National Cathedral School

COMPREHENSIVE TRANSPORTATION REVIEW

WASHINGTON , DC

August 21, 2018

Board of ZoningBoard Adjustment of Zoning Adjustment District of ColumbiaDistrict of Columbia CASE NO.18233A Case No. 18233A EXHIBIT NO.34A1 34A1

Prepared by:

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Contents

Executive Summary ...... 1 Introduction ...... 3 Purpose of Study ...... 3 Contents of Study ...... 3 Study Area Overview ...... 6 Major Transportation Features ...... 6 Future Projects ...... 7 Project Design ...... 11 Site Access and Circulation ...... 12 Transportation Demand Management (TDM) ...... 13 Trip Generation ...... 19 Transit ...... 21 Existing Transit Service ...... 21 Proposed Transit Service ...... 21 Site-Generated Transit Impacts ...... 22 Pedestrian Facilities ...... 24 Pedestrian Study Area...... 24 Pedestrian Infrastructure ...... 24 Site Generated Pedestrian Impacts ...... 25 Bicycle Facilities ...... 28 Existing Bicycle Facilities ...... 28 Proposed Bicycle Facilities ...... 28 Site Impacts ...... 29 Summary and Conclusions ...... 31

Figures

Figure 1: Site Location ...... 4 Figure 2: Site Location (Aerial) ...... 5 Figure 3: Major Regional Transportation Facilities ...... 9 Figure 4: Major Local Transportation Facilities ...... 10 Figure 5: Site Plan ...... 15 Figure 6: Parking Map ...... 16 Figure 7: Student and Staff Vehicular Circulation ...... 17 Figure 8: Student Drop-off/Pick-up Circulation ...... 18 Figure 9: Distribution Assignment ...... 20 Figure 10: Existing Transit Facilities ...... 23 Figure 11: Pedestrian Pathways ...... 26 Figure 12: Existing Pedestrian Facilities ...... 27 Figure 13: Bicycle Study Area ...... 30

Tables

Table 1: Carshare Locations ...... 8 Table 2: NCS FTE and Student Approval Caps ...... 11 Table 3: Adjacent School Approval Caps ...... 13 Table 4: Estimated Trip Generation ...... 19 Table 5: Estimated Net New Trip-Generation for Non-Auto Modes ...... 19 Table 6: Metrobus Route Information ...... 22 Table 7: Sidewalk Requirements ...... 24

“Close,” “Cathedral campus,” or “campus”). The Close is EXECUTIVE SUMMARY bounded by Woodley Road on the north, 34th Street on the east, Garfield Street on the south, Massachusetts Avenue on The following report is a Comprehensive Transportation Review the southwest, and Wisconsin Avenue on the west. This portion (CTR) for the student enrollment cap increase and full-time of NCS includes the School’s administrative offices, the equivalent faculty/staff (“FTE”) cap increase for the National remainder of Upper School classrooms and School cafeteria, Cathedral School (herein referred to as “Applicant,” "NCS,” or and the School’s athletic facilities. “School”). The report reviews the transportation aspects of the School’s current request to the Board of Zoning Adjustment National Cathedral School shares the Close with the (“BZA”) to modify its prior approval (BZA Order No. 18233) to Washington National Cathedral; St. Albans School (an all-boys increase maximum student enrollment and maximum faculty school on the southeast corner of the Cathedral campus and staff (BZA Application No. 18233A). accommodating grades 4 through 12); and Beauvoir Elementary School (a co-ed elementary school on the eastern The purpose of this study is to evaluate the potential impacts of portion of the Cathedral campus accommodating grades Pre-K the proposed student enrollment and FTE cap increase to the through 3). surrounding transportation network. This report concludes that the proposal will not have a detrimental impact to the Proposed Project surrounding transportation network. The Applicant’s existing The Applicant is requesting to modify its previous BZA approval Transportation Demand Management (“TDM”) will continue to (BZA Order No. 18233) to slightly increase its maximum student be implemented as part of a new TDM that is updated, as enrollment cap from 585 to 600, an increase of 15 students necessary, to reflect the proposed student enrollment and FTE above the current enrollment cap. In addition, the Applicant is cap increase. In addition, the new plan will incorporate current requesting to increase its FTE faculty/staff cap from 165 to 175, DDOT expectations for TDM programs, modified to fit the an increase of 10 FTEs above the current employment cap. The specific needs of NCS and the surrounding transportation Applicant is not proposing any new or expanded facilities as network. part of the subject application because NCS’ existing facilities are sufficient to accommodate the proposed increase in The Site student enrollment and FTE faculty/staff. The proposed The National Cathedral School site (the “Site”) currently serves enrollment cap would be used to accommodate year-to-year an all-girls student population within grades 4 through 12. The fluctuations in student enrollment and changing faculty and Site is located at 3101 Wisconsin Avenue NW and 3609 staff needs. Woodley Road NW. 1 As shown in Figures 1 and 2, a portion of the Site is located north of Woodley Road (Square 1922, lot 17), The school’s hours of operation will remain 8:00 AM to 3:30 and is bounded by Lowell Street on the north, 36th Street on PM, Monday through Friday for the Lower and Middle School, the east, Woodley Road on the south, and Wisconsin Avenue and 8:00 AM to 5:30 PM, Monday through Friday for the Upper on the west. This portion of NCS is referred to as the “Woodley School. There are 198 parking spaces allocated to National North Campus,” and houses the NCS Lower School (grades 4 – Cathedral School on the Cathedral Close with all parking 6) and Middle School (grades 7 – 8) as well as the library for the demand being accommodated on the overall Site. Pedestrian, Upper School (grades 9 – 12) and Upper School math and bicycle, vehicle and loading access will continue to be via two science classrooms. The portion of the Site located south of entry points at Wisconsin Avenue and Hearst Circle and Woodley Road (Square 1944, Lot 25) is located in the Woodley Road and North Circle. No changes to pedestrian, northwest and northeast corners of the grounds of the Washington National Cathedral Close (herein referred to as the

1 The National Cathedral School is comprised of multiple buildings located on Street, NW (Woodley North, Square 1922, Lot 0017), 3609 Woodley Road, NW two properties (Square 1944 Lot 25 and Square 1922 Lot 17). The addresses (Whitby Hall, Square 1922, Lot 0017), 3480 Woodley Road, NW (Carriage cited in this CTR represent two of the addresses that are assigned to the House, Square 1944, Lot 0025), 3490 Woodley Road, NW (Athletic Center, buildings that make up the Site. The following is a full list of the addresses that Square 1944, Lot 0025), 3101 Wisconsin Avenue, NW (Hearst Hall, Square 1944, NCS uses, and the specific building and property that each address is associated Lot 0025). with: 3601 Lowell Street (Head’s House, Square 1921, Lot 0021), 3112 36th

bicycle, or vehicular access are proposed as part of the additional vehicular study, no full transportation capacity proposed student enrollment and FTE cap increase. analysis was conducted.

