Anacostia Waterfront Kenilworth Avenue Corridor Study

PREPARED FOR District Department of Transportation

PREPARED BY STV Incorporated EDAW / AECOM Toole Design Group

May, 2007 THIS PAGE LEFT BLANK INTENTIONALLY Contents

Table of Contents i 2.6.7 Traffi c Counts 2-17 3.7.1 A New Park Road 3-21 List of Figures ii 2.6.8 Traffi c Operations 2-19 3.7.2 Analysis of Park Road Options 3-22 Executive Summary ES-1 2.6.9 Traffi c Safety 2-20 3.7.3 A New Massachusett s Avenue Crossing 3-23 2.7 Transit Service 2-21 3.7.4 Analysis of Massachusett s Avenue Chapter 1 – Introduction 2.7.1 Metrorail 2-21 Crossing Options 3-23 1.1 Background 1-1 2.7.2 Metrobus 2-21 1.2 Study Area 1-1 2.7.3 Streetcar and Trolley Service 2-21 Chapter 4 - Kenilworth Avenue Corridor Plan 1.3 Goals and Objectives 1-2 2.7.4 Bus Rapid Transit/Other Transit Plans 2-21 4.1 Urban Design 4-2 1.4 Study Process 1-3 4.2 Vehicular Circulation 4-4 1.5 Other Studies and Projects 1-3 Chapter 3 – Options to Enhance the Corridor 4.3 Pedestrian and Bicycle Circulation 4-6 1.6 Public Involvement 1-4 3.1 Option No. 1 - Kenilworth Avenue as a Boulevard 3-2 4.4 Summary of Projects 4-7 3.2 Option No. 2 – Kenilworth Avenue as a Chapter 2 – Existing Characteristics Four-Lane Avenue 3-4 Chapter 5 – Near-Term Improvements 2.1 Regional Context and Function 2-2 3.3 Option No. 3 – Kenilworth Avenue with Improved 5.1 Introduction 5-1 2.2 Local Context 2-3 Infrastucture 3-6 5.2 Improvement Projects 5-2 2.2.1 Environmental Features 2-3 3.4 Screening Analysis of Options 1,2 and 3 3-8 2.2.2 Land Uses 2-4 3.4.1 Overview of Analysis 3-8 Chapter 6 – Mid-Term Improvements 2.3 Urban Design 2-8 3.5 Summary of Options 3-9 6.1 Introduction 6-1 2.3.1 Visual Experience of Motorists 2-8 3.6 Further Development of Option 3 3-10 6.2 Improvement Projects 6-2

2.4 Overview of Pedestrian, Bicycle and 3.6.1 Interchange Concepts for Option 3 3-10 Vehicular Connectivity 2-10 3.6.2 Interchange 3-10 Chapter 7 – Long-Term Improvements 2.5 Pedestrian and Bicycle Experience 2-11 3.6.3 Interchange 3-13 7.1 Introduction 7-1 2.5.1 Pedestrian and Bicycle Counts 2-11 3.6.4 Nannie Helen Burroughs Avenue Interchange 3-16 7.2 Improvement Projects 7-2 2.6 Existing Infrastructure & Traffi c Conditions 2-12 3.6.5 Eastern Avenue Interchange 3-17 2.6.1 Functional Classifi cation and Importance 2-13 3.6.6 Analysis of Option 3 for Year 2030 3-18 Chapter 8 – Implementation Plan 2.6.2 Description of Infrastructure 2-14 3.6.7 Evaluation of Option 3 with Safety and Interchange 8.1 Introduction 8-1 2.6.3 Roadway Lighting 2-14 Improvements 3-19 8.2 Near-Term Improvement Projects 8-1 2.6.4 Guide Signage 2-14 3.6.8 Traffi c Management Alternatives 3-20 8.3 Mid-Term Improvement Projects 8-3 2.6.5 Operational Characteristics 2-15 3.6.9 ITS Alternatives 3-20 8.4 Long-Term Improvement Projects 8-4 2.6.6 Other Major Roadways in the Study Area 2-16 3.7 Additional Study Areas 3-21 8-5 Implementation Timeline for Project Improvements 8-6

KENILWORTH AVENUE CORRIDOR STUDY CONTENTS / i Appendices List of Figures

Appendix A Public Involvement Material A-i Figure ES.1: Study Area Appendix B Pedestrian Data B-i Figure ES.2: Summary of Improvements Figure ES.3: Near-Term Projects Appendix C Transit Data C-i Figure ES.4: Mid-Term Projects Figure ES.5: Long-Term Projects Appendix D Traffi c Data D-i Appendix E Implementation of Pedestrian Improvements E-i Figure 1.1: Regional Context Figure 1.2: Study Area Neighborhoods Appendix F Cost Estimates F-i Figure 1.3: DC Department of Transportation Studies Figure 1.4: Public Meetings

Figure 2.1: Kenilworth is a major commuter route between Washington DC and its Maryland suburbs Figure 2.2: Environmental features adjacent to Kenilworth Avenue Figure 2.3: Generalized Land Use within the Study Area (Source: DCOP) Figure 2.4: Community Amenities and Att ractions Figure 2.5: Existing Zoning Figure 2.6: From an open and green sett ing to the south, Kenilworth Avenue transitions into a more urban character to the north of East Capitol Street Figure 2.7: Visual character along Kenilworth Avenue Figure 2.8: Kenilworth Avenue is in an alignment that is diagonal to the adjacent local street patt ern Figure 2.9: Historic Roadway Alignments in the Area (1822, 1865 and 1885) Figure 2.10: Kenilworth Avenue traverses four underpasses and eight overpasses Figure 2.11: Location of Pedestrian and Bicycle Counts Conducted Figure 2.12: Roadway Classifi cation Figure 2.13: Existing Allowed Movements at Intersections along Kenilworth Avenue Figure 2.14: Average Daily Traffi c Volumes on Major Roadways that connect to Kenilworth Avenue Figure 2.15: Average speed along northbound Kenilworth Avenue Figure 2.16: Average speed along southbound Kenilworth Avenue Figure 2.17: Crash data for years 2001, 2002 between Kenilworth Avenue interchanges and at fi ve signalized intersections adjacent to the corridor

Figure 3.1: Option 1 - Transforming Kenilworth Avenue into a Boulevard Figure 3.2: Typical Plan for a boulevard (tree lind shoulders and medians) Figure 3.3: Typical Cross Section Between and East Capitol Street Figure 3.4: Typical Cross Section Between East Capitol Street and Eastern Avenue Figure 3.5: Option 2 - Transform Kenilworth Avenue from a six-lane to a four-lane limited access roadway Figure 3.6: Typical Plan for a four-lane roadway (landscaped medians and reinforced green shoulders) Figure 3.7: Typical Cross Section Between Pennsylvania Avenue and East Capitol Street (landscaped medians and reinforced grass shoulders

ii / CONTENTS KENILWORTH AVENUE CORRIDOR STUDY Figure 3.8: Typical Cross Section Between East Capitol Street and Eastern Avenue (Four-lane roadway with land Figure 5.1: Near-Term Improvements scaped medians and reinforced grass shoulders) Figure 5.2: East Capitol Street Scenario EC-1 Figure 3.9: Option 3 - Maintain Kenilworth Avenue as a freeway with enhancements and depressing portions to Figure 5.3: Plan between Nannie Helen Burroughs and Eastern Avenue allow connections across the corridor Figure 5.4: Cross Section A (Two lane Kenilworth Avenue with green shoulder and landscaped median) Figure 3.10: Typical Plan (Option 3 - Depressing portions of Kenilworth Avenue) Figure 5.5: Cross Section B (Three lane Kenilworth Avenue with landscaping between the mainline and Figure 3.11: Typical Cross Section Between Pennsylvania Avenue and East Capitol Street (Option 3 - service lanes, and a landscaped median) Depressing portions of Kenilworth Avenue) Figure 5.6: Landscape Improvements Figure 3.12: Typical Cross Section Between East Capitol Street and Eastern Avenue (Kenilworth Avenue depressed to Figure 5.7: Pedestrian and Bicycle Related Improvements provide new connection) Figure 5.8: Roadway and Lighting Improvements Figure 3.13: Existing Conditions at the East Capitol Street Interchange Figure 3.14: Scenario EC-1 (Completes all movement for traffi c on East Capitol Street) Figure 6.1: Mid-Term Improvements Figure 3.15: Scenario EC-2 (Permits full movement at the East Capitol Street interchange) Figure 6.2: East Capitol Street Interchange Scenario EC-2 Figure 3.16: Scenario EC-3 (Permits full movement at the East Capitol Street interchange) Figure 6.3: Examples of Neighborhood Identifi cation Signs Figure 3.17: Scenario EC-4 (Provides for all traffi c movements and for east and west pedestrian and bicycle Figure 6.4: Examples of Pedestrian Bridge that could be applicable movements beneath Kenilworth Avenue) Figure 6.5: Location of Pedestrian Bridge across Minnesota Avenue Metrorail Station Figure 3.18: Scenario EC-5 (This SPUI scenario provides for all traffi c movements and for east and west Figure 6.6: Concept Plan for the proposed Parkside Development pedestrian and bicycle movements beneath Kenilworth Avenue) Figure 6.7: Concept Illustration of the proposed Minnesota Avenue Government Center Figure 3.19: Benning Road Existing Conditions Along Kenilworth Avenue(below Benning Bridge) Figure 6.8: Potential new pedestrian bridge at Douglas Street Figure 3.20: Scenario BR-1 (Provides for safety improvements at the eastbound Benning Road at-grade Figure 6.9: Location of Pedestrian Bridge at Douglas Street intersection with northbound Kenilworth Avenue) Figure 6.10: Proposed Improvements to slip ramps near Eastern Avenue Figure 3.21: Scenario BR-2 (New connection from southbound Kenilworth Avenue to eastbound Benning Road, Figure 6.11: Simulated view of a “gateway” sign at the Eastern Avenue Bridge and westbound Benning Road to southbound Kenilworth Avenue) Figure 6.12: Proposed improvements at the Eastern Avenue Bridge Figure 3.22: Scenario BR-3 (New center-leg ramp to the south of the Benning Road bridge) Figure 6.13: Benning Road Scenario BR-1 Figure 3.23: Scenario BR-4 (Benning Road Bridge reconstructed as a split structure to improve vehicular, Figure 6.14: Proposed pedestrian and bicycle related improvements pedestrian and bicycle safety) Figure 3.24: Scenario BR-5 (Allows for all movements through a new interchange located south of the existing bridge) Figure 7.1: Long-Term Improvements Figure 3.25: Proposed interchange at Nannie Helen Burroughs Avenue Figure 7.2: East Capitol Street Improvement Scenario EC-4 Figure 3.26: Eastern Avenue Existing Conditions Figure 7.3: East Capitol Street Improvement Scenario EC-5 Figure 3.27: Scenario EA-1 (Existing U-turn ramps are removed and replaced with landscaped areas and improved Figure 7.4: Benning Road Improvement Scenario BR-5 pedestrian amenities) Figure 7.5: Potential connection between Nash Street and Olive Street if Kenilworth Avenue is depressed Figure 3.28: Scenario EA-2 (U-turn ramps moved further out from the intersection) Figure 7.6: New Connector at either Nash Street or Ord Street Figure 3.29: Proposed Safety Improvements Figure 7.7: Park Road Figure 3.30: Park Road Alignment Figure 7.8: Massachusett s Avenue Connecetion Figure 3.31: Reservation 13 to Randle Circle Connection Figure 3.32: Park-to-Park Connection

Figure 4.1: Corridor Plan Figure 4.2: Corridor Beautifi cation Framework Plan Figure 4.3: Proposed Kenilworth Avenue between Pennsylvania Avenue and Figure 4.4: Proposed Kenilworth Avenue between East Capitol Street and Eastern Avenue Figure 4.5: Cross-Section located between Pennsylvania Avenue and East Capitol Street Figure 4.6: Cross-Section located between South Capitol Street and Eastern Avenue Figure 4.7: Vehicular Circulation Framework Plan Figure 4.8: Pedestrian and Bicycle Circulation Framework Plan Figure 4.9: Summary of Projects

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iv / KENILWORTH AVENUE CORRIDOR STUDY Executive Summary

Kenilworth Avenue is an important part of the District’s transportation network. To some Vision Statement users, it serves as an essential commuter route, while to others it is a key link to their neighborhoods. At the same time, it is also Kenilworth Avenue will be transformed into an urban roadway that be enhanced with reduced visual clutter and improved connections an obstacle, where it prevents easy movement and interchange geometry, enhanced and clearly-identified pedestrian River between residents on either side from such is more pedestrian friendly and more accessible to the adjoining destination points as the Anacostia River, a communities and neighborhoods, and improves community crossings, attractively landscaped medians, and an improved signage park or recreation area, a school, or a place to shop. access to public transit, open space, and the Anacostia riverfront. system to identify the entrances to the nation’s capital, adjacent neigh- CSX Railroad Pedestrians, bicyclists, motorists, and people using public transit borhoods, and nearby tourist attractions and sports facilities, including Kenilworth Avenue This study examined these conflicting func- tions, and explored options for improving will be accommodated within a safer environment. The avenue will Kenilworth Aquatic Gardens, RFK Stadium, and Anacostia Park. Anacostia Park Kenilworth Avenue (between Pennsylvania Avenue and Eastern Avenue) within the context of three major goals: Residential Neighborhood • Providing a safer, more pedestrian friendly, environment;

• Creating a more pleasing urban sett ing for Kenilworth Avenue; and

• Improving access for local neighborhoods.

Residential These overarching goals form the basis for Neighborhood identifying a vision that lead to individual Metrorail/CSXKenilworth Railroad Avenue Avenue projects that, when implemented, can result Residential in significant improvements to the corridor. Neighborhood The vision for Kenilworth Avenue addresses issues related to access, safety, and transporta- tion for drivers, pedestrians, bicyclists, and people using public transit.

The individual projects focus on: increasing safety for travelers driving the avenue, and for pedestrians and bicyclist crossing it;

Residential improving access to and from local neighbor- Neighborhood hoods while still preserving the Avenue’s role as an important route for commuters; and, helping transform Kenilworth Avenue into Figure ES.1: Study Area an urban roadway with an enhanced visual quality for all users.

Kenilworth Avenue Corridor KENILWORTH AVENUE CORRIDOR STUDY EXECUTIVE SUMMARY / ES-1 STUDY FINDINGS

Regional Context and Function • Besides Kenilworth Avenue itself, adja- Existing Infrastructure and Traffi c • Interchanges are primarily designed to Public Transportation cent service roads are barriers to mobility Conditions serve the daily commuter, and do not serve • Kenilworth Avenue is located within the and create a significant obstacle to travel local communities well. • While the area is served well by transit, rail Anacostia River watershed, one of the most between adjacent neighborhoods, parks, • Design features of the existing roadway do and transit upgrades could improve system densely populated sub-watersheds in the and other attractions. not meet current design criteria and will • The majority of freeway components and capacity and attractiveness and, thus, Chesapeake Bay Regional Watershed. not support the future needs of the area. intersections studied in the corridor are reduce dependence on automobile trips in • The Anacostia River adds to these obsta- operating at an unacceptable Level of the corridor. • Kenilworth Avenue is a limited access cles, by limiting movement between neigh- • Kenilworth Avenue exhibits a high accident Service (LOS). freeway that serves as a community access borhoods and open space to its east and rate between Benning Road and Eastern route; an extension of the ceremonial west to a few existing bridges. Avenue. • There are many sections of the roadway entrance route to the nation’s capital; and with inadequate lighting and guide a commuter route to the central business signage. core.

Local Context Project Objectives

• The transportation system will be infl u- enced in the future by the proposed Government Center, the new Parkside community, and potential transit-oriented redevelopments adjacent to the Minnesota Avenue and Metrorail Stations.

• Along Kenilworth Avenue, the dominant land use aff ecting mobility is the CSX Railroad and Metrorail lines which create Urban Design / Quality of Life Pedestrian Connectivity Public Transit Access Open Space / Waterfront Connections Visual Quality Safety significant barriers to east-west travel.

GOAL GOAL GOAL GOAL GOAL GOAL Urban Design Transform Kenilworth Avenue Create a safer and more Improve access to public transit from Strengthen connections to open space Improve visual quality of Improve vehicular and pedestrian into an urban roadway, more pedestrian-friendly environment both sides of Kenilworth Avenue and the riverfront Kenilworth Avenue for all users safety throughout the corridor. • Visual quality of the freeway varies from appropriate to its context that of a roadway bordered by trees and

parks, creating an open parkway-like OBJECTIVES OBJECTIVES OBJECTIVES OBJECTIVES OBJECTIVES OBJECTIVES sett ing in the south, to a more urban • Improve interchange connectivity • Upgrade quality of existing • Create safe routes to existing • Upgrade existing, and complete • Reduce visual clutt er throughout • Improve functionality of key corridor in the north bordered by access to neighborhoods at key locations pedestrian crossings transit stations/stops pedestrian paths the corridor intersections roads and a built environment. • Enhance neighborhood identity • Introduce new crossings over or • Upgrade quality of existing routes • Add way-fi nding and interpretative • Create a parkway sett ing and • Improve shoulder conditions with a unifi ed system of signage under Kenilworth Avenue (paving, lighting, signage and signage landscaping where appropriate for emergency stopping and • The corridor does not provide a sense of landscape treatment) emergency vehicle access orientation to the adjacent neighborhoods • Introduce parkway sett ing or • Complete or close gaps at missing • Enhance natural drainage ways • Upgrade roadway signage parkway elements to the roadway connections • Replace or improve existing between Anacostia Hills and the • Improve lighting for vehicles for both the visitor and the local • Introduce a consistent streetscape corridor pedestrian bridges connecting to riverfront and pedestrians community. • Create new connections to treatment transit stations/stops • Introduce landscaped medians and destination points • Enhance park landscape sett ing • Improve functionality of service • Introduce consistent color scheme shoulders • Enhance transit facilities to south of East Capital Street road on- and off -ramps Pedestrian and Bicycle Experience • Add and clearly mark pedestrian for highway elements accommodate bicyclists • Incorporate Low Impact crossings • Create new open space when • Provide clearly-marked bicycle • Bury overhead utility lines where • Walking and bicycling are important Development into roadway design feasible road facilities • Add pedestrian-scale lighting possible modes of travel within the corridor. • Upgrade streetscape treatment where appropriate • Reduce infrastructure footprint • Improve pedestrian crosswalks • Provide landscaped screening along with clearly-marked signage and • Minimize or reduce the roadway • Enhance informational and the CSX railroad and WMATA • Access to Metrorail Stations is difficult and signalization footprint directional signage Metrorail corridors the local communities view the routes as • Provide traffi c calming measures • Add neighborhood identity signage unsafe. where appropriate

ES-2 / EXECUTIVE SUMMARY KENILWORTH AVENUE CORRIDOR STUDY OVERVIEW OF IMPROVEMENTS

The Kenilworth Avenue Corridor Study identified three types of improvements:

• Near-term (fi ve proposed projects),

• Mid-term (seven proposed projects), and

• Long-term (five proposed projects).

Each project is unique and will raise its own challenges, whether it is funding, design or construction phasing. For example, many of the near-term improvements can be imple- mented through existing programs or projects already underway in the Study Area. This is also true of some of the mid-term improve- ments; others, however, are complex projects that require extensive coordination with the public and other agencies. They and all of the recommended long-term improvements will require more extensive environmental evalua- tion through preparation of an Environmental Assessment or Environmental Impact Statement.

The near-term, mid-term, and long-term improvements are summarized on the following pages.

Figure ES.2: Summary of Improvements

KENILWORTH AVENUE CORRIDOR STUDY EXECUTIVE SUMMARY / ES-3 Near-Term Improvements Project Title Description Benefits Estimated No. Cost (2005) Five near-term improvements, defined as 1 East Capitol Street A new connection is made to allow traffic on westbound East Capitol Street to exit • Urban Design $2,500,000 projects that can be implemented immediately Scenario EC-1 southbound and northbound onto Kenilworth Avenue. or within three to five years, were identified. 2 Kenilworth Avenue The slip ramps between Kenilworth Avenue and the parallel service road north of • Safety $1,000,000 Generally, these improvements are expected to Slip Ramps Safety Nannie Helen Burroughs Avenue are consolidated and realigned to improve safety in • Visual Quality have minimal environmental impacts, require Improvements the corridor and improve traffic operations on Kenilworth Avenue. minimal design effort, and have a low cost. 3 Corridor Landscaping Generally improves visual quality of the corridor through implementation of a • Urban Design $3,000,000 The near-term improvements primarily corridor wide landscaping, signage, and street furniture program. • Open Space and address the visual quality of the corridor, and Waterfront Connections the pedestrian and bicycle travel conditions. • Visual Quality Additionally, some connectivity improve- 4 Pedestrian and Bicycle Generally improves the pedestrian and bicycle throughway, curb ramps, pedestrian • Pedestrian Connectivity $1,200,000 ments are made at East Capitol Street, and Improvements roadway, lighting and signal, and bicycle parking through specific projects and as • Public Transit Access safety issues related to the on- and off-ramps part of area wide programs. • Safety north of Nannie Helen Burroughs Avenue are 5 Kenilworth Avenue Additional lighting is installed throughout the corridor in locations where lighting • Urban Design $1,500,000 addressed. Lighting and Signage is lacking and where levels were found to be inadequate. Similarly, signing is • Visual Quality Improvements upgraded to meet FHWA Standards and to effectively communicate major exits. • Safety These projects may be implemented in Table ES-1: Near-Term Projects conjunction with each other or independently, depending on availability of funding.

