Draft

Barry Farm Redevelopment Transportation Impact Study

Prepared for:

On behalf of:

Prepared by:

ZONING COMMISSION District of ColumbiaMay 2014

Case No. 14-02 ZONING COMMISSION District of Columbia CASE NO.14-02 EXHIBITDeleted NO.25B1

Contents

Section Page Executive Summary ...... vi Introduction and Study Overview ...... 1‐1 1.1 Project Summary and Site Location ...... 1‐1 1.2 Study Purpose ...... 1‐1 1.3 Major Transportation Features ...... 1‐1 1.3.1 Roadways ...... 1‐1 1.3.2 Transit Facilities ...... 1‐6 1.3.3 Bicycle and Pedestrian Facilities ...... 1‐11 1.4 Recent and Future Developments ...... 1‐18 1.4.1 Square ...... 1‐18 1.4.2 Bethlehem Baptist Church ...... 1‐18 1.4.3 Bolling Air Force Base and Anacostia Naval Air Station (Joint Base Anacostia‐ Bolling) ...... 1‐18 1.4.4 Curtis Properties ...... 1‐18 1.4.5 Matthew Memorial Terrace...... 1‐18 1.4.6 Poplar Point ...... 1‐19 1.4.7 Poplar Point Place ...... 1‐19 1.4.8 Sheridan Station ...... 1‐19 1.4.9 St. Elizabeths East and West Campuses...... 1‐19 Site Review ...... 2‐1 2.1 Parcel Overview ...... 2‐1 2.2 Site Access and Circulation ...... 2‐1 2.2.1 Vehicular Access ...... 2‐1 2.2.2 Parking Supply...... 2‐4 2.2.3 Loading ...... 2‐6 2.3 Transit ...... 2‐7 2.3.1 Streetcar ...... 2‐7 2.3.2 WMATA Bus Service ...... 2‐7 2.3.3 WMATA Bus Stops ...... 2‐7 2.3.4 Anacostia Metrorail Station ...... 2‐9 2.3.5 DC Circulator ...... 2‐9 2.4 Pedestrian and Bicycle Access ...... 2‐9 2.4.1 Pedestrian ...... 2‐9 2.4.2 Bicycle ...... 2‐10 Roadway and Vehicular Impacts ...... 3‐1 3.1 Transportation Demand ...... 3‐1 3.1.1 Proposed Land Use ...... 3‐1 3.1.2 Mode Splits ...... 3‐1 3.1.3 Site Trip Generation ...... 3‐11 3.1.4 Site Trip Distribution and Trip Assignment ...... 3‐13 3.2 Scenario and Volume Development ...... 3‐13 3.2.1 Introduction to Scenarios ...... 3‐13 3.2.2 Background Growth ...... 3‐16 3.2.3 Volume Development ...... 3‐18

CONTENTS, CONTINUED

Section Page

3.3 Parking Demand ...... 3‐22 3.4 Capacity and Operational Analysis ...... 3‐26 3.4.1 Intersection Traffic Volumes ...... 3‐26 3.4.2 Intersections Configuration ...... 3‐28 3.4.3 Intersection Operations ...... 3‐28 3.5 Crash Data Analysis ...... 3‐36 3.5.1 Summary of Crash History ...... 3‐36 3.5.2 Potential Safety Impacts to Barry Farm Redevelopment ...... 3‐40 Impacts to Other Modes ...... 4‐1 4.1 Transit Impacts ...... 4‐1 4.2 Pedestrian and Bicycle Impacts ...... 4‐2 Transportation Demand Management (TDM) ...... 5‐1 5.1 Overview of Needs ...... 5‐1 5.2 TDM Strategies ...... 5‐1 Summary of Impacts ...... 6‐1

