Custis Trail north of the site.

The proposed development will generate a net of 12 bike trips

in the AM peak hour, 23 bike trips in the PM hour, and 25 bike

trips in the Saturday peak hour.

The site will provide long-term bicycle parking spaces within

the parking garage in accordance with County requirements,

and short-term bicycle parking spaces along the perimeter of

the site.

Vehicular

The site is accessible from several principal arterials such as

Wilson Boulevard and N Glebe Road. The arterials create

connections to I-395, I-66, VA-50 (Arlington Boulevard), and

ultimately the Capital Beltway (I-495) that surrounds

Washington, DC and its inner suburbs as well as regional access

to I-95. These principal arterial roadways bring vehicular traffic

within one mile of the site, at which point minor arterials,

collectors, and local roads can be used to access the site

directly.

In order to determine the impacts of the proposed

development on this transportation network, this report

projects future conditions with the development of the site and

performs analyses of intersection delays.

The proposed development will generate a net of

approximately 139 vehicular trips in the AM peak hour and 274

trips in the PM peak hour and 237 in the Saturday peak hour.

Some of these net trips are considered “pass-by” trips, meaning

they are vehicle trips that are already on the roadway network

and stop at the grocery store or retail on their way to or from

another destination. Of the net trips, pass-by trips are

comprised of 43 AM peak hour trips, 163 PM peak hour trips,

and 156 Saturday peak hour trips. As such, new trips on the

surrounding roadway network amount to 96 trips during the

AM peak hour, 112 trips during the PM peak hour, and 82 trips

during the Saturday peak hour.

Traffic operations in the existing roadway network have current

capacity issues, however the proposed development is only

expected to impact one (1) of the nine (9) study area

intersections. The impacts of the development at this

intersection and a summary of the proposed mitigations is as

follows:

▪ N Glebe Road & Randolph Street/Site Driveway

During the AM peak hour, the northbound left operates at

an LOS F and the delay increases from 83.5 seconds to

153.6 seconds. With signal modifications the delay

decreases from 153.6 seconds to 70.8 seconds.

During the Saturday peak hour, the westbound left

operates at an LOS F and the delay increases from 93.5

seconds to 105.4 seconds. Signal modifications were not

effective in mitigating the delays along this lane group;


May 21, 2019

however, the proposed development does not add any

trips to this movement. The northbound left operates at an

LOS F and the delay increases from 77 seconds to 89.8

seconds. With signal modifications the delay decreases

from 89.8 seconds to 80.9 seconds.

Transportation Management Plan

A TMP will be required for the project based on the County’s

requirements, and a framework for a TMP is included in this

report. A few of the typical TMP components include the

establishment of a TMP coordinator, the distribution of transit

literature, the establishment of ride-sharing programs, and the

on-site sale of discounted fare media. Management measures

taken by 600 North Glebe projects can be monitored and

adjusted as needed to continually create opportunities to

reduce the amount of vehicular traffic generated by the site.

600 N Glebe MMTA

May 21, 2019

INTRODUCTION

This report presents the findings of a Multimodal

Transportation Assessment (MMTA) conducted for the

proposed 600 North Glebe development in the Ballston area of

Arlington, Virginia. The 600 North Glebe site is currently

occupied by a 49,500 square foot Harris Teeter grocery store, a

car dealership, and surface parking lots serving both uses

individually. The proposed development will consist of a new

Harris Teeter/residential building as well as a residential/retail

building. The proposed project build-out year is 2025.

The site is currently comprised of several zones including C-O-

2.5, C-2, RC, SD, and RA8-18. The site is proposed to be rezoned

as RC only. The site is shown as a High-Medium Residential

Mixed-Use in the General Land Use Plan (GLUP).

Study Objectives

The objectives of this study are to evaluate the transportation

network in the vicinity of the site and identify any potential

transportation impacts that may result from the proposed

redevelopment. Elements of this report include a description

of the proposed development, an evaluation of the existing

multimodal transportation network, and evaluations of the

future transportation network with and without the proposed

development.

Study Tasks

The following tasks were completed as part of this study.

• A scope dated August 20, 2018 was submitted by

Gorove/Slade to representatives from Arlington

County. This scope included discussions about the

parameters of the study and relevant background

information. A copy of the scoping document is

included in Appendix A.

• Field reconnaissance in the vicinity of the site was

performed to collect information related to the

existing traffic controls, signal timings, roadway

geometry, traffic flow characteristics, sidewalk

conditions, bicycle facilities, and transit stop

amenities. Notes related to the site visit are included

in Appendix B.

• Traffic counts at the study area intersections were

conducted on Tuesday May 8, 2018 during the

morning and evening peak periods and Saturday, June

9, 2018 during the Saturday midday peak period.

• Four (4) planned developments in the vicinity of the

proposed project were assumed to be in place for the

future conditions analysis. According to historical data

obtained from VDOT, the average historical growth on

roadway network surrounding the study area has been

negative or minimal in recent years. As such, no

inherent growth on the surrounding roadway network

was assumed.

• Existing site traffic volumes were determined based on

existing driveway counts. Proposed site traffic volumes

were generated based on the ITE Trip Generation

Manual 9th Edition and the existing vehicle and

pedestrian counts.

• Intersection capacity analyses were performed using

the software package Synchro, Version 9.1 based on

the Highway Capacity Manual (HCM) methodology.

Traffic analyses were performed for the existing

conditions (2018), future conditions (2025) with and

without development.

• A Transportation Management Plan framework was

developed, as a TMP will be necessary to meet County

requirements.

Data Sources

Sources of data for this study include Arlington County, the

Virginia Department of Transportation (VDOT), the Institute of

Transportation Engineers (ITE) Trip Generation, 9th Edition, and

the office files and field reconnaissance efforts of Gorove/Slade

Associates, Inc.

Proposed Project

Site Location


the west side of N Glebe Road, between N Randolph Street and

N Henderson Drive. Vehicular access to the both garages will be

via the existing Harris Teeter entrance along N Glebe Road and

the existing driveway along N Carlin Springs Road. The site

location is shown in Figure 1.

600 N Glebe MMTA

May 21, 2019

Parcel Information

The existing site is occupied by a Harris Teeter grocery store, a

car dealership and surface parking lots. A parcel map showing

the location of the property is presented in Figure 2.

General Land Use Plan Recommendations According to Arlington County’s General Land Use Plan (GLUP),

this site is listed as High-Medium Residential Mixed-Use. The

GLUP map for the site is shown in Figure 3. The site is currently

comprised of several zones including C-O-2.5: Commercial

Office Building, Hotel and Apartment District; C-2: Service

Commercial-Community Business District; RC: Apartment

Dwelling and Commercial District; SD: Special Development

District; and RA8-18: Apartment Dwelling District. The site is

proposed to be rezoned to RC only. The zoning map is shown in

Figure 4.

Proposed Site Plan

The proposed development will include a new 70,851 square

foot Harris Teeter store, 10,592 square feet of additional retail

space, and approximately 732 residential units. The proposed

build-out year is 2025. The proposed site plan is shown in

Figure 5.

Vehicular access to all three buildings will be provided primarily

by the existing entrance along N Glebe Road, as well an existing

driveway along N Carlin Springs Road that currently serves The

Maxwell residential building. The entrance along N Glebe Road

will ultimately function as an extension of N Randolph Street.

The N Carlin Springs Road entrance will function as an







Scope and Limits of the Study Area The study area is bounded by N Glebe Road to the east, N

Carlin Springs to the north, N Thomas Street to the west and N

Henderson Road to the south. Regional access to the site is

provided via I-66 and VA-50 (Arlington Boulevard). The

following intersections were identified for inclusion in this

study, as shown in Figure 6.

1. N Glebe Road and Wilson Boulevard

2. N Glebe Road and N Carlin Springs Road

3. N Glebe Road and N Randolph Street

4. N Glebe Road and N Henderson Road/N Quincy Street

5. N Carlin Springs Road and N Tazewell Street (S)

6. N Carlin Springs Road and N Thomas Street

7. N Henderson Road and N Thomas Street

8. N Henderson Road and N George Mason Drive

9. Existing Dwy/N Tazewell St (N) at N Carlin Springs Road

600 N Glebe MMTA

May 21, 2019

Figure 1: Site Map

600 N Glebe MMTA

May 21, 2019

Figure 2: Parcel Map (Source: Arlington County Real Estate Map, September 2016)

600 N Glebe MMTA

May 21, 2019

Figure 3: Planned Land Uses (Source: Arlington General Land Use Plan (GLUP), June 2017)

600 N Glebe MMTA

May 21, 2019

Figure 4: Zoning Map (Source: Arlington County)

600 N Glebe MMTA

May 21, 2019

Figure 5: Site Plan

600 N Glebe MMTA

May 21, 2019

Figure 6: Study Area Overview

600 N Glebe MMTA

May 21, 2019

STUDY AREA OVERVIEW

This section reviews the existing conditions of the surrounding

transportation network and includes an overview of the site

location, including a summary of the major transportation

characteristics of the area and of future regional projects. More

specific characteristics of each mode and their subsequent

study areas are defined in this section.

The following conclusions are reached within this chapter:

▪ The site is surrounded by an extensive regional and local

transportation system that will accommodate the

residents, employees, and patrons of the proposed

development.

▪ The site is well-served by public transportation with access

to the Metrorail’s Orange and Silver lines and several local

and regional bus lines.

▪ The site has access to several on- and off-street bicycle

facilities, including bike lanes on N Quincy Street, which

connect to the Custis Trail to the north.

▪ The site is surrounded by a well-connected pedestrian

environment. In the vicinity of the site, most sidewalks

meet standards recommended by the Arlington County

Master Transportation Plan.

▪ The proposed site plan for 600 North Glebe honors the

intent of the N Quincy Street Plan Addendum by removing

the existing surface parking lots and creating new east-

west and north-south vehicular connections in the form of

a N Randolph Street extension and a N Tazewell Street

extension. Sidewalk facilities will be constructed along the

N Randolph Street extension, with ample green space and

a dedicated park located on the southwest corner of the

site.

MULTIMODAL CONDITIONS Major Transportation Features

Overview of Regional Access

Under existing conditions, the 600 North Glebe site has ample

access to regional vehicular and transit-based transportation

options, as shown in Figure 7, that connect the site to

destinations within Virginia, the District, and Maryland.

As shown on Figure 8, the site is accessible from several

principal arterials such as Wilson Boulevard and N Glebe Road.

The arterials create connections to I-395, I-66, VA-50 (Arlington

Boulevard) and ultimately the Capital Beltway (I-495) that

surrounds Washington, DC and its inner suburbs as well as

regional access to I-95. These principal arterial roadways bring

vehicular traffic within one mile of the site, at which point

minor arterials, collectors, and local roads can be used to

access the site directly.

The site has access to the Orange and Silver Lines via the

Ballston-MU Metro station, which provide connections to areas

in Virginia, the District, and Maryland. The Orange Line

connects Fairfax, VA with New Carrolton, MD and the Silver

Line connects Reston, VA with Largo. Both lines provide

connections to the Red Line, which provides a direct

connection to Union Station, a hub for commuter rail – such as

Amtrak, MARC, and VRE – in addition to all additional Metrorail

lines, allowing for access to much of the DC Metropolitan area.

Overall, the site has access to several regional roadways and

transit options, making it convenient to travel between the site

and destinations in the District, Virginia, and Maryland.

600 N Glebe MMTA

May 21, 2019

Figure 7: Major Regional Transportation Facilities

600 N Glebe MMTA

May 21, 2019

Figure 8: Street Typology (Source: Arlington County Master Transportation Plan)

600 N Glebe MMTA

May 21, 2019

Overview of Local Access

There are several local transportation options near the site

that serve vehicular, transit, walking, and cycling trips under

existing conditions, as shown on Figure 9.