Multi-Modal Impacts and Recommendations Summary and Recommendations Transit This report concludes that the proposed student enrollment The Site is served by regional and local transit services via and FTE cap increase will not have a detrimental impact to the Metrobus and Metrorail. The Site is 1.1 miles from the surrounding transportation network. The Applicant’s existing Cleveland Park Metrorail Station, 1.2 miles from the Transportation Demand Management (TDM) will continue to Tenleytown-AU Metrorail Station, and 1.4 miles from the be implemented and is expected to be maintained and Woodley Park-Zoo Metrorail Station. Four (4) Metrobus stops updated, as necessary, to reflect the future addition of and nine (9) Metrobus routes are located within a block of the students and faculty. The proposal has several positive Site. elements that minimize potential transportation impacts, including: The proposed student enrollment and FTE cap increase will generate an insignificant number of new transit trips, and . The Site’s close proximity to Metrobus stops with existing transit facilities have enough capacity to handle the connections to Metrorail. new trips. . The Site’s proximity to bicycle facilities. . NCS provided shuttle bus service to the Woodley Park Pedestrian metro. The Site is surrounded by a well-connected pedestrian . Queuing for drop-off/pick-up is accommodated network. The roadways within a quarter-mile radius provide on campus. sidewalks and acceptable crosswalks and curb ramps, . All parking demand is accommodated on campus. particularly along the primary walking routes, most of which . A Transportation Demand Management (TDM) plan meet DDOT and ADA standards. to reduce the demand of single-occupancy vehicles, private vehicles during peak period travel times, As a result, no improvements to pedestrian facilities along the and/or shift single-occupancy vehicular demand to perimeter of the Site are necessary. off-peak periods.

Bicycle The Site is very well served by existing bicycle infrastructure. There are bicycle lanes on Garfield Street and New Mexico Avenue, shared lanes along Tunlaw Road, and signed routes along Woodley Road, 36th Street, 34th Street, and Garfield Street. These facilities provide access to the Rock Creek Trail, Capital Crescent Trail, C & O Canal Trail, and bicycle facilities on the Key Bridge. Residential low volume streets surrounding the Site also provide bicycle connectivity.

As a result, no improvements to bicycle facilities along the perimeter of the Site are necessary.

Vehicular The Site is well-connected to regional roadways and principal arterials such as Wisconsin Avenue and Massachusetts Avenue, minor arterials such as Woodley Road, Garfield Street and Cleveland Avenue, and an existing network of collector and local roadways. Since the proposed increase in student enrollment and FTE caps does not meet DDOT thresholds for

. NTRODUCTION Bicycle Facilities I This section summarizes existing and future bicycle access to the Site, reviews the quality of cycling routes to and PURPOSE OF STUDY from the Site, outlines impacts, and presents The purposes of this study are to: recommendations as needed.

. Summary and Conclusions 1. Evaluate the potential impacts of NCS’s proposed This section presents a summary of the recommended student enrollment and FTE cap increase to the mitigation measures by mode, if any, and presents overall surrounding transportation network and what, if any, report findings and conclusions. improvements to the transportation network are needed to mitigate any adverse impacts.

2. Review the transportation elements of the site plan and demonstrate that the site conforms to DDOT’s general policies of promoting non-automobile modes of travel and sustainability.

CONTENTS OF STUDY This report contains the following sections:

. Study Area Overview This section reviews the area near and adjacent to the Site and includes an overview of the Site location.

. Project Design This section reviews the transportation components of the student enrollment and FTE caps, including the site plan and access. This section also contains the proposed Transportation Demand Management (TDM) plan for the Site.

. Trip Generation This section outlines the travel demand of the School. It summarizes the estimated trip generation of the student enrollment and FTE caps.

. Transit This section summarizes the existing and future transit service adjacent to the Site, reviews how the transit demand of the student enrollment and FTE caps will be accommodated, outlines impacts, and presents recommendations as needed.

. Pedestrian Facilities This section summarizes existing and future pedestrian access to the Site, reviews walking routes to and from the Site, outlines impacts, and presents recommendations as needed.

Figure 1: Site Location

Figure 2: Site Location (Aerial)

TUDY REA VERVIEW addition, the Red Line provides connections to all additional S A O Metrorail lines allowing for access to much of the DC Metropolitan area. NCS provides a shuttle bus to and from the This section reviews the study area and includes an overview of Woodley Park Metro station. the Site location, including a summary of the major transportation characteristics of the area and of future Overall, the Site has access to several regional roadways and regional projects. transit options, making it convenient to travel between the site and destinations in the District, Virginia, and Maryland. The following conclusions are reached within this chapter: Overview of Local Access . The Site is surrounded by an extensive regional and The Site is served by a local vehicular network that includes local transportation system that will connect the several primary and minor arterials such as Woodley Road, students, faculty/staff, and visitors of the Site to the Cathedral Avenue, Garfield Street, 34th Street, and Cleveland rest of the District and surrounding areas. Avenue. In addition, there is an existing network of connector . The Site is served by public transportation with and local roadways that provide access to the Site. access to nine (9) local Metrobus lines and a shuttle bus in operation to the Woodley Park Metro station. The Metrobus system provides local transit service in the . There are several bicycle facilities located on and in vicinity of the Site, including connections to several the vicinity of the Site. neighborhoods within the District and additional Metrorail . Pedestrian conditions are generally good, particularly stations. As shown in Figure 4, there are nine (9) bus routes along anticipated major walking routes. that service the Site. These bus routes connect the Site to many areas of the District. A detailed review of transit stops within a MAJOR TRANSPORTATION FEATURES quarter-mile walk of the Site is provided in a later section of Overview of Regional Access this report. As shown in Figure 3, National Cathedral School has ample access to regional vehicular- and transit-based transportation There are several bicycle facilities in the vicinity of the Site. options that connect the School to destinations within the There are bicycle lanes on Garfield Street and New Mexico District, Virginia, and Maryland. Avenue, shared lanes along Tunlaw Road, and signed routes along Woodley Road, 36th Street, 34th Street, and Garfield The Site is accessible from Wisconsin Avenue and Woodley Street. Residential low volume streets surrounding the Site also Road, which connect to several principal and minor arterials provide connectivity to other bicycle facilities near the School. such as Connecticut Avenue, Nebraska Avenue, and the Rock These bicycle facilities connect the School to the Capital Creek and Potomac Parkway. The roadways provide Crescent Trail, C & O Canal Trail and bicycle facilities on the Key connections to the Capital Beltway (I-495), which surrounds Bridge, providing connectivity to areas within the District, Washington, DC and its inner suburbs, as well as connections to Maryland and Virginia. A detailed review of existing and the District’s core. proposed bicycle facilities and connectivity is provided in a later section of the report. As shown in Figure 4, there are several local bus stops in the vicinity of the Site that connect the city limits with the Anticipated pedestrian routes, such as those to public innermost roads of Washington, DC. The multiple bus route transportation facilities, retail zones, and community options allow for more frequent bus pickups, and likely travel amenities, contain well-connected pedestrian facilities. Overall, destination options. existing pedestrian facilities are adequate; however, there are some sidewalks and curb cuts within a quarter mile radius that The site is 1.1 miles from the Cleveland Park Metrorail Station, do not meet DDOT standards. 1.2 miles from the Tenleytown-AU Metrorail Station, and 1.4 miles from the Woodley Park-Zoo Metrorail Station. The Red Overall, the National Cathedral site is surrounded by a good Line connects Montgomery County, MD to the District core. In local transportation network that allows for efficient