II

CONTENTS, CONTINUED

Section Page Figures Figure 1‐1: Project Location ...... 1‐2 Figure 1‐2: Major Transportation Features ...... 1‐3 Figure 1‐3: Average Daily Traffic Volumes and Functional Classification ...... 1‐4 Figure 1‐4: Existing Transit Routes and Stops ...... 1‐9 Figure 1‐5: Walkability Map (source: walkscore.com) ...... 1‐12 Figure 1‐6: Existing Pedestrian Facilities and Deficiencies ...... 1‐15 Figure 1‐7: Locations of Recent and Future Developments ...... 1‐20 Figure 2‐1: Proposed Parcel Layout ...... 2‐2 Figure 2‐2: Existing and Proposed Vehicular Circulation ...... 2‐3 Figure 2‐3: Proposed Off‐Street Parking Plan ...... 2‐5 Figure 2‐4: Future Transit ...... 2‐8 Figure 2‐5: Proposed Pedestrian/ Bicycle Circulation ...... 2‐11 Figure 3‐1: Traffic Study Intersections ...... 3‐2 Figure 3‐2: Existing Vehicle Ownership ...... 3‐5 Figure 3‐3: Percentage of Population Who Commutes by Car ...... 3‐6 Figure 3‐4: Percentage of Population Who Commutes by Public Transportation ...... 3‐7 Figure 3‐5: Percentage of Population who Commutes by Bicycle ...... 3‐8 Figure 3‐6: Percentage of Population who Commutes by Walking ...... 3‐9 Figure 3‐7: Percentage of Commuters who Telework ...... 3‐10 Figure 3‐8: Anacostia Initial Line Segment ...... 3‐11 Figure 3‐9: Site Trip Distribution at Regional Level ...... 3‐14 Figure 3‐10: Site Trip Distribution at Site‐Access Locations ...... 3‐15 Figure 3‐11: Supplemental FEIS Study Area ...... 3‐17 Figure 3‐12: South Capitol Street Supplemental FEIS Corridor Improvements ...... 3‐19 Figure 3‐13: I‐295 Interchange‐Malcolm X Avenue‐DHS Access Road Improvements ...... 3‐20 Figure 3‐14: 11th Street Bridge Improvements ...... 3‐21 Figure 3‐15: Future Scenarios ‐ Volume Development Process ...... 3‐22 Figure 3‐16: Peak Hour Traffic Volumes ‐ Existing (2014) AM and PM Peak Hours ...... 3‐23 Figure 3‐17: AM Peak Hour Traffic Volumes – Background (No‐Build) and Total Future (Build) Conditions (2020) ...... 3‐24 Figure 3‐18: PM Peak Hour Traffic Volumes – Background (No‐Build) and Total Future (Build) Conditions (2020) ...... 3‐25 Figure 3‐19: Traffic Count and Operational Analysis Locations ...... 3‐27 Figure 3‐20: Intersection Improvements near Firth Sterling Avenue and DHS Access Road ...... 3‐29 Figure 3‐21: Intersection Lane Configuration ‐ Existing Conditions ...... 3‐30 Figure 3‐22: Intersection Lane Configuration ‐ Background (No‐Build) and Total Future (Build) Conditions 3‐31

III

CONTENTS, CONTINUED

Section Page

Tables Table 1‐1: Metrobus Routes, Key Destinations, and Service Headways 1‐7 Table 1‐2: Average Weekday Bus Ridership 1‐10 Table 1‐3: DC Circulator Bus Route, Key Destinations, and Service Headway 1‐10 Table 1‐4: Description of Bus Stops within the Study Area 1‐11 Table 1‐5: Sidewalk Width Requirements 1‐16 Table 1‐6: Existing Pedestrian Timing, Firth Sterling Avenue and Suitland Parkway 1‐16 Table 1‐7: Existing Pedestrian Timing, Firth Sterling Avenue and Howard Road 1‐17 Table 1‐8: Existing Pedestrian Timing, Martin Luther King Jr Avenue and Sumner Road 1‐17 Table 1‐9: Existing Pedestrian Timing, Martin Luther King Jr Avenue, Howard Road and Sheridan Road 1‐17 Table 2‐1: Comparison of Zoning Parking Requirement to Proposed Supply by Parcel 2‐6 Table 3‐1: Proposed Residential Development in Barry Farm PUD 3‐1 Table 3‐2: Mode Share Summary from 2013 State of the Commute Survey 3‐3 Table 3‐3: Mode Share Summary from 2009 National Household Travel Survey 3‐3 Table 3‐4: Mode Share Summary from 2005 WMTA Survey, U Street Site 3‐3 Table 3‐5: Mode Share Summary from 2005 WMATA Survey, CBD And Suburban ‐ Inside the Beltway 3‐4 Table 3‐6: Average Commuter Mode Share from CTPP Survey (2006‐2010) 3‐4 Table 3‐7: Mode Share Summary from American Community Survey (2008‐2012) 3‐10 Table 3‐8: Proposed Barry Farm Mode Share 3‐11 Table 3‐9: Base Vehicular and Person Site Trip Generation 3‐12 Table 3‐10: Weekday Peak Hour Site Trip Generation 3‐13 Table 3‐11: Barry Farm PUD Parking Demand Estimation 3‐22 Table 3‐12: Intersection Level of Service and Delay 3‐26 Table 3‐13: Intersection Level of Service and Delay 3‐32 Table 3‐14: Intersection Queuing – Existing Conditions 3‐33 Table 3‐15: Intersection Queuing – Background (No‐Build) and Total Future (Build) AM Conditions 3‐34 Table 3‐16: Intersection Queuing – Background (No‐Build) and Total Future (Build) PM Conditions 3‐34 Table 3‐17: Summary of Crash History and Rates 3‐37 Table 3‐18: Study Intersection Crashes by Crash Type 3‐37 Table 4‐1: Transit Usage Breakdown 4‐1 Table 4‐2: Transit Trips Comparison 4‐1

IV

CONTENTS, CONTINUED

Section Page Appendixes A: Traffic Count Data B: Synchro Output Reports C: Crash Reports