The site is served by a local vehicular network that includes

several minor arterials and collectors such as N Carlin Springs

Road, N Quincy Street, N George Mason Drive, N Randolph

Street and N Henderson Road. In addition, there is an existing

network of local roadways that provide access to the site.

Several bus routes provide local transit service in the vicinity

of the site, including connections to several neighborhoods

within Virginia, the District, and additional Metrorail stations.

In the vicinity of the site the majority of routes travel along N

Glebe Road and Wilson Boulevard. A detailed review of

existing proposed transit facilities is provided in a later

section of this report.

There are existing bicycle facilities that connect the site to

areas within Arlington, Virginia, and the District, most notably

the Custis Trail which travels along Custis Memorial Parkway

and provides connections to the District. Other facilities

include a protected bike lane on N Quincy Street and bicycle

lanes along N Carlin Springs Road. A detailed review of

existing and proposed bicycle facilities and connectivity is

provided in a later section of this report.

In the vicinity of the site, most sidewalks meet ADA standards

and standards recommended by the Arlington County Master

Transportation Plan. Anticipated pedestrian routes, such as

those to public transportation stops, retail zones, and

community amenities, provide well-connected pedestrian

facilities. A detailed review of existing and proposed

pedestrian access and infrastructure is provided in a later

section of this report.

Overall, the site is surrounded by an extensive local

transportation network that allows for efficient

transportation options via transit, bicycle, walking, or

vehicular modes.

600 N Glebe MMTA

May 21, 2019

Figure 9: Major Local Transportation Facilities

600 N Glebe MMTA

May 21, 2019

Local Initiatives

N Quincy Street Plan Addendum

An Addendum to the original North Quincy Street Plan was

created in 2013 to provide “refined planning guidance for

future development in the southern gateway area of Ballston”.

The 600 North Glebe site is located within the West Side Study

Area which outlines the following recommendations as it

relates to 600 North Glebe: (1) Continue N Randolph Street

westward across N Glebe Road into the block; (2) Extend N

Tazewell Street through the block to the Hyde Park property,

and focus service, loading and garage entrances along this

segment; (3) The potential urban center local street/alley on

the west side should be further studied based on specific site

plan proposals, and consideration shall address potential

impact and conflict with the existing Hyde Park driveway on N

Glebe Road and potential methods of mitigating conflicts. If,

after further study based on specific site plan proposals, a new

road is the preferred overall solution, consideration should be

given to how a new egress to the Hyde Park garage can be

improved; and (4) Create new multi-use paths to improve

pedestrian and bicyclist circulation through the block, including

a pedestrian/bicyclist connection between N Tazewell Street

extension and N Thomas Street. These recommendations are

summarized in Figure 10









N Carlin Springs Road Safety Improvements

This project is designed to help improve pedestrian and bicycle

infrastructure connectivity, along N Carlin Springs Road from N

Edison Street to N Glebe Road. By providing bicycle facilities

along N Carlin Springs Road to N Edison Street, cyclists will be

able to connect to the Bluemont Junction Trail via N Edison

Street or to the W&OD Trial via N Granada Street.

N Carlin Springs Road Bridge

Arlington County will undertake a complete replacement of the

existing N Carlin Springs Road Bridge over N George Mason

Drive, with the rehabilitation project focusing on much-needed

structural improvements and new safety features for drivers,

pedestrians and bikers, according to the project website. The

design will: (1) widen sidewalks, (2) add bike lanes along N

Carlin Springs Road, (3) maintain four vehicle travel lanes, and

(4) enhance lighting on and under the bridge.

Mosaic Park

The proposed Mosaic park is located at 538 N Pollard Street.

The design includes a large flexible urban plaza, centrally

located casual plaza, an interactive water feature, children’s

play area, multi-purpose court, flexible use lawn area, half-

court basketball area, rain garden, walkways and sidewalks, site

furnishings, and landscaping, lighting for main pedestrian paths

throughout, fencing, associated storm water management,

drainage and grading for site improvements in compliance with

the erosion and sediment control/storm water management

ordinances as well as the Chesapeake Bay Ordinance.

N Quincy Street Repaving and Multimodal Improvements

As part of the Countywide Pavements Program, N Quincy

Street was repaved from N Glebe Road to N Fairfax Drive.

Based on community requests, Arlington County also included

the addition of a protected bike lane as well as sidewalk

improvements. A protected bike lane in both directions has

recently been added to Quincy Street, adhering to the

community request.

Arlington County Master Transportation Plan

The Arlington County Master Transportation Plan (MTP),

adopted in 2011, outlines goals to improve various modes of

transportation throughout the County. The MTP identifies goals

and objectives for each mode to improve safety and access for

all users, particularly for pedestrian, bicyclists, and transit

users. Figure 11 shows the proposed bicycle facilities identified

as part of the MTP.

600 N Glebe MMTA

May 21, 2019

Figure 10: N Quincy Street Plan Addendum Transportation Concept Map

600 N Glebe MMTA

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Figure 11: Existing and Planned Bike Facilities (Source: Arlington County Master Transportation Plan)

600 N Glebe MMTA

May 21, 2019

Transit Service

The study area is served by numerous transit options under

existing conditions as shown in Figure 12 and described in the

following sections.

Existing Metrorail

The Ballston-MU Metro station is 0.5 mile from the site. The

station is located north of the development site between N

Stuart Street and N Stafford Street along Fairfax Drive. It can

be reached by walking north from the site on N Randolph

Street and west on Wilson Boulevard or 9th Street N. There are

sidewalks along this route.

The Ballston-MU Metro Station serves the Orange and Silver

lines, and average daily ridership at the station in 2016 was

approximately 10,107 boardings on weekdays according to the

publication Metrorail Average Weekday Daily Boardings

(WMATA, June 2016). The Orange Line travels from Fairfax, VA

to the District core and continues east to New Carrolton, MD.

Trains run approximately every 8 minutes during the morning

and afternoon peak periods. They run about every 12 minutes

during weekday non-peak periods, every 20 minutes on

weekday evenings after 9:30pm, and every 12-20 minutes on

weekends. The Silver Line travels east from Reston, VA to the

District core and continues east to Largo, MD. Trains run

approximately every 8 minutes during the morning and

afternoon peak periods. They run about every 12 minutes

during weekday non-peak periods, every 20 minutes during

weekday evenings after 9:30pm, and every 12-20 minutes on

weekends.

Figure 13 shows the average annual weekday passenger

boardings for the Ballston-MU, Virginia Square-GMU and

Clarendon Metro stations, the stations surrounding the site,

from 1980 to 2015. Metrorail ridership in the area is down 17

percent from its peak in 2007. Ridership throughout the entire

system is down five percent. The decline in boardings at the

stations near the 600 N Glebe development indicates there is

available capacity at these stations.

Existing Bus

The site is also serviced by several bus lines and routes along

multiple primary corridors. These bus lines connect the site to

many areas of Virginia and the District, including several

Metrorail stations serving all of the six lines. Table 2 shows a

summary of the bus route information for the routes that serve

the site, including service hours, headway, and distance to the

nearest bus stop. A graphic showing bus headways and routes

is shown in Figure 14.

Table 1 shows a detailed inventory of the existing Metrobus

stops within a quarter-mile radius of the site, detailing

individual bus stop amenities and conditions. There are twenty

(20) bus stops within a quarter-mile of the site: five (5) on N

Glebe Road, six (6) on Wilson Boulevard, two (2) on N Carlin

Springs Road, four (4) on N Henderson Road, two (2) on N

Randolph Street, and two (2) on N George Mason Drive. These

stops are served by four (4) WMATA Metrobus routes and

three (3) Arlington Transit (ART) routes.

Boarding and alighting data for the bust stops within the study

area was originally requested in August of 2018, and most

recently in January of 2019. However, boarding and alighting

data was not received.

Planned Bus

No additional bus routes are planned within the vicinity of the

site at this time.

600 N Glebe MMTA

May 21, 2019

Figure 12: Existing Transit Service

600 N Glebe MMTA

May 21, 2019

Figure 13: Annual Metro Ridership at Virginia Square-GMU, Ballston-MU, and Clarendon Metro Stations (Source: WMATA)

600 N Glebe MMTA

May 21, 2019

Location Stop ID Buses Served Site Condition

N Glebe Road & Wilson Blvd 6000494 25 B Under construction

N Glebe Road & 7th Street 6000928 25B Sign, ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

N Glebe Road & Quincy Street 6000436 10B, 22A, 22C, 23A, 23B, 23T

Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, seating, shelter 41020 41

N Glebe Road & Henderson Road 6000435 10B, 22A, 22C, 23A, 23B, 23T

Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, seating, shelter 41210 ART 41

N Glebe Road & 4th Street 6000422 10B, 23A, 23B, 23T Sign, no ADA clearance, unacceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter 41211 41

N Glebe Road & 4th Street 6000420 25B Sign, ADA clearance, acceptable sidewalk clearance, no street lighting, information case, seating, shelter 41019 41

Carlin Springs Rd & N Thomas Street 6000444 25B Sign, ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

Carlin Springs Rd & N Vermont Street 6000927 25B Sign, no ADA clearance, acceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter

Carlin Springs Rd & N Wakefield St 6000432 25B Sign, no ADA clearance, acceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter

Carlin Springs Rd & N Wakefield St 6000430 25B Sign, ADA clearance, acceptable sidewalk clearance, no street lighting, no information case, no seating, no shelter

Henderson Road & N Thomas St 6000415 22A, 22C Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, no shelter

Henderson Road & N Thomas St 6000408 22A, 22C Sign, ADA clearance, acceptable sidewalk clearance, street lighting, no information case, seating, shelter

N Randolph & 5th Road 600466 10B, 22A, 22C, 23A, 23B, 23T

Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, seating, shelter

41209 41209

N George Mason Drive & Henderson Rd

6000377 22A, 22B, 22C Sign, no ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

Table 1: Bus Stop Inventory

600 N Glebe MMTA

May 21, 2019

Location Stop ID Buses Served Site Condition

N George Mason Drive & Henderson Rd

6000379 4B, 22A, 22B, 22C Sign, ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

Wilson Blvd & N Taylor Street 6000925 22A, 22B, 22C Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, no shelter 75130 ART 75

Wilson Blvd & N Taylor Street 6000502 1A, 1B Sign, ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter 75002 ART 75

Wilson Blvd & N Randolph Street 6001251 10B, 22A, 22C, 23A, 23B, 23T

Sign, ADA clearance, acceptable sidewalk clearance, street lighting, no information case, no seating, no shelter

Wilson Blvd & Randolph Street 42223 ART 42, 75 Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, no seating, no shelter

Wilson Blvd & Pollard Street 41208 ART 42, 41, 75 Sign, ADA clearance, acceptable sidewalk clearance, street lighting, information case, seating, shelter

Table 2: Bus Route Information

Route Number Route Name Service Hours Headway Walking Distance to

Nearest Bus Stop

23A,B,T McClean Crystal City Weekdays: 5:30AM – 10:39 PM Weekends: 6:30AM – 8:45 PM

15-30 min 0.1 miles, 3 min

10B Hunting Point-Ballston Weekdays: 4:45AM – 1:33 AM Weekends: 5:45AM – 1:34 PM

30-60 min 0.1 miles, 3 minute

25B Landmark-Ballston Line Weekdays: 5:48AM – 11:44 PM Weekends: 6:10AM – 9:44 PM

20-30 mins 0.1 miles, 3 min

22A,C Barcroft-South Fairlington Weekdays: 5:30AM – 10:39 PM Weekends: 6:30AM – 10:10 PM

15-20 min 0.1 miles, 3 minute

ART 41 Columbia Pike-Ballston-Courthouse

Weekdays: 5:30AM – 1:10 AM Weekends: 6:10AM – 1:57 AM


ART 42 Ballston-Pentagon Weekdays: 6:00AM – 8:32 PM Weekends: 6:45AM – 8:15 PM


ART 75 Shirlington-Wakefield H.S- Carlin Springs Rd.- Ballston- Virginia Square

Weekdays: 5:30AM – 11:03 PM 40 mins 0.3 miles, 6 min

600 N Glebe MMTA

25 May 21, 2019

Figure 14: Bus Route Headways and Boarding Map

600 N Glebe MMTA

26 May 21, 2019

Pedestrian Facilities

The 600 N Glebe development site is situated within an urban

transportation network, with quality pedestrian access.

