NEW YORK AVENUE CORRIDOR STRATEGY
identified to support each specific category are not intended to suggest specific architectural styles or building materials , but are intended to suggest building form , the types of activities that would occur within the building and the building ’ s relationship to the surrounding public realm .
TRANSPORTATION FRAMEWORK
Citizens of Arlington and numerous stakeholders expressed a strong desire to create a signature street for East Arlington . The Transportation Framework achieves this with improvements along New York Avenue that address mobility , safety and aesthetic issues ( see Figure 5.4 ). As this Study Area redevelops , it is essential to have street standards that appropriately serve the corridor and match the vision for the adjacent Opportunity Sites . For New York Avenue , four roadway cross-sections were developed that incorporate a variety of mobility and streetscape improvements within the existing available right-of-way . New York Avenue terminates at E . Abram Street , which limits the corridor as a major north-south route . Additionally , traffic volumes are not expected to significantly increase in the near future . Therefore , mobility improvements are recommended to focus on providing safe and effective multi-modal access to the revitalizing commercial areas , as well as to the surrounding neighborhoods and schools .
From E . Abram Street to E . Park Row Drive , New York Avenue is recommended to remain three lanes with a center two-way left-turn lane ( see Figure 5.7 ). The addition of brick pavers in the center turn lane and at selected crosswalks will provide a tactile driving surface , help calm traffic speeds and provide safe crosswalks to encourage pedestrian use . At targeted locations where cross street access would not be affected , landscaped islands may be installed to enhance the visual identity of the corridor ( see
New York Avenue Open House
Figure 5.5 and 5.6 for before and after images ). South of E . Park Row Drive , New York Avenue is recommended to remain four lanes . To provide for better pedestrian access through the entire corridor , a wider sidewalk on the east streetside is recommended for areas where right-of-way is available . This may be achieved through coordination with property owners to install new sidewalks in constrained areas south of E . Park Row Drive . Street trees and pedestrian-scale lighting are also recommended to provide an attractive definition to the street edge and create a sense of comfort for pedestrians by physically separating them from adjacent motor vehicles .
Three additional roadway cross-sections are provided as guides for internal access to the Opportunity Sites ( see Figures 5.8 , 5.9 and 5.10 ). Kimberly Drive can be transformed as a signature two-lane divided east-west connection through Opportunity Site B with a landscaped median , angled parking , and wide pedestrian ways . Internal two-lane undivided access drives within the Opportunity Site should provide wide pedestrian ways with landscaped buffers , lighting or street furniture to buffer from adjacent parking .
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FINAL REPORT | SEPTEMPER 2013