V

Executive Summary

The Barry Farm New Communities Initiative/Choice Neighborhoods Initiative is a project of the District of Columbia Housing Authority (DCHA) to revitalize areas of public and low‐income housing and replace them with mixed‐income, mixed‐use communities. The redevelopment will benefit many of the existing residents and the Anacostia neighborhood, and would further economic development in revitalizing Anacostia and the District as whole. The project includes many elements such as the provision of retail and service uses that serve the everyday need of the residents; recreation and open space; and improved circulation and pedestrian connections. The Barry Farm PUD project site is located in the Anacostia neighborhood of Ward 8 and is zoned R‐5‐A. The project site is generally bounded by Suitland Parkway and the new Barry Farm Recreational Center to the north; Wade Road, SE to the east; St. Elizabeths West Campus to the south, and the Firth Sterling Avenue, SE to the west. To the west across Firth Sterling Avenue are industrial uses; to the north is the new Barry Farm Recreation Center and the Excel Academy Charter School; to the east are the Park Chester and row houses; and to the south is the St. Elizabeths West Campus with the US Department of Homeland Security offices. Under the development plan, the 26‐acre property would be subdivided into 22 parcels. The new Barry Farm is proposed to be a mixed income residential development with a total of between 1,324 to 1,879 units consisting of apartments, condominiums, duplexes, row houses, and flats for households of varying income levels and varying sizes. While some residential use will be ownership units, the majority of the residential use will be rental and a portion will be occupied by returning existing resident population that has been historically less‐dependent on cars. The Transportation Impact Study (TIS) has been prepared to demonstrate the potential impacts of the proposed redevelopment on the existing and proposed transportation network. The quantification of impacts is important, as it illustrates to District of Columbia Department of Transportation (DDOT) the influence of the proposed redevelopment on the surrounding transportation network. Impacts to all modes, including vehicles, transit, pedestrian, and bicycle will be discussed. Measures will be proposed and described to mitigate any potential adverse impacts to the transportation network within the study area. Transit, bicycle and pedestrian accessibility as well as vehicular travel was considered in the TIS. TRANSIT: The Barry Farm Stage 1 PUD study area is well served by Washington Metropolitan Area Transit Authority (WMATA) Metrorail, Metrobus and the Circulator. The local WMATA station is a major transportation hub for the neighboring community, which in addition to providing Metrorail access also serves as a bus hub for multiple Metrobus lines. The combination of the Metrorail line and various bus lines provides a diverse system that allows for residents who live within the study limits access to the Greater Washington D.C. region. Within the study area, there are planned and recommended transit improvements by both DDOT and WMATA. Future transit facilities for the Stage 1 PUD study area are proposed and include streetcar, WMATA bus service and additional bus stops. The Barry Farm PUD is expected to generate 528 total AM and 654 total PM transit trips. Of the 528 total AM transit trips and 654 total PM transit trips between 85%‐90% of pedestrians could potentially be routed along Firth Sterling Avenue over a proposed pedestrian bridge. The daily pedestrian trips associated with the Barry Farm PUD across the proposed pedestrian bridge are estimated at 5,590 daily trips. PEDESTRIAN AND BICYCLE: The street grid and pedestrian network will change pedestrian circulation within the PUD compared to existing conditions. Pedestrian use of the internal alley system will be eliminated, thus improving pedestrian safety, as new internal roadways will allow for continuous lateral connections. The site plan has

VI

EXECUTIVE SUMMARY accommodation for pedestrians and documents improvements to sidewalk widths and walkability. Safety issues have been reviewed in conjunction with the Barry Farm PUD site plan to provide improved conditions where possible and ensure there are no adverse impacts to safe and efficient pedestrian access and circulation to and within the site. There are currently no bicycle lanes within a mile radius of the Barry Farm study area. However, there are two bike trails within a mile radius. Access to the Trail is approximately 0.3 miles from the Barry Farm Site through accessing the trail on South Capitol Street. Additionally, the Suitland Parkway Trail is approximately 0.67 miles from the site. PARKING: The Barry Farm PUD will allow for a total of 817 parking spaces, which will support residential and retail uses. Garage parking is provided for parcels containing row dwellings and flats. Surface parking lots are provided for both the multi‐family units, such as apartments, and the mixed‐use parcel with both and retail uses. A total of 311 on‐street parking spaces will be available for public use. Further assessment of parking conditions will be provided as part of the Stage 2 PUD process for each parcel. SITE ACCESS: Firth Sterling Avenue and Martin Luther King Jr. Avenue will continue to provide external access to /and from the Barry Farm PUD site. There will be two primary entrances to the site, one from Firth Sterling Avenue via Eaton Road and one from Sumner Road, accessed from both Firth Sterling Avenue and Martin Luther King Jr. Avenue, via Road 4. Secondary entrances to the site will be provided along Firth Sterling Avenue via Road A, from Sumner Road via proposed Road 3 and from Wade Road via proposed Road B. VEHICULAR TRAFFIC: Several recently completed and future projects in the vicinity of the proposed Barry Farm redevelopment have contributed to projected growth within the study area. Key developments that are included in the 2020 growth for this study include the following, Anacostia Square, Bethlehem Baptist Church, Bolling Air Force Base and Anacostia Naval Air Station, Curtis Properties, Matthew Memorial Terrace, Poplar Point, Poplar Point Place, Sheridan Station and St. Elizabeths East and West Campuses The study area intersections includes all the peripheral intersections surrounding the neighborhood and also include additional intersections that may be impacted due to their proximity and other newly added intersections due to the Barry Farm PUD redevelopment. The forecasted traffic volumes for the SCS SFEIS were estimated using a regional travel model for the Washington D.C. area developed by the MWCOG. This model accounts for background land use developments in the vicinity of the PUD, including Barry Farm. A viable future mode share for the Barry Farm PUD was proposed with a strong understanding of the existing housing, vehicle ownership, and economic characteristics of the neighborhood as it provides a baseline for comparison purposes. Mode share associated with residential sites/purposes are applied for AM outbound and PM inbound trips Under the Existing Conditions, five intersections are operating at LOS ‘F’ during AM peak or PM peak hour. These five intersections experience recurring heavy traffic during the typical peak hours. In the future Background (No‐Build) conditions, two intersections are expected to operate at LOS ‘F’ – South Capitol Street at Firth Sterling Avenue (AM) and Suitland Parkway at Firth Sterling Avenue (AM and PM), which continue to experience heavy traffic. All other intersections operate at LOS ‘D’ or better. At all locations, the intersection LOS in the Barry Farm PUD Total Future (Build) conditions is no worse than the Background (No‐Build) conditions indicating that the Barry Farm PUD would not deteriorate the operating conditions. Apart from the intersection analysis, queuing analysis was also performed to evaluate the impact of the queues on the Study intersections. The results of the queuing analysis show that the Barry Farm PUD would marginally increase queues on few approaches, while marginally decreasing queues on other approaches.