transportation options via transit, bicycle, walking, or vehicular In direct relation to National Cathedral School, MoveDC modes. outlines recommended pedestrian and bicycle improvements such as new sidewalks, and new bicycle trails and bicycle lanes. Car-sharing These recommendations would create additional multi-modal Three car-sharing companies provide service in the District: capacity and connectivity to the School and are discussed in the Zipcar, Maven, and Car2Go. All three services are private Future Projects section of the report. companies that provide registered users access to a variety of automobiles. Of these, Zipcar and Maven have designated SustainableDC: Sustainable DC Plan spaces for their vehicles. There are four (4) car-share locations SustainableDC is a planning effort initiated by the Department with a total of six (6) vehicles within a quarter-mile of the Site, of Energy & Environment and the Office of Planning that as shown in Table 1. provides the District with a framework to lead Washington DC toward becoming the most sustainable city in the nation. The Car-sharing is also provided by Car2Go, which provides point- 2012 report proposes a 20-year timeframe to answer to-point car-sharing. Car2Go currently has a fleet of vehicles challenges in areas of: (1) Jobs & Economy; (2) Health & located throughout the District and Arlington. Car2Go vehicles Wellness; (3) Equity & Diversity; (4) Climate & Environment; (5) may park in any non-restricted metered curbside parking space Built Environment; (5) Energy; (6) Food; (7) Nature; (8) or Residential Parking Permit (RPP) location in any zone Transportation; (9) Waste; and (10) Water. With respect to throughout the defined “Home Area”. Members do not have to transportation, the sustainability goals targeted in 20 years pay the meters or pay stations. Car2Go does not have include: permanent designated spaces for their vehicles; however, availability is tracked through their website and mobile phone . Improving connectivity and accessibility through application. efficient, integrated, and affordable transit systems . Expanding provision of safe, secure infrastructure for FUTURE PROJECTS cyclists and pedestrians There are a few transportation-related District initiatives . Reducing traffic congestion to improve mobility located in the vicinity of the Site. These initiatives are . Improving air quality along major transportation summarized below. routes

MoveDC: Multimodal Long-Range Transportation Plan SustainableDC recommends a combination of increasing public MoveDC is a long-range plan that provides a vision for the transit and decreasing vehicular mode shares to meet these future of DC’s transportation system. As the District grows, so goals. must the transportation system, specifically in a way that expands transportation choices while improving the reliability Glover Park Transportation Study of all transportation modes. The MoveDC report outlines Published in 2008, the purpose of this DDOT study was to recommendations by mode with the goal of having them evaluate the transportation system within Glover Park and the completed by 2040. The plan hopes to achieve a transportation public space elements that support the transportation system system for the District that includes: which impact the quality of life of Glover Park residents, visitors and businesses. Existing transportation and public space . 70 miles of high-capacity transit (streetcar or bus) conditions within Glover Park were examined during the . 200 miles of on-street bicycle facilities or trails summer of 2007. . Sidewalks on at least one side of every street . New street connections A number of transportation issues in the study area were . Road management/pricing in key corridors and the identified by DDOT and residents, including: motorists Central Employment Area exceeding the posted speed limit, cut-through traffic, limited . A new downtown Metrorail loop parking, indirect transit services, narrow sidewalks at selected . Expanded commuter rail locations, conflicts between pedestrians and vehicles and . Water taxis bicycle and vehicles, and non-optimized signal timings. These 7

conditions cause pedestrian and bicycle safety issues, particularly for the elderly and children.

In direct relation to the area in the vicinity of the National Cathedral School, the Glover Park Transportation Study acknowledged the presence of pedestrian-vehicular conflicts and operational issues associated with the intersections of Massachusetts Avenue/Wisconsin Avenue and Massachusetts Avenue/Garfield Street. Traffic calming measures to improve pedestrian safety and operational changes at these intersections were analyzed in the study.

Since completion of the Glover Park Transportation Study, the following recommendations have been implemented:

. Repaired/replaced sidewalks . Added bicycle, pedestrian, and vehicle signing to reduce conflicts . Added bicycle facilities such as shared-lane (“Sharrow”) facilities and bike lanes . Completed alterations to traffic signal operation . Repaved several roadways

Table 1: Carshare Locations

Carshare Location Number of Vehicles Zipcar 3700 Massachusetts Avenue NW (Alban Towers Apartments) 2 vehicles 3401 38th Street NW (Vaughn Place Apartments) 1 vehicle 3401 Idaho Avenue NW (Cathedral Commons Apartments) 2 vehicles 3333 Wisconsin Avenue NW 1 vehicle Total 6 vehicles

Figure 3: Major Regional Transportation Facilities

Figure 4: Major Local Transportation Facilities

ROJECT ESIGN There are currently 198 parking spaces allocated to the P D National Cathedral School on the Cathedral Close, which are allocated as follows: This section reviews the transportation components of NCS' student enrollment and FTE caps, including the site plan of • 186 parking spaces for faculty/staff and students National Cathedral School, as well as the overall Cathedral within the garage campus, as shown on Figure 5. This section also includes • Three (3) parking spaces in front of the Carriage descriptions of the Site’s vehicular access, parking, bicycle and House, one (1) ADA and two (2) Administrative pedestrian facilities, and the school’s existing Transportation Vehicles Demand Management (TDM) plan. • Two (2) parking spaces for the visiting teams buses located across the Cathedral College NCS serves an all-girls student population within grades 4 • Two (2) spaces in the Hearst Service Road, one (1) ADA through 12. As shown in Table 2, BZA approved maximum and one (1) Administrative Vehicles student enrollment and FTE faculty/staff caps have increased • Five (5) parking spaces on Pilgrim Road for NCS buses gradually over time. It has been approximately ten years since the Board established NCS’ current enrollment cap of 585 The locations of allocated parking spaces are shown on students, and approximately seven years since the Board Figure 6. established NCS’ current cap of 165 FTE faculty/staff. The Applicant is requesting to modify its previous BZA approval Visitor parking is also located in the National Cathedral Garage. (BZA Order No. 18233) to slightly increase its maximum student There are no additional parking spaces proposed as part of the enrollment cap from 585 to 600, an increase of 15 students proposed student enrollment and FTE cap increase. above the current enrollment cap. In addition, the Applicant is requesting to increase its FTE faculty/staff cap from 165 to 175, Under the applicable zoning regulations, based on the an increase of 10 FTEs above the current employment cap. The maximum number of faculty and staff onsite at any given time Applicant is not proposing any new or expanded facilities as (170 persons), and the seating capacity of the Underwood part of the subject application because NCS’ existing facilities Athletic Center (400 permanent [bleacher] seats), the total are sufficient to accommodate the proposed increase in minimum parking requirement for NCS is currently student enrollment and FTE faculty/staff. The School’s approximately 153 spaces, and all parking demand is academic hours of operation will remain as follows: adequately accommodated on the overall Cathedral campus.