Figure ES.3: Near-Term Projects

ES-4 / EXECUTIVE SUMMARY KENILWORTH AVENUE CORRIDOR STUDY Mid-Term Improvements Proj. Title Description Benefits Estimated No. Cost (2005) Generally, the seven recommended mid-term 6 East Capitol This scenario builds on • Urban Design $30,000,000 improvements build on the proposed near- Street Scenario Scenario EC-1, a near-term term improvements. They address some of EC-2 improvement, and adds the the missing vehicular connections, upgrade three missing movements; existing pedestrian connections, and enhance southbound Kenilworth neighborhood identity. These projects are Avenue to eastbound East intermediate steps in achieving the full Capitol Street and north- connections desired, which are generally bound Kenilworth Avenue addressed in the long-term improvements. to east- and westbound East Capitol Street. 7 Neighborhood Generally improves • Urban Design $500,000 Identification wayfinding in the corridor • Visual Quality Program and contributes to a sense of place by implementing a corridor-wide neighbor- hood identification and signage program 8 Replace or The existing pedestrian • Pedestrian Connectivity $2,500,000 improve bridge to the Minnesota • Public Transit Access Pedestrian Bridge Avenue Metrorail Station is • Open Space and at Minnesota replaced. Waterfront Connections Avenue Metrorail • Visual Quality Station • Safety 9 Replace The existing pedestrian • Pedestrian Connectivity $2,500,000 Pedestrian Bridge bridge at Douglas Street • Public Transit Access at Douglas that leads to the Deanwood • Open Space and Street/Deanwood Metrorail Station is Waterfront Connections Metrorail Station replaced. • Visual Quality • Safety 10 Comprehensive This project implements • Urban Design $22,500,000 Eastern Avenue a number of improve- • Pedestrian Connectivity Improvements ments north of Nannie • Public Transit Access Helen Burroughs Avenue • Open Space and interchange, including the Waterfront Connections Eastern Avenue Scenario • Visual Quality EA-2. • Safety 11 Benning Road Scenario BR-1 provides for • Urban Design $20,00,000 Scenario BR-1 safety improvements to • Safety the at grade intersection of Benning Road and north- bound Kenilworth Avenue. Figure ES.4: Mid-Term Projects 12 Pedestrian and Recommendations to • Pedestrian Connectivity $750,000 Bicycle Related improve the pedestrian • Public Transit Access Improvements and bicycle network during • Safety the mid term build on the improvements that were undertaken in the short term. Table ES-2 - Mid-Term Projects

KENILWORTH AVENUE CORRIDOR STUDY EXECUTIVE SUMMARY / ES-5 Long-Term Improvements Proj. Title Description Benefits Estimated Cost No. (2005) Long-term improvements are those improve- 13 East Capitol Either a diamond inter- • Urban Design EC-4 ments that can be implemented between Street Scenario change (EC-4) or a single • Pedestrian Connectivity $89,500,000 ten and twenty years of the final date of EC-4 or EC-5 point urban interchange • Open Space and this report. These improvements typically (EC-5) is built to replace Waterfront Connections EC-5 require a major expenditure of funds and the existing interchange, • Safety $94,000,000 are contingent on successfully acquiring the providing for vehicular, proper environmental permits and completing pedestrian and bicycle Environmental Assessments or Environmental movement on, off and Impact Statements. across Kenilworth Avenue. 14 Benning Road This scenario rebuilds the • Urban Design $52,750,000 These projects implement the full vision for Scenario BR-5 existing Benning Road • Pedestrian Connectivity the corridor, address remaining connectivity bridge into two structures, • Public Transit Access and safety issues, and improve the visual one for east- and one • Open Space and quality of the entire corridor. for westbound traffic, Waterfront Connections allowing pedestrian and • Safety bicycle traffic to move over Kenilworth Avenue in a safer manner and improving traffic opera- tions on and off Kenilworth Avenue. 15 Extend Olive Depress Kenilworth Avenue • Urban Design $72,500,000 Street to Ord or to allow construction of a • Pedestrian Connectivity Nash Street new connector at either Ord • Public Transit Access Street or Nash Street that • Open Space and will accommodate vehicles, Waterfront Connections pedestrians and bicyclist. • Visual Quality • Safety 16 Park Road A new Park Road unifies • Urban Design $10,000,000 the many parks and • Pedestrian Connectivity recreational areas along • Open Space and the Anacostia River, Waterfront Connections linking major destinations • Visual Quality and neighborhoods from Eastern Avenue with points south. 17 Massachusetts This project provides a new • Urban Design $15,000,000 Avenue Park connection for pedestrians, • Pedestrian Connectivity Road Bridge bicyclist, and possibly • Open Space and vehicles using the new Park Waterfront Connections Road across the Anacostia • Visual Quality River. Figure ES.5: Long-Term Projects Table ES-3 - Long-Term Projects

ES-6 / EXECUTIVE SUMMARY KENILWORTH AVENUE CORRIDOR STUDY IMPLEMENTATION TIMELINE

While the near-term improvements can be initiated immediately and completed within five years or less, it is expected that the major transportation improvements recommended by this study will be implemented over the next 20 to 30 years. Some of these improve- ments are very complex and will require detailed analysis of the environmental impacts and careful construction staging.

Generally, the process for implementing any project will consist of the following steps:

• Establish of a purpose and need for the project;

• Identify funding to pay for the improve- ment;

• Conduct environmental evaluation (Categorical Exclusion, Environmental Assessment, or Environmental Impact Statement);

• Prepare engineering plans;

• Acquire right-of-way (if required);

• Acquire permits and approvals, and

• Undertake the actual construction.

A tentative project timeline is shown in Table ES-4. It is one scenario for implementing improvements within the Kenilworth Avenue Corridor.

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ES-8 / EXECUTIVE SUMMARY KENILWORTH AVENUE CORRIDOR STUDY Introduction 1.0

1.1 Background 1.2 Study Area Kenilworth Avenue is an important national substandard pedestrian crossings, deterio- The Kenilworth Avenue Corridor Study area The western boundary of the study area is Communities highway providing a link between Interstate rated service road conditions, and an overall is located in the northeast and southeast parallel to the western bank of the Anacostia Communities along Kenilworth Avenue 395, Interstate 295, and the Baltimore- unappealing visual character. quadrants of Washington, DC (see Figure 1.2). River, between Pennsylvania Avenue and within the study area include: Washington Parkway (see Figure 1.1). It serves The Avenue lies east of, and roughly parallel Benning Road, and approximately one-third • ; as a major commuter route, carrying over This study, the third transportation study to the Anacostia River. of a mile west of Kenilworth Avenue between 100,000 vehicles daily between Washington, along the Anacostia River, is a major compo- Benning Road and Eastern Avenue. The • Twinning; DC and its Maryland suburbs. nent of the District of Columbia’s Anacostia The study area includes the Kenilworth eastern boundary follows Minnesota Avenue • Greenway; Waterfront Initiative (AWI). The AWI’s Avenue mainline between Pennsylvania and extends approximately one-third of a mile The corridor, important as it is, has been primary focus is to revitalize the Anacostia Avenue to the south and the District east of Kenilworth Avenue. • ; neglected and is a barrier between adjacent River waterfront and its surrounding boundary, at Eastern Avenue, to the north. • Benning communities, and between communities neighborhoods, and envisions an energized Access between Pennsylvania Avenue and Also included in this study is a corridor for and the river. It is in need of improvement, waterfront that unifies diverse neighborhoods Kenilworth Avenue are not included since the potential crossing of the Anacostia River at • River Terrace; including repair and redesign, to support with one of the city’s greatest natural assets, the interchange was studied in a previous Massachusetts Avenue, between Reservation • Mayfair; the current and future transportation needs the Anacostia River. Major goals of the AWI study. The ramps connecting Eastern Avenue 13 at the western bank of the river and Randle of the area. Current concerns include lack of include revitalization of neglected areas, and Kenilworth Avenue are addressed in this Circle to the east. • ; connectivity with adjacent neighborhoods, enhancement and protection of local parks, study, which also addresses coordination with • ; poor and unsafe roadway geometry, limited improvement of water quality, and better the State of Maryland to facilitate improve- horizontal clearances, inadequate and accessibility to waterfront destinations. ments to the corridor. • Deanwood; and • Kenilworth.

Hill East on the east end of , near the proposed Reservation 13 development is also included.

Major Roads Major roads included in the study area are: • Kenilworth Avenue; • Minnesota Avenue; • Massachusett s Avenue; • East Capitol Street; • Benning Road; • Nannie Helen Burroughs Avenue; and • Eastern Avenue.

Figure 1.1: Regional Context Figure 1.2: Study Area Neighborhoods

KENILWORTH AVENUE CORRIDOR STUDY INTRODUCTION / 1-1 1.3 Goals and Objectives The Kenilworth Avenue corridor To further guide this study, a Vision Vision Statement within the study area was examined Statement and specific thematic Kenilworth Avenue will be transformed into an urban roadway that is more be enhanced with reduced visual clutter and improved connections and interchange with three overall goals in mind: goals and objectives were developed through coordination with stake- pedestrian friendly and more accessible to the adjoining communities and geometry, enhanced and clearly-identified pedestrian crossings, attractively land- • To provide a safer, more holders, other Anacostia area studies, pedestrian-friendly, environment; neighborhoods, and improves community access to public transit, open space, scaped medians, and an improved signage system to identify the entrances to the and meetings with community • To create a more urban sett ing for representatives from the study area. and the Anacostia riverfront. Pedestrians, bicyclists, motorists, and people using nation’s capital, adjacent neighborhoods, and nearby tourist attractions and sports Kenilworth Avenue; and public transit will be accommodated within a safer environment. The avenue will facilities, including Kenilworth Aquatic Gardens, RFK Stadium, and Anacostia Park. • To improve access to and from local neighborhoods.

Urban Design / Quality of Life Pedestrian Connectivity Public Transit Access Open Space / Waterfront Connections Visual Quality Safety

GOAL GOAL GOAL GOAL GOAL GOAL Transform Kenilworth Avenue Create a safer and more Improve access to public transit from Strengthen connections to open space Improve visual quality of Improve vehicular and pedestrian into an urban roadway, more pedestrian-friendly environment both sides of Kenilworth Avenue and the riverfront Kenilworth Avenue for all users safety throughout the corridor. appropriate to its context

OBJECTIVES OBJECTIVES OBJECTIVES OBJECTIVES OBJECTIVES OBJECTIVES

• Improve interchange connectivity • Upgrade quality of existing • Create safe routes to existing • Upgrade existing, and complete • Reduce visual clutt er throughout • Improve functionality of key to neighborhoods at key locations pedestrian crossings transit stations/stops pedestrian paths the corridor intersections • Enhance neighborhood identity • Introduce new crossings over or • Upgrade quality of existing routes • Add way-fi nding and interpretative • Create a parkway sett ing and • Improve shoulder conditions with a unifi ed system of signage under Kenilworth Avenue (paving, lighting, signage and signage landscaping where appropriate for emergency stopping and landscape treatment) emergency vehicle access • Introduce parkway sett ing or • Complete or close gaps at missing • Enhance natural drainage ways • Upgrade roadway signage parkway elements to the roadway connections • Replace or improve existing between Anacostia Hills and the • Improve lighting for vehicles • Introduce a consistent streetscape corridor pedestrian bridges connecting to riverfront and pedestrians • Create new connections to treatment transit stations/stops • Introduce landscaped medians and destination points • Enhance park landscape sett ing • Improve functionality of service • Introduce consistent color scheme shoulders • Enhance transit facilities to south of East Capital Street road on- and off -ramps • Add and clearly mark pedestrian for highway elements accommodate bicyclists • Incorporate Low Impact crossings • Create new open space when • Provide clearly-marked bicycle • Bury overhead utility lines where Development into roadway design feasible road facilities • Add pedestrian-scale lighting possible • Upgrade streetscape treatment where appropriate • Reduce infrastructure footprint • Improve pedestrian crosswalks • Provide landscaped screening along with clearly-marked signage and • Minimize or reduce the roadway • Enhance informational and the CSX railroad and WMATA signalization footprint directional signage Metrorail corridors • Provide traffi c calming measures • Add neighborhood identity signage where appropriate

1-2 / INTRODUCTION KENILWORTH AVENUE CORRIDOR STUDY 1.4 Study Process

The study was conducted in three sequential phases. The first phase, data collection and analysis, was initiated through an intense community involvement program that reached out to civic associations, Advisory Neighborhood Commissions, and individuals residing in the study area. Resource areas documented included land use and zoning conditions in neighborhoods bordering the corridor, pedestrian movements along and across Kenilworth Avenue, safety and functionality of Kenilworth Avenue, and its connectivity with the regional transportation network. Data from existing sources was supplemented and refined for the study area through site visits, interviews with District officials, pedestrian surveys, and traffic counts. These existing conditions were then analyzed to identify deficiencies in several Figure 1.3: DC Department of Transportation Studies modes of the transportation system, as well as the physical conditions along the corridor. Capitol Street, Benning Road, and Eastern 1.5 Other Studies to be rebuilt in 2006. Improvements include the District of Columbia. The final plan These are discussed in Chapter 2 of this docu- Avenue). Computer-modeling analyzed and Projects rebuilding the bridge to accommodate a wider includes a network of bicycle routes, a map ment. delays, travel times, number of stops, and Two related studies, the South Capitol Street Nannie Helen Burroughs Avenue, bett er pedes- showing bike facilities and streets that are levels of service (LOS). Travel demand and Anacostia Gateway Transportation Study, trian access, realignment of roads to the west of suitable for bicycling, bicycle facility design Following a documentation of key issues, analysis using the Metropolitan Washington and the Middle Anacostia Crossing Study, Kenilworth Avenue to improve safety at diffi cult guidelines, and recommended policies for three options for improving the corridor were Council of Government (MWCOG) regional were completed within the past year (the intersections near the entrance to the Kenilworth improving the bicycling climate in the District. developed, as follows: transportation model was used to project project areas for these two studies are illus- Aquatic Gardens, and street light upgrades traffic volumes for year 2030 to assess the trated in Figure 1.3). The Kenilworth Avenue between Hayes and Lane Streets. Great Streets Initiative • Transform Kenilworth Avenue into a long-term performance of Kenilworth Avenue Corridor Study builds on the findings of these The Great Streets Initiative is designed to imple- Boulevard. Integrate the roadway into under this option. These are discussed in studies. AWI Transportation Architecture ment completed and approved plans that adjoining neighborhoods, landscape the Chapter 3 of this document. Design Standards comprehensively highlight new opportunities corridor, and provide at-grade signalized Several other important projects and studies The AWI Transportation Architecture Design to invest strategically in physical development crossings for pedestrians, bicyclists, and The final phase of the study was to develop that strive to improve the neighborhoods Standards provide guidelines to unify and public realm improvements along the vehicles. broad strategy recommendations and identify along the Anacostia River also contributed transportation architecture for roadway and District’s major corridors. Streets within the individual projects to implement the preferred to this study. Each of these studies was transportation-related construction projects Kenilworth Avenue Corridor that are part of • Transform Kenilworth Avenue into a option. These are discussed in Chapters 4, coordinated with the current study and their in the Anacostia River area, help preserve the Great Streets Initiative include Minnesota four-lane limited access roadway. Reduce 5, 6, 7, and 8. Chapter 4 describes the broad findings will be referenced where appropriate. and enhance the unique public realm of Avenue, Benning Road, and Nannie Helen the existing footprint north of East Capitol corridor-wide strategies, while Chapters 5, 6, They include: the Anacostia River area, and integrate the Burroughs Avenue. Street by eliminating one through-lane in 7, and 8 identify the short-term, mid-term, and Anacostia River area with the District’s each direction; improve safety and func- long-term improvement projects, the timeline Anacostia Riverwalk Trail (ARW Trail) monumental and historic character. Capitol Hill Transportation Study tionality of the corridor. for their implementation, and the construction The ARW Trail will provide a safe and This study was initiated in response to citizen cost estimates. convenient means for visitors to access the The urban design standards provide guide- concerns about the speed and volume of • Improve Kenilworth Avenue. Maintain the Anacostia waterfront and enjoy Anacostia lines for improving pedestrian underpasses vehicular traffic on streets in the Capitol existing roadway width while improving Park. This 16-mile trail will extend from the and overpasses, lighting, signage, architectural Hill area. The study examines existing and safety, infrastructure, and appearance. Potomac River to the Maryland border; a large treatment of medians, curbs, gutters, ramps, projected transportation conditions and Depress portions of the corridor to improve portion of the trail lies within the study area. and bridges, and landscape treatments. develops recommendations to enhance connectivity to adjacent neighborhoods. mobility, traffic safety, pedestrian safety, and Reconstruction of Kenilworth Avenue, DC Bicycle Master Plan bicycle safety. The preferred alternative is the third option. NE from Foote Street to Lane Place The goal of the DC Bicycle Master Plan is to This option was then developed further to The interchange of Nannie Helen Burroughs increase the number of trips made by bicycle improve connectivity at three major inter- Avenue with Kenilworth Avenue is scheduled by improving bicycling conditions throughout changes along Kenilworth Avenue (East

KENILWORTH AVENUE CORRIDOR STUDY INTRODUCTION / 1-3 questions. The web site was updated River Terrace Elementary School. To maximize regularly. the number of attendees who could partici- pate, two of the workshops were held during A newsletter was published prior to each public the weekday evenings and one during a meeting. The mailing list, which included area Saturday morning. Approximately 60 citizens residents, Federal and local agency representa- from most of the study area neighborhoods tives, and neighborhood and civic associations, attended the workshops. was updated as the project progressed based on registrants at meetings or on the website. The workshops were designed to familiarize The newsletter advertised upcoming meeting participants with the purpose of the study, its times and locations, and provided advance context within the AWI, the existing condi- information to help increase the public’s aware- tions and issues identified by the design ness and understanding of the study. team, and the project goals and objectives. Most importantly, the workshop format was Figure 1.4: Public Meetings In addition, young adult residents of Ward 7 designed to provide a forum for interaction were trained by the study team and partici- in small groups to solicit the public’s concerns pated as data collectors for the pedestrian and and issues and identify possible solutions. Replacement of Kenilworth Avenue WMATA completed a study for the Minnesota Anacostia River totaling more than 16 acres of bicycle survey conducted as part of the study. Bridge over AMTRAK and Avenue Metrorail Station that developed new public parkland. The information gathered from the survey was Corridor-Wide Public Meetings Beaver Dam Branch concepts for improving pedestrian access and used in the field analysis that formed recom- The first corridor-wide public meeting was The Maryland State Highway Administration bus access that would enhance the pedes- 1.6 Public Involvement mendations for specific pedestrian and bicycle held on May 5, 2005. At this meeting, three will advertise a project to reconstruct the trian environment while meeting future bus improvements in the corridor. The survey preliminary options for the Kenilworth Kenilworth Avenue Bridge over AMTRAK demands. Public Involvement Plan served as another public involvement tool to Avenue corridor, along with options for a and Beaver Dam Branch immediately north The public outreach effort for this study gather input from corridor stakeholders who Massachusetts Avenue crossing and for Park of Eastern Avenue. Construction is expected Combined Sewer System was designed to reach as many stakeholders may not have been reached through the other Road, were presented. to begin in 2006 and will include replacing Long-Term Control Plan (LTCP) as possible. The study was introduced to outreach efforts. the existing bridges and adding an accel- The LTCP focuses on controlling Combined the community through meetings with the Following the May meeting, the options were eration lane for traffic entering southbound Sewer Overflow (CSO) discharges to the area Advisory Neighborhood Commissions Community Meetings further developed based on public comments, Kenilworth Avenue from eastbound New York waterways. The LTCP planning effort began (ANCs) and civic associations within the Between November 2004 and January 2005, engineering parameters, and other data. A Avenue. in 1998 and a draft of the LTCP was made study area prior to a series of public meetings. representatives of the study team visited second corridor-wide meeting was held on available to the public and submitted to EPA ANCs within Ward 6 and Ward 7 to introduce June 21, 2005, where these refined options Extension of Minnesota Avenue and the District of Columbia Department of A Technical Assistance Group (TAG) was the project to the local community and its were presented and discussed. This project connects the two portions of Health in June 2001. formed, comprised of area residents recog- leaders (ANCs 6B, 7A, 7B, 7C and 7C were Minnesota Avenue that terminate at Sheriff nized as leaders within the community visited). In addition, team representatives On June 19, 2006, the Draft Plan was circu- Road and Meade Street. There is currently no Anacostia Park through their election to public office (chair- attended regularly scheduled meetings with lated to various agencies, ANCs, and Civic schedule for construction. General Management Plan persons of ANCs) or as heads of local civic the Fort Dupont Civic Association, Kenilworth Associations within the study area for This plan will guide management of Anacostia associations. Beginning with the TAG kickoff Resident Council, Eastland Gardens Civic comments. On November 4, 2006, a third public Eastern Avenue Bridge Park, identify future recreational opportuni- meeting held in February 2005, TAG meetings Association, Marshall Heights Community meeting to review the proposed recommenda- DDOT is currently investigating how to ties for visitors, guide rehabilitation and to provide guidance to the study team were Development Corporation, and the River tions for Kenilworth Avenue was held at River address the vertical clearance issues at the development of facilities, and set the course held periodically during the planning process, Terrace Civic Association. Terrace Elementary School. Approximately Eastern Avenue Bridge. for protecting and managing the Park’s natural generally two weeks prior to public work- 30 citizens attended the meeting. The public and cultural resources. shops and corridor-wide meetings. Workshops meeting was designed to showcase the seven- Anacostia Streetcar Project/Transit Public workshops were held at several locations teen projects proposed for the corridor and Alternative Analysis Reservation 13 Master Plan Meeting dates and times were advertised across the corridor during March 2005. Due to to elicit feedback from participants through These initiatives identify transit needs in The Draft Master Plan for Reservation 13 through newsletters, electronically and the size of the study area and the diversity of interaction with the study team and through Anacostia, explore how transit can better serve envisions the Reservation as a beautiful edge regularly mailed informational flyers, and transportation issues, the workshops were held written comments. Anacostia neighborhoods and businesses, and to the Hill East neighborhood, linking it to the local newspapers. A project website provided throughout the corridor. develop a transit system that provides flexible, waterfront and meeting both District-wide comprehensive information including project efficient service while supporting neighbor- and neighborhood needs. The plan combines mapping, technical data, project schedule, The first workshop was held on March 8, 2005 hood economic development initiatives. health, science, recreation, education, civic, contact list, and meeting schedules. It also at Kenilworth Elementary School; the second and housing uses. A village square, a neigh- provided a forum for public comments and on March 10, 2005 at the Fort Dupont Ice Minnesota Avenue Station Access borhood park, and tree-lined streets connect Arena; and the last one on March 12, 2005 at Improvement Study the site to a new waterfront park on the

1-4 / INTRODUCTION KENILWORTH AVENUE CORRIDOR STUDY Existing Characteristics 2.0

This chapter focuses on understanding the Summary of existing characteristics of the Kenilworth Existing Characteristics Avenue Corridor within the study area. These characteristics influence how the corridor Regional Context and Function Pedestrian and Bicycle Experience currently functions, and affect future improve- Residential • Kenilworth Avenue is a commuter route, • Kenilworth Avenue, and the CSX Railroad Neighborhood ments. Characteristics addressed include: an extension of the ceremonial entrance and Metrorail lines, create a signifi cant Metrorail/CSX Railroad regional context and function; local context Kenilworth Avenue Avenue routes to the nation’s capital, and a obstacle to all modes of travel, especially including the natural environment and land Residential community access route. for east-west movement between Neighborhood use; urban design; pedestrian and bicycle adjacent neighborhoods, schools, parks, experience; existing infrastructure and traffic • Kenilworth Avenue is located within the Anacostia River and other attractions. The Anacostia River conditions; and public transportation. Anacostia River watershed, one of the most further adds to these obstacles, restricting densely populated sub-watersheds in the movement between neighborhoods and Chesapeake Bay Regional Watershed. CSX Railroad open space to its east and west.