VII

EXECUTIVE SUMMARY

With the Barry Farm PUD, the overall intersection weighted queue results are no worse than the No‐Build conditions and does not impact the queues significantly and the assumed storage lengths. SAFETY: The Barry Farm redevelopment project will not adversely impact safety. The project proposes two new access points from Sumner Road (see off‐street parking plan Road 3 and Road 4) that will introduce new vehicular turning movements. The designated Road 4 is proposed to be a two‐way primary roadway providing circulation in the development. The designated Road 3 is proposed to be a two‐way tertiary roadway providing circulation in the development. There is also a service access proposed from Sumner Road south of the proposed Road 4. Although these proposed roadways will add additional turning movements to Sumner Road, the proposed South Capitol Street Corridor project will result in an overall reduction of traffic on Sumner Road. There are no new site access points proposed from Firth Sterling Avenue. Changing the traffic operation of Eaton Road from one‐way southbound to two‐way will allow some vehicular traffic from the development to access Firth Sterling Avenue via Eaton Road and will reduce some vehicular/ pedestrian conflicts along the main route of Sumner Road. This reconfiguration is not expected to create any increased safety concerns since it will be used primarily by neighborhood traffic. The major pedestrian routes to and through the site are proposed to be along Sumner Road, the new Eaton Road and along the proposed Road 4. DDOT has also proposed designated bicycle paths along Sumner Road between Firth Sterling Avenue and the proposed Road 4, and along the proposed Road 4. The proposed DDOT South Capitol Street Corridor project will reduce traffic on Sumner Road and help to minimize pedestrian/vehicular conflicts.

VIII

SECTION 1 Introduction and Study Overview

1.1 Project Summary and Site Location The 26‐acre Barry Farm New Communities Initiative/Choice Neighborhoods Initiative (ZC 14‐02) is a project of the District of Columbia Housing Authority (DCHA) to revitalize areas of public and low‐income housing and replace them with mixed‐income, mixed‐use communities. The replacement of the existing Barry Farm and Wade Road residences has been contemplated, studied and planned for a number of years and this proposal would be the implementation of these many plans. The redevelopment would benefit many of the existing residents and the Anacostia neighborhood, and would further economic development in revitalizing Anacostia and the District as whole. The project includes many elements that would be an improvement over what could be achieved as a matter‐of‐right such as the provision of retail and service uses mainly to serve the everyday need of the residents; recreation and open space; and improved circulation and pedestrian connections. The project location is shown in Figure 1‐1. The proposed redevelopment includes demolition of the existing Barry Farm and Wade Road Apartments. Under the development plan, the property would be subdivided into 22 parcels. The new Barry Farm is proposed to be a mixed income residential development with a total of between 1,324 to 1,879 units consisting of apartments, condominiums, duplexes, row houses, and flats for households of varying income levels and varying sizes. Additionally, the development would include 58,730 square feet of retail, and service uses which may include a health or dental clinic, daycare or early childhood center, meeting or office spaces, and approximately 86,087 square feet of open space of which 46,654 square feet (1.07 acres) would be a multi‐use central park. The project site is generally bounded by Suitland Parkway and the new Barry Farm Recreational Center to the north; Wade Road, SE to the east; St. Elizabeths West Campus to the south, and the Firth Sterling Avenue, SE to the west. The site is a combination of Barry Farm residences (432 low‐income rowhouses), Wade Apartments (12 low‐income units at the corner of Wade and Eaton Roads), and 7 vacant lots along Wade Road. The site is located in the Anacostia neighborhood of Ward 8 and is zoned R‐5‐A. To the west across Firth Sterling Avenue are industrial uses; to the north is the new Barry Farm Recreation Center and the Excel Academy Charter School; to the east are the Park Chester apartments and row houses; and to the south is the St. Elizabeths West Campus with the US Department of Homeland Security offices. 1.2 Study Purpose The purpose of this Transportation Impact Study (TIS) is to demonstrate the potential impacts of the proposed redevelopment on the existing and proposed transportation network. The quantification of impacts is important, as it illustrates to District of Columbia Department of Transportation (DDOT) the influence of the proposed redevelopment on the surrounding transportation network. Impacts to all modes, including vehicles, transit, pedestrian, and bicycle will be discussed. Measures will be proposed and described to mitigate any potential adverse impacts to the transportation network within the study area. 1.3 Major Transportation Features Figure 1‐2 shows the major transportation features within the Barry Farm study area, which are described in the subsequent sections. 1.3.1 Roadways Figure 1‐3 shows average annual daily traffic volumes (AADT) and functional classifications for the study area roadways. The Stage 1 Planned Urban Development (PUD) study area roadways are described in the following sections.