• Lower School (4th – 6th grade) Students and faculty/staff are required to have school-issued o Drop-off: 7:30 AM - 8:00 AM parking permits for on-campus parking between 7:00 AM and o School day Pick-up: 3:30 PM- 3:50 PM 3:30 PM, Monday through Friday. During other times, parking o Extended Day Pick-up: 3:50 PM -6:00 PM on the Close is open to anyone, and surface parking after 11:00 • Middle School (7th-8th grade) PM is prohibited without authorization. Vehicular parking o Drop-off: 7:30 AM- 8:00 AM locations for students and faculty/staff are shown on Figure 7. o Pick-up: 3:30 PM- 3:50 PM For special events and other needs, parents and visitors are • Upper School (9th-12th grade) directed to use the Cathedral parking garage. The National o Drop-off: 7:30 AM- 8:00 AM (if not driving) Cathedral parking garage has a total capacity of 412 spaces, o Pick up (if not driving): after sports from 5:30 PM with 186 spaces assigned to National Cathedral School.

Table 2: NCS FTE and Student Approval Caps Controlled access cards (“Prox cards”) are given out to students Parking and staff to have access to the garage. At the end of the 2018 Year FTE Approval Cap Student Approval Cap 1985 105 546 2008 150 585 2011 165 585 Proposed 175 600 11

school year, there were 248 Prox cards distributed with 82 for the Lower School, Middle School, and High School. Peak assigned to students, 141 assigned to staff/faculty, and 25 student dismissal/pick-up time is between 3:30 – 4:00 PM for assigned to others. Staff/faculty members exit and enter the the Lower School and Middle School, and 5:30 – 6:00 PM for garage throughout the day; therefore, spaces are shared. Due the High School. The School assigns staff to ensure policies for to the sharing of spaces, the number of Prox cards issued can drop-off and pick-up are followed and to facilitate efficient be greater than the number of parking spaces allocated to NCS movement through the parking areas and CECF security officers within the garage while still accommodating parking demand. to help direct drop-off traffic on Lowell Street, 36th Street, and Woodley Road. The Lower School has an Extended Day SITE ACCESS AND CIRCULATION Program that allows parents to pick up students anytime Pedestrian Access and Circulation between 3:50 PM and 6:00 PM. A majority of the students in Pedestrian access to the Site will continue to be from entry extended day get picked up at 5:00 PM The school has no points at Wisconsin Avenue and Hearst Circle, 36th Street and significant traffic impacts during the afternoon peak period North Circle, and 36th Street and between Lowell Street and since the afternoon dismissal of the school does not coincide Woodley Road. with the PM peak commuter period.

It should be noted that other access points exist on the Drop-off/pick-up operations will remain as existing. As shown Cathedral Close along Woodley Road, as shown on Figure 5. on Figure 8, the drop off/pick-up location for the Lower School th These secondary pedestrian entrances also provide access to will remain along southbound 36 Street between Lowell The Washington National Cathedral, Beauvoir School, St. Street and Woodley Road. The drop off/pick-up location for the Albans School, and other facilities on the Cathedral Close. Middle School will remain along North Circle. The drop- off/pick-up location for the High School will remain along No additional pedestrian access to the Site is proposed as part Hearst Circle. Current efforts will be maintained to maximize of the proposed student enrollment and FTE cap increase. capacity and ensure vehicle stacking will not reach roadways off-site. Bicycle Access and Circulation Bicycle access to the Site will continue to be from entry points Commercial vehicle access to the Site for loading will continue at Wisconsin Avenue and Hearst Circle and Woodley Road and to be from Wisconsin Avenue and Hearst Circle and Woodley North Circle. Bicycle racks are available on the first floor of the Road and North Circle. National Cathedral Garage (16 spaces) and in Curran Courtyard (6 spaces) on the Woodley North Campus portion of the No additional points of ingress and egress to the campus for School. Showers and lockers are available in the school locker pedestrians, bicyclists or vehicles are proposed as part of the rooms. proposed student enrollment and FTE cap increase.

Residential roadways can be used to reach the Site from official Adjacent Schools th bicycle facilities on Garfield Street, 36 Street, and Woodley As previously stated, NCS shares the Close with two other Road. Bicycle access is also available via the pedestrian access schools: St. Albans School (an all-boys school on the southeast points previously described. No additional bicycle access to the corner of the Cathedral campus accommodating grades 4 Site is proposed as part of the proposed student enrollment through 12), and Beauvoir Elementary School (a co-ed and FTE cap increase. elementary school on the eastern portion of the Cathedral campus accommodating grades Pre-K through 3, which also Vehicular Access and Circulation includes a child development center (“CDC”) for children that Vehicular access and circulation for students, faculty/staff, and are siblings of students at Beauvoir Elementary or children of student drop off/pick-up is shown on Figure 7 and Figure 8, employees of the Protestant Episcopal Cathedral respectively. Student drop-off/pick-up currently occurs on the Foundation(“PECF”)). Close at Hearst Circle (High School), North Circle (Middle School), and along southbound 36th Street (Lower School). The peak student arrival/drop-off time is between 7:30 – 8:00 AM