Kenilworth Avenue Local Context • Safety is a concern when accessing Metrorail stations and the waterfront from Anacostia Park • Within the study area, the roadway borders the adjacent neighborhoods. Residential residential neighborhoods, some commer- Neighborhood ical and industrial uses, the CSX Railroad/ Existing Infrastructure and Residential Metrorail corridors, and the Anacostia Park Traffi c Conditions Neighborhood (see Photos 1 and 2). • Local community connections are poor • Two Metrorail Stations are located within as the infrastructure focuses on serving the study area. The transportation system the commuter population; however, public will be infl uenced in the future by proposed Photos 1 and 2: Kenilworth Avenue is a commuter route that borders the Anacostia Park, residential input showed that safety is a concern and transit-oriented developments adjacent to neighborhoods, and the CSX and Metrorail corridors. increased connectivity may be detrimental. these stations, including the Government Center and the new Parkside community • The level of service (LOS) is unacceptable near the Minnesota Avenue Station. for the majority of intersections within the corridor. A high accident rate was observed Urban Design between Benning Road and Eastern Avenue. • Visual quality along the corridor varies from an open parkway-like setting in the south to Public Transport an urban corridor in the north. • While the area is served well by transit, rail • The corridor does not provide a sense of and transit upgrades could improve system orientation to the adjacent neighborhoods capacity and attractiveness, thus reducing for both the visitor and the local community. dependence on automobile trips in the corridor.

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-1 2.1 Regional Context and Function Kenilworth Avenue serves three principal functions: • a major commuter route, carrying thousands of vehicles daily between Washington, DC and its Maryland suburbs; • an extension of the northern entrance routes for visitors to the nation’s capital; and • an access route for the adjacent communities.

Kenilworth Avenue, also known as DC 295, is part of a system of expressways on the east Photo 3: Kenilworth Avenue is an extension of the BW Parkway, a designated side of the Anacostia River that links Indian scenic byway in Maryland. Head Highway (MD 210), Interstate 395 (I-395), and Interstate 295 (I-295) to the south, and the Baltimore-Washington Parkway (MD 295) and US Route 50 (US 50) to the north (Figure 2.1).

The corridor within the study area is the southern extension of the Baltimore- Washington Parkway, the ceremonial entrance route from the north to the nation’s capital, and a designated scenic byway in the State of Maryland. Like the parkway, Kenilworth Avenue is a limited-access roadway.

Kenilworth Avenue connects to Pennsylvania Avenue and East Capitol Street, two of Washington DC’s major thoroughfares connecting to the U.S. Capitol and the White Photo 4: Eastern Avenue serves as the DC-Maryland boundary and provides House. The Kenilworth Avenue corridor the northern gateway into the District along Kenilworth Avenue. provides links between neighborhoods via Benning Road, Nannie Helen Burroughs Avenue, and Minnesota Avenue, all of which are part of the Great Streets Initiative, and Figure 2.1: Kenilworth Avenue is a major commuter route between Washington, DC and its Maryland suburbs. Eastern Avenue, which also serves as the DC- Maryland boundary.

2-2 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY 2.2 Local Context

2.2.1 Environmental Features The Kenilworth Avenue Corridor is part of the urban system that affects the health of the Anacostia River watershed. The study area includes several wetland areas adjacent to the roadway, especially in the vicinity of Eastern Avenue, that will influence future changes along the corridor. The corridor is somewhat aligned parallel to the Anacostia River and below the Anacostia Hills, that provide a sense of orientation to commuters.

Anacostia River Watershed The watershed covers approximately 176 square miles within Maryland and Washington, DC. The Anacostia River is a tributary of the Potomac River, which flows into the Chesapeake Bay approximately 108 miles downstream from the study area.

The watershed has been altered considerably through the years, mainly due to agriculture and urbanization. The Nacotchtank Indians, a semi-agricultural tribe, settled in the juncture of the Potomac and Anacostia rivers in what is now Washington, DC. From the first Photos 5 and 6: The Anacostia River Watershed European settlement to the Civil War, the includes urbanized areas (such as Kenilworth Anacostia watershed was progressively defor- Avenue and adjacent built areas) and open space. ested for agricultural uses (i.e., tobacco, corn and cotton). Continuous, heavy agriculture caused soil erosion and sedimentation, which Figure 2.2: Environmental features adjacent to Kenilworth Avenue. led to the creation of “mud flats” that inter- fered with natural hydrology and shipping.

Today, 70-percent of the Anacostia watershed Topography is urbanized. It is the most densely populated Health Administration, and is reported to Wetlands Kenilworth Avenue is located within the sub-watershed in the Chesapeake Bay regional the US Environmental Protection Agency The DC Department of Health has identi- Anacostia River valley between the river and watershed. Water quality in the watershed is and Congress every two years. According to fied 13 wetland areas within the Kenilworth the Anacostia Hills. To the east, the neighbor- severely degraded due to stormwater pollu- recent reports for the District of Columbia, the Avenue Corridor. Most of these areas are hoods slope up from the corridor, while to the tion from point and non-point sources in water quality of the Potomac and Anacostia concentrated along the eastern banks of the west, the land generally falls away towards Montgomery and Prince George’s Counties, Rivers is not deemed safe for primary contact Anacostia River, and include the Kenilworth the river. This difference in elevation helps as well as the combined sewer system in recreation (i.e., swimming) or for human Aquatic Gardens and Beaverdam Creek. to provide a sense of orientation along the Washington, DC that overflows into the river consumption of fish or shellfish. Several wetland areas are also located along corridor and contributes to a scenic quality during heavy rains. the Watts Branch within Watts Branch Park, The Chesapeake Bay Agreement and the and within Fort Dupont Park (see Figure 2.2). that offers views of the Anacostia Hills, the Anacostia River, and portions of Washington, Water quality in the District of Columbia is Anacostia Waterfront Initiative are two legisla- DC to the west of the river. monitored by the Water Quality Division of tive efforts aimed at making the watershed the Department of Health, Environmental safe for aquatic life and human activity.

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-3 2.2.2 Land Use There are 12 adjacent neighborhoods served by Kenilworth Avenue. These neighborhoods consist primarily of low-density residences. Other uses include neighborhood-serving retail and a regional commercial center located at the intersection of Benning Road and Minnesota Avenue. A PEPCO plant is one notable industrial use within the study area. Open space, consisting of District and Federal parks, is a dominant land use adjacent to the Kenilworth Avenue Corridor. The area has a predominantly African- American population, and is generally economically mixed. The area has seen development since pre- colonial times and includes several properties listed on the National Register of Historic Places. Planning policies, including the Comprehensive Plan and District Zoning, foresee the study area land uses to predomi- nantly remain similar to existing conditions. The significant land use changes anticipated would be higher-density nodes adjacent to the two Metrorail Stations: Minnesota Avenue and Deanwood. Therefore, no substantial changes to the traffic volumes are anticipated from the adjacent neighborhoods.

Neighborhoods Sources used to identify the neighborhood characteristic within the study area include the District of Columbia Existing and Generalized Land Use Maps (Office of Planning, 2005), 1998 and 1999 Comprehensive Plan Update, District of Columbia Strategic Neighborhood Action Plans (DC Office of Planning, 2003), and A Vision for Growing an Inclusive City – A Framework Plan for the Washington, DC Comprehensive Plan (Office of Planning 2004). In addition, site visits to the various neighbor- hoods were conducted to better understand Figure 2.3: Generalized Land Use within the Study Area (Source: DCOP) neighborhood characteristics. Hill East, is in Ward 6 (see Figure 2.3). These These neighborhoods predominantly consist by either the CSX Railroad tracks, Metrorail Commercial and Industrial uses The study area includes 12 neighborhoods. neighborhoods are covered under six neigh- of low-density residential uses including tracks, or service roads that run adjacent to the The area includes neighborhood-serving Eleven of these neighborhoods are located in borhood clusters as identified by the Office of single- and multi-family homes (see Photo 7). mainline. commercial uses and one regional commercial Ward 7 (Dupont Park, Twinning, Greenway, Planning. The Kenilworth Avenue roadway is generally center. Retail uses are spread throughout Fort Dupont, River Terrace, Benning, Central separated from the adjacent neighborhoods the area. The regional commercial center is Northeast, Mayfair, Eastland Garden and located at the intersection of Benning Road Deanwood). The remaining neighborhood, and Minnesota Avenue. The one notable

2-4 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY Table 2.1: Percentages of land uses within neighborhood Clusters that include the study area (Source: DCOP 2003).

Figure 2.4: Community Amenities and Att ractions

industrial use within the study area is the Transportation Facilities Road Switching Yard. At that point, it turns Community Amenities PEPCO plant located northwest of the inter- In addition to Kenilworth Avenue, the northward and is aligned between Kenilworth Including Open Space section of Kenilworth Avenue and Benning dominant transportation land uses within Avenue to the west and the Minnesota and Neighborhood residents and visitors from Road. A solid waste transfer station is located the corridor are the CSX Railroad and Deanwood Metrorail Stations to the east. A the larger region have access to a number to the west of the PEPCO plant. Metrorail corridor. The CSX main line track branch line, that originates at the Benning of community resources within the study Photo 7: Single-family residences within the alignment originates to the west of the study Road Switching Yard, runs southwards to the area, including recreational resources such as study area area. It crosses the Anacostia River north of east of and parallel to Kenilworth Avenue. parks, trails, recreation centers, and schools. Pennsylvania Avenue, traverses Anacostia These resources are located on either side of Park and passes beneath Kenilworth Avenue Kenilworth Avenue within the study area just south of East Capitol Street at the Benning (Figure 2.4).

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-5 Open space is a significant land use in the study area. Among the 11 parks within the study area, six are Federally controlled (under the administration of the National Park Service) and the remaining are District properties. Parks such as Anacostia Park (including Kenilworth Aquatic Gardens) and Dupont Park are regional draws and attract visitors from adjacent neighborhoods as well as from the District, the region, and beyond. The Anacostia Park provides continuous open space along this segment of the Anacostia River. On the higher elevations of the Anacostia Hills, several Fort Circle parks, as well as District parks, provide a ribbon of linked open spaces.

Recreation centers, such as the River Terrace Recreation Center and the Benning-Stoddard Recreation Center, and schools, such as the Kenilworth Elementary School, primarily draw residents from the adjacent neighborhoods.

Connections between riverside and hillside open spaces are limited. For example, an urban stream, the Watts Branch, flows from the Anacostia Hills to the river and extends a ‘green finger’ across Kenilworth Avenue. The Watts Branch is a tributary of the Anacostia River and extends to the northeastern boundary of the District and beyond. Within the District, the stream is accompanied by a 1.5 mile trail within the Marvin Gaye Park. After years of neglect, the park is undergoing improvements aimed to re-establish it as an amenity for adjacent neighborhoods.

Several smaller streams to the east of Kenilworth Avenue and the CSX Railroad Figure 2.5: Existing Zoning tracks have been channelized through culverts that discharge directly to the Anacostia River. Comprehensive Plan largely similar to the current uses as described Parkside), that would include a mix of high- Zoning The Comprehensive Plan for the District was above, with a few exceptions. density offices and residences, is proposed in Several zoning districts encompass the area A proposed trail system, the Anacostia updated in 1998 and 1999 and is in the process the Mayfair neighborhood across Kenilworth adjacent to Kenilworth Avenue (see Figure Riverwalk is proposed to improve connec- of being updated again. An interim document Consistent with the recommendations of Avenue from the station. 2.5). These include four residential zones (R- tivity to the various parks along the river. that provides direction for the comprehensive the Vision plan, a new high-density node 5-A, R-1-B, R-2, and R-3) and four commercial plan amendments called, A Vision for Growing is currently under development near the Finally, the Vision plan recommends the zones (C-M-1, C-3-A, C-2-B, and C-2-A). In an Inclusive City, was recently developed by Minnesota Avenue Metrorail Station. This area around the Deanwood Metro Station be addition, several large tracts of land are under the District. Both the existing Comprehensive node includes a new government center redeveloped as a high-density transit-oriented Federal ownership and are not subject to Plan and the Vision plan indicate that land that will house the headquarters of the DC neighborhood. Washington, DC’s zoning regulations. uses along the Kenilworth Avenue will remain Department of Employment Services, which is currently under construction to the south of the station. Another development (called

2-6 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY Each of the residential zones permits low- (within the study area), Fort Mahan, Fort DESIGNATED HISTORIC SITES WITHIN THE density housing, including single-family Chaplin and Fort Dupont, currently serve as STUDY AREA detached, semi-detached, rowhouses, flats and public parks (see Figure 2.4). These sites are apartments with a maximum height of three listed on the National Register of Historic In addition to the sites already identified, the stories (forty feet). Places as well as on the DC Inventory of study area includes several properties that Historic Sites. are listed on the National Register of Historic The commercial zones permit a variety of Places. These include Woodlawn Cemetery, a density and uses. The C-M-1 zone located in Following the Civil War, freed African- non-denominational, integrated burial ground several areas along the corridor, including the Americans began to move into the area established in 1895. It contains monuments Deanwood Metrorail Station, and the PEPCO and established DePriest Village (Capital to many notable African-Americans and plant, allows medium density bulk commer- View), Burrville, Bloomingdale, and Lincoln. re-interments from earlier cemeteries dating cial and light manufacturing uses restricted to Deanwood began as a conglomeration of three from 1798. The cemetery was listed on the DC 40 feet in height. subdivisions: Whittingham, Lincoln (today Inventory of Historic Sites in 1991 and on the known as Lincoln Heights), and Burrville. National Register of Historic Places in 1996. The C-2-A zone, located along the intersection of Minnesota Avenue and East Capitol Street By 1910, Deanwood had been developed into a Also listed on the National Register and and portion f Benning Road, allows low- stable neighborhood of blue- and white-collar the DC Inventory is the Mayfair Mansion density retail, office and residential, up to the African-American families in the building Apartments, one of the city’s earliest garden height of 50 feet. The C-3-A zone, concentrated trades. They collaborated to increase employ- apartment complexes. The 500-unit apartment near the intersection of Benning Road and ment with a focus on design, construction, complex was constructed between 1942 and Minnesota Avenue, allows a higher density and repair of houses. Deanwood’s African- 1946 and reflected an early effort to provide a and permits retail, office and residential uses American community was also large enough first class affordable housing complex for the up to a maximum height of 65 feet. The C-2-B to establish its own public school system District’s African-American residents during zone, located adjacent to Kenilworth Avenue beginning with Deanwood Elementary School an era of strict segregation and discrimina- in the Mayfair neighborhood, allows medium- and the National Training School for Women tion in the housing industry. As stated in the density development, including office, retail, and Girls; the latter founded by Nannie Helen National Register Listing, “Mayfair Mansions housing, and mixed use up to a maximum Burroughs in 1909. The National Training was the first housing development for height of 65 feet. School offered academic classes, religious African-Americans that met Federal Housing instruction, and training in domestic arts Administration (FHA) construction standards Generally, current land uses are consistent and vocations to young black women and and insurance underwriting criteria.” with the existing zoning within the study area. Table 2.2: Socioeconomic profi le of neighborhood Clusters that include the study area (Source: DCOP 2003). girls. The original school building was replaced in 1926. The property, which today Howard University Professor of Architecture Socioeconomic Profi le serves as the headquarters of the Progressive Albert I. Cassell purchased the former Within the Clusters The percentage of owner-occupied housing The earliest known residents along the National Baptist Convention, and is listed on Benning Race Track in 1942 in order to build The study area overlaps with six neighbor- in Clusters 29 and 30 is in line with overall Anacostia River were the Nacotchtank the National Register of Historic Places (see the colonial style project he conceived of and hood clusters adjacent to Kenilworth Avenue rates in Washington, DC. In Cluster 32, the Indians. Their agricultural economy focused Figure 2.4). designed. It was listed on the DC Inventory (as shown in Figure 2.3 and Table 2.2). With percentage is significantly lower, while in on flatlands along the Anacostia and Potomac of Historic Sites and the National Register of the exception of Cluster 26, all of these clusters Clusters 26, 31 and 34, it is greater. Rivers. Subsequently, the area became a part Due to its distance from the city center, Historic Places in 1989. have a predominantly African-American of Maryland’s Prince Georges County under Deanwood remained a semi-rural area until population. Historic Features a 1632 land grant from King Charles I to after World War II. It was not until the 1950s The entrance pavilion of the Senator Theater, A goal of the Anacostia Waterfront George Calvert, the first Lord Baltimore. The that the city government provided vital located on Minnesota Avenue and designed The study area is economically mixed. Median Transportation Architecture Design Standards area, which was mainly rural, saw increasing infrastructure such as paved streets, sewers, by noted theater architect John Jacob Zink, is incomes in Cluster 26 and 29, which include is to emphasize the history and uniqueness development in the late 1800s, which acceler- and minimal sidewalks. listed on the DC Inventory of Historic Sites. Hill East, Eastland Gardens, and Kenilworth, of the Anacostia watershed area by imple- ated in the early 1940s with the onset of World are significantly higher compared to the entire menting customized design standards within War II. grew slowly (from 25 struc- Listed on the National Register and the DC city, whereas the median income in Clusters designated Special Areas, including the tures in 1927 to 50 in 1936) prior to the 1940s, Inventory, the Kenilworth Aquatic Gardens, 30, 31, and 32, (Mayfair, Central Northeast, Kenilworth Avenue Corridor, and integrating Three historic forts located within the study after which it blossomed as a direct result of formerly known as the Lily Gardens, Deanwood, Benning, Fort Dupont, Greenway, public art in public works projects. The area were part of the defenses that surrounded new government jobs created by World War occupy 14 acres within the 1,200-acre and River Terrace) is significantly lower. study area encompasses several historically Washington, DC during the Civil War. The II. Despite opposition, a low-income housing Anacostia Park. The gardens have been under Median income in Cluster 34 is comparable to significant resources that lend themselves to fort system was built between 1861 and complex was built in the early 1940s at Ridge the management of the National Park Service the city as a whole. interpretation through customized signs and 1865 when Washington, DC functioned as a Road. Development continued in the form since their transfer to public ownership in public art. training ground, arsenal, supply depot, and of single–family detached units in Garden 1938. center for the Union cause. The three forts Greenway, Central NE areas, and the Benning Road area.

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-7 2.3 Urban Design The Kenilworth Avenue Corridor has an inconsistent edge within the study area that varies from an open and green setting south of East Capitol Street to a more urban character to the north. Elements that can contribute to creating a parkway include the following: • the variety of adjacent land uses, including buildings, rail corridors, and open space; • the landscape treatment within the corridor, including lighting, signage, and planting; • the amount of paved surface areas of the roadway, shoulders, and service lanes; and • the architectural treatment of bridges, walls, and railings.