1-1 APRIL 2014 Barry Farm Redevelopment Stage 1 PUD TRANSPORTATION IMPACT STUDY

FIGURE 1‐1 PROJECT LOCATION Barry Farm Redevelopment Stage 1 PUD TRANSPORTATION IMPACT STUDY

FIGURE 1‐2 MAJOR TRANSPORTATION FEATURES LEGEND Interstate Other Freeway/ Expressway Principal Arterial Barry Farm Redevelopment Stage 1 PUD Minor Arterial TRANSPORTATION IMPACT STUDY

Collector FIGURE 1‐3 AVERAGE DAILY TRAFFIC VOLUMES AND 9,000 2012 DDOT AADT FUNCTIONAL CLASSIFICATIONS 2014 Daily Directional Traffic 3,600 (Wed/Thurs counts, Jan 2014) SECTION 1 INTRODUCTION AND STUDY OVERVIEW

1.3.1.2 Interstate 295 (Anacostia Freeway) Interstate 295 (Anacostia Freeway), located east of the Anacostia River, is a four‐lane divided freeway with a posted speed limit of 50 miles per hour (mph). It generally runs in a north‐south direction within the study area. 1.3.1.3 South Capitol Street, SE South Capitol Street, SE is classified as an expressway south of Potomac Avenue. The Frederick Douglass Memorial Bridge carries South Capitol Street across the Anacostia River, where it continues south, parallel to I‐295. The classification of the roadway changes from expressway to minor arterial south of the South Capitol Street and Firth Sterling Avenue, SE intersection. The posted speed limit is 35 mph north of Firth Sterling Avenue and 40 mph south of Firth Sterling Avenue. 1.3.1.4 Suitland Parkway Suitland Parkway is a limited‐access freeway that generally runs east‐west between South Capitol Street and Andrews Air Force Base in Prince George’s County, Maryland. Its cross‐section varies from four lanes east of the Martin Luther King Jr. Avenue overpass to six lanes west of I‐295. It is classified as an expressway through the Study Area and carries mostly commuter traffic. The speed limit on Suitland Parkway is 45 mph within the Study Area. 1.3.1.5 Firth Sterling Avenue, SE Firth Sterling Avenue, SE is a four‐lane collector road that runs southwest to northeast from South Capitol Street (Anacostia Naval Station entrance) to the I‐295 northbound on‐ramp just north of Howard Road. Firth Sterling Avenue is a major route for motorists and pedestrians traveling between the Anacostia Naval Annex, the Anacostia Metrorail station, and Historic Anacostia. It also provides access to the Barry Farm neighborhood. The Anacostia Initial Line, part of the DC Streetcar network, will operate along Firth Sterling Avenue in the future. The speed limit for Firth Sterling Avenue is 25 mph. 1.3.1.6 Howard Road, SE Howard Road, SE is a four‐lane collector road that runs southeast from South Capitol Street to Bowen Road, traveling under I‐295. Vehicles are permitted to park along both sides of Howard Road west of I‐295. Traveling westbound on Howard Road is the most direct route from southbound I‐295 to downtown D.C. (via northbound South Capitol Street). Howard Road also provides access to the Anacostia Metrorail station and garage. The speed limit along Howard Road is 25 mph. 1.3.1.7 Martin Luther King Jr. Avenue, SE Martin Luther King Jr. Avenue is a four–lane urban minor arterial that runs north‐south from the 11th Street Bridge to D.C. Village in Southwest Washington, D.C. The speed limit is 30 mph within the study limits. Parking is permitted on either side of the street north and south of the St. Elizabeths complex. Between the north and south borders of St. Elizabeths, parking is prohibited along the northbound side of the street during the AM peak period and along the southbound side of the street during the PM peak period. 1.3.1.8 DHS West Campus Access Road (Golden Raintree Drive, SE) The Department of Homeland Security (DHS) West Campus Access Road is a federal roadway that serves as the external connection to Gates 4, 5, and 6 of the DHS Headquarters on the West Campus of St. Elizabeths. The road is a three‐lane facility with two lanes southbound and one lane northbound (flaring out to provide northbound turn lanes as it approaches Firth Sterling Avenue). It currently terminates at the entrance to the United States Coast Guard Headquarters parking garage, but is planned to extend further south to Malcolm X Avenue as part of the next phase of infrastructure improvements for the DHS Headquarters consolidation at St. Elizabeths. The posted speed is 25 mph. Private vehicles are not permitted to use the road unless they are making deliveries to the campus or using kiss‐and‐ride.