Existing Pedestrian Facilities

Pedestrian facilities within a quarter mile of the site were

evaluated as well as routes to the Ballston-MU Metro station

between N Stuart Street and N Stafford Street. Figure 15 shows

suggested pedestrian pathways, walking time and distances,

and barriers or areas of concern.

A review of pedestrian facilities surrounding the proposed

development shows that many facilities provide a quality


curb ramp or sidewalk width deficiencies. Figure 16 shows a

detailed inventory of the existing pedestrian infrastructure

surrounding the site. Sidewalks, crosswalks, and curb ramps are

evaluated based on the guidelines set forth by Arlington

County, and ADA standards. Sidewalk widths and County

recommendations are shown in Table 3. It should be noted that

the sidewalk widths shown in Figure 16 reflect the total

sidewalk widths based on observations in the field taken from

curb to building, with pinch points and locations with a clear

width of less than four (4) feet noted.

ADA standards require that curb ramps be provided wherever

an accessible route crosses a curb and that all must have a

detectable warning. Additionally, curb ramps shared between

two crosswalks is not desired. As shown in Figure 16, under

existing conditions there are minimal issues with crosswalks

and curb ramps surrounding the site. However, there are some

curb ramps that do not meet ADA standards within the

residential neighborhoods.

There are existing sidewalks on both sides of most roadways

within the study area south of the site. However, there are

portions of the residential areas to the east and west of the site

that are missing sidewalks. Additionally, some sidewalks are

currently closed due to ongoing construction on nearby parcels.

Figure 17 shows the existing pedestrian peak hour volumes at

the existing study area intersections.

Planned Pedestrian Facilities

The North Quincy Street Plan Addendum includes plans to

improve the 600 N Glebe Block by continuing N Randolph

Street westward across N Glebe Road into the block, extending

N Tazewell Street through the block to the Hyde Park property,

and creating a new multi-use path through the block.

The N Carlin Springs Road Bridge Project includes plans to

widen sidewalks along N Carlin Springs Road.

Table 3: Sidewalk Recommendations per Arlington County Master Transportation Plan

Street Name Section Recommended Sidewalk Width Recommended Buffer Width

N Glebe Road Fairfax Drive to Quincy Road 10-12 feet 6-8 feet

Wilson Blvd Glebe Road to 10th Street 10-12 feet 6-8 feet

N Carlin Springs Road Glebe Road to Park Drive 6-8 feet 4-6 feet

N Randolph Street Glebe Road to Fairfax Drive 6-8 feet 4-6 feet

N Henderson Road Glebe Road to George Mason Drive 5-6 feet 4-6 feet

N George Mason Drive 4th Street to N Carlin Springs Road 5-6 feet 4-6 feet

600 N Glebe MMTA

27 May 21, 2019

Figure 15: Pedestrian Pathways

600 N Glebe MMTA

28 May 21, 2019

Figure 16: Existing Pedestrian Infrastructure

600 N Glebe MMTA

29 May 21, 2019

Figure 17: Existing Peak Hour Pedestrian Volumes

600 N Glebe MMTA

30 May 21, 2019

Bicycle Facilities

The 600 North Glebe site is situated within an urban

transportation network, with quality bicycle access.

Existing Bicycle Facilities


facilities, including bike lanes along N Carlin Springs Rd and a

protected bike lane along N Quincy Street which connects to

the Custis Trail north of the site. There are also signed routes

along N George Mason Drive, N Pershing Drive, and 5th Street

N.

Figure 18 shows the existing conditions for bicycle travel and

bicycle facilities within the site area.

Bike racks are available at the Ballston-MU Metro station.

There are three Capital Bikeshare stations within one-quarter

mile of the study area, along N Carlin Springs Road, N Quincy

Street and 5th Street N. There is an additional station located at

the Ballston-MU Metro station on N Stuart Street, north of the

site.

Planned Bicycle Facilities

The N Carlin Springs Road Safety Improvement project includes

plans to provide bicycle facilities along N Carlin Springs Road to

N Edison Street. This will allow cyclists to connect to the

Bluemont Junction Trail via Edison Street, or to the W&OD Trail

via N Granada Street.

600 N Glebe MMTA

31 May 21, 2019

Figure 18: Existing Bicycle Facilities

600 N Glebe MMTA

32 May 21, 2019

Car-sharing

Two car-sharing companies provide service in Arlington: Zipcar

and Car2Go. These services are private companies that provide

registered users access to a variety of automobiles. Zipcar has

designated spaces for their vehicles, and three Zipcar locations

are located within a quarter-mile of the site. These locations

and the number of available vehicles are listed in Table 4.

Car2Go provides point-to-point car sharing. Unlike Zipcar,

which requires two-way trips, Car2Go can be used for one-way

rentals. Car2Go currently has a fleet of vehicles located

throughout Arlington and the District. Car2Go vehicles may

park in any non-restricted metered curbside parking space or

Residential Parking Permit (RPP) location in any zone

throughout the defined “Home Area”. Members do not have to

pay meters or pay stations. Car2Go does not have permanent

designated spaces for their vehicles; however, availability is

tracked through their website and mobile phone application,

which provides an additional option for car-sharing patrons.

Walkscore and Bikescore

Walkscore.com is a website that provides scores and rankings

for the walking, biking, and transit conditions for an area. This

project location has a walk score of 93 (or “a Walker’s

Paradise”), transit score of 75 (or “Excellent Transit”), and a

bike score of 79 (or “Very Bikeable”). Figure 19 shows how the

Ballston neighborhood borders in relation to the site location

and displays a heat map for walkability and bikeability.

The site is situated in an area with an excellent walk score

because of the abundance of neighborhood serving retail

locations, where daily errands can be completed by walking.

Carshare Location Number of Vehicles

Zipcar

N Vermont & Fairfax Drive 2 vehicles

Stafford Street & 9th Street 3 vehicles

N Pollard & 9th Street 2 vehicles

Total 7 vehicles

Table 4: Carshare Locations

Figure 19: Summary of Walkscore and Bikescore

600 N Glebe MMTA

33 May 21, 2019

PROJECT DESIGN

This section reviews the transportation components of the 600

North Glebe development, including the proposed site plan and

access points. It includes descriptions of the site’s vehicular

access, loading, parking, and bicycle and pedestrian facilities.

The proposed development is located in the Ballston area of

Arlington, Virginia on the west side of N Glebe Road, between

N Carlin Springs Road and N Henderson Road. The study area is

bounded by N Glebe Road to the east, Thomas Street to the

west, N Carlin Springs Road to the north, and N Henderson

Road to the south. The site location is shown in Figure 1.

The site is currently occupied by a 49,500 square foot Harris

Teeter grocery store, a car dealership, and surface parking lots

serving both uses individually.






The proposed site plan for the redevelopment is shown in

Figure 20.

SITE ACCESS As shown in Figure 20, vehicular access to all three buildings

will be provided by the existing entrance along N Glebe Road,

as well an existing driveway along N Carlin Springs Road that

currently serves The Maxwell residential building. The entrance

along N Glebe Road will ultimately function as an extension of

N Randolph Street. The N Carlin Springs Road entrance will

function as an extension of N Tazewell Street. In line with

existing conditions, the N Glebe Road access will serve as the

primary vehicular access given its location along a roadway that

serves regional traffic. In particular, it is expected that the

majority of grocery store traffic will utilize this access based on

customer zip code data provided by Harris Teeter.









LOADING The Building One loading facility is located along the N Tazewell










residential use.




PARKING A total of 946 parking spaces are proposed for the site. Of


and 304 spaces will be allocated to retail use, as shown on

Table 5.

Per the 2018 Arlington County Zoning Ordinance for RC zones,

residential parking must be provided at no less than one (1)

parking space per unit and retail parking must be provided at

no less than one (1) parking space per 580 square feet.

However, based on the Off-Street Parking Guidelines for Multi-

Family Residential Projects approved in November 2017, the

site is in an area that is only required to provide a residential

parking ratio of 0.5 spaces per unit. Based on these

requirements, the development is required to provide 366

residential parking spaces and 140 retail spaces.





Parking Supply

Residential 642 spaces

Retail 304 spaces

Total 946 Spaces

Table 5: Proposed Parking Supply

600 N Glebe MMTA

34 May 21, 2019

BICYCLE AND PEDESTRIAN FACILITIES The project will include short-term bicycle parking spaces that

meet or exceed Arlington County requirements. Short-term

bicycle parking spaces will be placed along the east side of the

site, along N Glebe Road. The site will meet or exceed Arlington

County requirements of one (1) long-term bicycle parking space

per 2.5 residential units and one (1) long-term bicycle parking

spaces per 25,000 sf of retail by supplying 102 long-term

bicycle spaces for Building One, 94 long-term bicycle spaces for

Building Two, and 98 long-term bicycle spaces for Building

Three.

Pedestrian facilities directly surrounding the site will be

improved along N Glebe Road by eliminating curb cuts to

provide a more connective and inviting pedestrian environment

and comply with the improvements laid out in the Arlington

County Master Transportation Plan. The existing pedestrian

facilities around the site provide a quality walking environment

with issues in certain locations due to curb ramp or sidewalk

width deficiencies. This project will provide improved sidewalk

and streetscape features throughout the site. The 600 North


Street Plan Addendum by including pedestrian facilities along

the N Randolph Street extension, the N Tazewell Street

extension, and within the public park.

600 N Glebe MMTA

35 May 21, 2019

Figure 20: Site Access

600 N Glebe MMTA

36 May 21, 2019

TRIP GENERATION

This section outlines the transportation demand of the

proposed 600 North Glebe development. It summarizes the

projected net trip generation of the site by land use and by

mode, which forms the basis for the chapters that follow.

EXISTING TRIP GENERATION To determine the net trip generation of the proposed

development, the existing trip generation of the site was first

determined. The existing trip generation was determined based

on vehicle counts performed at the Harris Teeter and the auto

dealership driveways on Tuesday, May 8, 2018 and Saturday,

June 9, 2018 and pedestrian counts performed at the Harris

Teeter on Saturday, June 9, 2018. The existing multi-modal trip

generation is shown on Table 7.

For the auto dealership it was assumed that all traffic to and

from the site is made by a vehicle. For the grocery store, the

existing counts showed vehicular mode splits of 73%, 75%, and

68% for the weekday morning, weekday evening, and Saturday

peak hours, respectively. The remaining trips were allocated to

each non-auto mode such that 70 percent of the pedestrian

trips are attributed to transit mode share, 10 percent are

attributed to bike share, and 20 percent are attributed to walk

mode share.

PROJECTED FUTURE TRIP GENERATION As it relates to the projected future trip generation, separate

methodology was used for the residential/retail uses and the

grocery use. The methodologies are detailed below.

Grocery Trip Generation

After comparing the ITE Trip Generation 9th Edition for the

Supermarket land use to the existing person trip generation for

the existing Harris Teeter, it was determined that the ITE Trip

Generation rates would under represent the number of trips

being generated by the Harris Teeter for the weekday

afternoon and Saturday peak hours. As such, the future trip

generation for the Harris Teeter was projected based on the

existing vehicle and pedestrian counts. The full methodology is

outlined in the scoping document which is included as

Appendix A.