These are discussed in detail below.

2.3.1 Visual Experience of Motorists

Urban Character Motorists traveling along Kenilworth Avenue experience a corridor that has a varied urban character and inconsistent land use edge. From a more open and green setting between Figure 2.7: Visual character along Kenilworth Avenue (see images below) Pennsylvania Avenue and East Capitol Street, Figure 2.6: From an open and green sett ing to the south, Kenilworth Avenue transitions into a more urban character to the north of East Capitol Street. the corridor transitions into a more urban character from East Capitol Street to Eastern Avenue (see Figure 2.6).

The urban character in the northern portion is further emphasized by the number of overhead structures that traverse Kenilworth Avenue. Between Benning Road and Eastern Avenue, a 1.5 mile-long segment, motor- ists pass under two vehicular bridges, two 8 9 10 11 rail bridges, and four pedestrian bridges. Conversely, there are no overhead struc- Northbound Kenilworth Avenue (Photos 8 to 11) tures for the two mile distance between Pennsylvania Avenue and Benning Road (see Figure 2.9).

These overhead structures vary in design, their relationship with the roadway, and condition. Several of these structures are in need of repair or replacement and add to the visual clutter experienced by motorists. 12 13 14 15

Southbound Kenilworth Avenue (Photos 12 to 15)

2-8 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY The neighborhoods adjacent to Kenilworth Avenue are mostly organized on an orthog- onal grid of east-west and north-south streets (see Figure 2.8). This grid is consistent with the typical street pattern found throughout Washington, DC. The alignment of Kenilworth Avenue and the adjacent railroad corridors preceded the neighborhood streets and was based on existing natural resources (see Figure 2.9). The avenue is parallel to the Anacostia River, and is in an alignment that is roughly diagonal to the local street grid.

Landscape Character Between Pennsylvania Avenue and East Capitol Street, Kenilworth Avenue’s open space setting reflects the presence of the adja- cent Anacostia Park and landscaped buffers along the CSX Railroad tracks. The avenue is flanked by large wooded areas, interspersed with open lawns used for recreation purposes along the river.

North of East Capitol Street, Kenilworth Avenue is paralleled by service roads with ramps that provide access to and from the avenue. Tapered medians incorporating planting areas are located between the avenue and the ramps. Additional planting areas are located at the outer edge of the ramps.

Existing vegetation includes occasional street trees and deciduous shade trees, as well as overgrown shrubs masses within open lawn areas. The groundcover is typically turf grass. Based on the condition of the planting and the presence of weedy areas, including invasive exotic species such as Tree-of-Heaven (Ailanthus altissima), the current level of land- scape maintenance appears to be minimal.

Figure 2.8: Kenilworth Avenue is in an alignment that is diagonal to the adjacent local street patt ern.

Figure 2.9: Historic Roadway Alignments in the Area (1822, 1865 and 1885)

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-9 2.4 Overview of Pedestrian, Bicycle, and Vehicular Connectivity Currently there are nine locations along the 3.5-mile long corridor where pedestrians, bicy- clists and/or motorists can cross Kenilworth Avenue.

Access to Anacostia Park Between Pennsylvania Avenue and East Capitol Street, nearly a 1.5-mile stretch, the only access across Kenilworth Avenue is an informal pedestrian underpass that connects the neighborhood of Fort Dupont Park and Twinning with Anacostia Park.

East Capitol Street East Capitol Street is primarily a vehicular route that passes underneath Kenilworth Avenue and the CSX Railroad tracks (Figure 2.10). To the west, it passes adjacent to the River Terrace neighborhood and across the Anacostia River on the Whitney Young Memorial Bridge to connect to Capitol Hill and Washington, DC’s Monumental Core. To the east, it passes through the Greenway, Fort Dupont, and Benning neighborhoods.

Currently, there is no pedestrian access across Kenilworth Avenue along East Capitol Street. East Capitol Street is one of the primary axial streets that extend outwards from the US Capitol Building, as specified by the L’Enfant Plan. The National Capital Planning Commission’s Legacy Plan recommends strengthening East Capitol Street as a link between central Washington, DC and commu- nities across the Anacostia River. Figure 2.10: Kenilworth Avenue traverses four underpasses and eight overpasses.

tion, as well as U-turn lanes at the northern Benning Road since there are no lights on the bridge and interchange is programmed for improvement sidewalk for pedestrians and bicyclists on the and southern end. There is no vegetation Benning Road crosses over Kenilworth approaches to allow night use. and reconstruction in 2007. Avenue and the CSX Railroad tracks. To the south side of the bridge. on the bridge and pedestrian paths, while demarcated with ladder crosswalk markings, west, the road passes adjacent to the River Nannie Helen Burroughs Avenue Eastern Avenue Pedestrian Crossings terminate at median islands or are otherwise Terrace neighborhood and extends across Nannie Helen Burroughs Avenue passes Eastern Avenue is a grade-separated crossing There are four pedestrian bridges that cross difficult to use. The primary limitation of the the Anacostia River to connect to downtown underneath Kenilworth Avenue and the that allows pedestrians, bicyclists, and motor- Kenilworth Avenue. These are located existing interchange is the poor and unsafe Washington, DC. To the east, the road adjacent CSX Railroad tracks. Access for ists to cross over Kenilworth Avenue. To the between Benning Road and Eastern Avenue. pedestrian environment and lack of land- intersects with Minnesota Avenue and extends pedestrians and bicyclists is constrained due west, the street terminates at the Kenilworth The bridges were built in the 1960s and show scaping and streetscape features. Pedestrians beyond through the Benning and Central to the narrowness of the underpasses. In Avenue southbound service road. To the east, signs of wear and tear. In each case, pedes- are forced to cross the corridor on a narrow Northeast neighborhoods. addition, there is no night lighting or clear it extends past the Deanwood neighborhood. trians pass through a narrow structure that is concrete median that separates the turning demarcation of pedestrian paths at street The bridge is dominated by the roadway and enclosed by an overarching chain link fence. At Kenilworth Avenue, the Benning Road intersections to encourage walking. This provides two lanes for traffic in either direc- bridge provides access for two lanes of traffic The bridges are best used during the daytime in either direction along with a narrow

2-10 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY traffic on Eastern Avenue from the Kenilworth Avenue traffic using the U-turns. 2.5 Pedestrian and Bicycle Experience Walking and bicycling are common forms of travel in the Kenilworth Avenue Corridor. Residents and visitors walk and bicycle for many reasons, including accessing transit, going to work and school, shopping, visiting friends, and exercising. The fieldwork conducted for this study found that non-motorized trips were made in all of the neighborhoods surrounding Kenilworth Avenue. Particularly high volumes were observed in the commercial area on Minnesota Avenue between Benning Road and East Capitol Street and near the Minnesota Avenue Metrorail Station. Many pedestrians also cross Kenilworth Avenue, CSX Railroad, and Metrorail lines to access the Minnesota Avenue and Deanwood Metrorail Stations. Bicyclists frequently ride along Benning Road because it is one of the few roads that cross the Anacostia River, CSX Railroad, and Kenilworth Avenue.

2.5.1 Pedestrian and Bicycle Counts

Pedestrian and bicycle counts and intercept surveys were collected during Fall 2004 to help quantify non-motorized travel in the Kenilworth Avenue Corridor. With the excep- tion of a few intersection pedestrian counts taken by DDOT between 1999 and 2003, there was little existing documentation on the overall amount and patterns of non-motorized travel in the Corridor (see Appendix B for more detail). Figure 2.11: Location of Pedestrian and Bicycle Counts Conducted The information gathered in the fall of 2004 was used to conduct an analysis and suggest • Minnesota Avenue and Dix Street, NE; minimal pedestrian activity during the field were consistently high pedestrian volumes at The next highest pedestrian and bicycle recommendations for pedestrian and bicycle • Kenilworth Terrace and Hayes Street, NE; observation periods. all of the count locations. volumes were at the intersections of improvements at specific locations that have • Minnesota Avenue and Grant Street, NE; Minnesota Avenue and Grant Street and at the greatest need for better non-motorized • Benning Road and 36th Street, NE; and The data collectors counted a total of 6,675 The greatest flows of pedestrians and bicy- the intersection of Kenilworth Terrace and transportation facilities. • Kenilworth Avenue and Polk Street, NE. pedestrians and bicyclists crossing the clists occurred at the intersection of Minnesota Hayes Street (see photo 17). Both intersections aforementioned intersections between October Avenue and Dix Street (92.5 pedestrians/bicy- are located close to the Minnesota Avenue Pedestrians and bicyclists were counted Counts were taken near two of the four 20 and October 29, 2004. Observations were clists per hour, on average). This location Metrorail Station, the former immediately manually at five locations in the Kenilworth pedestrian bridges over Kenilworth Avenue. made for a total of 90 hours among the five is close to a major grocery store, small shoe east and north of the Friendship-Edison Avenue Corridor (see Figure 2.11): Counts were not taken at the remaining two sites. Considering nearby land uses, there and clothing stores, several restaurants, and Senior Academy School, and the latter west pedestrian bridges, at Lane Place and at Nash several one- and two-story office buildings. of the station and across Kenilworth Avenue. Street, because they were observed to have

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-11 Photo 16: Manual counts for pedestrian and Photo 17: View of Minnesota Avenue at Grant Photo 18: Teenagers are the most common group Photo 19: Exit ramps on the west approach to the bicycle activity were taken with the paid assis- Street; the Minnesota Avenue Metrorail Station is of pedestrians and bicyclists identifi ed in the Benning Road bridge make a safe crossing for tance of local Ward 7 residents. to the right. corridor. pedestrians diffi cult. Table 2.3 Distribution by age of pedestrians and bicyclists surveyed

Pedestrians and bicyclists can reach the in locations with fewer pedestrians, such as was especially common near the intersections station by crossing a pedestrian bridge over Kenilworth Avenue and Polk Street, approxi- of Kenilworth Terrace and Hayes Street and Kenilworth Avenue. mately one pedestrian crossed the intersection Kenilworth Avenue and Polk Street. Both of per minute during weekday peak periods. these intersections are on routes commonly The Benning Road location is near a bus stop used by students to go to and from school. and several retail establishments. To reach The highest numbers of pedestrians and Extra consideration should be given to this location, the 111 people counted at this bicyclists were observed between 8:00 AM pedestrian facilities and traffic calming near site needed to cross the on- and off-access and 9:00 AM at Minnesota Avenue and Grant these intersections to provide these students ramps to Kenilworth Avenue. This count Street, where many groups of students cross with safe routes to school. is particularly high, given the uncomfort- near the intersection on their way to school. able pedestrian and bicycle conditions at It is also likely that students who are walking Packages and Assistive Devices this crossing due to the fast-moving traffic and biking after school helped bring counts to Nearly half (45%) of all pedestrians and accessing Kenilworth Avenue. In spite of their highest levels between 3:00 PM and 4:00 bicyclists observed were carrying packages Photo 20: People of all abilities use the corridor. Photo 21: Benning Road bridge presents a narrow this, pedestrians and bicyclists must rely PM at Minnesota Avenue and Dix Street and (backpacks, briefcases, groceries, bags of sidewalk and an unwelcome experience for on the Benning Road bridge as it is the only Kenilworth Avenue and Polk Street. merchandise, etc.). Many of these people were pedestrians and bicyclists. connection across Kenilworth Avenue for the school children, shoppers, and workers. This Benning Road and 36th Street, where they one-mile section between East Capitol Street Fewer pedestrians and bicyclists were observation suggests that people who travel in • narrow sidewalks and traffi c lanes on the represented 18% of the non-motorized traffic. and the pedestrian bridge at Hayes Street. observed at Minnesota Avenue and Dix Street the corridor are not only walking for exercise bridge; and This location was observed on a Saturday, and Kenilworth Terrace and Hayes Street on or to social activities, but that they rely on which is a common day for recreational The intersection of Kenilworth Avenue and Saturday than on the weekdays, but there non-motorized transportation for their daily • large numbers of turning vehicles and bike rides. The high count numbers show Polk Street is located at the east side of a were still between one and two people per business activities and errands. multiple lanes at the intersection of that Benning Road is a common route used pedestrian bridge that connects the Eastland minute crossing these intersections during the Benning Road and Minnesota Avenue. by bicyclists to cross the Anacostia River, Gardens neighborhood with the Deanwood peak hour. Pedestrian and bicycle activity was During the data collection periods, 115 people Kenilworth Avenue, and the CSX railroad Metrorail Station. Nearly all of the pedes- highest during the last Saturday count period (approximately 2% of pedestrians) were noted It is likely that bicycle volumes would increase tracks. trians and bicyclists at this location crossed at the Minnesota Avenue and Dix Street and as using a wheelchair, walker, cane, or other in this corridor if conditions were more the north and east sides of the intersection Benning Road and 36th Street intersections. assistive device (see Photo 20). These observa- suitable for bicycling. Heavy traffic and large Bicyclists use this route despite the following because they were traveling between the tions show that pedestrians with disabilities numbers of vehicles turning into side streets conditions: Deanwood Metrorail Station and the pedes- Age are a component of the pedestrian traffic in and driveways may also be keeping more trian bridge. People of all ages were observed walking and the Kenilworth Avenue Corridor. bicyclists from using Minnesota Avenue. In • high traffi c volumes on Benning Road bicycling in the Kenilworth Avenue Corridor. order to improve conditions, bicycles should between 34th and 36th Streets; Peak-Hour Pedestrian Approximately 5% of the people crossing Bicyclists be given better separation from vehicles on and Bicycle Observations these streets were estimated to be under age Bicyclists were observed in different parts of the road and conflicts with turning vehicles • the need to cross on and off ramps to and It was observed that locations with the highest 10 and approximately 6% were age 60 or older. the Kenilworth Avenue Corridor, but were should be reduced through intersection from Kenilworth Avenue; peak-hour counts corresponded generally especially common at the intersection of improvements. This will make it possible for with the locations with the highest overall Though all ages were represented, teenagers more people to bicycle to reach key destina- pedestrian and bicycle flows. However, even (ages 10-19) were the most common group tions on this roadway, such as Fort Dupont of pedestrians and bicyclists. This age group

2-12 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY Park, the Watts Branch Trail, the businesses and offices near Dix Street, and the Minnesota Avenue and Deanwood Metrorail Stations. 2.6 Existing Infrastructure and Traffic Conditions

2.6.1 Functional Classifi cation and Importance Kenilworth Avenue is classified as a freeway or expressway. Within the study area, it is a 3.5-mile long limited-access highway with entry to and from the main route generally restricted to five main interchanges. South of Pennsylvania Avenue, Kenilworth Avenue becomes the Anacostia Freeway.

The five main interchanges that access Kenilworth Avenue within the study area are located at the following arterials:

• Pennsylvania Avenue

• East Capitol Street

• Benning Road

• Nannie Helen Burroughs Avenue

• Eastern Avenue

Anacostia Freeway extends southwards to the 11th Street Bridge and I-295. To the north, Kenilworth Avenue connects to the Baltimore- Washington Parkway and US. Route 50, both of which are limited access highways. Access to northbound Kenilworth Avenue in Maryland (MD 201) is also provided.

Figure 2.12: Roadway Classifi cation Together with the Anacostia Freeway, Kenilworth Avenue is known as DC 295 and is the only numbered route within the District nated E-Route, one of twenty-five corridors Of the other major roads in the Study Area, of Columbia that is not an Interstate Highway radiating from downtown Washington, DC Pennsylvania Avenue, East Capitol Street, or a US Highway. It is part of the National that serve as emergency event/evacuation and Benning Road are classified as Principal Highway System (NHS), a system of high- routes. Arterials; Nannie Helen Burroughs Avenue, ways throughout the United States considered Eastern Avenue and Minnesota Avenue are important to the nations’ economy, defense Throughout the study area, the posted speed classified as Minor Arterials. Massachusetts and mobility. This highway is also a desig- limit is 45 mph. On the north end, the speed Avenue west of the proposed Reservation limit on the Baltimore-Washington Parkway is also 45 mph. On the south end, the Anacostia Freeway is posted for a speed limit of 50 mph.

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-13 13 development and east of Randle Circle is classified as a Collector.

Figure 2.12 shows the complete roadway network and corresponding functional classifi- cations.

2.6.2 Description of Infrastructure Within the study area, the roadway pave- ment conditions vary. Between Pennsylvania Avenue and East Capitol Street, motorists drive through a two-lane roadway with a Photo 22: Typical cross-section of Kenilworth Photo 23: Wide shoulder pavement near East Photo 25: Typical cross-section of Kenilworth paved shoulder and a wide median. North of Photo 24: Typical slip ramp entrance between Avenue between Pennsylvania Avenue and East Capitol Street originally built for additional Avenue between Nannie Helen Burroughs Avenue East Capitol Street, motorists drive through a Nannie Helen Burroughs Avenue and Eastern Capitol Street roadway connections; those plans have long since and Eastern Avenue three-lane roadway, with a narrow median and Avenue been abandoned limited or no shoulders. Parallel service roads north of East Capitol Street provide access to adjacent neighborhoods.

Within the study area, the roadway pavement conditions vary, affecting the motorists’ visual and driving experience along the corridor.

Between Pennsylvania Avenue and East Capitol Street, motorists drive through a two- lane roadway, with a paved shoulder, and a wide median that separates traffic and reduces the amount of pavement visible to motorists. It Table 2.4: Kenilworth Avenue Roadway Characteristics by Segments is an open highway section with 12-foot travel Photo 26: Typical median lighting throughout the Photo 27: Substandard lighting condition at lanes, a 4-foot left shoulder, and a 10-foot right Kenilworth Avenue Corridor Eastern Avenue overpass no shoulders, and numerous slip ramps in AASHTO’s Informational Guide for Roadway shoulder. Northbound and southbound traffic sections where there are parallel service roads. Lighting was referenced to determine lighting are separated by a concrete barrier (see Photo There is also a concrete barrier median with levels and uniformity of luminance along • Locations where lighting does not meet 22). To the driver’s right, beyond the shoulder, fencing along the top to discourage pedestrian the corridor and at the interchanges within AASHTO’s criteria and additional lighting is typically a grass area protected by a steel crossings (see Photo 24). the study area. According to AASHTO, the may be required (see Photo 27); and rail barrier. average maintained horizontal illuminance The parallel service roads north of East should be in the range of 0.6 to 0.8 footcandles • Locations where there is no lighting. As the driver approaches the East Capitol Capitol Street provide access to the residential for both mainline portions of the roadway and Street interchange, however, there are loca- communities on the east and west sides of all ramps. 2.6.4 Guide Signage tions with wide shoulders and excess pave- Kenilworth Avenue (see Photo 25). Generally, ment (see Photo 23). This additional pavement Many of the signs along the corridor are in the service roads are one lane one-way facili- A review of the lighting fixtures in the area was originally constructed to accom- poor condition. ties; however, at several locations, the facilities corridor was conducted to determine structure modate a future ramp from the function more as two lane roads in order to height, luminaire wattage, locations and Freeway and is no longer needed. There is a mix of guide signage in the corridor facilitate merging movements onto and off of lighting arm lengths (see Photo 26). Based on a that includes bridge-mounted, overhead, and Photo 28: Polk Street guide signing illustrates Kenilworth Avenue. There is often little or no review of these factors, there are three lighting North of East Capitol Street, motorists drive ground-mounted signs. Many of the signs substandard use of pedestrian bridge; also, acceleration or deceleration distance provided conditions within the corridor: through a three-lane roadway, with a narrow are in poor condition and do not effectively motorist using this exit must follow a circuitous for these slip ramps. median. In addition, service lanes, merge communicate major exits within the corridor route to reach their destination • Locations of adequate lighting; areas, and breakdown lanes are located along (see Photo 28). 2.6.3 Roadway Lighting one or either side of the corridor. There are three lighting conditions within The FHWA’s Manual on Uniform Traffic In this section, the roadway narrows into a the corridor: locations of adequate lighting; Control Devices (MUTCD) prescribes the use closed roadway with concrete curb and gutter locations where existing lighting is inadequate; of multiple advance signs within a corridor. and 11-foot travel lanes. There are limited or and, areas where there is no lighting.

2-14 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY Along Kenilworth Avenue, there is often only one sign at any individual exit. It was also found that in some cases, supplemental signage has been added to overhead struc- tures that do not meet MUTCD standards for distance legibility.

2.6.5 Operational Characteristics Kenilworth Avenue serves as a major commuter route into Washington, DC with over 140,000 vehicles crossing the Maryland State Line at Eastern Avenue daily. At the southern limits of the study area, just under 110,000 vehicles per day (vpd) were measured immediately north of Pennsylvania Avenue. Between these two points, the majority of vehicles entering and leaving the corridor do so at East Capitol Street and Benning Road. Generally, the configuration of these inter- changes is designed to accommodate the demand; however, all five interchanges within the corridor provide varying degrees of access (see Figure 2.13).