APRIL 2014 1-5

SECTION 1 INTRODUCTION AND STUDY OVERVIEW

1.3.1.9 Sumner Road, SE Sumner Road is classified as local roadway and provides a connection between Firth Sterling Avenue and Martin Luther King, Jr. Avenue. The road is a two‐lane facility running northwest to southeast, and is characterized by on‐street parking and a series of evenly spaced speed humps. The road not only serves as the primary gateway to the existing Barry Farm public housing complex, but also as the access to Barry Farm Recreation Center, Birney Elementary School / Excel Academy Public Charter School. The assumed speed limit is 25 mph west of Wade Road, and posted at 15 mph east of Wade Road from 8:30 – 5:30, Monday through Friday (in the vicinity of the school). 1.3.1.10 Wade Road, SE Wade Road is local residential street, running one‐way northeast‐bound from Stevens Road to Sumner Road. South of Stevens Road, Wade Road is a two‐way dead‐end road providing access to Barry Farm Dwellings and to several private homes. On‐street parking is provided on alternating sides of the road along the one‐way segment. All intersections are stop‐controlled “T” intersections along Wade Road. 1.3.1.11 Eaton Road, SE/ Stevens Road, SE Both Eaton Road and Stevens Road are one‐way local residential streets running from northwest to southeast between Firth Sterling Avenue and Wade Road. Like Wade Road, both of these roadways are wide single‐lane facilities, but provide on‐street parking on either side of the street. East Road and Stevens Road provide access to residential alleys and driveways within the existing Barry Farm community. Speed limits are assumed to be 25 mph, although they are not posted. Trucks are prohibited on both streets. 1.3.2 Transit Facilities The Barry Farm Stage 1 PUD study area is well served by Washington Metropolitan Area Transit Authority (WMATA) Metrorail, Metrobus and the Circulator. The Anacostia Metrorail station on WMATA’s Green line is approximately 0.30 miles from the site (from the Eaton Road/ Firth Sterling Avenue intersection) and is about an 8 minute walk (assuming a 4 ft/s walking pace). This station is a major transportation hub for the neighboring community, which in addition to providing Metrorail access also serves as a bus hub for multiple Metrobus lines. The combination of the Metrorail line and various bus lines provides a diverse system that allows for residents who live within the study limits access to the Greater Washington D.C. region. Per Walkscore.com1, transit service for the Barry Farm Stage 1 PUD and surrounding areas is rated at 74 out of 100, a favorable score representative of the multiple transit options in the area. 1.3.2.1 Metrorail The green line connects southern Prince George’s County via the Branch Avenue Metrorail Station to northern Prince George’s County at the opposite end of the line at Greenbelt Metrorail Station passing through the interior of Washington D.C. Trains operate at the Anacostia Metrorail Station on Weekdays for approximately 19 hours and on Weekends for approximately 17 to 20 hours on Saturday and Sunday, respectively. The average weekday passenger ridership is 7,598 passengers (2012 – Historical Ridership by Station FY12 WMATA Archive). There are 13 bus bays within the station serving 23 bus lines. Peak service headway for the Anacostia Metrorail Station (5:00 – 9:30 AM and 3:00 – 7:00 PM) is six minutes in both directions. Off‐peak service headway is 12 minutes in both directions. There are 808 parking spaces at this . A 2008 study prepared by WMATA indicated parking utilization is 89% at the Anacostia Metrorail Station. There are 4 car share stations available at this station, located by the parking garage. 1.3.2.2 Bus System Metrobus