With respect to the current enrollment and FTE caps at entrance with assistance from staff. Some parents park and adjacent schools, pursuant to BZA Order 19606, St. Albans walk their children into the school. Parents exit the campus School currently has a maximum enrollment cap of 600 using South Routh Road to Woodley Road. students, and a maximum FTE cap of 145 faculty and staff (BZA Orders 19776-A and 19776-B). For Beauvoir Elementary School No formal programs for carpooling and shuttling between (including the CDC), the current maximum enrollment cap is National Cathedral School, St. Albans, and the Beauvoir School 460 students, and maximum FTE cap is 130 faculty and staff exist. Carpooling is done voluntarily by families at all three (3) (19776-A and 19776-B). Table 3 shows how the maximum schools. It should be noted, National Cathedral School offers enrollment and employment caps for St. Albans School and families an online tool, “carpool corner,” that allows National Beauvoir Elementary School have increase over time. Cathedral families interested in carpooling to find others who live near them. There are currently 211 parking spaces allocated to St. Albans on the Cathedral Close: 128 for faculty/staff, 58 for students, TRANSPORTATION DEMAND MANAGEMENT (TDM) eight (8) for visitors, eight (8) for buses, six (6) for contractors, Transportation Demand Management (TDM) is the application and three (3) for ADA uses. St. Albans parking spaces include all of policies and strategies used to reduce travel demand or to the spaces on Senior Circle, the majority of the spaces on redistribute demand to other times or spaces. TDM typically Pilgrim Road, and some spaces on South Road and Lych Gate focuses on reducing the demand of single-occupancy, private Road. Visitor parking is located along Pilgrim Road near vehicles during peak period travel times, or on shifting single- Massachusetts Avenue and along Senior Circle. Under BZA occupancy vehicular demand to off-peak periods. Orders 17996-A and 17996-B, Beauvoir Elementary School is required to provide 126 parking spaces, with 73 designated to Proposed Updated TDM the elementary school, 5 designated to the CDC, and 48 shared The School’s existing TDM plan was developed in 2011 to between the two uses. reduce vehicular traffic generated by the School in association with an increase in the number of faculty and staff. The peak drop-off times for St. Albans School are 7:00 AM- 8:00 AM for both Lower and High School. The peak pick-up times are Elements of the 2011 TDM Plan will continue to be 3:15 – 4:15 PM for the Lower School and vary for the High implemented as part of an updated TDM Plan to reflect the School. Student drop-off/pick-up occurs on Pilgrim Road at the proposed student enrollment and FTE cap increase. In addition, pedestrian plaza between the Lane-Johnson and True-Lucas the updated plan will incorporate current DDOT expectations Building for the Lower School and along Senior Circle for the for TDM programs, modified to fit the specific needs of the High school. National Cathedral School and the surrounding transportation network. The updated TDM plan will supersede the 2011 TDM There are currently 124 parking spaces allocated the Beauvoir Plan. School on the Cathedral Close: 85 for faculty/staff, 37 for visitors, and two (2) for ADA uses. Beauvoir School parking Student TDM Elements spaces include spaces in the NCS Athletic Field garage, main . NCS requires each parent to agree to the parking garage, and spaces on South Road. policy when that parent signs each year’s enrollment contract, including a requirement that individuals who The drop off time for the Beauvoir School is from 7:50 AM – violate the parking policy will be subject to disciplinary 8:20 AM. The pick-up time is 3:00 – 3:30 PM with after school action by the school. No parking penalties are listed in care offered until 6:00 PM. Student drop-off/pick-up occurs the Student Handbook, however disciplinary action, along the Beauvoir Road Circle in front of the school’s main including the revocation of parking privileges, is taken

Table 3: Adjacent School Approval Caps St. Albans Beauvoir School Year FTE Approval Cap Student Approval Cap Year FTE Approval Cap Student Approval Cap 1985 133 568 1997 85 400 2008 143 579 2009 130 460 2011 145 600 - - - 13

against students who are caught parking in the persons to report any failure to comply with the neighborhoods surrounding the site. conditions. . Students may only drive to school if the vehicle is . National Cathedral School operates a morning and registered with the School and has been assigned a afternoon shuttle bus that picks-up students and staff parking permit, which gives access to designated areas at the Woodley Park-Zoo Metro-Station (red line). of the parking lot. . Bicycle racks are located on the first floor of the . An online “carpool corner” allows families interested National Cathedral Garage and on Curran Courtyard. in carpooling to find others who live near them. . A crossing guard is stationed at midblock crosswalk on . DC One cards are available to students which allows Woodley Road, between Wisconsin Avenue and 36th DC residents to use the bus for free when traveling Street from 7:30 AM and 3:00 PM. to/from school and school related activities. . A dedicated staff member patrols the streets near NCS Faculty/Staff TDM Elements to identify student and employee vehicles parked in . NCS continues to participate in parking demand the neighborhood. management activities sponsored by the Protestant Episcopal Cathedral Foundation (PECF) to reduce parking demand generated by students, faculty and staff. These measures include: encouraging the use of public transportation, making available reduced fare Metro passes; offering credits for bicycle commuters; and other measures as may be provided by PECF from time to time such as remote parking and shuttle service between the Close and nearby Metrorail stations. School-Wide TDM Elements . NCS shall maintain 176 parking spaces on the Cathedral Close. . NCS shall require faculty, staff, and students who drive to the school to park on the Close in off-street parking allocated to NCS. . NCS shall continue to require faculty, staff, and students who drive to school to register their vehicle with the school and to display an identifying sticker on each vehicle so as to facilitate compliance with the parking policy. . Visitors who drive to school events and activities shall be directed to park on the Close in off-street parking allocated to the NCS to the extent parking is available. NCS shall inform all visitor schools in writing of the location of visitor parking. . NCS shall maintain a neighborhood liaison committee composed of NCS staff and neighbors for the purposes of coordinating and discussing traffic and parking issues, and for yearly reporting in December on the actual number of students and the number of faculty and staff employed by the school. NCS shall provide a contact telephone number and email address for

Figure 5: Site Plan

Figure 6: Parking Map

Figure 7: Student and Staff Vehicular Circulation

Figure 8: Student Drop-off/Pick-up Circulation

. RIP ENERATION 45% single student with parent driving T G . 20% single student/staff driving themselves . 15% carpool with parent driving This section outlines the transportation demand of the . 7% carpool with student/staff driving proposed National Cathedral School student enrollment and . 5% transit FTE cap increase. It summarizes the estimated trip generation . 7% walk of the School by mode, which forms the basis for the chapters . 1% bike that follow. The survey data concluded a 1.3 person per vehicle average Traffic counts were collected at the National Cathedral School and showed that Upper School students did the most driveways on Tuesday, May 1, 2018, to estimate the traffic carpooling with a total of 59 students who participated in a generated by the School during the morning and afternoon carpool that day. The Lower School survey showed a total of 41 peak periods. Traffic count data was collected at the following students who participated in a carpool, while the Middle School locations: had a total of 21 students carpooling. 1) Woodley Road and 36th Street/North Circle 2) Wisconsin Avenue and Hearst Circle Trip generation was calculated based on the survey, the traffic th 3) Wisconsin Avenue and Woodley Road count data, and using ITE Trip Generation Manual 10 Edition.