Pennsylvania Avenue Interchange Pennsylvania Avenue has been analyzed as part of the Middle Anacostia Crossing Study. It provides full interconnectivity between Pennsylvania Avenue and Kenilworth Avenue, except for one missing movement: there is no provision for southbound Kenilworth Avenue traffic to exit to westbound Pennsylvania Avenue. For the movements provided, all are free-flowing except for the eastbound Pennsylvania Avenue movement to north- bound Kenilworth Avenue, which requires a left turn at a signalized intersection. Figure 2.13: Existing Allowed Movements at Intersections along Kenilworth Avenue East Capitol Street Interchange East Capitol Street is classified as a Principal bound Kenilworth Avenue to westbound East In addition to these two movements, through Capitol Street cannot exit either southbound Kenilworth Avenue south of East Capitol Arterial; it extends from downtown Capitol Street, and eastbound East Capitol movement is provided in both directions on or northbound onto Kenilworth Avenue. Street lies further to the west than would Washington, DC eastward into Maryland. Street to northbound Kenilworth Avenue (see East Capitol Street. Eastbound East Capitol otherwise be required, and there is excess land Within Maryland, the roadway continues as Figure 2.13). To accommodate these move- Street traffic may also exit southbound onto Another significant aspect of this inter- isolated between the existing alignment and Maryland Route 214 that continues east to the ments, high-speed ramps are provided in both Kenilworth Avenue. change is its overall geometric relationship the CSX Railroad and excess pavement on Capitol Beltway (Interstate 495). The roadway directions. These ramps are directly related to Kenilworth Avenue and the adjacent northbound Kenilworth Avenue. is 48 feet wide, divided, with three travel lanes to the significant change in cross-section that There are five missing movements at CSX Railroad tracks. This interchange was in each direction. The posted speed limit is occurs in Kenilworth Avenue at this inter- this interchange. Southbound traffic on designed to accommodate the now aban- As East Capitol Street passes beneath 40 mph. The roadway is straight and forms change as a southbound lane is dropped and Kenilworth Avenue cannot exit to eastbound doned Barney Circle Freeway, a proposed Kenilworth Avenue, the right-of-way narrows the eastern axis with the US Capitol per the northbound lane added to accommodate the East Capitol Street, northbound traffic cannot crossing of the Anacostia River that would to a concrete canyon oriented to automobiles. L’Enfant Plan. ramp movements. exit westbound or eastbound onto East have connected Kenilworth Avenue with This underpass extends beyond Minnesota Capitol Street, and westbound traffic on East the Southeast-Southwest Freeway (I-395). Avenue. In terms of traffic volumes, two primary As a result, the horizontal alignment for movements occur at this interchange: south-

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-15 Photo 29: Benning Road exit weaving section Photo 30: Cross Section of Nannie Helen Burroughs Avenue under Kenilworth Avenue Photo 31: Eastern Avenue above Kenilworth Avenue

Benning Road Interchange tion distance and the requirement for them to At Kenilworth Avenue, Nannie Helen each direction. The posted speed limit is 30 Massachusett s Avenue Benning Road is a Principal Arterial highway cross paths in order to reach their desired lane Burroughs Avenue is divided and the posted mph. Massachusetts Avenue is classified as a that extends from northeast Washington, DC (See Photo 29). speed limit is 35 mph. At its intersection with Collector; it traverses the study area in a to East Capitol Street. It is part of the Great Kenilworth Avenue, the roadway travels A gateway portal to the District of Columbia, generally east-west direction. The roadway Streets Initiative. Benning Road traverses Southbound traffic on Kenilworth Avenue is under the avenue and the adjacent CSX the Eastern Avenue interchange is the first is discontinuous at the Anacostia River, Kenilworth Avenue on a 68-foot wide bridge able to exit to westbound Benning Road and Railroad bridge. As a result, the cross-section impression many visitors have of the city terminating at 17th Street, NE in Ward 6 and with two travel lanes in each direction. The also make use of a U-turn at the at-grade inter- for Nannie Helen Burroughs Avenue is as they drive southbound to Kenilworth beginning again just west of Randle Circle in bridge is high enough to provide adequate section to return to northbound Kenilworth narrow at this point (see Photo 30). Avenue from the Baltimore-Washington Ward 7. The roadway is 36 feet wide, generally clearance not only for Kenilworth Avenue Avenue. Eastbound traffic on Benning Road Parkway. Eastern Avenue provides important undivided, and it provides two travel lanes in but also for the CSX Railroad to the east. The can exit to southbound Kenilworth Avenue This interchange is scheduled to be recon- access to the Deanwood Metrorail Station, each direction. On-street parking is permitted posted speed limit is 30 mph. or use the at-grade intersection to go north- structed in 2007. It currently allows for the Kenilworth Aquatic Gardens, and the in certain locations at selected times of the day. bound. full movement in all directions to and from Kenilworth, Eastland Gardens, and Deanwood The posted speed limit is 30 mph. The interchange itself is a complex three-level Kenilworth Avenue and Nannie Helen neighborhoods. The interchange is three facility, as southbound Kenilworth Avenue is Four movements are missing at this inter- Burroughs Avenue. The reconstruction will legged with no western leg; it provides all Minnesota Avenue depressed relative to northbound Kenilworth change: southbound and northbound improve traffic safety and provide for better movements, including the ability for south- Minnesota Avenue, a Minor Arterial, parallels Avenue to permit an at-grade intersection Kenilworth Avenue traffic cannot exit to access through the interchange for pedestrians and northbound traffic on Kenilworth Avenue Kenilworth Avenue to the east. The roadway with Benning Road. It is substandard in many eastbound Benning Road, and westbound and bicyclists. to make a U-turn (see Photo 31). This is a is 40 feet wide, generally undivided, and it respects. Movements are limited and those Benning Road traffic cannot exit to north- particularly important function for south- provides two travel lanes in each direction. that do exist are unsafe. bound and southbound Kenilworth Avenue. Eastern Avenue bound traffic, as it allows vehicles to return Minnesota Avenue is discontinuous north of Eastern Avenue is a Minor Arterial; it north onto an access road to an industrial Nannie Helen Burroughs Avenue. The posted For example, the exit and entrance ramps Nannie Helen Burroughs Avenue forms the northeastern boundary between park located in the northeast quadrant of the speed limit is 30 mph. along northbound Kenilworth Avenue are Nannie Helen Burroughs Avenue is classified Washington, DC and Maryland. Traveling interchange. on the left side. This allows vehicles on as a Minor Arterial. To the west, it connects to west, Eastern Avenue terminates at the exit northbound Kenilworth Avenue to exit to the main entrance of the Kenilworth Aquatic ramp to the southbound service road for The Eastern Avenue bridge was constructed westbound Benning Road and for eastbound Gardens. To the east, it extends as far as Kenilworth Avenue. To the east, it extends as in the 1950s. It is unattractive and, due to low traffic on Benning Road to exit to northbound Eastern Avenue. It is one of the designated far as Southern Avenue, connecting to Martin clearance over Kenilworth Avenue, has been Kenilworth Avenue. However, there are often streets in the Great Streets Initiative. The Luther King, Jr. Highway (MD 704). The repeatedly struck by trucks and damaged. conflicts between vehicles exiting Kenilworth roadway is typically 44 feet wide, undivided, roadway is typically 40 feet wide, undivided, Avenue and those entering from Benning and generally provides two travel lanes in and it generally provides two travel lanes in 2.6.6 Other Major Roadways in the Road due to limited acceleration and decelera- each direction. Study Area

2-16 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY With the exception of East Capitol Street, Minnesota Avenue intersects all of the discussed roadways as an at-grade inter-

section. At East Capitol Street, however, Washington, DC Maryland Minnesota Avenue is grade separated on an overpass.

2.6.7 Traffi c Counts At the Maryland state line, Kenilworth Avenue carries over 140,000 vpd (see Figure 2.14). At the southern end of the corridor, just north of Pennsylvania Avenue, the volume is just under 110,000 vpd. Of the four major arterial highways intersecting Kenilworth Avenue, the highest daily volumes were observed on the two main commuter routes, East Capitol Street and Benning Road. The majority of traffic in the study corridor consists of passenger cars, followed by recre- ational vehicles and trucks. The daily vehicle composition is fairly consistent throughout the corridor. The service roads experience a substantial increase in traffic volumes during the peak hours.

Vehicle Classifi cations At each end of the corridor, vehicle clas- sification data was collected over a 72-hour period. The classification data documents the mix of vehicles in the traffic stream including passenger cars, buses, and trucks (see Table 2.5).

When considering the 24-hour, three-day average, the majority of traffic in the study corridor consists of passenger cars (74% - 79% for the three-day average). See Table 2.5. Recreational vehicles (pickups, panels, vans, and other vehicles such as campers, and motor homes) make up approximately 15% of the traffic. Figure 2.14: Average Daily Traffi c Volumes on Major Roadways that connect to Kenilworth Avenue

The combined volume and corresponding percentage of trucks (Classifications 5 through 13) range between 4.9% and 6.3%. Single unit

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-17 Table 2.5: 24-Hour Vehicle Classifi cation Summary, Three-Day Average Table 2.6 - Peak-Hour Vehicle Classifi cation Summary, Three-Day Average

trucks (delivery vans, dump trucks, concrete • At Pennsylvania Avenue during the AM in the northbound direction, 5.7 percent of the trucks, etc.) make up approximately 3% of the peak hour, more trucks exit than enter the vehicles entering the corridor at Pennsylvania vehicle mix. corridor. At Pennsylvania Avenue during Avenue daily are trucks, while trucks make the PM peak hour, more enter than exit the up only 4.9% of the vehicles exiting at Eastern The remaining vehicles are tractor-trailer type corridor. Avenue. The majority of truck traffic also trucks. The majority of the tractor-trailer occurs during off-peak hours. trucks are single trailer vehicles and only a • At Eastern Avenue, during the AM and PM small percentage were multi-trailer trucks. peak hours, more trucks enter the corridor There is a substantial increase in traffic than leave it. volumes along the service roads during Table 2.6 summarizes the peak hour vehicle classification at the south and north portals of The daily vehicle composition is fairly the corridor. The data is based on a three-day consistent throughout the corridor (Table 2.5). average. However, on a daily basis, the total volume of trucks decreases as one progresses through the corridor in either direction. For example,

2-18 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY the peak hours. This can be attributed to commuters bypassing congestion or choosing to exit earlier because they perceive this to be safer. The locations of the slip ramps encourage commuter travelers to divert from Kenilworth Avenue onto the service roads when there is congestion.

2.6.8 Traffi c Operations Kenilworth Avenue operates at LOS F in the southbound direction during the AM peak hour. During the PM peak hour, the Avenue func- tions at LOS F between Pennsylvania Avenue Table 2.7: Level of Service Criteria and Benning Road, and LOS E between Benning Road and Eastern Avenue, in the northbound direction.

Capacity Analysis A Level of Serviec (LOS) capacity study was Posted Speed Limit conducted for Kenilworth Avenue. LOS describes the ability of a roadway or inter- section to accommodate prevailing traffic volumes. There are six LOS ratings, ranging from A to F, with A representing the optimum operating conditions and F representing congestion (see Table 2.7).

The methodologies for measuring level of service vary depending on the type of facility under evaluation. For this study Kenilworth Table 2.8: Levels of Service for Freeway Segments Along Kenilworth Avenue Avenue was divided into segments, including the following: Figure 2.15: Average speed along northbound Kenilworth Avenue • Basic freeway segments of highway not infl uenced by ramp or weaving segments. • Weaving segments created when two or Road and north of Eastern Avenue. However, more traffi c streams cross in the same between Benning Road and Eastern Avenue, • Ramp segments including on-ramps (ramp general direction. the roadway operates at LOS E. merges) and off -ramps (ramp diverges). Traffic operations along adjacent or inter- Most of the north- and southbound ramp secting arterial highways were analyzed with merges and diverges operate at LOS E or LOS Posted Speed Limit the signalized or unsignalized intersection F in the peak direction. Similarly, the peak methodologies in the HCM. direction weaving sections operate at LOS E or LOS F. Analysis of Kenilworth Avenue Level of Service for basic freeway segments Synchro/SimTraffi c Operations Model along Kenilworth Avenue are shown in Table Average speeds were observed across the 2.8. Kenilworth Avenue operates at LOS F corridor at various times and days. During the throughout the corridor during the AM peak hour in the southbound direction.

During the PM peak hour in the northbound direction, Kenilworth Avenue operates at LOS F between Pennsylvania Avenue and Benning Figure 2.16: Average speed along southbound Kenilworth Avenue

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-19 AM peak hour, vehicle speeds are low at the northern end of the corridor and increase as vehicles travel south (see Figure 2.15). During the PM peak hour, vehicle speeds tended to decrease as vehicles traveled south to north (see Figure 2.16). Note that the posted speed limit (shown by the yellow line) is 45 miles per hour. Average speeds are high in the non-peak directions.

2.6.9 Traffi c Safety Crash data for Kenilworth Avenue and five signalized intersection were collected and analyzed for a three year period (2001 to 2003). Nearly 65% of crashes along the corridor occur between the Benning Road and Eastern Avenue interchanges.

Analysis of Kenilworth Avenue For this study, Kenilworth Avenue crash data for the three most recently available years were reviewed. Over this period, 485 crashes occurred along the corridor :

• 129 crashes occurred in 2001;

• 141 crashes occurred in 2002; and

• 215 crashes occurred in 2003.

This represents a 67% increase in crashes between 2001 and 2003.

Crash rates are an effective tool for measuring Figure 2.17: Crash data for years 2001, 2002 and 2003, between Kenilworth Avenue interchanges and at fi ve signalized intersections adjacent to the corridor. safety hazards at a particular location, as they combine crash frequency with traffic volume. Crash rates are expressed in “crash per Million Vehicle Miles Traveled” (MVMT) for highway 2001 2002 2003 locations or “crash per Million Entering Vehicles” (MEV) for intersection locations. Analysis of Intersections During the three-year period, there were The highest crash rates occur north of East a total of 292 crashes at the five following Capitol Street, and particularly north of signalized intersections: Benning Road. Figure 2.17 shows the distribu- tion of crashes between the interchanges along • Benning Road and Minnesota Avenue Kenilworth Avenue. (117);

Nearly 65% of the crashes occurred between • Benning Road and 34th Street (43); Benning Road and Eastern Avenue. Crash locations remained relatively constant over the • Nannie Helen Burroughs Avenue and three year period. Minnesota Avenue (51);

Table 2.9: Summary of Intersection Crash Data

2-20 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY • Nannie Helen Burroughs Avenue and Kenilworth Avenue (28); and

• Eastern Avenue and Kenilworth Avenue service road (53).

A review of the crash data is summarized in Table 2.9.

2.7 Transit Service There appear to be few transit deficiencies in the vicinity of the Kenilworth Avenue Corridor Study Area. Excellent neighborhood-based collector routes are in place, serving as feeder/distributor functions to Metrorail stations, including Deanwood, Minnesota Photo 31: Deanwood Metrorail Station Photo 32: Metrobus transfer station at Minnesota Avenue Metrorail Station Avenue, and Benning Road. Residents of some neighborhoods such as Line is joined by the Blue Line before crossing have limited access to the bus routes due to southern terminus at Bolling Air Force Base This route would operate between Forestville and Central Northeast, that lies between Nannie the Anacostia River. natural or man-made impediments, including near South Capitol Street and Firth Stirling Downtown. This rapid bus route would operate Helen Burroughs Avenue and Benning Road/ Kenilworth Avenue, the CSX and Metrorail Avenue to the Anacostia Metrorail Station. through the Kenilworth Avenue Corridor study Central Avenue, must walk about 0.4 mile Deanwood Metrorail Station tracks, parks, or the Anacostia River. area on Pennsylvania Avenue, SE, intersecting at to one of the above roads to access transit The Deanwood Metrorail Station is located Several extensions and segments of other Minnesota Avenue. service. Transit service on these roads is at ground level along the north side of Other neighborhoods, like Mayfair Parkside, routes operating in common alignment with quite frequent with 10 minute peak headways Minnesota Avenue, NE, between 48th Street Greenway and River Terrace, however, are the Anacostia Streetcar line are also under Alignments, station locations and modes have on Route U8. In addition, the Benning Road and Nash Street (see Photo 32). The station has well-served by buses: where many destina- study. As part of the DCAA, the following not yet been finalized. Future extension of the Metrorail Station on the Blue Line serves the two elevators and two escalators that connect tions can be reached without a transfer, routes, which would operate in the vicinity Anacostia Streetcar to Deanwood Metrorail neighborhood. Also, some residents of the the street, mezzanine and platform levels. those that cannot can usually be reached by of the Kenilworth Avenue Corridor, are being Station could be implemented when the two western-most portions of the neighborhood connecting to Metrorail. The local network has studied and evaluated: discontinuous segments of Minnesota Avenue between Minnesota Avenue and Anacostia Minnesota Avenue Metrorail Station excellent interconnectivity with the Metrorail are connected. This would provide transit Park, south of East Capitol Street may The Minnesota Avenue Metrorail Station is system, making the entire region accessible by • Minnesota Avenue Metrorail Station to service along the Anacostia River corridor from experience three or four block walks to reach located at ground level adjacent to the Amtrak transit. Generally, there is good local collector/ Bolling AFB Eastern Avenue to Bolling Air Force Base. Radial transit routes on Minnesota Avenue. All other Northeast Corridor right-of-way between distributor feeder service in the vicinity of the connections would be at Benning Road, East neighborhoods are served by a bus route or Minnesota Avenue and Kenilworth Avenue. corridor and adjoining neighborhoods. • Georgetown/Crosstown to Minnesota Capitol Street, and Pennsylvania Avenue within Metrorail station within a 1/4 mile radius. The entrance is at Grant Street, NE. The Avenue Metrorail Station the Kenilworth Avenue Corridor study area, and station has two elevators and two escalators 2.7.3 Streetcar and Trolley Service Good Hope Road, Martin Luther King Jr. Avenue, 2.7.1 Metrorail which connect the street, mezzanine and • Metrorail Station via the Anacostia Metrorail Station, and South platform levels. Though no BRT or streetcar route is in opera- Georgetown/Crosstown to Minnesota Capitol Street beyond. The Metrorail Orange Line extends from the tion in DC or the region today, both are being Avenue Metrorail Station New Carrollton Metrorail Station in Prince 2.7.2 Metrobus considered as part of the District of Columbia Such service would likely increase north-south George’s County, Maryland to the Vienna/ Transit Alternatives Analysis (DCAA). In addi- • Georgetown/SW Waterfront to Minnesota mobility in the corridor, as well as provide Fairfax-GMU Metrorail Station in Fairfax Metrobus routes serve the Kenilworth Avenue tion to the Anacostia Streetcar line, proposed Avenue Metrorail Station opportunities for Transit-Oriented Development County, Virginia. Within the study area, the Corridor mostly along arterial roads such for southeast Washington, nine route alterna- (TOD) at important transfer points and commer- Orange Line operates at-grade, parallel and as Minnesota Avenue, Benning Road, East tives, which could be streetcar or BRT routes • Friendship Heights Metrorail Station via cial centers. Continuous transit service in the adjacent to Kenilworth Avenue with stops Capitol Street, and Pennsylvania Avenue. A but likely will start as Rapid Bus routes, are Georgetown/SW Waterfront to Minnesota Anacostia River corridor has not previously been at Deanwood Metrorail Station, which is majority of this service is oriented toward recommended by the DCAA. Five of these Avenue Metrorail Station provided; transit has been oriented radially to near Eastern Avenue, and Minnesota Avenue downtown, mostly along Pennsylvania have direct impact on the Kenilworth Avenue and from downtown. Improved transit service Metrorail Station near Benning Road. Avenue. Corridor. 2.7.4 Bus Rapid Transit/Other Transit would likely reduce dependence on the automo- Plans bile and alleviate congestion in the corridor. South of the Minnesota Avenue Metrorail Some of the neighborhoods in the study area, The proposed Anacostia Streetcar starter-line Station, adjacent to Benning Road, the Orange such as Eastland Gardens and Dupont Park, will operate wholly on city streets from a In addition to these routes, one Rapid Bus route is under study as part of the DCAA.