1 Walkscore.com provides scores for various cities and neighborhoods across the United States.

1-6 APRIL 2014

SECTION 1 INTRODUCTION AND STUDY OVERVIEW

Metrobus routes, key destinations and service headways are shown in Table 1‐1. Metrobus routes and bus stop locations are illustrated in Figure 1‐4. Table 1‐1: Metrobus Routes, Key Destinations, and Service Headways Service Headways Route Route Name Key Destinations (Weekday Peak) A2, A6, A7, A8, A42, A46, Anacostia – Congress  Navy Yard Northbound: 3 Minutes A48 Heights Line  Archives Morning Headway  4 Minutes Evening  United Medical Center Headway  Anacostia Metro Station Southbound: 5 Minutes  Southern Avenue Morning Headway Station 3 Minutes Evening Headway A4/W5 Anacostia – Fort Drum  D.C. Village Line  Coast Guard Headquarters 5 Minutes2  Naval Research Lab (Both Directions)  Anacostia Metro Station B2 Bladensburg – Anacostia  Mount Rainier Northbound: 6 Minutes Line Terminal Morning Headway  Stadium – Armory 11 Minutes Evening Station Headway  Southbound: 12 Minutes  Morning Headway 9 Minutes Evening Headway P6 Anacostia – Eckington Line  Anacostia Station Northbound: 18 Minutes  Navy Yard –Ballpark Morning Headway Station 15 Minutes Evening  Chinatown Headway  Waterfront Station Southbound: 15 Minutes  Rhode Island Avenue Morning Headway Station 18 Minutes Evening Headway P18 Oxon Hill – Fort  Fort Washing Park & Washington Line Ride lot 1 Hour  Oxon Hill Park & Ride (Both Directions) lot  Anacostia Station U2 Minnesota Avenue –  Minnesota Avenue 22 Minutes Morning Station Headway  Randle Circle 26 Minutes Evening  Fairlawn Headway (Both Directions)  Anacostia Station W2/W3 United Medical Center –  Southern Avenue Westbound: 11 Minutes Anacostia Line Station Morning Headway  Barry Farms 18 Minutes Evening  Anacostia Station Headway

2 5 minute headways from Anacostia Metro station

APRIL 2014 1-7

SECTION 1 INTRODUCTION AND STUDY OVERVIEW

Service Headways Route Route Name Key Destinations (Weekday Peak)  St. Elizabeth Hospital Eastbound: 22 Minutes Morning Headway 11 Minutes Evening Headway W4 Deanwood – Alabama  Northbound: 12 Minutes Avenue Line  Station Morning Headway  Congress Heights 18 Minutes Evening Station Headway  Joint Base Anacostia‐ Bolling Southbound: 13 Minutes  Anacostia Station Morning Headway 13 Minutes Evening Headway W6/W8 Garfield – Anacostia Loop  Anacostia Station 13 Minutes Morning Line  Garfield Headway  Downtown Anacostia 10 – 14 Minutes Evening Headway (Both Directions) A9/W9 South Capitol Street  L’Enfant Plaza Station Limited Line  Waterfront Station  Coast Guard 20 Minutes Headquarters (Both Directions)  Joint Base Anacostia‐ Bolling W14 Bock Road Line  Indian Head Hwy. 1 Hour  South Capitol St. (Both Directions)  Anacostia Station 90 U Street – Garfield Line  Anacostia Metro  Navy Yard 15 Minutes – 18 Minutes  Morning Headway  Gallaudet University 15 – 20 Minutes Evening  NoMa‐Gallaudet Headway University Station (Both Directions)   Duke Ellington Bridge 94 Stanton Road Line  Anacostia Metro 14 – 15 Minutes Station (Both Directions)  Village of Parklands Average weekday ridership for the various Metro Bus routes that service the Barry Farm area was found for FY 2012 from the WMATA database. The DC Circulator ridership data correlates to a semiannual DDOT forum meeting document for the period from October 2012 to April 2013. Table 1‐2 shows in detail each bus line with their average ridership; WMATA shows the combined ridership for multiple buses that traverse the same route.

1-8 APRIL 2014

Barry Farm Redevelopment Stage 1 PUD TRANSPORTATION IMPACT STUDY

FIGURE 1‐4 EXISTING TRANSIT ROUTES AND STOPS SECTION 1 INTRODUCTION AND STUDY OVERVIEW

Table 1‐2: Average Weekday Bus Ridership Bus Line # Line Description Ridership

Metro Bus* A2, A6, A7, A8, A42, A46, A48 Anacostia‐Congress Heights 11,440 A4, A5 Anacostia‐Fort Drum 2,987 B2 Bladensburg Road‐Anacostia 7,071 P1, P2, P6 Anacostia‐Eckington 2,972 P17, P18, P19 Oxon Hill‐Fort Washington 1,330 U2 Minnesota Avenue‐Anacostia 2,388 W2, W3 United Medical Center‐Anacostia 2,529 W4 Deanwood‐Alabama Avenue 5,159 W6, W8 Garfield‐Anacostia Loop 2,170 W9/A9 South Capitol Street Limited Line 543 W13, W14 Bock Road 809 90/92/93 U Street ‐Garfield 12,320 94 Stanton Road 1,558 DC Circulator** Orange Line Potomac Avenue Metro – Skyland via Barracks Row 1,508 *Bus ridership data are collected from the WMATA website. The data correspond to FY 2012 **DC Circulator ridership data is collected from Semi Annual DDOT DC Circulator Forum meeting document. The data correspond to year October 2012 to April 2013