The mode split assumptions for the grocery component were

based on a comparison of existing vehicular trips into the site

and existing pedestrian trips into the site. The existing counts

showed vehicular mode splits of 73%, 75%, and 68% for the

weekday morning, weekday evening, and Saturday peak hours,

respectively. It is expected that the proportion of vehicles that

travel to and from the grocery store will decrease in the future

as a result of an increase in residential density directly

surrounding the store and improved pedestrian and bicycle

connections throughout the surrounding neighborhood. Based

on a comparison of existing residential units to future

residential units within ¼-, ½-, and 1-mile radius surrounding

the site, and knowledge of future pedestrian and bicycle

facilities surrounding the site, a five (5) percent decrease in

auto use in the future conditions was assumed.

Similar to the existing conditions, it was assumed that the non-

auto trips are allocated such that 70 percent of the pedestrian

trips are attributed to transit mode share, 10 percent are

attributed to bike share, and 20 percent are attributed to walk

mode share.

A pass-by reduction was applied to the grocery trip generation

to account for trips to the grocery story that would be made by

vehicles already passing through the study area. A reduction of

25 percent was applied for the AM peak hour, PM peak hour,

and Saturday peak hour.

A summary of the multi-modal trip generation for the grocery

store is shown on Table 8. Detailed trip generation calculations

are included in Appendix A.

Residential/Retail Trip Generation

Weekday and Saturday peak hour trip generation is

traditionally calculated based on the methodology outlined in

the Institute of Transportation Engineers’ (ITE) Trip Generation

Manual. This methodology was supplemented to account for

the urban nature of the site (Trip Generation provides data for

non-urban, low transit uses) to generate trips for multiple

modes. Residential trip generation was calculated based on ITE

Land Use 223, Mid-Rise Apartment and retail trip generation

was calculated based on Land Use 826, Specialty Retail. Of

note, due to the unavailability of ITE data, the daily, Saturday

daily, and Saturday peak hour trip generation for Mid-Rise

Apartments was calculated based on the High-Rise Apartment

equations. For Specialty Retail, it was assumed that the AM

peak hour trip generation is equal to 50 percent of the PM peak

hour and the Saturday peak hour is projected based on the PM

peak hour of the generator equations.

There are multiple bus stops surrounding the site and a Metro

station nearby. It is expected that a significant portion of the

residents and retail patrons will travel by Metrorail, bus, taxi or

600 N Glebe MMTA

37 May 21, 2019

on foot/by bicycle during the peak hours, rather than by

personal vehicle. Based on this, a 50% reduction was assumed

for the proposed retail use and a 60% reduction was assumed

for the proposed residential use. Table 6 shows the proposed

mode splits for the residential and retail components of the

site.

Table 6: Residential/Retail Mode Splits

Land Use Mode Split

Auto Transit Bike Walk

Residential 40% 55% 2% 3%

Retail 50% 35% 5% 10%

Internal capture reductions to account for trips originating and

ending within the site were applied in accordance with VDOT

guidelines. This included an internal trip reduction of 5 percent

during the AM peak hour, 10 percent during the PM and

Saturday peak hours, and 15 percent for weekday and Saturday

daily, between retail and residential uses.

A pass-by reduction was applied to the retail trip generation to

account for trips to the retail developments that would be

made by vehicles already passing through the study area. A

reduction of 25 percent was applied for the AM peak hour, PM

peak hour, and Saturday peak hour.

A summary of the multi-modal trip generation for the

residential and retail uses is shown on Table 8. Detailed trip

generation calculations are included in Appendix A.

NET TRIP GENERATION SUMMARY The proposed development will generate a net of






another destination. Of the net trips, pass-by trips comprise of

45 AM peak hour trips, 169 PM peak hour trips, and 162

Saturday peak hour trips. As such, new trips on the surrounding

roadway network amount to 94 trips during the AM peak hour,

124 trips during the PM peak hour, and 96 trips during the

Saturday peak hour.

Table 7: Existing Multi-Modal Trip Generation

Mode Land Use(1)

Trip Generation

AM Peak Hour PM Peak Hour Saturday Peak Hour

In Out Total In Out Total In Out Total

Auto

Grocery 71 v/hr(2) 49 v/hr 120 v/hr 228 v/hr 237 v/hr 465 v/hr 215 v/hr 235 v/hr 450 v/hr

Auto Dealership 9 v/hr 8 v/hr 17 v/hr 6 v/hr 14 v/hr 20 v/hr 7 v/hr 13 v/hr 20 v/hr

Total 80 v/hr 57 v/hr 137 v/hr 234 v/hr 251 v/hr 485 v/hr 222 v/hr 248 v/hr 470 v/hr

Transit

Grocery 17 p/hr(3) 15 p/hr 32 p/hr 62 p/hr 49 p/hr 111 p/hr 66 p/hr 80 p/hr 146 p/hr

Auto Dealership 0 p/hr 0 p/hr 0 p/hr 0 p/hr 0 p/hr 0 p/hr 0 p/hr 0 p/hr 0 p/hr

Total 17 p/hr 15 p/hr 32 p/hr 62 p/hr 49 p/hr 111 p/hr 66 p/hr 80 p/hr 146 p/hr

Bike

Grocery 2 p/hr 2 p/hr 5 p/hr 9 p/hr 7 p/hr 16 p/hr 9 p/hr 11 p/hr 21 p/hr



Walk



Total 5 p/hr 4 p/hr 9 p/hr 18 p/hr 14 p/hr 32 p/hr 19 p/hr 23 p/hr 42 p/hr (1): Based on existing grocery store of 49,500 square feet (2): v/hr - vehicle trips/hour (3): p/hr - people trips/hour

600 N Glebe MMTA

38 May 21, 2019

Table 8: Proposed Grocery Store Multi-Modal Trip Generation

Mode Land Use

Trip Generation



Auto

Grocery 72 v/hr 49 v/hr 121 v/hr 228 v/hr 238 v/hr 470 v/hr 216 v/hr 233 v/hr 446 v/hr

Grocery Pass-By 24 v/hr 16 v/hr 40 v/hr 76 v/hr 79 v/hr 157 v/hr 72 v/hr 78 v/hr 149 v/hr


Transit Grocery 29 p/hr 25 p/hr 53 p/hr 105 p/hr 86 p/hr 188 p/hr 109 p/hr 133 p/hr 244 p/hr

Bike Grocery 4 p/hr 4 p/hr 8 p/hr 15 p/hr 12 p/hr 27 p/hr 16 p/hr 19 p/hr 35 p/hr

Walk Grocery 8 p/hr 7 p/hr 15 p/hr 30 p/hr 25 p/hr 54 p/hr 31 p/hr 38 p/hr 70 p/hr (1): Based on 70,851 Harris Teeter (2): v/hr - vehicle trips/hour

(3): p/hr - people trips/hour

Table 9: Proposed Residential/Retail Multi-Modal Trip Generation

Mode Land Use

Trip Generation



Auto

Apartments 34 v/hr 75 v/hr 109 v/hr 71 v/hr 51 v/hr 122 v/hr 55 v/hr 42 v/hr 97 v/hr

Retail 0 v/hr 3 v/hr 3 v/hr 2 v/hr 3 v/hr 4 v/hr 6 v/hr 3 v/hr 9 v/hr

Retail Pass-By 1 v/hr 2 v/hr 3 v/hr 3 v/hr 4 v/hr 6 v/hr 4 v/hr 3 v/hr 7 v/hr


Transit

Apartments 58 p/hr 128 p/hr 186 p/hr 128 p/hr 93 p/hr 221 p/hr 100 p/hr 74 p/hr 174 p/hr

Retail 7 p/hr 8 p/hr 15 p/hr 13 p/hr 17 p/hr 30 p/hr 17 p/hr 17 p/hr 34 p/hr


Bike




Walk




(1): Based on 10,592 sq ft of retail and 732 residential units (2): v/hr - vehicle trips/hour


600 N Glebe MMTA

39 May 21, 2019

Table 10: Net Multi-Modal Trip Generation

Mode Land Use

Trip Generation



Auto

Existing -80 v/hr -57 v/hr -137 v/hr -234 v/hr -251 v/hr -485 v/hr -222 v/hr -248 v/hr -470 v/hr

Apartments 34 v/hr 75 v/hr 109 v/hr 71 v/hr 51 v/hr 122 v/hr 55 v/hr 42 v/hr 97 v/hr

Retail 0 v/hr 3 v/hr 3 v/hr 2 v/hr 3 v/hr 4 v/hr 6 v/hr 3 v/hr 9 v/hr

Retail Pass-By 1 v/hr 2 v/hr 3 v/hr 3 v/hr 4 v/hr 6 v/hr 4 v/hr 3 v/hr 7 v/hr

Grocery 72 v/hr 49 v/hr 121 v/hr 228 v/hr 238 v/hr 470 v/hr 216 v/hr 233 v/hr 446 v/hr

Grocery Pass-By 24 v/hr 16 v/hr 40 v/hr 76 v/hr 79 v/hr 157 v/hr 72 v/hr 78 v/hr 149 v/hr


Transit

Existing -17 p/hr -15 p/hr -32 p/hr -62 p/hr -49 p/hr -111 p/hr -66 p/hr -80 p/hr -146 p/hr





Bike






Walk






(1): v/hr - vehicle trips/hour


600 N Glebe MMTA

40 May 21, 2019

TRAFFIC OPERATIONS

This section provides a summary of an analysis of the existing

and future roadway capacity in the study area. Included is an

analysis of potential vehicular impacts of the 600 North Glebe

development and a discussion of potential improvements.

The purpose of the capacity analysis is to:

▪ Determine the existing capacity of the study area

roadways;

▪ Determine the overall impact of the project on the study

area roadways; and

▪ Discuss potential improvements and mitigation

measures to accommodate the additional vehicular trips

This analysis was accomplished by determining the traffic

volumes and roadway capacity for the following scenarios:

1. 2018 Existing Conditions

2. 2025 Future Conditions without the development (2025

Background)

3. 2025 Future Conditions with the development (2025

Total Future)

The capacity analysis focuses on the morning and afternoon

commuter peak hours, as determined by the existing traffic

volumes in the study area.

The following conclusions are reached within this chapter:

▪ There are five (5) study intersections that operate at

unacceptable levels of service during at least one study

scenario.

▪ One (1) intersection is expected to be impacted as a

result of the 600 North Glebe development. This

intersection can be mitigated through the

implementation of signal timing modifications.

▪ Overall, this report concludes that the project will not

have a detrimental impact to the surrounding

transportation network.

STUDY AREA, SCOPE, & METHODOLOGY This section outlines the vehicular trips generated in the study

area along the vehicular access routes and defines the analysis

assumptions.

The general methodology of the analysis follows industry

standards on the preparation of transportation impact

evaluations of site development, unless stated otherwise.

Capacity Analysis Scenarios

The vehicular analyses are performed to determine if the

proposed development will lead to adverse impacts on traffic

operations. This is accomplished by comparing future

scenarios: (1) without the proposed development (referred to

as the Background conditions) and (2) with the development

approved and constructed (referred to as the Future

conditions).

Study Area

The study area of the analysis is a set of intersections where

detailed capacity analyses are performed for the scenarios

listed above. The set of intersections included are those

intersections most likely to have potential impacts or require

changes to traffic operations to accommodate the proposed

development.

Based on the projected future trip generation and the location

of the site access points, the following intersections were

chosen for analysis:

1. N Glebe Road and Wilson Boulevard

2. N Glebe Road and N Carlin Springs Road

3. N Glebe Road and N Randolph Street

4. N Glebe Road and N Henderson Road/N Quincy Street

5. N Carlin Springs Road and N Tazewell Street (S)

6. N Carlin Springs Road and N Thomas Street

7. N Henderson Road and N Thomas Street

8. N Henderson Road and N George Mason Drive

9. Existing Dwy/N Tazewell St (N) at N Carlin Springs Road

Figure 6 shows the study area intersections.

Geometry and Operations Assumptions

The following section reviews the roadway geometry and

operations assumptions made and the methodologies used in

the roadway capacity analyses.

Existing Geometry and Operations Assumptions

A description of the roadways within the study area is

presented below in Table 11. The existing local roadway

network including lane configurations and intersection control

is detailed in and illustrated in Figure 21.