Please note that these locations include traffic not associated As noted in Table 4, the proposed student enrollment and FTE with NCS, as PECF, Cathedral, and St. Albans employees are all cap increase will generate 11 additional AM trips (7 inbound allocated spaces in the garage and their visitors are encouraged and 4 outbound), 7 additional PM School Peak Hour trips (3 to use the garage. Counts along 36th Street also captured inbound and 4 outbound) and 3 additional PM Commuter Peak neighborhood traffic passing by the Lower School drop off area. Hour trips (1 inbound, 2 outbound). These estimates do not meet DDOT thresholds for further study; therefore, no Survey data was collected on Wednesday, April 25, 2018, to vehicular capacity analysis is required or necessary. The determine modes of transportation students and faculty/staff estimated trip generation for non-auto modes is shown in used. The survey also captured detailed carpool information. Table 5. The data showed that students arrived on campus using the following modes: Based on zip code data for the National Cathedral School students and staff, the site generated trips were distributed through the study area. A summary of trip distribution assumptions and specific routing is provided on Figure 9

Table 4: Estimated Trip Generation AM School Peak Hour (veh/hr) PM School Peak Hour (veh/hr) PM Commuter Peak Hour Quantity Scenario (7:30-8:30 AM) (3:30-5:30 PM) (veh/hr) (5:00-6:00 PM) (students) In Out Total In Out Total In Out Total Existing 585 245 157 402 122 170 292 36 49 85 Proposed 600 252 161 413 125 174 299 37 51 88 Net New 8 7 4 11 3 4 7 1 2 3

Table 5: Estimated Net New Trip-Generation for Non-Auto Modes AM School Peak Hour (ppl/hr) PM Peak Hour (ppl/hr) PM Commuter Peak Hour Mode (7:30-8:30 AM) (3:30-5:30 PM) (ppl/hr) (5:00-6:00 PM) In Out Total In Out Total In Out Total Transit 0 0 0 0 0 0 0 0 0 Bike 0 0 0 0 0 0 0 0 0 Walk 1 0 1 0 1 1 0 1 1

Figure 9: Distribution Assignment

RANSIT of the District. Metrorail trains run frequently during the T weekday morning and afternoon peak hours between 5:00 AM to 9:30 AM and 3:00 PM to 7:00 PM. Blue, Orange, Silver, and This section discusses the existing and proposed transit Red Line trains run approximately every 12 minutes during the facilities in the vicinity of the Site, accessibility to transit, and weekday midday hours from 9:30 AM to 3:00 PM and every 8 evaluates the overall transit impacts of the proposed student to 15 minutes during the weekday off-peak periods and on the enrollment and FTE cap increase at the National Cathedral weekends. School. The Site is also serviced by local Metrobus routes, providing The following conclusions are reached within this chapter: connectivity to the downtown core and other areas of the District, Maryland, and Virginia. Table 6 shows a summary of . The Site has adequate access to transit the bus route information for the routes that serve the Site, . The Site is 1.1 miles from the Cleveland Park including service hours, headway, and distance to the nearest Metrorail Station and 1.2 miles from the Tenleytown- bus stop. AU Metrorail Station and a shuttle bus in operation to the Woodley Park Metro station. PROPOSED TRANSIT SERVICE . The Site is close to nine (9) Metrobus routes that provide connectivity to the downtown core and other Due to growth of population, jobs, and retail in several areas of the District, Maryland, and Virginia neighborhoods in the District, and the potential for growth in other neighborhoods, the District’s infrastructure is challenged . The Site is expected to generate an insignificant number of new transit trips, and the existing service with the need for transportation investments to support the can handle these new trips recent growth and to further strengthen neighborhoods. In order to meet these challenges and capitalize on future opportunities, DDOT has developed a plan to identify transit EXISTING TRANSIT SERVICE challenges and opportunities and to recommend investments. The study area is well served by Metrobus, providing access to MoveDC is a long-range plan that provides a vision for the Metrorail. Combined, these transit services provide local, city- future of DC’s transportations system, specifically in a way that wide, and regional transit connections and link the Site with expands transportation choices while improving the reliability major cultural, residential, employment, and commercial of all transportation modes. destinations throughout the region. Figure 10 identifies the major transit routes, stations, and stops in the study area. The MoveDC report outlines recommendations by mode with the goal of having them complete by 2040. The plan hopes to The nearest Metrorail station to the Site is Cleveland Park, achieve a transportation system for the District that includes: located approximately 1.1 miles away, near the intersection of Connecticut Avenue and Ordway Street NW. The Tenleytown- . 70 miles of high-capacity transit (streetcar or bus) AU Metrorail Station is located 1.2 miles away near the . 200 miles of on-street bicycle facilities or trails intersection of Wisconsin Avenue and Albemarle Street NW. . Sidewalks on at least one side of every street The Woodley Park-Zoo Metrorail Station is located . New street connections approximately 1.4 miles away, near the intersection of . Road management/pricing in key corridors and the th Connecticut Avenue and 24 Street NW. These stations are Central Employment Area accessible by Metrobus and are served by the Red Line, which . A new downtown Metrorail loop connects Rockville, MD (Shady Grove) with areas north of Silver . Expanded commuter rail Spring, MD (Glenmont), providing access to the downtown core . Water taxi

Table 6: Metrobus Route Information Route Walking Distance to Route Name Service Hours Headway Number Nearest Bus Stop Weekdays: 4:02AM – 2:47AM 6-26 mins Friendship Heights – Southeast 30N, 30S Saturday: 4:10AM – 3:09AM 30 mins 0.1 miles, 3 minutes Line Sunday: 4:10AM – 2:57AM 30 mins Weekdays: 5:05 AM – 12:18 AM 31, 33 Wisconsin Avenue Line 18-35 min 0.1 miles, 3 minutes Weekends: 5:43 AM – 1:09 AM Weekdays: 6:45 AM – 9:21 AM (SB) 37 Wisconsin Avenue Limited Line 15-18 min 0.1 miles, 3 minutes 4:00 PM – 7:06 PM (NB) Weekdays: 4:46AM – 3:45AM 5-40 mins East Capitol Street – Cardozo 96 Saturday: 4:52AM – 3:29AM 30-35 mins 0.1 miles, 3 minutes Line Sunday: 4:100AM – 2:28AM 30-35 mins Weekdays: 5:36AM – 12:44AM 5-30 mins N2, N4, N6 Massachusetts Avenue Line Saturday: 5:45AM – 12:46AM 20-40 mins 0.1 miles, 3 minutes Sunday: 6:00AM – 11:23PM 30-40 mins

Outlined in the MoveDC plan, High-Capacity Transit service is WMATA also studied capacity along Metrobus routes. DC’s prop osed for Wisconsin Avenue NW between Tenleytown and Transit Future System Plan (2010) lists the bus routes with the Georgetown, and along Garfield Street NW connecting Glover highest load factor (a ratio of passenger volume to bus Park and Columbia Heights. capacity). A load factor is considered unacceptable if it is over 1.2 during peak periods, or over 1.0 during off-peak or Regarding Metrobus service, WMATA and DDOT completed the weekend periods. According to this study, the 30 series routes Metrobus Service Evaluation Study East Capitol Street-Cardozo that travel along Wisconsin Avenue adjacent to the Site Line (Route 96/97) (January 2013), which examined the Route operate at a peak hour load factor of 1.2, the threshold for 96 Metrobus Line. This study recommended improvements to acceptable load standards. the route, including the assignment of a dedicated supervisor to monitor on-time performance and the consolidation of bus Based on the survey data collected and the estimated trip stops. As part of the recommendations noted in the study, the generation, the proposed student enrollment and FTE cap former bus stop at 36th Street and Woodley Road NW has been increase is projected to generate an insignificant number of consolidated, with existing stops servicing the Site located one new transit trips. As such, Metrorail vertical transportation and block west and east of 36th Street. faregate capacity, and Metrobus capacity will not present an issue. SITE-GENERATED TRANSIT IMPACTS WMATA studied capacity of Metrorail stations in its Station Access & Capacity Study (2008). The study analyzed the capacity of Metrorail stations for their “vertical transportation” capacity, which relates to the capacity of a station’s elevators, stairs, and escalators to shuttle patrons between the street, mezzanine, and platforms. The study also analyzed a station’s capacity to process riders at fare card gates. For both analyses, volume-to-capacity ratios were calculated for existing data (from 2005) and projections for the year 2030. According to the study, the Cleveland Park station will face faregate capacity issues in 2030 and will need an additional study to accommodate future growth.