WMATA’s 2010 Metrobus Fleet Management Plan examined operational efficiencies of its Metrobus service. Four criteria3 were used to assess operational efficiencies which included productivity, reliability in travel time, frequency and absence of overcrowding. From the routes that service the Barry Farm study area it was found that the A9 line did not meet the desired frequency requirement and the B2, U2, P6 and 90 lines did not meet the desired travel time requirement. In addition, the plan notes the W4 line experiences overcrowding. DC Circulator DC Circulator routes, key destinations and service headways are shown in Table 1‐3. Table 1‐3: DC Circulator Bus Route, Key Destinations, and Service Headway Service Headways Route Route Name Key Destinations (Weekday Peak) Orange Line Potomac Avenue Metro –  Potomac Avenue Skyland via Barracks Row Station  Anacostia Metrorail 10 Minutes Station  Anacostia Library

3 A detailed explanation of each criteria can be found in the WMATA “The Best Ride in the Nation” Report (2010)

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SECTION 1 INTRODUCTION AND STUDY OVERVIEW

Bus Stops Bus Stops are provided at the Anacostia Metrorail station and at several locations within the Barry Farm study area. There are currently no bus stops located within the interior of the Barry Farm neighborhood, which consist of Stevens Road, Eaton Road and Wade Road. Bus stops located at the Anacostia Metrorail station are sheltered and contain benches for patrons to sit on while waiting. The other bus stops in the area are not sheltered. A detailed description of each bus stop, type of amenities and lines that service each stop are provided in Table 1‐4. Table 1‐4: Description of Bus Stops within the Study Area Bus Stop Location Amenities Bus lines

South Capitol Street /Firth Sterling Avenue ‐ east side No P18, W4, W5,W14 South Capitol Street /Firth Sterling Avenue ‐ west side No P18, W4, W5,W14 Firth Sterling Avenue ‐ Main Road, near Sumner No P18, W4, W5, W14, A4 Sumner Road ‐ Midblock No W2, W3 Sumner Road ‐ Near Wade Road Trash Can W2, W3 Stanton Road ‐ Near Martin Luther King Avenue (North A2, A4, A6, A7, A8, A42, A46, Trash Can side) A48 Sumner Road‐ Near Martin Luther King Avenue (South A2, A4, A6, A7, A8, A42, A46, Trash Can side) A48 Howard Road ‐ Near Metro Station Shelter on west side W2, W3 Bench and trash can 90, A42, A46, A48, B2, P6, U2, Martin Luther King Avenue ‐ near Howard Road on WB side W2, W3, W8 (both sides) Sheridan Road‐ Martin Luther King Avenue Northbound No 94, W8 Sheridan Rd‐ Martin Luther King Avenue Southbound No 94, A3, W6

1.3.3 Bicycle and Pedestrian Facilities 1.3.3.1 Pedestrian Assessment The Pedestrian Assessment has been prepared to inventory existing facilities and walking conditions for pedestrians traversing within and to/from the Barry Farm PUD study area and neighboring destinations (within a quarter mile radius). The inventory includes identification of the following pedestrian facilities: • Sidewalk location and width (and missing segments) • Crosswalk, type of markings and condition • Curb ramp and ADA compliance • Pedestrian signal • Pedestrian signal crossing data along major pedestrian routes Field reconnaissance was conducted on Friday, April 4, 2014 in which existing circulation patterns, pedestrian routes to/from the site and the Anacostia Metrorail Station and safety hazards were observed. Locations that do not currently meet guidelines set forth in DDOT’s Public Realm Design Manual are noted in the following assessment. The Site Review section of this report outlines the site plan’s accommodation for pedestrians and documents improvements to sidewalk widths and walkability. Safety issues identified in this assessment have been reviewed in conjunction with the Barry Farm PUD site plan to provide improved conditions where

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SECTION 1 INTRODUCTION AND STUDY OVERVIEW

possible and ensure there are no adverse impacts to safe and efficient pedestrian access and circulation to and within the site. Existing Pedestrian Circulation and Walkability Pedestrians can access destinations within the study limits using the existing sidewalk network and crosswalks. While there are facilities in place to support pedestrian circulation, the experience for pedestrians traversing this area is less than desirable considering the dominance of vehicular traffic and high travel speeds, the indirect connection from the residential area to the Metrorail Station and the lack of buffer between vehicles and pedestrians along sidewalks (excluding Firth Sterling Avenue’s east side between South Capitol Street and Suitland Parkway). The Walkscore is a ranking of walkability, biking and transit conditions for a neighborhood from 0 (representing a car is necessary to access amenities) to 100 (representing a neighborhood that has essential amenities in a walkable distance). The availability of grocery stores, restaurants, parks, schools and other amenities are accounted for in the scored ranking. Per Walkscore.com, the Barry Farm neighborhood currently has a walk score of 42, which indicates most errands require a car. The walk score is expected to increase in future given that the proposed redevelopment will include retail and service uses, which are not available under the current design. Figure 1‐5 shows the Walkscore map for the Barry Farm neighborhood and surrounding area. Figure 1‐5: Walkability Map (source: walkscore.com)

1-12 APRIL 2014