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41 May 21, 2019

The geometry and operations assumed in the existing

conditions scenario are those present when the main data

collection occurred. Gorove/Slade made observations and

confirmed the existing lane configurations and traffic controls

at the intersections within the study area. Of note, construction

of the 750 N Glebe development has resulted in temporary

lane closures along N Glebe Road and Wilson Boulevard.

2025 Background Geometry and Operations Assumptions

(without the project)

Following industry standard methodologies, a background

improvement must meet the following criteria to be

incorporated into the analysis:

▪ Be funded; and

▪ Have a construction completion date prior or close to the

proposed development.

No roadway projects are assumed to be completed prior to

2025. However, it is expected that the construction associated

with the 750 N Glebe development will be complete and that

there will no longer be lane closures along N Glebe Road and

Wilson Boulevard. The lane configurations and traffic controls

for the 2025 Background Conditions are shown in Figure 21.

2025 Future Geometry and Operations Assumptions (with the

project)

Under full build-out, the geometry and operations assumptions

are primarily that which were observed under background

conditions with the following changes:

▪ The addition of a proposed site driveway off of Thomas

Street. (Study Intersection 10)

▪ The extension of the existing driveway along N Carlin

Springs Road to serve the proposed 600 N Glebe

development. (Study Intersection 9)

Configurations and traffic controls for the 2025 Future

Conditions are shown in Figure 22.

Roadway

Classification* Lanes Speed On-Street

Parking ADT

Quincy Street Minor Arterial 2 25 mph Yes 12,000

Glebe Road Other Arterial (VDOT) 6 30 mph No 27,000

Wilson Boulevard Other Arterial (VDOT) 4 25 mph Yes 13,000

George Mason Drive Minor Arterial 4 25 mph No 22,000

Randolph Street Major Collector 2 25 mph Yes 8,500

Henderson Road Major Collector 2 25 mph Yes 8,000

Table 11: Existing Roadway Network

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Figure 21: Existing (2018) Lane Configurations and Traffic Controls

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Figure 22: Future with Development (2025) Lane Configuration and Traffic Controls

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44 May 21, 2019

Traffic Volume Assumptions

The following section reviews the traffic volume assumptions

and methodologies used in the roadway capacity analyses.

Existing Traffic Volumes

Traffic counts were conducted at the existing study area

intersections on Tuesday May 8, 2018 from 6:30 AM to 9:30

AM and 2:00 PM to 7:00 PM and Saturday, June 9, 2018 from

10:00 AM to 2:00 PM. Based on these traffic counts, the system

peak hours occurred from 7:30 to 8:30 AM and 5:15 PM to 6:15

PM for the AM and PM commuter peaks, respectively, and

from 12:30 to 1:30 PM for the Saturday peak.

The existing peak hour traffic volumes for the intersections

within the study area are shown in Figure 23. The existing

turning movement counts are included in the Appendix C.

Future (2025) without Development Traffic Volumes

Traffic projections for the background conditions typically

consist of the existing volumes with two additions:

▪ Inherent growth on the roadway (representing regional

traffic growth).

▪ Traffic generated by developments expected to be

completed prior to the project (known as background

developments); and

Following industry methodologies, a background development

must meet the following criteria to be incorporated into the

analysis:

▪ Be located in the study area, defined as having an origin

or destination point within the cluster of study area

intersections;

▪ Have entitlements; and

▪ Have a construction completion date prior or close to the

proposed development.

There are four (4) developments in the vicinity of the site that

were taken into consideration. The following five

developments were included in the analysis and their locations

relative to the JFAC development can be found in Figure 24..

1) Glebe 672: The site is located in Ballston on the

southwest quadrant of the North Glebe Road/7th

Street North intersection and in the northwest

quadrant of the North Glebe Road/ North Carlin

Springs Road intersection. The existing site includes a

gas station, car dealership and parking lot. The project

will redevelop the site to include 178 residential

dwelling units and 4,510 GSF retail. The development

has recently been completed but was still under

construction at the time of data collection. The project

expects to generate 52 weekday AM peak hour vehicle

trips and 116 weekday PM peak hour vehicle trips

based on the Traffic Impact Study prepared by Wells &

Associates dated September, 29 2014.

2) Liberty Center: Liberty Center is located at on the

south side of Wilson Boulevard between N Randolph

Street and N Quincy Street in the Ballston area of

Arlington, VA. The existing site includes a 426,000 sf

office building and 8,000 sf of retail. The

redevelopment of the site is planned to be completed

by 2022, to 191,000 sf of office, 29,000 sf of fitness

center, 4,200 restaurant, and 244 residential dwelling

units. The project is expected to generate

approximately 696 weekday AM peak hour vehicle

trips and 683 weekday PM peak hour vehicle trips

based on the Trip Generation Analysis Study prepared

by Gorove/Slade Associates dated April 28, 2016.

3) 750 Glebe Road: The site is located in the Ballston

area of Arlington Virginia at the southwest corner of

the Wilson Boulevard and North Glebe Road

intersection. The proposed development will replace

an existing 18,000 sf one-story car dealership building,

a 2,200 sf two-story commercial building, and a 4,800

sf on story commercial building with a mutli family

residential development containing 491 units, an

approximately 42,000 sf grocery store, and

approximately 20,000 sf of ground floor retail, all

served by an underground parking garage. The

expected build out year is 2018. The project is

expected to generate 202 weekday AM peak hour

vehicle trips and 347 weekday PM peak hour vehicle

trips based and 377 Saturday midday peak hour

vehicle trips based on the Traffic Impact Study

prepared by Gorove/Slade Associates dated May 26,

2015.

4) Ballston Quarter: The site is located in the Ballston

area of Arlington Virginia at the southwest quadrant of

the Wilson Boulevard/N. Randolph Street intersection.

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45 May 21, 2019

The proposed development will replace the 120,000

GSF Macy’s furniture store and redevelop the site with

393 Residential dwelling units and 50,805 GSF of retail.

The development is currently under construction. The

project is expected to generate 314 weekday AM peak

hour vehicle trips and 1,024 weekday PM peak hour

vehicle trips based on the Traffic Impact Study

prepared by Wells + Associates dated July 14, 2014.

The total traffic generated by the background developments

are presented in Table 12. Diagrams showing the trips

generated by each background development are presented in

Appendix E.

Trips generated by the approved background developments,

shown in Figure 25, were added to the existing traffic volume in

order to generate Future (2025) Conditions without

Development traffic volumes. The Future (2025) without

Development traffic volumes are shown in Figure 26.

600 N Glebe MMTA

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Figure 23: Existing (2018) Traffic Volumes

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47 May 21, 2019

Table 12: Traffic Generated by Background Developments

Development

Trip Generation

AM Peak Hour PM Peak Hour Saturday Peak Hour(5)


Glebe 672 (1)

Total New Vehicle-Trips 0 33 33 48 22 70 69 65 134

Liberty Center (2)

Total New Vehicle-Trips 551 144 696 188 495 683 174 177 351

750 N Glebe(3)

Total Net New Vehicle-Trips 98 104 202 186 161 347 196 181 377

Ballston Quarter(4)

Total New Vehicle Trips 5 75 80 32 -10 23 3 5 8

Total Background Trips 654 356 1,011 454 668 1,122 442 428 870

(1): Extracted from Glebe 672 TIS (09.29.2014) prepared by Wells + Associates (2): Extracted from Liberty Center Trip Memo (04.28.2016) prepared by Gorove/Slade Associates (3): Extracted from 750 N Glebe TIS (08.12.15) prepared by Gorove/Slade Associates (4): Extracted from Ballston Common Mall TIA (07.14.2014) prepared by Wells + Associates (5): All Saturday peak hour trips were not included in the background development reports and are based on the ITE Trip Generation Manual

600 N Glebe MMTA

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Figure 24: Future Background Developments

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Figure 25: Background Project-Generated (2025) Traffic Volumes

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Figure 26: Future (2025) without Development Traffic Volumes

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Future (2025) with Development Traffic Volumes

The Future (2025) with Development traffic consists of the

Future (2025) without Development volumes with the addition

of the traffic volumes generated by the proposed development.

Thus, the 2025 Total Future traffic volumes with the

development include traffic generated by: the existing

volumes, the background developments, and trips generated

by the proposed project.

Additionally, the existing site trips only utilize the site driveway

off North Glebe Road. The proposed site trips will utilize the

proposed site driveway located off N Carlin Springs Road as

well as the existing North Glebe Road site driveway. In order to

account for the proposed site driveway, all existing trips were

redistributed to use both site driveways.

The distribution of site trips was based primarily on existing

volumes, anticipated traffic patterns, and other recent studies

conducted in the area. The peak hour trips were calculated and

assigned to the roadway network based on the traffic

distribution shown in Figure 27. The primary net trips

generated by the site are presented in Figure 28. The future

(2025) traffic volumes with the development are presented in

Figure 29.

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Figure 27: Direction of Approach

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Figure 28: Net Site-Generated Traffic Volumes

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Figure 29: Future with Development (2025) Traffic Volumes

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55 May 21, 2019

VEHICULAR ANALYSIS RESULTS Intersection Capacity Analysis

Intersection capacity analyses were performed for the three

scenarios outlined previously at the intersections contained

within the study area during the morning and afternoon peak

hours. Synchro, version 9.1 was used to analyze the study

intersections based on the Highway Capacity Manual 2000

(HCM) methodology and includes level of service, delay, and

queue length comparisons for the turning movements

analyzed. Signalized intersections were evaluated using HCM

2000 and unsignalized intersections were evaluated using HCM

2010.

Peak hour factors were applied in accordance with Traffic

Impact Analysis Regulations Administrative Guidelines prepared

by VDOT dated November 2015. As such, peak hour factors by

approach between 0.85 and 1.00 were used for the existing

year analysis. Where the calculated peak hour factor based on

the existing turning movement counts was greater than 0.85,

the calculated factor was applied. Where the calculated factor

was 0.85 or less, a factor of 0.85 was applied.

Peak hour factors by approach between 0.92 and 1.00 were

used for all future 2025 scenarios. Where the calculated peak

hour factor based on the existing turning movement counts

was greater than 0.92, the calculated factor was applied.

Where the calculated factor was 0.92 or less, a factor of 0.92

was applied.

A heavy vehicle percentage of 2% was used for existing

movements unless determined to be higher from the turning

movement counts, in which case the higher percentage was

used. A default heavy vehicle percentage of 2% was used for

any new movements.

Existing signal timings were previously obtained from Arlington

County for signalized intersections in the study area. These

timings were verified in the field by Gorove/Slade and adjusted

where necessary.

The LOS capacity analyses were based on: (1) the peak hour

traffic volumes; (2) the lane use and traffic controls; and (3) the

Highway Capacity Manual (HCM) methodologies (using the

Synchro software). The average delay of each approach and

LOS is shown for the signalized intersections in addition to the

overall average delay and intersection LOS grade. Detailed LOS

descriptions and the analysis worksheets are contained in the

Technical Attachments.

The results of the intersection capacity analyses for the AM and

PM peak hours are presented in Figure 30 and Figure 31,

respectively. These results are expressed in level of service

(LOS) and delay (seconds per vehicle) per lane group and

presented in Table 13.

The detailed analysis worksheets are included in Appendix D,

Appendix F, and Appendix G for the existing conditions, future

without development conditions, and future with development

conditions, respectively.