Figure 10: Existing Transit Facilities

EDESTRIAN ACILITIES buffer between the sidewalk and the travel way. Figure 12 P F shows a detailed inventory of the existing pedestrian infrastructure surrounding the Site. Sidewalks, crosswalks, and This section summarizes the existing and future pedestrian curb ramps are evaluated based on the guidelines set forth by access and reviews walking routes to and from the School. DDOT’s Design and Engineering Manual (2017) in addition to ADA standards. Sidewalk widths and requirements for the The following conclusions are reached within this chapter: District are shown below in Table 7. . The existing pedestrian infrastructure surrounding Within the vicinity of the Site, the majority of roadways are the Site provides an adequate walking environment. considered residential with a low to moderate density. The . There are sidewalks along all primary routes to majority of sidewalks surrounding the Site comply with DDOT pedestrian destinations. standards. All primary pedestrian destinations are accessible . The Site is expected to generate an insignificant via routes with sidewalks, most of which meet DDOT standards. number of pedestrian trips. ADA standards require that curb ramps be provided wherever PEDESTRIAN STUDY AREA an accessible route crosses a curb and must have a detectable Facilities within a quarter-mile of the Site were evaluated as warning. Additionally, curb ramps shared between two well as routes to nearby transit facilities and prominent and crosswalks is not desired. Under existing conditions, crosswalks neighborhood destinations. The Site is easily accessible to bus and curb ramps are present near the Site. stops along Wisconsin Avenue, Massachusetts Avenue, and Woodley Road. There are some areas of concern away from the Pedestrian Infrastructure Improvements School’s campus but within the study area that negatively Pedestrian access will continue to be from entry points at impact the quality and attractiveness of the walking Wisconsin Avenue and Hearst Circle, 36th Street and North environment. This includes roadway conditions that reduce the Circle, and 36th Street and between Lowell Street and Woodley quality of walking conditions, narrow or nonexistent sidewalks, Road. As noted previously, other access points exist on the dilapidated ADA ramps, and incomplete or insufficient campus along Woodley Road. These secondary pedestrian crossings at busy intersections. Figure 11 shows likely entrances also provide access to the Washington National pedestrian pathways, walking time and distances, and barriers Cathedral, Beauvoir School, St. Albans School, and other and areas of concern. facilities on the Cathedral campus.

PEDESTRIAN INFRASTRUCTURE Since the existing pedestrian infrastructure surrounding the This section outlines the existing and proposed pedestrian Site provides an adequate walking environment, and there are infrastructure within a quarter-mile walking distance of the sidewalks along all primary routes to pedestrian destinations, Site. there are no proposed pedestrian infrastructure improvements as a result of the proposed student enrollment and FTE cap Existing Conditions increase. A review of pedestrian facilities surrounding the School shows that most facilities meet DDOT standards and provide a quality walking environment. The presence of on-street parking along one or both sides of many roadways in the Site vicinity acts as a Table 7: Sidewalk Requirements Street Type Min. Buffer Width Min. Sidewalk Unobstructed Width Total Min. Sidewalk Width Low- to Moderate-Density Residential 4-6 ft 6 ft 10 ft High-Density Residential 4-8 ft 8 ft 13 ft Central DC and Commercial Areas 4-10 ft 10 ft 16 ft

SITE GENERATED PEDESTRIAN IMPACTS This section summarizes the impacts of the proposed student enrollment and FTE cap increase on the overall pedestrian operations in the vicinity of the Site.

Pedestrian Trip Generation The increase in the National Cathedral School student enrollment and FTE caps is expected to generate an insignificant number of new walking trips. The origins and destinations are likely to be students and FTEs that walk to:

. The Site; . Retail locations outside of the Site; and . Neighborhood destinations such as libraries and parks in the vicinity of the Site.

In addition to these trips, the transit trips generated by the Site will also generate pedestrian demand between the Site and nearby transit stops.

Currently the existing pedestrian network has the capacity to absorb the newly generated pedestrian trips to and from the Site. Therefore, no new pedestrian connections to the Site are proposed.

Figure 11: Pedestrian Pathways

Figure 12: Existing Pedestrian Facilities

ICYCLE ACILITIES work program development, if they are not already B F included. Some projects may be able to move directly into construction, while others become high priorities for This section summarizes existing and future bicycle access, advancement through the Project Development Process. reviews the quality of cycling routes to and from the Site, and presents recommendations. There is one Tier 1 addition in the vicinity of the Site that will positively affect bicycle connectivity: A 3.6 mile bicycle The following conclusions are reached within this chapter: trail along Massachusetts Avenue, NW from the Maryland state line to R Street, NW, providing a conflict-free path . There are several bicycle facilities in the vicinity of within Northwest, D.C. the Site. . Tier 2 . The Site is not expected to generate a significant Investments within this tier are not high priorities in the amount of new bicycle trips; therefore, all Site- early years of MoveDC implementation. These investments generated bike trips can be accommodated on the could begin moving through the Project Development bicycle facilities surrounding the Site. Process if there are compelling reasons for their advancement. EXISTING BICYCLE FACILITIES The Site is in the vicinity of several bicycle facilities. There are two Tier 2 additions that will positively affect Immediately to the south of the Site lies Garfield Street, which bicycle connectivity to and from the Site. Garfield Street, th th provides east-west connectivity via dedicated bicycle lanes and NW from 36 Place to 39 Street and Watson Place will be signed routes. These facilities connect with bicycle lanes on upgraded from the current signed route to a bicycle lane. New Mexico Avenue and shared lanes on Tunlaw Road to the The same upgrade will be completed on Watson Place, NW west, providing access to American University. Eastbound from this junction to Tunlaw Road. These upgrades will travel along Garfield Street provides access to the Rock Creek allow for a continuous bicycle lane from Tunlaw Road to Trail, which connects the Site to the Capital Crescent Trail, C & Cleveland Avenue, passing directly south of the Site. O Canal Trail and bicycle facilities on the Key Bridge, providing . Tier 3 connectivity to areas within the District, Maryland and Virginia. Investments within this tier are not priorities for DDOT-led Residential low volume streets surrounding the Site also advancement in the early years of MoveDC’s provide connectivity to other official bicycle facilities near the implementation. They could move forward earlier under Site. Figure 13 illustrates the existing bicycle facilities in the circumstances, such as real estate development initiatives area. and non-DDOT partnerships providing the opportunity for non-District-led completion of specific funding. Bicycle access is available via the previously described vehicular and pedestrian access points to the National Cathedral School. . Tier 4 Bicycle racks are available on the first floor of the National Generally, investments within this tier are not priorities for Cathedral Garage and on Curran Courtyard. DDOT-led advancement and are lower priority for project development in the early years of implementation.