KENILWORTH AVENUE CORRIDOR STUDY EXISTING CHARACTERISTICS / 2-21 THIS PAGE LEFT BLANK INTENTIONALLY

2-22 / EXISTING CHARACTERISTICS KENILWORTH AVENUE CORRIDOR STUDY Options to Enhance the Corridor 3.0

How can Kenilworth Avenue be transformed to Three Options to Enhance the Kenilworth Avenue Corridor Additional Studies to Enhance Connectivity Across function better as a roadway and be an asset the Anacostia River Areas to the surrounding neighborhoods? Option 1 Massachusett s Avenue Crossing Sections 3.1, 3.2 and 3.3 of this chapter Kenilworth Avenue as a Boulevard Three options for a new Anacostia River describes three options that were explored to This option explores transforming Kenilworth crossing, aligned with Massachusetts Avenue, address this question. Avenue from a freeway to a Boulevard are explored: between East Capitol Street and Eastern • Vehicular bridge between Reservation 13 Section 3.4 discusses how each option would Avenue. South of East Capitol Street, and Randle Circle, affect the tranportation system in the corridor Kenilworth Avenue remains a freeway with • Pedestrian and bicycle bridge between and recommends a preferred option. Section enhancements to its appearance and infra- waterfront parks, and 3.5 provides more detailed discussion of the structure. • Vehicular bridge between waterfront parks. preferred option. Example of a Boulevard Illustration of Massachusett s Avenue Crossing In addition, this chapter discusses two potential connections within the study area Option 2 Park Road that are aimed to improve connectivity across Kenilworth Avenue as a Four-Lane, Three connections that would link waterfront the Anacostia River: a new crossing aligned Limited Access Roadway parks on both sides of the river are explored: with Massachusetts Avenue, and a new River This option explores maintaining Kenilworth • Anacostia Avenue to Eastern Avenue, Road. Several options that explore alternative Avenue as a limited access roadway, but with a • Benning Road to Barney Circle, and connections for Massachusetts Avenue and reduced footprint north of East Capitol Street: • Park Road bridge connection at River Road are discussed in Section 3.6. four lanes (two in each direction) versus the six Massachusett s Avenue. existing lanes (three in each direction). South of East Capitol Street, Kenilworth Avenue remains a freeway with enhancements to its appearance Example of a Four-Lane Limited Access Roadway and infrastructure. Example of Park Road Option 3 Kenilworth Avenue with Improved Infrastructure This option explores maintaining Kenilworth Avenue as freeway with enhancements to safety conditions, infrastructure and its appearance. This option also explores depressing portions of the corridor to improve connectivity across the roadway and between neighborhoods. Example of Kenilworth Avenue Depressed

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-1 3.1 Option No. 1 Kenilworth Avenue replacement of the paved shoulders with as a Boulevard East Capitol Street to reinforced grass shoulders (as illustrated in Eastern Avenue Figure 3.3). Between East Capitol Street and Eastern This concept explores transforming Avenue, the corridor is transformed into a Kenilworth Avenue into a tree-lined boulevard In this option, as well as in Options 2 and 3, a boulevard where the existing service roads street with two distinct segments, as described portion of Kenilworth Avenue, to the south of are removed, and the roadway cross-section below and illustrated in Figure 3.1. East Capitol Street, could be realigned to the is widened to add tree-lined shoulders and a east to provide additional parkland adjacent tree-lined landscaped median. Owing to the Pennsylvania Avenue to to the river. large volume of traffic on Kenilworth Avenue East Capitol Street north of East Capitol Street, eight lanes of Between Pennsylvania Avenue and East traffic, four in each direction, are provided Capitol Street, the corridor remains a four-lane (see Figures 3.2 and 3.4). roadway as it is today; however, the appear- ance of the corridor is improved through the introduction of a landscaped median, and

Example of a Boulevard

Figure 3.1: Option 1 - Transforming Kenilworth Avenue into a Boulevard

3-2 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY Existing Interchanges • Nannie Helen Burroughs Avenue: At Nannie Between these signalized intersections, addi- The interchanges at East Capitol Street, Helen Burroughs Avenue, a new signalized tional intersections could occur right-in and Benning Road, Nannie Helen Burroughs at-grade intersection replaces the existing right-out turns (see Figure 3.2). To turn left Avenue and Eastern Avenue function as bridge. Nannie Helen Burroughs Avenue onto Kenilworth Avenue from a local street, a follows: remains grade-separated at the intersection driver would use a signalized intersection. with the CSX Railroad tracks. • East Capitol Street: Through-traffi c on East Capitol Street remains below grade as it is • Eastern Avenue: At Eastern Avenue, a new today. A new signalized, at-grade intersec- signalized, at-grade intersection replaces tion west of Kenilworth Avenue allows the existing bridge. A potential new pedes- traffi c on Kenilworth Avenue full access to trian path connects the intersection with East Capitol Street. Anacostia Avenue, improving access to the Kenilworth Aquatic Gardens. • Benning Road: At Benning Road, through traffic to Minnesota Avenue remains New Intersection elevated over Kenilworth Avenue and the A new signalized intersection is introduced railroad as it is today. The existing bridges, either at Ord Street or Nash Street, connecting however, are divided to allow an at-grade to Olive Street near the Deanwood Metrorail intersection with Kenilworth Avenue to be station. built between them, improving conditions for pedestrians and bicyclists.

Figure 3.2: Typical Plan for a boulevard (tree-lined shoulders and median)

Figure 3.3: Typical Cross-Section Between Pennsylvania Avenue and East Capitol Street

Figure 3.4: Typical Cross-Section Between East Capitol Street and Eastern Avenue

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-3 3.2 Option No. 2 – Kenilworth Avenue as a Four-Lane Avenue Pennsylvania Avenue to East Capitol Street to East Capitol Street Eastern Avenue This concept explores transforming Similar to Option 1, between Pennsylvania Between East Capitol Street and Eastern Kenilworth Avenue from a six-lane to a four- Avenue and East Capitol Street, the corridor Avenue, Kenilworth Avenue is reduced lane limited-access roadway with two distinct remains a four-lane roadway. The corridor’s to four lanes (two in each direction) versus segments, as described below and illustrated appearance is improved through the introduc- the six lanes (three in each direction) that in Figure 3.5. tion of a landscaped median, and replacement currently exist. These improvements are of the paved shoulders with reinforced grass aimed to increase safety, provide traffic shoulders (as illustrated in Figure 3.7). In this calming, and add landscaping to enhance the option, as well as in Options 1 and 3, a portion corridor’s visibility (see Figure 3.6). of Kenilworth Avenue, to the south of East Capitol Street, could be realigned to the east Between East Capitol Street and Benning to provide additional parkland adjacent to the Road, in addition to the proposed four river. through lanes, an acceleration-decceleration lane is provided in each direction to accom- modate traffic to and from the East Capitol Street interchange. Example of a Four-Lane Limited Access Roadway

Figure 3.5: Option 2 - Transform Kenilworth Avenue from a six-lane to a four-lane limited-access roadway

3-4 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY The on- and off-ramps north of Nannie Helen Existing Interchanges Burroughs Avenue are either eliminated The interchanges at East Capitol Street, or consolidated. The service roads north of Benning Road, Nannie Helen Burroughs Nannie Helen Burroughs Avenue are made Avenue and Eastern Avenue function are narrower and curb extensions are added to reconstructed as described under Section 3.4. delineate parking areas and to provide refuge for pedestrians crossing the street.

The reduced roadway cross-section provides space for a wider, landscaped median and additional green space between Kenilworth Avenue and the service roads (see Figure 3.8).

Under this option, the existing pedestrian bridges at Hayes Street leading to the Minnesota Avenue Metrorail Station and at Douglas Street leading to the Deanwood Metrorail Station are upgraded and improved. The pedestrian bridges at Lane Place and Nash Street are removed.

Figure 3.6: Typical Plan for a four-lane roadway (landscaped medians and reinforced green shoulders) Figure 3.7: Typical Cross-Section Between Pennsylvania Avenue and East Capitol Street (landscaped median and reinforced grass shoulders)

Figure 3.8: Typical Cross-Section Between East Capitol Street and Eastern Avenue (Four-lane roadway with landscaped median and reinforced grass shoulders)

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-5 3.3 Option No. 3 – Kenilworth Avenue with Improved Infrastructure replacement of the paved shoulders with rein- today); however, the existing on- and off- This option explores maintaining Kenilworth forced grass shoulders (as illustrated in Figure ramps are either eliminated or consolidated. Avenue as freeway with enhancements 3.11). In this option, as well as in Options 1 to safety conditions, infrastructure and and 2, a portion of Kenilworth Avenue, to In this option, the service roads on either side its appearance. This option also explores the south of East Capitol Street, could be of Kenilworth Avenue remain, but mostly depressing portions of the corridor to improve realigned to the east to provide additional function as local roads between the neighbor- connectivity across the roadway and between parkland adjacent to the river. hoods. This option includes upgrading the neighborhoods. Infrastructure improve- two existing pedestrian bridges at Hayes ments are made in two distinct segments, as East Capitol Street to Street (leading to Minnesota Avenue Metrorail described below and illustrated in Figure 3.9: Eastern Avenue Station) and at Douglas Street (leading to the Between East Capitol Street and Eastern Deanwood Metrorail Station). The pedestrian Pennsylvania Avenue to Avenue, the existing infrastructure is bridge at Lane Place and Nash Street are East Capitol Street improved and portions of Kenilworth Avenue removed. Similar to Options 1 and 2, between are depressed to create opportunities for local Pennsylvania Avenue and East Capitol Street, street connections between neighborhoods on the corridor remains a four-lane roadway. The either side (see Figure 3.12). Six lanes of traffic, corridor’s appearance is improved through three in each direction, are maintained (as it is the introduction of a landscaped median, and Example of a Kenilworth Avenue Depressed

Figure 3.9: Option 3 - Maintain Kenilworth Avenue as a freeway with enhancements and depressing portions to allow connections across the corridor.

3-6 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY Existing Interchanges The interchanges at East Capitol Street, Benning Road, Nannie Helen Burroughs Avenue and Eastern Avenue are reconstructed as described under Section 3.4.

New Connections Lowering Kenilworth Avenue allows for a new vehicular, pedestrian, and bicycle crossing at either Ord Street or Nash Street, permitting the removal of two existing pedestrian bridges immediately south of Ord Street, and improving access to the Deanwood Metrorail Station.

Figure 3.11: Typical Cross-Section Between Pennsylvania Avenue and East Capitol Street

Figure 3.10: Typical Plan (Option 3 - Depressing portions of Kenilworth Avenue)

Figure 3.12: Cross-Section Between East Capitol Street and Eastern Avenue (Kenilworth Avenue depressed to provide new connection)

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-7 3.4 Screening Analysis of volumes under Option 1 were determined and between US 50 and Pennsylvania Avenue in Options 1, 2 and 3 an analysis was conducted using Synchro and either the southbound or northbound direc- SimTraffic. tion. An analysis of existing and future condi- tions was performed for each of the options. Table 3.1 shows the results of the analysis Under all scenarios, travel time in the peak This evaluation of the mainline portion of at the four proposed intersections along direction (southbound in the AM peak hour Kenilworth Avenue was completed indepen- Kenilworth Avenue. Under this option, with and northbound in the PM peak hour) is dent of individual intersections along the current traffic volumes, all of the signalized increased considerably when compared to corridor. Each option was first tested with intersections would operate at LOS F. existing conditions. In the non-peak direction, year 2004 traffic volumes. Next, future year Table 3.1: Intersection LOS Analysis for Option 1 there is little or no impact on travel times. 2030 traffic volumes were developed and each SimTraffic was also used to determine north- option was evaluated using those projections. and southbound travel times throughout Typically, in the AM peak hour, southbound the corridor. Under Option 1, average travel travel speeds are low at the north end of the Summary of Analysis speeds are low throughout the corridor. corridor (beginning at US 50 in Maryland) During the AM peak hour, southbound and increase as vehicles travel south along the This corridor study first evaluated existing vehicles average less than 12 mph between corridor. South of East Capitol Street, speeds conditions using Year 2004 volumes. A Eastern Avenue and East Capitol Street. In the return to existing averages which can be Synchro model was developed for the corridor PM peak hour, northbound vehicles typically expected as Kenilworth Avenue south of East and calibrated with fi eld-observed travel times. travel slower than 15 mph. This is a signifi- Capitol Street has two lanes and a significant An examination of the three options with year cant degradation in travel time compared to number of vehicles exit at Benning Road and 2004 traffic volumes indicated: existing conditions (see Figures 2.14 and 2.15). East Capitol Street. • Option 1 is not feasible due to potential queuing and unacceptable LOS; therefore, The analysis also showed southbound queues Table 3.2: Travel Times for Option 2 under the Four Scenarios The analysis shows that the proposed it was eliminated from further consideration. on Kenilworth Avenue extending over one improvements by SHA to the southbound mile into Maryland during the AM peak hour. Kenilworth Avenue ramp from eastbound US • Option 2 is feasible to implement in the These queues would impact the operations not Analysis of Option 2 - Beaver Creek, will have an affect on the flow 50 (Scenario 2) cause the greatest increase in near-term; this option would improve only at the Baltimore-Washington Parkway, A Four-Lane Avenue of vehicles along the freeway. SimTraffic was congestion and travel time along Kenilworth current safety issues but will impact traffi c MD 201, and US 50 interchange, but adjacent Under Option 2, Kenilworth Avenue func- used to determine travel times through the Avenue. These impacts to traffic extend as operations. This option is not feasible interchanges as well. PM peak hour queues tions much as it does today, as a limited corridor for four scenarios, all related to the far south as Nannie Helen Burroughs Avenue following improvements along southbound are also long but do not extend to or beyond access freeway with interchanges at East proposed improvements. These scenarios are: before dissipating. MD 295 in Maryland, which will shift Pennsylvania Avenue. Capitol Street, Benning Road, Nannie Helen congestion from the north into the study Burroughs Avenue and Eastern Avenue. The • Scenario 1: the proposed SHA improve- During the PM peak hour, travel times north area. Option 1 creates a section of highway with analysis for this type of roadway is very ments are not implemented; of East Capitol Street increase under all • Option 3 was found to be feasible and was traffic signals between two freeway sections. different than that performed for the signal- scenarios, although the deterioration is not considered for year 2030. This generates safety hazards as vehicles at ized roadway analyzed under Option 1. For • Scenario 2: the proposed SHA improve- as significant as experienced by southbound either end of the study area enter a lower- freeways, travel times and speeds, combined ments are implemented as planned; traffic in the AM peak hour. 3.4.1 Overview of Analysis speed roadway with queued vehicles at with the capacity of the freeway measured by freeway speed. the density of vehicles in the travel lanes, are • Scenario 3: the proposed SHA improve- With the improvement assumed in Scenarios The three mainline options described in used to measure effectiveness. ments are not implemented; however, 3 and 4, speeds are still slow entering the Sections 3.1, 3.2 and 3.3 were first evaluated Even though Option 1 provides for pedes- improvements are made to the northbound corridor from either direction; however, using Year 2004 traffic data. trian movements at the four intersections Because Option 2 reduces the number of Kenilworth Avenue ramp to eastbound US during the PM peak hour, speed and queuing considered, the width of Kenilworth Avenue through lanes on Kenilworth Avenue north 50; and improvements are observed in the northbound Analysis of Option 1 - Boulevard under this option has to be more than 100 feet of East Capitol Street, and because of the direction north of Nannie Helen Burroughs Option 1 was analyzed as a roadway with because of the number of lanes required to large volume of traffic that enters and leaves • Scenario 4: the proposed SHA improve- Avenue. signalized intersections at East Capitol Street, carry the traffic volumes. To cross Kenilworth the study area at the Maryland state line, it ments and improvements to the north- Benning Road, Nannie Helen Burroughs Avenue, pedestrians must seek refuge on the was important for the analysis to take into bound Kenilworth Avenue ramp to In general, Option 2 leads to a substantial Avenue and Eastern Avenue. This type of median and most likely need two traffic signal consideration the improvements proposed by eastbound US 50 are implemented. increase in peak direction travel time in both roadway is typically analyzed for a Level cycles to complete the crossing. the Maryland State Highway Administration the AM and PM peak hours, and a small travel of Service (LOS) based on the traffic delay immediately north of Eastern Avenue. The results of the SimTraffic analysis for time increase in the non-peak directions. measured in seconds that occurs at each Option 2 and the different scenarios are A small improvement takes place if SHA signal. To accomplish this, peak hour traffic These improvements, the reconstruction of the shown in Table 3.2. The travel time shown is improves the northbound Kenilworth Avenue Kenilworth Avenue bridge over AMTRAK and the time required to travel Kenilworth Avenue exit ramp to eastbound US 50, as this move-

3-8 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY ment currently backs up from Maryland into there is little or no difference compared to 3.5 Summary of Options Washington, DC. existing conditions. An analysis of the three options indicates that The freeway LOS was also evaluated for Under Option 2, improving the northbound Option 1 should not be considered further for Option 2. With the removal of a through-lane Kenilworth Avenue to eastbound US 50 implementation. Unacceptable intersection in both directions north of East Capitol Street, merging movement (Option 2, Scenario LOS, queuing, and impacts to travel time the majority of basic freeway, weaving and 3) did not result in significant operational throughout the corridor make it an unfeasible ramp segments operate at a LOS F. advantages; however, under Option 3, this option. Table 3.3: Travel Times for Option 3 under the Two Scenarios improvement (Option 3, Scenario 2) makes a Given the above analysis, Option 2 should significant improvement when compared to The evaluation of Option 2, Scenario 1 or only be considered for implementation after Option 3, Scenario 1 (see Table 3.3). Option 2, Scenario 3 indicates that there discussions with the Maryland State Highway would be an immediate improvement to Administration regarding their planned Option 3 results in a moderate increase in safety within the corridor. However, this improvements. peak direction travel time during both peak option under either scenario will have an hours. There is also a relatively small travel adverse impact on peak period travel times. time increase in the non-peak directions NEAR-TERM IMPLEMENTATION OF This option is only viable prior to the planned during both peak hours. OPTION 2 Maryland State Highway Administration’s implementing improvements to the bridge The planned re-construction of the Nannie north of Eastern Avenue. After those improve- Helen Burroughs Avenue interchange requires ments are made, under this option, there a long-term lane closure of Kenilworth would be significant increases in congestion Avenue in both directions. This provides and travel times throughout the corridor. an opportunity to evaluate whether or not Option 2 can be implemented as a near-term Option 3, however, is a practical long-term improvement through observation of real-time improvement. Under this option, improve- Table 3.4: Kenilworth Avenue Traffi c Characteristics by Segment traffic conditions during reconstruction of the ments planned by Maryland, together with bridge. Conditions can then be compared to safety improvements within the corridor, can the modeled analysis described above. be implemented. If northbound improve- ments at the ramp to eastbound US 50 are As part of the reconstruction project, a Smart MD 201 (Kenilworth Avenue) bridge over used to determine travel times through the also built (Option 3, Scenario 2), there would Work Zone is proposed. As part of the Smart the AMTRAK railroad in order to minimize corridor for two scenarios: be minimal impacts on travel times in the Work Zone, portable data collection systems construction activity. corridor. will collect speed, volume and lane occupancy • Scenario 1: safety improvements are information, which can be uploaded from the Furthermore, Option 2 should not be consid- implemented along Kenilworth Avenue to The following section further develops this field via a cellular connection to a website ered suitable for year 2030 conditions. consolidate the existing on- and off -ramps option and evaluates it and the No Build that will summarize the raw data (by minute) and improve acceleration and deceleration condition using projected 2030 traffic volumes. as well as hourly data throughout the course Analysis of Option 3 - Improve Existing distances; and of the project. An analysis of the data will Infrastructure determine queuing time and distance prior to The analysis methods for Option 3 are the • Scenario 2: the safety improvements in the work zone in both the north- and south- same as those used for Option 2. Under Scenario 1 are combined with improve- bound directions. Option 3, Kenilworth Avenue continues to ments to the northbound Kenilworth function as a limited access freeway with Avenue ramp to eastbound US 50. The final recommendation as to whether interchanges at East Capitol Street, Benning Option 2 can be implemented is contingent Road, Nannie Helen Burroughs Avenue and SimTraffic was used to determine travel times upon the evaluation of traffic conditions Eastern Avenue and travel times and speeds, for Option 3 under both scenarios. The results resulting from the temporary lane closures combined with the capacity of the freeway are presented in Table 3.3 which shows the at Nannie Helen Burroughs Avenue after measured by the density of vehicles in the time required to travel Kenilworth Avenue analysis of the Smart Work Zone data. travel lanes, are used to measure effectiveness. between US 50 and Pennsylvania Avenue in either the southbound or northbound direc- The reconstruction of the Nannie Helen For Option 3, the improvements proposed by tion. In both scenarios, peak period average Burroughs Avenue interchange is being the Maryland State Highway Administration travel times for the north- and southbound coordinated with the Maryland State Highway immediately north of Eastern Avenue are directions increase, however, not as substan- Administration’s project to reconstruct the assumed implemented. SimTraffic was then tially as in Option 2. In the non-peak direction