For the purpose of this analysis, it is desirable to achieve a level

of service (LOS) of D or better for each lane group at the

intersections. The capacity analysis results indicate that all

movements operate at acceptable LOS under the Future (2025)

with Development Conditions, with the exception of the

following:

▪ N Glebe Road & Wilson Boulevard

o Westbound Right (AM, PM)

o Northbound Left (PM)

o Southbound Left (AM)

▪ N Glebe Road & N Carlin Springs Road

o Eastbound Left (AM, PM, SAT)

o Northbound Left (AM, PM, SAT)

o Southbound Left (AM, PM, SAT)

▪ N Glebe Road & Randolph Street

o Westbound Left (AM, PM, SAT)

o Northbound Left (AM, PM, SAT)

o Southbound Left (AM, PM, SAT)

▪ N Glebe Road & N Henderson Road

o Overall (AM, PM, SAT)

o Eastbound Left (AM, PM, SAT)

o Eastbound Through/Right (AM, PM, SAT)

o Westbound Left (AM, PM, SAT)

o Northbound Left/Through/Right (AM)

o Southbound Left/Through (PM)

o Southbound Right (AM, PM, SAT)

▪ N Henderson Road & George Mason Drive

o Eastbound Left/Through/Right (AM)

o Westbound Left (PM, SAT)

Queuing Analysis

In addition to the capacity analyses presented above, a queuing

analysis was performed at the study intersections. The queuing

analysis was performed using the Synchro software. The 50th

percentile and 95th percentile maximum queue lengths are

shown for each lane group at the study area signalized

intersections. The 50th percentile maximum queue is the

600 N Glebe MMTA

56 May 21, 2019

maximum back of queue on a typical cycle. The 95th percentile

queue is the maximum back of queue with 95th percentile

traffic volumes. For unsignalized intersections, the 95th

percentile queue is reported for each lane group (including

free-flowing left turns and stop-controlled movements) based

on the HCM calculations.

Table 14 show the 95% and 50% queuing results, expressed in

feet, for the study area intersections during the AM and PM

peak hours, respectively. The proposed development does not

have an impact on queuing. The queuing analysis results

generally align with the HCM capacity analysis results and

generate the same overall conclusions.

Mitigations

This section discusses the intersections that operate at

unacceptable levels within the study area as a result of the

development, and the mitigations proposed at these

intersections. An intersection was considered to have an

impact if it met any of the following criteria:

▪ The overall intersection, approach, or lane group

degrades from LOS D to LOS E or F, or from LOS E to

LOS F;

▪ The overall intersection, approach or lane group

operates at LOS F during the background condition

and the delay increases by more than 10% in the

future conditions.

Based on these criteria, mitigations were proposed at one

study intersection, as follows:














from 89.8 seconds to 80.9 seconds. A comparison of the

capacity analysis results for future conditions unmitigated

and future conditions mitigated is shown on Table 15.

It is to be noted that conditions for the Saturday peak hour

for the intersection of N Glebe Road & Quincy

Street/Henderson Street for the southbound right increase

from 252.9 to 299.6, however the proposed development

does not add any trips to this movement.

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Figure 30: AM Peak Hour LOS Results

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Figure 31: PM Peak Hour LOS Results

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Figure 32: Saturday Peak Hour LOS

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Table 13: Vehicular Capacity Analysis Results

Intersection Lane Group

Existing (2018) Background (2022) Total Future (2022)

AM Peak Hour PM Peak Hour Saturday AM Peak Hour PM Peak Hour Saturday AM Peak Hour PM Peak Hour Saturday

Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS

1. N Glebe Road & Wilson Blvd Overall 35.2 D 34.0 C 33.2 C 39.3 D 40.1 D 34.8 C 39.6 D 40.1 D 35.1 D

Eastbound Left 33.0 C 35.2 D 31.6 C 31.9 C 37.9 D 32.4 C 31.9 C 37.9 D 32.4 C

Eastbound TR 44.7 D 33.9 C 34.6 C 38.6 D 32.4 C 33.5 C 38.6 D 32.4 C 33.5 C

Eastbound Right - - - - - - 30.5 C 30.0 C 32.1 C 30.5 C 29.7 C 32.0 C

Westbound Left 35.5 D 32.8 C 29.7 C 32.8 C 32.9 C 30.5 C 33.0 C 34.6 C 30.9 C

Westbound Thru 36.9 D 35.4 D 33.8 C 37.0 D 35.4 D 33.8 C 37.0 D 35.4 D 33.8 C

Westbound Right 43.7 D 34.2 C 37.1 D 58.3 E 79.4 E 41.2 D 58.1 E 79.4 E 41.3 D

Northbound Left 16.4 B 35.2 D 27.3 C 16.4 B 67.0 E 30.9 C 16.1 B 65.0 E 31.5 C

Northbound Thru 31.2 C 30.6 C 38.3 D 33.8 C 26.9 C 40.5 D 34.6 C 27.3 C 41.4 D

Southbound Left 38.7 D 23.2 C 20.8 C 107.8 F 31.9 C 24.3 C 107.9 F 32.3 C 25.0 C

Southbound Thru 30.4 C 38.0 D 29.4 C 33.6 C 44.3 D 31.2 C 33.7 C 44.1 D 31.4 C

Southbound RIght 28.1 C 34.1 C 26.6 C 29.0 C 36.0 D 26.9 C 29.0 C 35.9 D 26.9 C

2. N Glebe Road & N Carlin Springs Overall 32.8 C 55.6 E 31.4 C 32.7 C 55.3 E 27.9 C 33.0 C 44.0 D 26.3 C

Eastbound Left 80.3 F 63.0 E 62.4 E 77.4 E 63.2 E 62.1 E 78.1 E 63.1 E 62.5 E

Eastbound Thru 30.2 C 38.6 D 35.3 D 30.8 C 38.5 D 36.0 D 30.7 C 37.7 D 35.5 D

Eastbound Right 31.5 C 39.7 D 36.3 D 32.8 C 39.7 D 37.0 D 32.6 C 38.7 D 36.2 D

Westbound Left 28.3 C 40.5 D 36.1 D 28.9 C 40.4 D 36.7 D 28.8 C 39.6 D 36.1 D

Westbound Thru 27.9 C 40.8 D 35.1 D 28.5 C 40.8 D 35.8 D 28.5 C 39.9 D 35.2 D

Westbound Right 28.0 C 39.3 D 35.3 D 28.6 C 39.3 D 36.0 D 28.6 C 38.5 D 35.4 D

Northbound Left 92.8 F 349.1 F 104.1 F 102.7 F 371.4 F 99.2 F 101.0 F 267.1 F 77.9 E

Northbound TR 9.5 A 18.5 B 16.6 B 7.1 A 20.9 C 17.4 B 8.7 A 21.7 C 18.4 B

Southbound Left 65.8 E 57.8 E 92.7 F 63.3 E 57.8 E 92.0 F 63.1 E 58.4 E 92.8 F

Southbound Thru 25.0 C 14.6 B 15.0 B 32.4 C 15.6 B 9.1 A 32.5 C 15.8 B 9.2 A

3. N Glebe Road & Randolph Street Overall 24.6 C 25.5 C 24.6 C 42.2 D 57.8 E 27.3 C 44.9 D 54.0 D 30.3 C

Eastbound Left 52.6 D 37.3 D 51.6 D 45.9 D 27.7 C 44.6 D 46.7 D 26.5 C 43.8 D

Eastbound TR 52.4 D 36.8 D 53.8 D 45.8 D 27.2 C 46.1 D 45.9 D 26.6 C 45.2 D

Westbound Left 73.3 E 67.0 E 122.4 F 77.2 E 149.0 F 93.5 F 79.2 E 130.5 F 105.4 F

Westbound Thru 51.9 D 35.6 D 49.4 D 45.5 D 25.1 C 43.1 D 45.3 D 24.9 C 41.6 D

Westbound Right 52.0 D 35.6 D 48.7 D 45.9 D 26.6 C 43.1 D 45.7 D 36.6 C 41.6 D

Northbound Left 95.3 F 72.1 E 74.1 E 83.5 F 511.9 F 77.0 E 153.6 F 471.8 F 89.8 F

Northbound TR 9.2 A 9.2 A 4.6 A 12.8 B 12.6 B 5.8 A 12.7 B 12.0 B 5.9 A

Soutbound Left 74.1 E 72.3 E 92.6 F 157.5 F 76.5 E 138.5 F 157.5 F 77.1 E 140.1 F

Southbound TR 10.0 B 10.9 B 4.6 A 12.5 B 14.2 B 5.0 A 13.5 B 14.6 B 5.1 A

4. N Glebe Road & Quincy Street/Henderson Road Overall 54.0 D 48.8 D 56.4 E 66.9 E 72.7 E 54.5 D 67.9 E 70.1 E 55.7 E

Eastbound Left 65.2 E 58.9 E 55.9 E 118.3 F 72.0 E 64.5 E 115.1 F 64.3 E 58.8 E

Eastbound TR 99.0 F 79.4 E 80.4 F 84.3 F 80.3 F 80.6 F 84.3 F 79.6 E 80.6 F

Westbound Left 93.8 F 69.1 E 181.6 F 70.4 E 69.5 E 148.4 F 70.4 E 69.5 E 148.4 F

Westbound Thru 35.5 D 37.9 D 42.2 D 35.4 D 39.1 D 41.9 D 35.4 D 39.1 D 41.9 D

Wesbound Right 32.9 C 31.7 C 37.9 D 32.9 C 32.6 C 38.0 D 32.9 C 32.6 C 38.0 D

Northbound LTR 46.5 D 40.9 D 30.1 C 70.7 E 52.2 D 33.3 C 73.7 E 55.3 D 34.0 C

600 N Glebe MMTA

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Southbound TL 34.0 C 24.6 C 12.1 B 40.6 D 88.7 F 15.6 B 41.9 D 82.7 F 15.7 B

Southbound Right 66.5 E 166.0 F 225.6 F 66.5 E 130.6 F 252.9 F 66.5 E 118.1 F 299.6 F

5. N Carlin Springs Road & Tazewell Street Eastbound LTR 7.7 A 8.8 A 8.2 A 7.7 A 8.9 A 8.2 A 0.1 A 0.5 A 0.4 A

Westbound LTR 10.7 B 8.6 A 8.7 A 10.4 B 8.6 A 8.7 A 0.1 A 0.1 A 0.1 A

Northbound LTR 22.2 C 17.0 C 15.9 C 20.7 C 17.8 C 15.9 C 21.1 C 18.5 C 16.7 C

6. N Carlin Springs Road & Thomas Drive Eastbound LT 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A

Westbound TR 10.1 B 8.6 A 8.8 A 9.9 A 8.5 A 8.7 A 0.9 A 0.6 A 0.5 A

Northbound LTR 29.4 D 24.1 C 16.9 C 26.1 D 23.3 C 16.4 C 27.9 D 22.2 C 16.3 C

Southbound LR 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A

7. Henderson Road & Thomas Street Eastbound LTR A 7.9 8.8 A 8.2 A 7.9 A 9.0 A 8.3 A 0.5 A 1.0 A 0.8 A

Westbound LTR A 8.5 8.0 A 8.0 A 8.7 A 8.0 A 8.1 A 0.4 A 0.4 A 0.4 A

Northbound LTR C 17.9 20.0 C 14.9 B 19.8 C 22.1 C 15.2 C 21.0 C 24.0 C 16.3 C

Southbound LTR C 17.8 23.8 C 16.7 C 19.8 C 25.2 D 17.3 C 20.6 C 26.5 D 17.1 C

8. Henderson Road & George Mason Blvd Overall 18.4 B 23.2 C 18.4 B 19.8 B 24.7 C 19.5 B 19.8 B 24.3 C 19.1 B

Eastbound LTR 58.8 E 38.1 D 46.4 D 58.6 E 37.5 D 46.5 D 58.8 E 38.7 D 47.7 D

Westbound Left 45.1 D 72.9 E 71.6 E 43.3 D 73.2 E 75.3 E 42.6 D 74.0 E 76.5 E

Westbound TR 39.0 D 51.5 D 46.1 D 37.3 D 52.7 D 46.4 D 37.3 D 53.6 D 47.4 D

Northbound Left 7.2 A 10.3 B 5.8 A 8.1 A 11.0 B 5.9 A 8.2 A 10.4 B 5.6 A

Northbound TR 11.2 B 12.0 B 7.6 A 12.0 B 12.7 B 7.8 A 12.1 B 12.1 B 7.4 A

Soutbound Left 12.9 B 10.7 B 6.8 A 13.3 B 11.5 B 7.0 A 13.7 B 11.2 B 6.8 A

Southbound TR 9.2 A 13.1 B 7.0 A 10.8 B 13.9 B 7.2 A 10.9 B 13.2 B 6.9 A

9. N Carlin Springs & Site Driveway Eastbound 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 26.1 D

Westbound 10.7 B 8.7 A 8.8 A 10.7 B 8.7 A 8.8 A 0.5 A 9.4 A 9.3 A

Northbound 22.6 C 18.7 C 13.8 B 22.6 C 23.2 C 13.9 B 33.1 D 34.6 D 0.0 A

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Table 14: Queuing Results

Intersection Lane Group Storage Length

(ft)