PROPOSED BICYCLE FACILITIES Due to the timeline of the proposed student enrollment and MoveDC FTE cap increase for the School, this report focuses on the The MoveDC plan outlines several bicycle improvements in the recommended Tier 1 and Tier 2 improvements within the vicinity of the Site. These improvements are broken into four vicinity of the Site. Although these improvements are discussed tiers that rank priority for implementation. The four tiers are as in the MoveDC plan, they are not currently funded nor included follows: in DDOT’s TIP, thus they will not be assumed as complete for this analysis. . Tier 1 Investments should be considered as part of DDOT’s 6-year Transportation Improvement Program (TIP) and annual

Capital Bikeshare The Capital Bikeshare program provides additional cycling options for students, FTEs, and visitors to the School. The Bikeshare program has placed more than 500 stations across six jurisdictions including Washington, DC, Arlington, VA; Alexandria, VA; Montgomery County, MD; Price George’s County, MD; and Fairfax County, VA, with 4,300 bicycles provided. Capital Bikeshare currently has two (2) existing stations with 26 available bicycle docks within a half-mile from the Site at the intersections of Wisconsin Avenue/Newark Street NW and Connecticut Avenue/Newark Street. Figure 13 illustrates the existing Capital Bikeshare facilities in the area.

SITE IMPACTS This section summarizes the impacts of the proposed student enrollment and FTE cap increase on the overall bicycle operations surrounding the Site.

Bicycle Trip Generation The Site is expected to generate an insignificant amount of new bicycle trips. Therefore, no new bicycle connections or facilities to the campus are proposed.

Figure 13: Bicycle Study Area

UMMARY AND ONCLUSIONS school on the eastern portion of the Cathedral campus S C accommodating grades Pre-K through 3, which also includes a CDC for children that are siblings of students at Beauvoir This report presents the findings of a Comprehensive Elementary or children of employees of the PECF), and the St. Transportation Review (CTR) for the proposed student Albans School (an all-boys school on the southeast corner of enrollment and FTE cap increase for the National Cathedral the Cathedral campus accommodating grades 4 through 12). School. The purpose of this study is to evaluate the potential impacts of the proposed student enrollment and FTE cap Multi-Modal Impacts and Recommendations increases to the surrounding transportation network. This Transit evaluation is based on data collected at the Site entrances on The Site is served by regional and local transit services via Tuesday, May 1, 2018, and student and faculty staff surveys Metrobus and Metrorail. The Site is 1.1 miles from the collected on Wednesday, April 25, 2018. This report concludes Cleveland Park Metrorail Station, 1.2 miles from the that the proposal will not have a detrimental impact to the Tenleytown-AU Metrorail Station, and 1.4 miles from the surrounding transportation network. The Applicant’s existing Woodley Park-Zoo Metrorail Station. Four (4) Metrobus stops Transportation Demand Management (TDM) plan will continue and nine (9) Metrobus routes are located within a block of the to be implemented as part of a new TDM that is updated, as Site. necessary, to reflect the proposed student enrollment and FTE cap increase. In addition, the new plan will incorporate current The proposed student enrollment and FTE cap increase will DDOT expectations for TDM programs, modified to fit the generate an insignificant number of new transit trips, and specific needs of the National Cathedral School and the existing transit facilities have enough capacity to handle the surrounding transportation network. new trips.

Proposed Project Pedestrian The Applicant is requesting to modify its previous BZA approval The Site is surrounded by a well-connected pedestrian (BZA Order No. 18233) to slightly increase its maximum student network. The roadways within a quarter-mile radius provide enrollment cap from 585 to 600, an increase of 15 students sidewalks and acceptable crosswalks and curb ramps, above the current enrollment cap. In addition, the Applicant is particularly along the primary walking routes, all of which meet requesting to increase its FTE faculty/staff cap from 165 to 175, DDOT and ADA standards. an increase of 10 FTEs above the current employment cap. The Applicant is not proposing any new or expanded facilities as As a result, no improvements to pedestrian facilities along the part of the subject application because NCS’ existing facilities perimeter of the Site are necessary. are sufficient to accommodate the proposed increase in student enrollment and FTE faculty/staff. Bicycle The Site is very well served by existing bicycle infrastructure. The school’s hours of operation will remain 8:00 AM to 3:30 There are bicycle lanes on Garfield Street and New Mexico PM, Monday through Friday for the Lower and Middle School, Avenue, shared lanes along Tunlaw Road, and signed routes and 8:00 AM to 5:30 PM, Monday through Friday for the Upper along Woodley Road, 36th Street, 34th Street, and Garfield School. There are 198 parking spaces allocated to National Street. These facilities provide access to the Rock Creek Trail, Cathedral School on the Cathedral Close with all parking Capital Crescent Trail, C & O Canal Trail, and bicycle facilities on demand being accommodated on the overall Cathedral campus the Key Bridge. Residential low volume streets surrounding the grounds. Pedestrian, bicycle, vehicle and loading access will Site also provide bicycle connectivity. continue to be via entry points at Wisconsin Avenue and Hearst Circle and Woodley Road and North Circle. No changes to As a result, no improvements to bicycle facilities along the pedestrian, bicycle, or vehicular access are proposed as part of perimeter of the Site are necessary. the proposed student enrollment and FTE cap increase. Vehicular There are two (2) other schools on the overall Cathedral The Site is well-connected to regional roadways and principal campus, the Beauvoir Elementary School (a co-ed elementary arterials such as Wisconsin Avenue and Massachusetts Avenue, 31

minor arterials such as Woodley Road, Garfield Street and Cleveland Avenue, and an existing network of collector and local roadways. Since the proposed increase in student enrollment and FTE caps does not meet DDOT thresholds for additional vehicular study, no full transportation capacity analysis was conducted.

Summary and Recommendations This report concludes that the proposed student enrollment and FTE cap increase will not have a detrimental impact to the surrounding transportation network. The Applicant’s existing Transportation Demand Management (TDM) will continue to be implemented and is expected to be maintained and updated to reflect the future addition of students and faculty. The proposal has several positive elements that minimize potential transportation impacts, including:

. The Site’s close proximity to Metrobus stops with connections to Metrorail. . The Site’s proximity to bicycle facilities. . Queuing for drop-off/pick-up is accommodated on campus. . All parking demand is accommodated on campus. . A Transportation Demand Management (TDM) plan to reduce the demand of single-occupancy vehicles, private vehicles during peak period travel times or shift single-occupancy vehicular demand to off-peak periods.