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-9 3.6 Further Development of 3.6.1 Interchange Concepts for Option 3 3.6.2 East Capitol Street Interchange As East Capitol Street passes beneath the CSX Railroad bridge. At the base of the Option 3 Kenilworth Avenue, the right-of-way narrows ramp, traffic is permitted to turn left (west- Under Options 3, the existing interchanges Five scenarios were developed for the East and there are no sidewalks for pedestrians or bound) or right (eastbound) onto East Capitol The analysis of Option 3 for Year 2004 indi- were studied to improve safety and access to Capitol Street Interchange under Option 3. bicyclists; the passageway is like a concrete Street. The new ramp requires modifying the cates that this option has the greatest poten- adjoining neighborhoods for vehicular traffic, Each scenario provides varying degrees of canyon that is oriented to automobiles. This existing bridge and removing the excess pave- tial for achieving the goals and objectives pedestrians and bicyclists. The interchanges improvements to safety, access to and from canyon-like underpass extends past Minnesota ment along the eastern edge of Kenilworth discussed in Chapter 1. With this in mind, that are proposed for improvement are: adjoining neighborhoods, and pedestrian and Avenue. Avenue (see Figure 3.15). It also requires further study and evaluation was undertaken bicycle movements through the interchange lowering approximately 1,100 feet of a 15 foot that would help achieve the following objec- • East Capitol Street; and across Kenilworth Avenue. Scenario EC-1 by 10 foot storm sewer on the south side of tives: In this scenario, a new connection is made East Capitol Street. • Benning Road; and Each scenario differs in cost. The more to allow traffic on westbound East Capitol • Improve interchange connectivity to neigh- advanced scenarios provide the greatest Street to exit southbound and northbound To connect southbound Kenilworth Avenue to borhoods at key locations • Eastern Avenue. benefits, require the greatest amount of new onto Kenilworth Avenue by building a new eastbound East Capitol Street, a new ramp is construction, and are the most expensive. connector just west of Kenilworth Avenue, built to connect the existing southbound ramp • Improve functionality of key intersections Current plans to improve the Nannie Helen perpendicular to East Capitol Street. This new to westbound East Capitol Street. At the base Burroughs Avenue interchange remain Each scenario includes variations to provide connector intersects and crosses the existing of the ramp, traffic is permitted to turn left • Introduce parkway sett ing or parkway unchanged. A discussion of these improve- additional access to points east for south- and exit ramp for eastbound East Capitol Street (eastbound) onto East Capitol Street. elements to the roadway corridor ments is included for information only; no northbound Kenilworth Avenue traffic, and to northbound Kenilworth Avenue. After other modifications were considered. to points west for northbound Kenilworth crossing the exit ramp, the new connector In addition to the two new signals required • Introduce landscaped median and shoul- Avenue traffic. Also explored are improve- merges with the southbound ramp from east- for the new connector as under Scenario EC-1, ders ments that allow westbound traffic on bound East Capitol Street (see Figure 3.14). this scenario requires signals at the base of East Capitol Street to go north or south on the two new ramps from Kenilworth Avenue • Upgrade quality of existing pedestrian Kenilworth Avenue. This scenario requires the widening of East where they intersect East Capitol Street. This crossings Capitol Street just west of Kenilworth Avenue scenario may require modifying the existing Scenarios EC-1, EC-2 and EC-3 maintain to accommodate two left turn lanes onto the abutments to gain additional sight distance • Introduce new crossings over or under the existing Kenilworth Avenue alignment. new connector. It also requires new traffic for traffic using the new ramps. It may also Kenilworth Avenue Scenario EC-1 and EC-3 do not require signals at the connector’s intersection with require taking right-of-way from CSX Railroad modifying the existing bridges over East East Capitol Street and its intersection with to accommodate the new northbound ramp. • Complete or close gaps at missing connec- Capitol Street. EC-2 requires modifying the the existing northbound exit ramp from east- tions northbound bridge. Scenarios EC-4 and EC-5 bound East Capitol Street. Minor modifica- This scenario allows full movement at this require realignment of Kenilworth Avenue to tions are required to the existing southbound interchange; however, no pedestrian or bicycle • Create new connections to destinations the east to make it parallel to the CSX Railroad and northbound ramps to accommodate the improvements are included. points and recapture approximately 15 acres of open new connector. space. Scenario EC-3 • Create safe routes to existing transit This scenario does not provide for full This scenario is a variation on Scenario EC-2. stations/stops Existing Conditions movement at the interchange. Northbound Instead of building a new northbound ramp The existing interchange is difficult to use. Kenilworth Avenue traffic would not have allowing a right exit to East Capitol Street, this • Improve functionality of service road on- It only provides access from southbound access to East Capitol Street and southbound scenario has a left exit ramp from northbound and off -ramps Kenilworth Avenue to westbound East Capitol Kenilworth Avenue traffic would only be Kenilworth Avenue that passes underneath Street and from eastbound East Capitol Street able to exit to westbound East Capitol Street. southbound Kenilworth Avenue to the new to northbound or southbound Kenilworth No pedestrian or bicycle improvements are connector for westbound traffic on East Avenue. The interchange has excess pave- included in this scenario. Capitol Street (see Figure 3.16). ment on northbound Kenilworth Avenue that was provided to accommodate a future Scenario EC-2 Under this scenario, the new connector ramp connection to the Barney Circle Freeway, a This scenario is similar to Scenario EC-1; is a two-way road with a four-leg intersection connection that will not be built. The align- however, three additional movements are at the northbound ramp from eastbound East ment of Kenilworth Avenue immediately provided: southbound Kenilworth Avenue Capitol Street to northbound Kenilworth south of East Capitol Street was also built to eastbound East Capitol Street, and Avenue, and a T-intersection at East Capitol westward to accommodate this future freeway northbound Kenilworth Avenue to east- and Street. connection, resulting in excess land isolated westbound East Capitol Street. between the existing alignment and the CSX This scenario requires building a new bridge Railroad (see Figure 3.13). To achieve this, a new northbound ramp for to allow the new northbound exit ramp to Kenilworth Avenue is constructed between the pass underneath southbound Kenilworth existing bridge over East Capitol Street and

3-10 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY Figure 3.14: Scenario EC-1 (Completes all movement for traffi c on East Capitol Street)

Figure 3.13: Existing Conditions at the East Capitol Street Interchange

Figure 3.15: Scenario EC-2 (Permits full movement at the East Capitol Street interchange)

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-11 Figure 3.16: Scenario EC-3 (Permits full movement at the East Capitol Street interchange) Figure 3.17: Scenario EC-4 (Provides for all traffi c movements and for east and west pedestrian and bicycle movements beneath Kenilworth Avenue) Avenue. Signal timing at the two new a perpendicular crossing, which improves intersections will have to accommodate the safety and introduces a shorter and friendlier new movements introduced by adding the crossing experience (see Figure 3.17) northbound ramp. This scenario requires two new bridges This scenario allows for all vehicular move- carrying Kenilworth Avenue and the CSX ments; however, no pedestrian or bicycle Railroad over a widened East Capitol Street. improvements are included. It also requires relocating a storm sewer by approximately 1,500 feet along the south side Scenario EC-4 of East Capitol Street. It requires new signals This scenario involves a complete reconstruc- at the intersection of the on- and off-ramps to tion of the existing interchange. Kenilworth Kenilworth Avenue with East Capitol Street. Avenue is realigned and a new diamond interchange is constructed to replace the This scenario allows for all vehicular move- existing bridge (see Figure 3.17). ments to occur and pedestrian and bicycle traffic to safely cross underneath Kenilworth The new diamond interchange allows full Avenue and the CSX Railroad; a movement movement in all directions for traffic on East not possible today. The new alignment for Capitol Street and Kenilworth Avenue. As part Kenilworth Avenue creates approximately 15 of the reconstruction, East Capitol Street is acres of additional open space and parkland widened and sidewalks and dedicated bicycle to the west of Kenilworth Avenue along the ways are added through the interchange. Anacostia River.

Pedestrians and bicyclist are able to cross the Figure 3.18: Scenario EC-5 (This SPUI scenario provides for all traffi c movements and for east and west pedestrian and bicycle move- on- and off-ramps to Kenilworth Avenue at ments beneath Kenilworth Avenue)

3-12 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY Scenario EC-5 3.6.3 Benning Road Interchange This scenario is similar to Scenario EC-4, but instead of a diamond interchange, a Five scenarios for the Benning Road inter- Single Point Urban Interchange (SPUI) is change are considered. All maintain through built. A SPUI handles turning movements traffic to Minnesota Avenue on an elevated differently from a diamond interchange. In a structure over Kenilworth Avenue and the SPUI, opposing left turning movements (for CSX Railroad, as it is today. However, the example, east- and westbound East Capitol various scenarios explore how southbound Street to north- and southbound Kenilworth and northbound traffic on Kenilworth Avenue Avenue, respectively) are allowed to occur can access points to the east and west on simultaneously, whereas in a diamond Benning Road and how traffic on Benning interchange, they occur separately (see Figure Road can go north or south on Kenilworth 3.18). Avenue.

A SPUI requires a longer bridge span across Safety improvements at the intersection of East Capitol Street to accommodate turning Benning Road and Kenilworth Avenue and movements. This scenario allows for all access improvements to River Terrace are vehicular movements to occur and pedestrian important elements of each of these scenarios. and bicycle traffic to safely cross underneath Improvements to pedestrian and bicycle safety Kenilworth Avenue and the CSX Railroad, and movement are also explored since this is a movement not possible today. The new an important crossing point for non-vehicular alignment for Kenilworth Avenue creates traffic. approximately 15 acres of additional open space and parkland to the west of Kenilworth The existing vertical clearance between south- Avenue along the Anacostia River. bound Kenilworth Avenue and the at-grade BENNING ROAD INTERCHANGE Benning Road intersection with northbound EXISTING CONDITION Kenilworth Avenue is substandard; only 14’- Figure 3.19: Benning Road Existing Conditions Along Kenilworth Avenue (below Benning Road Bridge) 3”. The existing clearance for Benning Road over the CSX Railroad is 25’-0”. The Benning Road interchange with Southbound traffic on Kenilworth Avenue are on the left side. There are often conflicts Existing conditions Kenilworth Avenue is substandard in many can exit to westbound Benning Road and also between vehicles exiting Kenilworth Avenue The Benning Road-Kenilworth Avenue inter- respects. Movements are limited and those make use of a U-turn at the at-grade intersec- and those entering from Benning Road due to change is constrained by the CSX Railroad that do exist are unsafe given the volume of tion to return to northbound Kenilworth limited acceleration and deceleration distance. to the east of Kenilworth Avenue and the traffic that passes through the interchange. Avenue. Eastbound traffic on Benning Road WMATA tracks on the north side of Benning It is a three-level interchange as southbound can exit to southbound Kenilworth Avenue Pedestrians are able to cross Kenilworth Road. These constraints make it difficult to Kenilworth Avenue is depressed lower than or use the at-grade intersection to go north- Avenue along the south side of the Benning provide the southbound Kenilworth Avenue northbound Kenilworth Avenue to permit an bound. Road bridge using a narrow sidewalk. To to eastbound Benning Road movement at-grade intersection with traffic to and from access the sidewalk, pedestrians must cross without taking property in the southwest Benning Road. Through traffic on Benning The intersection allows vehicles on north- the non-signalized exit ramp from Benning quadrant. Further constraining this intersec- Road crosses over Kenilworth Avenue on a bound Kenilworth Avenue to exit to west- Road to southbound Kenilworth Avenue. tion are the CSX Railroad tracks connecting bridge high enough to provide adequate clear- bound Benning Road and eastbound traffic Many bicyclist use Benning Road to cross to the PEPCO power plant just north of the ance not only for Kenilworth Avenue but also on Benning Road to exit to northbound Kenilworth Avenue, typically within the travel interchange (see Figure 3.19). to clear the CSX Railroad to the east. Kenilworth Avenue. The exit and entrance lanes. ramps along northbound Kenilworth Avenue

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-13 Scenario BR-1 across the Benning Road bridge. However, it This scenario improves the safety of the at- does allow traffic on the southbound service grade intersection of Benning Road and north- road to access southbound Kenilworth bound Kenilworth Avenue by lengthening the Avenue. exit ramp for northbound Kenilworth Avenue and providing a traffic signal. Scenario BR-3 This scenario addresses some of the missing The alignment of northbound Kenilworth movements at Benning Road and Kenilworth Avenue is maintained as it is today; however, Avenue. A new center-leg ramp connects to accommodate the lengthened exit ramp, Kenilworth Avenue and the Benning Road southbound Kenilworth Avenue is shifted bridge, replacing the existing at-grade to the west. This scenario requires that intersection. This new connection is situated the existing bridge deck over southbound south of the Benning Road bridge between Kenilworth Avenue, which partially supports the southbound and northbound lanes of the at-grade intersection with northbound Kenilworth Avenue. It allows traffic to exit Kenilworth Avenue, be replaced (see Figure from northbound Kenilworth Avenue to 3.20). either east- or westbound Benning Road, and allows traffic traveling east- or westbound This concept does not add any new move- on Benning Road to exit to southbound ments to the existing interchange, nor does it Kenilworth Avenue (see Figure 3.22). improve pedestrian and bicycle access to or across the Benning Road bridge. This scenario requires widening the Benning Road bridge to allow for the turning move- Scenario BR-2 ments at the intersection of the new ramp with Figure 3.20: Scenario BR-1 (Provides for safety improvements at the eastbound Benning Road at-grade intersection with northbound Kenilworth Avenue) This scenario is similar to Scenario BR-1 the existing bridge. It also requires realigning except that a new connection is made between both the south- and northbound lanes of the southbound Kenilworth Avenue ramp Kenilworth Avenue in order to accommodate to eastbound Benning Road and the west- the new ramp south of the bridge. bound Benning Road ramp to southbound Kenilworth Avenue. This new connection This scenario allows all movements except allows southbound traffic coming from the from southbound Kenilworth Avenue to east- Kenilworth Avenue service road to exit to bound Benning Road, and from westbound southbound Kenilworth Avenue (see Figure Benning Road to northbound Kenilworth 3.21). Currently, to make this movement, Avenue. Minor improvements in pedestrian vehicles make an illegal U-turn on Benning and bicycle access to or across the Benning Road at 34th Street to access the eastbound Road Bridge are made as movements on some Benning Road ramp. of the ramps on the west approach are moved to a signalized intersection on the bridge. Two alignments for the service roads were considered. The first alignment squeezes the Scenario BR-4 service road through the extension between This scenario focuses on improving safety for the existing Benning Road bridge abutment vehicular traffic, pedestrians, and bicyclists. and the existing southbound Kenilworth The existing Benning Road bridge is rebuilt Avenue lanes. The second alignment is behind into two structures, one for eastbound and the bridge abutment. Both alignments require one for westbound traffic. The exit ramps to lowering the existing southbound lanes of Kenilworth Avenue are realigned between Kenilworth Avenue by approximately eight the two bridges (see Figure 3.23). This allows feet to allow for the required vertical clearance pedestrian and bicycle traffic to move over between the service road and the existing Kenilworth Avenue between 34th Street and Benning Road bridge. Minnesota Avenue on new sidewalks and an Figure 3.21: Scenario BR-2 (New connection from southbound Kenilworth Avenue to eastbound Benning Road, and westbound Benning Road to southbound uninterrupted path with no need to cross exit Kenilworth Avenue This concept does not add any new move- ramps to Kenilworth Avenue as is the case ments to the existing interchange, nor does it today. improve pedestrian and bicycle access to or

3-14 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY Figure 3.22: Scenario BR-3 (New center-leg ramp to the south of the Benning Road bridge) Figure 3.24: Scenario BR-5 (Allows for all movements through a new interchange located south of the existing bridge)

Safety improvements to the at-grade inter- of southbound and northbound Kenilworth section of Benning Road and northbound Avenue and makes a new connection to Kenilworth Avenue are similar to those Benning Road west of the existing bridge. This described in Scenario BR-1; however, the exit new connection requires additional right-of- ramp from northbound Kenilworth Avenue way, and calls for the acquisition of approxi- is from the right lane rather than the left lane. mately 12 houses and commercial property This requires depressing the northbound lanes in the southwest quadrant of the existing of Kenilworth Avenue. A traffic signal at the interchange (see Figure 3.24). top of the ramp with Benning Road controls movement at the new intersection. The new interchange allows movement from east- and westbound Benning Road to south- This concept does not add any new move- bound and northbound Kenilworth Avenue. ments to the existing interchange; however, it The existing at-grade intersection beneath the makes major improvements to vehicle safety Benning Road bridge is no longer needed. and to pedestrian and bicycle access to and across the Benning Road bridge. This scenario provides full movement between Benning Road and Kenilworth Avenue. Minor Scenario BR-5 improvements in pedestrian and bicycle Scenario BR-5 provides for all currently access to or across the Benning Road are made missing movements at Benning Road and as the existing ramp movements are moved to Kenilworth Avenue. This is accomplished signalized intersections. Figure 3.23: Scenario BR-4 (Benning Road Bridge reconstructed as a split structure to improve vehicular, pedestrian and bicycle safety) by introducing a new interchange south of the existing Benning Road bridge. This new interchange is built over the depressed lanes

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-15 3.6.4 Nannie Helen Burroughs Avenue Interchange

The reconstruction of the Nannie Helen Burroughs Avenue interchange (see Figure 3.25) includes the following improvements.

• Reconstructing the bridge providing a wider section for Nannie Helen Burroughs Avenue beneath Kenilworth Avenue that allows for an additional lane and wider sidewalks for pedestrians and bicyclist.

• Making safety improvements for the exit ramp to Nannie Helen Burroughs Avenue and reconfi guring the exit ramp and service road on southbound Kenilworth Avenue, north of Nannie Helen Burroughs Avenue.

• Eliminating the exit ramp immediately before Benning Road and reconfi guring the remaining on- and off -ramps to improve safety on southbound Kenilworth Avenue, south of Nannie Helen Burroughs Avenue.

• Signalizing the new ramp connection and service road where they intersect with Nannie Helen Burroughs Avenue, and providing traffi c signal systemization along Nannie Helen Burroughs Avenue to Minnesota Avenue.

• Improving lighting along Kenilworth Avenue between Foote Street and Lane Figure 3.25: Proposed interchange at Nannie Helen Burroughs Avenue Place.

3-16 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY 3.6.5 Eastern Avenue Interchange

Two scenarios are considered for improving the gateway interchange at Eastern Avenue, the border between Washington, DC and Maryland. Important elements of each include:

• creating a visual gateway into Washington, DC for southbound drivers on Kenilworth Avenue; VENUE KENILWORTH A • adding a connection between Anacostia VENUE Avenue and Eastern Avenue to provide a new link to Kenilworth Aquatic Gardens, Anacostia Park, and the waterfront;

• eliminating the existing U-turns; and

• redesigning the intersection to bett er EASTERN A accommodate pedestrian traffi c. Figure 3.26: Eastern Avenue Existing Conditions Existing Conditions A gateway portal to the District of Columbia, the Eastern Avenue interchange may be the first impression many visitors have of the Figure 3.27: Scenario EA-1 (Existing U-turn ramps are removed and replaced with landscaped areas and improved city as they drive southbound to Kenilworth pedestrian amenities) Scenario EA-1 Scenario EA-2 Avenue from the Baltimore-Washington This scenario eliminates both U-turn ramps This scenario maintains both U-turn ramps, Parkway. Eastern Avenue also provides and reuses the space for landscape improve- but relocates them further from the intersec- access to the Deanwood Metrorail Station, ments, including new crosswalks and pedes- tion to provide space for pedestrian and land- the Kenilworth Aquatic Gardens, and the trian-level lighting. Reconstruction of the scape improvements, including pedestrian Kenilworth, Eastland Gardens and Deanwood bridge is not required (see Figure 3.27). lighting. This scenario requires reconstruction neighborhoods. The interchange has three- of the bridge to create a wider bridge deck legs with no western leg; it provides all move- A new pedestrian/bicycle connection between (see Figure 3.28). ments including a U-turn for southbound and the end of Anacostia Avenue and Eastern northbound traffic on Kenilworth Avenue (see Avenue provides additional access to the As in Scenario EA-1, a new pedestrian/bicycle Figure 3.26). Kenilworth Aquatic Gardens, the Anacostia connection between the end of Anacostia Park, and the Anacostia waterfront for neigh- Avenue and Eastern Avenue provides The primary limitation of the existing inter- borhoods to the east of Kenilworth Avenue. additional access to the Anacostia waterfront change is the poor pedestrian environment and the surrounding neighborhoods and and lack of landscaping and streetscape attractions. features. Pedestrians are forced to cross the corridor on a narrow concrete median that separates the turning traffic on Eastern Avenue from the Kenilworth Avenue traffic using the U-turns.

The bridge itself is visually unappealing with a design that dates to the 1950s. Because of substandard clearances over Kenilworth Avenue, the Eastern Avenue bridge has been repeatedly hit by over-height vehicles.