Existing (2018) Background Future


50th % 95th % 50th % 95th % 50th% 95th% 50th % 95th % 50th % 95th % 50th% 90th% 50th % 95th % 50th % 95th % 50th% 90th%

1. N Glebe Road & Wilson Blvd Eastbound Left 345 214.0 279.0 99.0 #154 144.0 213.0 204.0 288.0 104.0 #173 153.0 225.0 204.0 288.0 104.0 #173 153.0 225.0

Eastbound Thru 550 382.0 429.0 146.0 196.0 102.0 144.0 277.0 344.0 115.0 157.0 83.0 118.0 277.0 344.0 115.0 157.0 83.0 118.0

Eastbound Right 200 _ _ _ _ _ _ 0.0 50.0 0.0 48.0 0.0 48.0 0.0 48.0 0.0 45.0 0.0 42.0

Westbound Left 270 47.0 83.0 106.0 165.0 52.0 92.0 52.0 90.0 125.0 190.0 75.0 123.0 54.0 94.0 133.0 201.0 82.0 132.0

Westbound Thru 270 77.0 112.0 224.0 285.0 58.0 88.0 80.0 115.0 225.0 286.0 58.0 88.0 80.0 115.0 225.0 286.0 58.0 88.0

Westbound Right 270 153.0 241.0 112.0 183.0 98.0 164.0 236.0 #387 312.0 #518 157.0 247.0 235.0 #383 312.0 #518 159.0 249.0

Northbound Left 370 25.0 m39 91.0 169.0 38.0 m90 29.0 m44 23.0 #243 54.0 m136 28.0 m43 140.0 #243 54.0 m138

Northbound Thru 400 411.0 m452 167.0 185.0 290.0 408.0 430.0 m432 149.0 165.0 297.0 448.0 443.0 m452 157.0 170.0 299.0 457.0

Southbound Left 290 75.0 150.0 55.0 93.0 43.0 75.0 ~168 #344 81.0 #137 55.0 92.0 ~168 #344 81.0 #136 55.0 94.0

Southbound Thru 600 177.0 232.0 318.0 404.0 234.0 297.0 244.0 307.0 384.0 470.0 278.0 343.0 247.0 310.0 395.0 483.0 284.0 351.0

Southbound RIght 600 0.0 9.0 67.0 161.0 0.0 55.0 0.0 9.0 81.0 175.0 0.0 55.0 0.0 9.0 84.0 177.0 0.0 55.0

2. N Glebe Road & N Carlin Springs Eastbound Left 175 416.0 #636 181.0 251.0 266.0 342.0 395.0 #617 181.0 251.0 257.0 339.0 398.0 #621 189.0 260.0 265.0 352.0

Eastbound Thru 200 92.0 144.0 8.0 22.0 17.0 36.0 88.0 141.0 8.0 22.0 17.0 36.0 88.0 141.0 8.0 22.0 17.0 36.0

Eastbound Right 175 20.0 95.0 0.0 52.0 0.0 48.0 45.0 136.0 0.0 52.0 0.0 52.0 42.0 131.0 0.0 49.0 0.0 49.0

Westbound Left 50 13.0 31.0 37.0 67.0 27.0 49.0 12.0 32.0 36.0 66.0 25.0 49.0 12.0 32.0 36.0 65.0 25.0 49.0

Westbound Thru 50 9.0 23.0 73.0 112.0 10.0 25.0 8.0 24.0 71.0 109.0 10.0 25.0 8.0 24.0 70.0 107.0 10.0 25.0

Westbound Right 50 0.0 9.0 0.0 49.0 0.0 31.0 0.0 10.0 0.0 48.0 0.0 32.0 0.0 10.0 0.0 47.0 0.0 32.0

Northbound Left 300 65.0 136.0 ~307 #485 142.0 #269 84.0 m128 ~325 #503 139.0 #260 80.0 m120 ~256 #427 101.0 #172

Northbound TR 450 173.0 144.0 94.0 148.0 85.0 154.0 129.0 53.0 140.0 207.0 117.0 180.0 133.0 54.0 147.0 218.0 126.0 188.0

Southbound Left 350 59.0 m92 26.0 m41 34.0 58.0 60.0 96.0 27.0 m37 35.0 60.0 61.0 96.0 27.0 m35 35.0 m59

Southbound Thru 400 141.0 222.0 161.0 231.0 309.0 423.0 139.0 201.0 107.0 190.0 36.0 289.0 139.0 202.0 115.0 194.0 36.0 285.0

3. N Glebe Road & Randolph Street Eastbound Left 200 16.0 37.0 62.0 96.0 51.0 84.0 13.0 34.0 92.0 151.0 44.0 78.0 33.0 64.0 65.0 111.0 56.0 98.0

Eastbound Thru 200 13.0 41.0 49.0 94.0 91.0 143.0 11.0 40.0 72.0 141.0 73.0 133.0 13.0 52.0 51.0 113.0 84.0 153.0

Westbound Left 150 100.0 150.0 197.0 271.0 87.0 137.0 157.0 234.0 ~438 #647 133.0 #213 156.0 234.0 ~425 #634 133.0 #239

Westbound Thru 400 7.0 22.0 39.0 66.0 30.0 55.0 7.0 22.0 41.0 76.0 26.0 51.0 7.0 22.0 34.0 66.0 25.0 51.0

Westbound Right 150 0.0 0.0 0.0 50.0 0.0 39.0 0.0 35.0 14.0 77.0 0.0 49.0 0.0 32.0 14.0 77.0 0.0 49.0

Northbound Left 195 37.0 m46 73.0 m#112 79.0 m116 36.0 m39 ~185 m#231 80.0 m108 ~73 m#81 ~171 m#216 122.0 m154

Northbound TR 440 93.0 189.0 46.0 103.0 46.0 76.0 157.0 m280 79.0 m95 55.0 86.0 160.0 m271 75.0 m91 48.0 78.0

Soutbound Left 205 316.0 #457 100.0 145.0 121.0 #218 ~503 #723 159.0 #233 158.0 #309 ~503 #723 159.0 #233 159.0 #310

Southbound TR 470 85.0 102.0 134.0 163.0 31.0 54.0 89.0 107.0 141.0 209.0 42.0 65.0 87.0 105.0 139.0 204.0 30.0 46.0

4. N Glebe Road & Quincy Street/Henderson Road Eastbound Left 215 173.0 #283 61.0 113.0 68.0 117.0 253.0 #432 82.0 145.0 88.0 146.0 ~242 #427 69.0 129.0 76.0 129.0

Eastbound TR 570 364.0 #552 190.0 281.0 184.0 262.0 339.0 #539 190.0 279.0 181.0 258.0 339.0 #539 185.0 282.0 181.0 258.0

Westbound Left 200 86.0 #201 162.0 #242 ~192 #347 85.0 #172 164.0 #238 ~199 #341 85.0 #172 164.0 #238 ~199 #341

Westbound Thru 450 113.0 175.0 217.0 285.0 153.0 200.0 111.0 174.0 220.0 290.0 140.0 199.0 111.0 174.0 220.0 290.0 140.0 199.0

Wesbound Right 280 0.0 35.0 0.0 32.0 0.0 24.0 0.0 34.0 0.0 33.0 0.0 24.0 0.0 35.0 0.0 33.0 0.0 24.0

Northbound LTR 280 569.0 #724 296.0 379.0 388.0 536.0 ~755 #897 395.0 #535 459.0 #669 ~768 #910 399.0 #540 473.0 #688

Southbound TL 430 245.0 182.0 251.0 296.0 96.0 114.0 186.0 236.0 ~439 m#816 125.0 142.0 203.0 260.0 ~418 m#818 136.0 157.0

Southbound Right 430 2.0 13.0 64.0 #145 35.0 #108 2.0 m10 42.0 m84 40.0 #108 2.0 m8 45.0 m86 32.0 m77

5. N Carlin Springs Road & Tazewell Street Eastbound LTR 500 _ 0.0 _ 0.0 _ 0.0 _ 2.0 _ 2.0 _ 2.0 _ 0.0 _ 2.0 _ 2.0

600 N Glebe MMTA

63 May 21, 2019

Intersection Lane Group Storage Length

(ft)

Existing (2018) Background Future


50th % 95th % 50th % 95th % 50th% 95th% 50th % 95th % 50th % 95th % 50th% 90th% 50th % 95th % 50th % 95th % 50th% 90th%

Westbound LTR 100 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0

Northbound 210 _ 4.0 _ 2.0 _ 2.0 _ 2.0 _ 2.0 _ 2.0 _ 4.0 _ 2.0 _ 2.0

6. N Carlin Springs Road & Thomas Drive Eastbound LT 200 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0

Westbound TR 200 _ 2.0 _ 2.0 _ 0.0 _ 2.0 _ 2.0 _ 0.0 _ 2.0 _ 2.0 _ 2.0

Northbound LTR 1000 _ 36.0 _ 22.0 _ 6.0 _ 30.0 _ 20.0 _ 6.0 _ 34.0 _ 24.0 _ 8.0

Southbound LR _ _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0

7. Henderson Road & Thomas Street Eastbound LTR 370 _ 0.1 _ 0.1 _ 0.0 _ 2.0 _ 2.0 _ 0.0 _ 2.0 _ 2.0 _ 2.0

Westbound LTR 585 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 2.0 _ 0.0 _ 0.0 _ 2.0 _ 0.0

Northbound LTR 400 _ 16.0 _ 18.0 _ 8.0 _ 16.0 _ 18.0 _ 8.0 _ 20.0 _ 22.0 _ 10.0

Southbound LTR 1000 _ 12.0 _ 16.0 _ 8.0 _ 14.0 _ 16.0 _ 0.0 _ 18.0 _ 18.0 _ 12.0

8. Henderson Road & George Mason Blvd Eastbound LTR 470 202.0 254.0 85.0 115.0 84.0 123.0 238.0 325.0 97.0 136.0 97.0 147.0 239.0 327.0 98.0 140.0 99.0 150.0

Westbound Left 150 67.0 112.0 218.0 m228 150.0 216.0 63.0 113.0 222.0 m290 150.0 217.0 61.0 111.0 214.0 m280 142.0 208.0

Westbound TR 150 80.0 120.0 176.0 m228 90.0 139.0 86.0 134.0 235.0 m294 109.0 162.0 88.0 137.0 236.0 m295 111.0 165.0

Northbound Left 100 5.0 18.0 8.0 30.0 4.0 16.0 5.0 17.0 9.0 31.0 4.0 16.0 5.0 17.0 9.0 30.0 4.0 15.0

Northbound TR 470 214.0 317.0 162.0 264.0 120.0 203.0 208.0 310.0 171.0 274.0 123.0 204.0 209.0 310.0 164.0 264.0 117.0 196.0

Soutbound Left 145 27.0 83.0 19.0 54.0 14.0 40.0 29.0 79.0 20.0 55.0 14.0 41.0 31.0 82.0 22.0 61.0 16.0 43.0

Southbound TR 650 131.0 213.0 225.0 357.0 90.0 155.0 169.0 251.0 236.0 369.0 94.0 158.0 170.0 252.0 229.0 359.0 92.0 155.0

9. N Carlin Springs & Site Driveway Eastbound 185 _ _ _ _ _ _ _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0

Westbound 250 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 0.0 _ 2.0 _ 2.0 _ 2.0

Northbound N/A _ 6.0 _ 2.0 _ 2.0 _ 6.0 _ 2.0 _ 2.0 _ 28.0 _ 32.0 _ 32.0

600 N Glebe MMTA

64 May 21, 2019

Table 15: Summary of Mitigation Results





3. N Glebe Road & Randolph Street Overall 24.6 C 25.5 C 24.6 C 42.2 D 57.8 E 27.3 C 44.9 D 54.0 D 30.3 C

Eastbound Left 52.6 D 37.3 D 51.6 D 45.9 D 27.7 C 44.6 D 46.7 D 26.5 C 43.8 D

Eastbound TR 52.4 D 36.8 D 53.8 D 45.8 D 27.2 C 46.1 D 45.9 D 26.6 C 45.2 D

Westbound Left 73.3 E 67.0 E 122.4 F 77.2 E 149.0 F 93.5 F 79.2 E 130.5 F 105.4 F

Westbound Thru 51.9 D 35.6 D 49.4 D 45.5 D 25.1 C 43.1 D 45.3 D 24.9 C 41.6 D

Westbound Right 52.0 D 35.6 D 48.7 D 45.9 D 26.6 C 43.1 D 45.7 D 36.6 C 41.6 D

Northbound Left 95.3 F 72.1 E 74.1 E 83.5 F 511.9 F 77.0 E 153.6 F 471.8 F 89.8 F

Northbound TR 9.2 A 9.2 A 4.6 A 12.8 B 12.6 B 5.8 A 12.7 B 12.0 B 5.9 A

Southbound Left 74.1 E 72.3 E 92.6 F 157.5 F 76.5 E 138.5 F 157.5 F 77.1 E 140.1 F

Southbound TR 10.0 B 10.9 B 4.6 A 12.5 B 14.2 B 5.0 A 13.5 B 14.6 B 5.1 A

3. N Glebe Road & Randolph Street Overall 43.1 D 54.0 D 30.0 C

Eastbound Left 46.1 D 26.5 C 43.8 D

Eastbound TR 45.3 D 26.6 C 45.2 D

Westbound Left 74.6 E 130.5 F 105.4 F

Westbound Thru 44.6 D 24.9 C 41.6 D

Westbound Right 45.0 D 36.6 C 41.6 D

Northbound Left 70.8 E 471.8 F 80.9 F

Northbound TR 14.2 B 12.0 B 5.9 A

Southbound Left 155.1 F 77.1 E 140.1 F

Southbound TR 14.0 B 14.6 B 5.6 A

600 N Glebe MMTA

65 May 21, 2019

TRANSPORTATION MANAGEMENT PLAN

A Transportation Management Plan (TMP) has many

components that are tailored to accommodate a given facility

with the goal being the reduction of automobile trips by

encouraging alternative forms of transportation. A few of the

typical TMP components include the establishment of a TMP

coordinator, the distribution of transit literature, the

establishment of ride-sharing programs, and the on-site sale of

discounted fare media. Management measures taken by the

600 North Glebe project can be monitored and adjusted as

needed to continually create opportunities to reduce the

amount of vehicular traffic generated by the site.

The TMP will include a schedule and details of implementation

and continued operation of the elements in the plan. The

location of the site near the Ballston-MU and Clarendon

Metrorail Stations allows for a TMP that may include, but not

be limited to, the following:

PARTICIPATION AND FUNDING a. The Applicant will maintain an active membership in

Arlington Transportation Partners (ATP), or successor

entity at no cost to the developer, on behalf of the

property management company.

b. The Applicant will designate a member(s) of the

building management team as Property

Transportation Coordinator (PTC) who will be the

primary point of contact with the County and

undertake the responsibility for coordinating and

completing all TMP obligations.

c. Provide contributions for Arlington County Commuter

Services (ACCS) as negotiated with Arlington County

staff during the 4.1 Site Plan process.

FACILITIES AND IMPROVEMENTS a. Provide in the new buildings one information display

with transportation related information for residents,

employees and visitors, the content/design/location of

which shall be mutually agreeable to ACCS and

Applicant.

b. Comply with requirements of the Site Plan conditions

to provide bicycle parking/storage facilities and

construction worker parking.

PARKING MANAGEMENT PLAN a. Prepare a Parking Management Plan to show how

adjacent curb space to the site will be designated for

parking and potential on-street loading zones.

b. Provide effective directional signage to direct

residents and visitors to appropriate location on the

property, to include provision for the items specified

in the Parking Management Plan.

PROMOTIONS, SERVICES, POLICIES a. Provide website hotlinks to CommuterPage.comTM

under a “transportation information” heading from

the property manager’s websites regarding this site.

b. Distribute new-resident and new-employee packages,

materials provided by Arlington County including site-

specific transit-related information to all residents and

all on-site employees of the building management

company.

c. Place a reference to the Ballston-MU Metrorail

Station, the Clarendon Metrorail Station, and nearby

bus routes in promotional materials and ads.

d. Cooperate, at no cost to the Applicant, with Arlington

County to assist the County in implementing a transit-

advertising program that will distribute information

four times per year to all residents and employees.

e. Participate in regionally sponsored clean air, transit,

and traffic mitigation promotions by posting notice of

such promotions in locations within the building.

f. Provide marketing support to encourage ridesharing.

PERFORMANCE AND MONITORING a. Reimburse the County, for a specified amount subject

to CPI, for and participate in a transportation

performance monitoring study at two years, five years,

and at each subsequent five years (at the County’s

option) after issuance of first Certificate of Occupancy.

b. During the first year of startup of the TMP and on an

annual basis thereafter for a duration of years to be

determined, the Applicant will submit an annual letter

to the County Manager describing the TDM related

activities of the site.

600 N Glebe MMTA

66 May 21, 2019

SUMMARY AND CONCLUSIONS

This report presents the findings of a Multimodal

Transportation Assessment (MMTA) for the 600 North Glebe

development in Arlington, Virginia. The purpose of this study is

to evaluate whether the project will generate a detrimental

impact to the surrounding transportation network. This

evaluation is based on a technical comparison of the existing

conditions, background conditions, and future conditions. This

report concludes that the project will not have a detrimental

impact to the surrounding transportation network assuming

that all planned site design elements are implemented.

Site Location and Study Area


the west side of N Glebe Road, between N Carlin Springs Road

and N Henderson Road. The study area is bounded by N Glebe

Road to the east, N Thomas Street to the west, N Carlin Springs

Road to the north, and N Henderson Road to the south.

Regional access to the site is provided via I-66 and VA-50

(Arlington Boulevard).

The study area consists of ten intersections, including site

driveways.

Proposed Project

The 600 North Glebe site is currently occupied by a 49,500

square foot Harris Teeter grocery store, a car dealership, and

surface parking lots serving both uses individually. The site is

currently comprised of several zones including C-O-2.5, C-2, RC,

SD, and RA8-18. The site is proposed to be rezoned as RC only.

The site is shown as a High-Medium Residential Mixed-Use in

the General Land Use Plan (GLUP).






Vehicular access to all three buildings will be provided by the

existing entrance along N Glebe Road, as well an existing

driveway along N Carlin Springs Road that currently serves “The

Maxwell” residential building. The entrance along N Glebe

Road will ultimately function as an extension of N Randolph

Street. The N Carlin Springs Road entrance will function as an















A total of 946 parking spaces are proposed for the site. Of


and 304 spaces will be allocated to retail use. Per the 2018

Arlington County Zoning Ordinance for RC zones, residential

parking must be provided at no less than one (1) parking space

per unit and retail parking must be provided at no less than one

(1) parking space per 580 square feet. However, based on the

Off-Street Parking Guidelines for Multi-Family Residential

Projects approved in November 2017, the site is in an area that

is only required to provide a residential parking ratio of 0.5

spaces per unit. Based on these requirements, the

development is required to provide 366 residential parking

spaces and 140 retail spaces.





The Building One loading facility is located along the N Tazewell










residential use.

600 N Glebe MMTA

67 May 21, 2019




Multi-Modal Impacts and Recommendations

Transit

The subject site is well-served by transit:

• There are twenty (20) bus stops within ¼-mile of the

site. These stops are directly served by WMATA

(Metrobus) and Arlington Transit (ART).

• The site is 0.5 miles from the Ballston-MU Metro

station and 0.7 miles from the Virginia Square-GMU

Metro Station. Both serve the Orange and Silver lines.

Boarding and alighting data for the bus stops within the study

area was originally requested in August of 2018 and most

recently requested in January of 2019. However, boarding and

alighting data was not received.

The proposed development will generate a net of 223 transit

trips during the AM peak hour, 328 during the PM peak hour

and 307 during the Saturday Peak Hour. Although the

development will be generating new transit trips on the

network, the existing facilities have sufficient capacity to

handle the new trips.

Pedestrian

The site is surrounded by a well-connected pedestrian network.

The pedestrian facilities around the site provide a quality


curb ramp or sidewalk width deficiencies. Some blocks within

the vicinity of the site are temporarily missing sidewalks due to

undergoing construction. This project will reduce deficiencies

by eliminating curb cuts along Glebe Road. The 600 North


Street Plan Addendum by including a sidewalk along the N

Randolph Street extension through the site between N Glebe

Road and N Thomas Street.

The proposed development will generate a net of 20 walking

trips in the AM peak hour, 43 walking trips in the PM peak

hour, and 48 walking trips in the Saturday Peak Hour.

Bicycle


facilities, including bike lanes along N Carlin Springs Road and a

protected bike lane along Quincy Street which connects to the

Custis Trail north of the site.

The proposed development will generate a net of 12 bike trips

in the AM peak hour, 23 bike trips in the PM hour, and 25 bike

trips in the Saturday peak hour.

The site will provide long-term bicycle parking spaces within

the parking garage in accordance with County requirements,

and short-term bicycle parking spaces along the perimeter of

the site.

Vehicular

The site is accessible from several principal arterials such as

Wilson Boulevard and N Glebe Road. The arterials create

connections to I-395, I-66, VA-50 (Arlington Boulevard), and

ultimately the Capital Beltway (I-495) that surrounds

Washington, DC and its inner suburbs as well as regional access

to I-95. These principal arterial roadways bring vehicular traffic

within one mile of the site, at which point minor arterials,

collectors, and local roads can be used to access the site

directly.

In order to determine the impacts of the proposed

development on this transportation network, this report

projects future conditions with the development of the site and

performs analyses of intersection delays.

The proposed development will generate a net of






another destination. Of the net trips, pass-by trips are

comprised of 43 AM peak hour trips, 163 PM peak hour trips,

and 156 Saturday peak hour trips. As such, new trips on the

surrounding roadway network amount to 96 trips during the

AM peak hour, 112 trips during the PM peak hour, and 82 trips

during the Saturday peak hour.

Traffic operations in the existing roadway network have current

capacity issues, however the proposed development is only

expected to impact one (1) of the nine (9) study area

intersections. The impacts of the development at this

intersection and a summary of the proposed mitigations is as

follows:


600 N Glebe MMTA

68 May 21, 2019













from 89.8 seconds to 80.9 seconds.

Transportation Management Plan

A TMP will be required for the project based on the County’s

requirements, and a framework for a TMP is included in this

report. A few of the typical TMP components include the

establishment of a TMP coordinator, the distribution of transit

literature, the establishment of ride-sharing programs, and the

on-site sale of discounted fare media. Management measures

taken by 600 North Glebe projects can be monitored and

adjusted as needed to continually create opportunities to

reduce the amount of vehicular traffic generated by the site.

multimodal transportation ssessment · 21/05/2019 · the following report is a multimodal...

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