Figure 3.28: Scenario EA-2 (U-turn ramps moved further out from the intersection)

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-17 3.6.6 Analysis of Option 3 for Year 2030 • Replacement of Kenilworth Avenue The analysis is a four-step process: Bridge over AMTRAK and Beaver Dam Travel demand analysis was performed using Branch: The Maryland State Highway • Trip Generation – estimating the number the MWCOG regional transportation model Administration will advertise a project to of trips produced by and att racted to each to project 2030 traffic volumes. Several reconstruct the Kenilworth Avenue bridge TAZ; scenarios for Option 3 were evaluated: over AMTRAK and Beaver Dam Branch • No-Build (includes MAC improvements and immediately north of Eastern Avenue. • Trip Distribution – estimating the numbers refi nements) Construction is expected to begin in 2006. of trips traveling between each TAZ; As part of this project, the following • Scenario S: No-Build + safety improve- improvements will be implemented: The • Mode Choice – splitt ing these trips into ments existing bridges in both directions will be their respective modes of travel; and • Scenario 1: No-Build + full movement at replaced, with the southbound structure Table 3.5: Travel Times for the No-Build and Option 3 Scenarios East Capitol Street Interchange widened; and an acceleration lane will be • Network Assignment – assigning the constructed for the eastbound New York generated trips to the transportation • Scenario 2: No-Build + full movement at Avenue to southbound Kenilworth Avenue network and estimating the traffi c volumes Benning Road Interchange • Adding turn penalties for some movements SimTraffic was used to determine travel ramp and extended to Eastern Avenue. on network segments. at the intersection of Minnesota Avenue times and speeds throughout the corridor. • Scenario 3: Maximum improvement This acceleration lane will improve opera- and Massachusett s Avenue; and Travel speeds are low and typically increase including full movement at East Capitol tions along the ramp and improve queuing BASE YEAR (2004) MODEL VALIDATION AND as vehicles travel through the corridor in the Street and Benning Road, a new along eastbound New York Avenue. ADJUSTMENT • Refi ning the network coding at the intersec- southbound direction. Travel speeds increase Massachusetts Avenue River Crossing, and tion of East Capitol Street and Minnesota as vehicles travel north during the AM peak a new Park Road between Barney Circle • Minnesota Avenue: Minnesota Avenue To investigate the performance of the Avenue. hour, however, the northbound movement is and Benning Road on the west side of the terminates north of Nannie Helen MWCOG model within the context of the near gridlock between Pennsylvania Avenue Anacostia River Burroughs Avenue where it becomes study area, a base year (2004) model run was In addition, the link attributes of some and Benning Road during the PM peak hour. Sheriff Road. A portion of Minnesota A traffic analysis of year 2030 conditions performed and validated against observed highway segments were adjusted to reflect the Avenue also exists between Meade Street found that demands on Kenilworth Avenue data. Validation of the base year model actual conditions as well as to obtain assign- LOS were also determined for the No Build and Eastern Avenue. The project connects are growing as a result of traffic into and involved: ment results reasonably close to observed condition. Without additional improvements, these two pieces of Minnesota Avenue. out of Maryland, and that under the various data. the majority of basic freeway, weaving and There is no schedule for construction. scenarios evaluated, operations will degrade • Reviewing network coding in the study ramp segments operate at an unacceptable substantially in the future. Implementing a corridor; LOS F. • Eastern Avenue Bridge Replacement: full movement interchange at East Capitol TRAFFIC FORECASTS FOR 2030 Design of the reconstruction of the Eastern Street provides the lowest increase in travel • Examining zoning and land use data in the Avenue bridge over Kenilworth Avenue time throughout the corridor as demands to study area; and In order to develop traffic forecasts consistent EVALUATION OF THE BUILD CONDITION is currently underway. As part of this enter/exit Kenilworth Avenue become more with the results from the Middle Anacostia improvement, the intersection will be dispersed. If the year 2030 traffic projections • Comparing the traffi c assignment results River Crossing (MAC) Study, this study The Build Condition was analyzed using replaced and upgraded for pedestrian are realized and DDOT does not provide with observed traffi c count data on major included the highway improvement proposed several variations in order to determine the and traffic safety improvements and additional capacity on Kenilworth Avenue, arterials. in the MAC Study including: best combination of improvements that might Kenilworth Avenue lowered to improve DDOT must pursue travel demand manage- be implemented. The variants are based on vertical clearance beneath the new struc- ment options to reduce peak hour traffic. Based on the validation of the base model • 11th Street Bridge improvements; the interchange layouts discussed above and ture. results, a number of corrections and refine- consist of: Programmed Capital Improvements ments were made to the model network. • Barney Circle improvements; and 2030 Travel Demand Forecasting for There are several programmed improvements These included: • Safety Improvements Option 3 within the study area that were included in • Elimination of the Southeast-Southwest the future condition analysis (year 2030). Each • Adding the service roads and the associ- Freeway segment between the 11th Street • East Capitol Street Interchange is described below. REGIONAL TRAVEL DEMAND MODEL ated slip ramps on both sides of Kenilworth Bridge and the John Phillip Sousa Bridge. Improvements Avenue between Nannie Helen Burroughs • Nannie Helen Burroughs Avenue A travel demand analysis was performed for Avenue and Eastern Avenue; EVALUATION OF THE NO BUILD • Benning Road Interchange Improvements Interchange: The reconstruction of the Option 3 using the Metropolitan Washington CONDITION Kenilworth Avenue bridge over Nannie Council of Government (MWCOG) regional • Correcting turning movements at the • East Capitol Street and Benning Road Helen Burroughs Avenue is anticipated to transportation model. The model is subdi- Benning Road and East Capitol Street inter- The No Build condition consists of the current Interchange Improvements be complete by 2009. These improvements vided into about 2,900 Traffic Analysis Zones changes on Kenilworth Avenue to refl ect geometry, including programmed roadway are described in Section 3.6.4. (TAZs), estimates the number trips between actual conditions; improvements. Analysis of the No Build The Eastern Avenue Interchange was not TAZs, and distributes the trips over the condition aims to understand potential future included in the analysis as the proposed transportation network. operations if no other additional improve- improvements for that interchange do not ments are made by 2030. impact the traffic analysis.

3-18 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY As discussed above, for each interchange studied (East Capitol Street, Benning Road; and Eastern Avenue), multiple layouts were developed. For the analysis of the Build Condition, however, only the layout that provided full interchange movements was considered. This simplified the analysis and provided the worse-case condition for Year 2030. Each is described in more detail below.

SAFETY IMPROVEMENTS

Various safety improvements are incorpo- rated into Option 3 throughout the corridor. These safety improvements do not involve any improvements to the interchanges that would add new movements. They consist of consolidating on- and off-ramps and providing adequate acceleration and decelera- tion distances for existing ramps to improve the safety for traffic entering and exiting Kenilworth Avenue (see Figure 3.29). For the Benning Road interchange, the analysis also considered right entrance/exits.

EAST CAPITOL STREET INTERCHANGE IMPROVEMENTS

These improvements incorporated a full- movement interchange at East Capitol Street. The full movement interchange is provided via right entrance and exit ramps. Figure 3.29: Proposed Safety Improvements BENNING ROAD INTERCHANGE IMPROVEMENTS

This improvement provides for a full-move- 3.6.7 Evaluation of Option 3 with Safety A close analysis of the results indicates a pref- East Capitol Street provides the lowest travel ment interchange at Benning Road. The full and Interchange Improvements erence for the full-movement interchange at time throughout the corridor as demands to movement interchange is via right entrance East Capitol Street without any improvements enter and exit Kenilworth Avenue become and exit ramps. An analysis of the safety and interchange at Benning Road. There is no appreciable more dispersed. improvements was completed using difference in travel times between the future EAST CAPITOL STREET AND BENNING SimTraffic. Table 3.5 compares the travel No Build condition and Option 3 built with If the year 2030 traffic projections are realized ROAD INTERCHANGE IMPROVEMENTS times under each combination of improve- the East Capitol Street Interchange improve- and additional capacity on Kenilworth Avenue ments evaluated. ment. However, that improvement combined is not provided, travel demand management This improvement incorporates a full move- with a full-movement interchange at Benning options to reduce peak hour traffic volumes ment interchange at both East Capitol Street There is no major reduction in travel time Road results in significant increases in travel will be needed. and Benning Road as discussed above. when implementing any of the combination time within the corridor. of safety or interchange improvements as The proposed safety and interchange compared to the future No-Build condi- Based on the Year 2030 analysis of the improvements were coded in the model tion. Travel times are high and speeds low various improvements identified, operations network and an analysis was performed, the throughout the corridor under all of the 2030 will degrade substantially in the future. results of which were compared to the No- Build conditions. Implementing a full movement interchange at Build Option.

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-19 3.6.8 Traffi c Management Alternatives with limited need for a public awareness or direction along the entire corridor is another 3.6.9 ITS Alternatives • Road Weather Information System education campaign. possibility. A five-lane section would provide (RWIS): This provides critical information The analysis indicates that demand three lanes in the peak direction. There are a number of ITS (Intelligent regarding real-time road temperatures and on Kenilworth Avenue is growing as a Implementation of HOV lanes on Kenilworth Transportation System) initiatives that is useful during cold weather months for result of traffic into and out of Maryland. Avenue, however, will be challenging due to It may be worthwhile to consider re- DDOT is implementing throughout the city. anticipating freezing conditions that lead to Coordination with the Maryland Department the absence of adjacent facilities to the north constructing Kenilworth Avenue and I-295 Several of these should be considered for the ice accumulation on bridges and roadway of Transportation and its various modal and south of the corridor. Complicating between both Maryland State lines to provide Kenilworth Avenue corridor as they have the pavement. This system should be used administrations should continue to pursue the implementation of HOV on Kenilworth HOV lanes for the entire corridor. This would potential for improving traffic operations and in conjunction with a HAR and DMS to following opportunities: Avenue are frequent left and right entrance require additional capacity in both directions providing useful information to travelers. convey information to travelers. and exit ramps. In addition, HOV could not of I-295. Since the Maryland State Highway These alternatives are discussed below. It • Extend Metrorail and provide additional be supported on the reduced four-lane cross Administration and the Virginia Department should be noted that these alternatives are • SpeedInfo Speed Sensor System: SpeedInfo Metrorail parking capacity for rail lines section south of East Capitol Street. of Transportation are both investigating not exclusive and may be combined with any provides real-time information on traffi c into and out of Maryland; the use of managed lanes, DDOT could of the projects planned for short-, near- and speeds. As a supplement to a CCTV Two HOV options are feasible in the near- also consider reversible managed lanes to long-term implementation. system, SpeedInfo can provide data over a • Coordinate with the Maryland State term: encourage carpools and travel outside of the navigation system, cell phone, HD radio, Highway Administration for the construc- traditional peak hours. • Dynamic Message System (DMS): A perma- satellite radio, or on the web. tion of additional park-and-ride lots and/or • HOV Option 1, Left -Lane HOV: The left - nent Dynamic Message system should be additional capacity at existing lots along most lane in both directions is converted considered for the corridor that would US 50 and the Baltimore-Washington to an HOV lane between Eastern Avenue extend to points north and south in order Parkway. and East Capitol Street. This confi gura- to provide adequate real-time information tion is typical of expressways or freeways, for travelers. A DMS, used in conjunc- • Pursue potential commuter rail connections and could be striped with a wider lane line tion with a Highway Advisory Radio with existing MARC lines and/or new lines and/or with diamond pavement markings. System, would greatly enhance capabili- into Maryland. Regulatory signs can be installed on the ties for communicating with the traveling median barrier. Weaving from the HOV public and provide information related to • Consider re-constructing Kenilworth lane to certain exits may be a problem in incidents (crashes), construction activities, Avenue with a reversible lane system that certain directions due to the high peak congestion, travel times, and road would provide four lanes for the peak hour volumes, such as the southbound exit conditions. direction. to East Capitol Street (AM peak) and the northbound exit to eastbound US 50 (PM • Highway Advisory Radio (HAR): Highway • Consider re-constructing Kenilworth peak). The lack of shoulders would make Advisory Radio transmitt ers currently have Avenue and I-295 between both Maryland enforcement challenging. limited use in the city. Given the critical State lines to provide two lanes in each aspect of this corridor as a commuter route direction, as well as reversible managed • HOV Option 2, Right-Lane HOV: The and the high incidence crashes that occur lanes to encourage carpools and travel right-most lane is converted to HOV in (in some locations up to three times the outside of the traditional peak hours. both directions between Eastern Avenue national average), a dedicated HAR system and East Capitol Street. This confi gura- for this corridor should be implemented • Implement High Occupancy Vehicle (HOV) tion is not typical, but would simplify and extended into Maryland along the BW lanes in one of the three lanes in the north- the weaving between the HOV lanes and Parkway, New York Avenue and Route 50. bound and southbound directions. key exits; however, more weaving may be A dedicated HAR would provide travelers introduced for traffi c from on- and off - with incident information and construc- The least expensive and most readily imple- ramps which must make two lane changes tion-related impacts. mented travel demand management option to enter or exit Kenilworth Avenue. is to designate one northbound and one • Closed-Circuit Television (CCTV) System: southbound lane as High Occupancy Vehicle HOV Option 1 provides the best operation. A CCTV system installed along the corridor (HOV) lanes. Concurrent HOV lanes exist on However, in order to eliminate the resultant would provide real-time information several major arteries as well as several streets weaving, directional ramps will have to be on traffi c conditions and aid in incident in the District of Columbia. Because of their constructed. Reconstructing Kenilworth management. Currently, CCTV is installed widespread use in the area, HOV lanes can be Avenue with a reversible HOV lane system at major signalized intersections on either implemented quickly on Kenilworth Avenue that provides up to four lanes for the peak side of the corridor but none are oriented along the Kenilworth Avenue mainline.

3-20 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY 3.7 Additional Study Areas

In addition, to the interchange improvements discussed above, two additional improve- ments within the corridor were studied and analyzed.

• a new Park Road between Barney Circle and Benning Road on the west side of the Anacostia River; and

• a new Massachusett s Avenue crossing of the Anacostia River.

3.7.1 A New Park Road

In keeping with the Anacostia Framework Plan and the intent of unifying the many parks and recreational areas along the Anacostia River, a Park Road is proposed that links major destinations and neighborhoods from Eastern Avenue with points south.

The Park Road will connect all of the waterfront’s major destinations: the National Arboretum, Kenilworth Aquatic Gardens, RFK Stadium, Hill East Meadows, the Kingman Island Nature Center, the new Recreation Center in Twining Park, the playing fields in the Fairlawn section of the Anacostia Park, and the Poplar Point Cultural Park. The Park Road will be twenty feet wide, with parallel parking lanes along selected portions.

This is a park-type road, not a commuter road, intended to enhance access to parkland and the river front. Within the context of the Kenilworth Avenue Corridor Study, three areas were studied and options developed to address linkages and missing connections.

Anacostia Avenue to Eastern Avenue Connection A new connection between the terminus of existing Anacostia Avenue and Eastern Figure 3.30: Park Road Alignment Avenue is built, providing a new access point to the park for pedestrians, bicyclists and vehicles. This new connection completes the Eastern Avenue intersection, creates a new entrance to Kenilworth Aquatic Gardens, and provides an opportunity to define a gateway to the city. It is also the northernmost gateway to a new Park Road, a contiguous route through the park to points south.

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-21 Benning Road to Barney Circle 3.7.2 Analysis of Park Road Options Pedestrian/Bicycle Conditions implement. The Benning Road to Barney However, a pedestrian or bicycle connection Connection The quality of existing pedestrian and bicycle Circle connection and the Park Road connec- at this location greatly enhances connectivity To continue Park Road, a new connection The three options for Park Road are not mutu- conditions improves under all options, tion (at Massachusetts Avenue) are more for park users and those wishing to access is proposed at Benning Road on the west ally exclusive. Each of these options may primarily because of the creation of new expensive as they require construction of the Deanwood Metrorail Station. Options for bank that follows the river to the proposed be implemented independently of the other connections. significant infrastructure. making a multi-use trail connection between Reservation 13 Circle and continues to Barney with the goal that a new Park Road link major Anacostia Avenue and Eastern Avenue, that is Circle. This new connection provides access destinations and neighborhoods from Eastern The Benning Road to Barney Circle connec- Construction Impacts sensitive to the natural environment, could be to the west bank park for pedestrians and Avenue with points south. The basis for this tion and the Park Road connection (at The Eastern Avenue connection potentially explored further. vehicles, and a continuation of the road evaluation is discussed below. Massachusetts Avenue) are rated higher impacts designated wetlands and possibly through the park. than the Eastern Avenue connection owing requires occupying parkland. The Benning Road to Barney Circle connec- Urban Design to the direct connection to parkland. These tion enhances access on the west bank of the Park Road Connection (at Massachusett s All three options establish new connections. two connections are also rated higher for the The Benning Road to Barney Circle connec- Anacostia River, and, in conjunction with Avenue) The most important connections are created experience they provide to pedestrians and tion and the Park Road connection (at the Park Road connection (at Massachusetts The new Park Road makes a connection across by the Anacostia Avenue to Eastern Avenue bicyclist using the facility, with the Benning Massachusetts Avenue) require occupying Avenue), provides continuity to the existing the river to join the segment from Benning connection and the Park Road connection. Road to Barney Circle connection better in parkland, with the latter having an impact Park Road system. The Park Road connection Road and Barney Circle on the west bank with this respect than the Park Road connection (at within the Anacostia River. (at Massachusetts Avenue), which provides a the parkland on the east bank. The Anacostia Avenue to Eastern Avenue Massachusetts Avenue). All options reduce the new connection for pedestrians and bicyclists connection completes the fourth leg of the number of conflicts with vehicles. Potential Environmental Impacts and a limited connection for vehicles using The new connection, the proposed interchange at Eastern Avenue and provides The Eastern Avenue connection may have the park, together with the Benning Road to Massachusetts Avenue Park Road bridge, for a new entrance to Kenilworth Aquatic Compatibility with Great Streets significant impacts on designated wetlands Barney Circle connection, could be studied connects the proposed and existing Park Road Gardens and the opportunity to create a true None of the options make a gesture to, or and requires careful design to minimize such further because of this improved connectivity. system but does not connect to local streets. It gateway setting for the city. detract from, the Great Streets Initiative. impacts. It might also reduce parkland and serves as a connection for pedestrians, bicy- open space and may affect natural resources, Any of these options will only be possible clists, and vehicles using the new Park Road. The Benning Road to Barney Circle connec- Connectivity to Neighborhoods land uses and neighborhood character. with support and approval of the National This would also provide access for National tion, at Benning Road, creates a less prominent All options enhance connectivity to neigh- Community services, such as fire and police Park Service which has jurisdiction over the Park Service maintenance vehicles. connection to the waterfront that is more borhoods. All three provide access between response, are not affected. land required to make the access improve- functional in purpose. neighborhoods for pedestrians and bicyclists, ments. with the Eastern Avenue connection being The Benning Road to Barney Circle connec- While all three options contribute to estab- slightly better owing to the direct connection tion and the Park Road connection (at lishing an enhanced street grid, the Park Road provided. The other two options enhance Massachusetts Avenue) occur directly in connection (at Massachusetts Avenue) is rated connectivity to open space. parkland and open space but are intended to higher in this regard as it extends a signifi- enhance park access. They may affect natural cant avenue, that currently lacks continuity Access to River resources. Community services, such as fire both visually and physically. This option is All options enhance access to the Anacostia and police response, remain unchanged under also rated higher for both the experience it River for pedestrians, and bicyclists. these options. provides to pedestrians and bicyclist using the facility and for the connectivity it provides Access to Transit All options have minimal impact on commu- between two neighborhoods. Access to transit facilities and transit routes nity and recreational facilities, and on historic for vehicles, pedestrians, bicyclists, and and cultural resources. Land Use transit users is unchanged in each of the three The Anacostia Avenue to Eastern Avenue options. Both the National Park Service and the neigh- connection enhances connectivity between boring community have expressed concern neighborhoods and completes the fourth Traffi c that any of these options may have adverse leg of an important intersection in the city. None of the options affects traffic in any impacts on accessibility to the park and the Surrounding land use would be enhanced by significant way. potential for increased commuter traffic. this option, particularly given the proximity of the Deanwood Metrorail Station. The other Safety Recommendations two connections have no significant impact on Traffic safety remains unchanged under all A vehicle connection between Anacostia surrounding land use. three options. Avenue and Eastern Avenue is problematic due to the presence of designated wetlands Construction Costs west of the Eastern Avenue intersection. In gross order of magnitude, the Eastern Avenue connection is the least expensive to

3-22 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY 3.7.3 A New Massachusett s Avenue Crossing

Massachusetts Avenue is a grand boulevard that is interrupted by Reservation 13 prior to the Anacostia River in Ward 6, and by the CSX railroad spur and Kenilworth Avenue in Ward 7.

Due in part to the historical location of the D.C. General Hospital and the District Jail at Reservation 13, Massachusetts Avenue has long terminated at 19th Street. A preliminary study of this area, now referred to as the Hill East waterfront, recommends extending a neighborhood-scale street grid to the Anacostia River and creating a vibrant, mixed- use waterfront neighborhood. Massachusetts Avenue will provide a vital lifeline to this new mixed-use development, the success of which depends on strong connections to the rest of the city.

The extension of Massachusetts Avenue across the river via Park Road bridge can provide an excellent pedestrian and bicycle route between parks and neighborhoods on both sides of the river. According to the Hill East plan, Massachusetts Avenue will extend through Figure 3.31: Reservation 13 to Randle Circle Connection the site to end in a traffic circle at the water- front, connecting to the Park Road system. From there, travelers along the Riverwalk or the Park Road will have the option of heading • Under one option, a two-lane bridge the CSX Railroad tracks on the east bank, and tenance purposes. There is no public vehicular 3.7.4 Analysis of Massachusett s Avenue southwest towards the Near Southeast connects Reservation 13 in Ward 6 to Kenilworth Avenue (see Figure 3.31). connection to local streets (Figure 3.32). Crossing Options neighborhoods and more urban portions of Randle Circle in Ward 7; the waterfront, northeast towards the upper This bridge provides the required vertical Park Road Connection The three options for a new Massachusetts reaches of the Anacostia River, or across the • Under another, a pedestrian and bicycle clearances over the railroad tracks. Under this The Anacostia Waterfront Initiative Avenue crossing of the Anacostia River were river on the new Massachusetts Avenue Park crossing, aligned with Massachusett s option, there is no connection to Kenilworth Framework Plan proposes a new Park evaluated as discussed below. Road bridge. Avenue, connects the two waterfront parks Avenue as the purpose of this option is Road that crosses the Anacostia River at on either bank of the Anacostia River; and primarily to serve local traffic. Massachusetts Avenue. As described in Urban Design The proposed Massachusetts Avenue Park the Framework Plan, a new Massachusetts Due to the need to span across Kenilworth Road bridge will create a much needed • Finally, a two-lane vehicular, pedestrian Park-to-Park Pedestrian Connection Avenue would extend through proposed Avenue and the CSX railroad tracks, a bridge connection across the river for pedestrians and and bicycle crossing was considered that This option provides a new connection redevelopment at the Reservation 13 site to as described in the Reservation 13 to Randle cyclists who seek to travel through the park connects the two waterfront parks on either across the Anacostia River that is restricted end in a traffic circle at the waterfront. Circle connection establishes a substantial system on either bank of the river. This study bank of the Anacostia River. to pedestrians and bicyclists. It is aligned presence along the waterfront. This is a explores three options that either physically, with Massachusetts Avenue and connects The proposed Massachusetts Avenue crossing deviation from existing bridges that cross or symbolically, connect the two end of Reservation 13 to Randle Circle the federal parkland on either bank of the connects to the proposed and existing Park the Anacostia River within the District of Massachusetts Avenue. Connection Anacostia River. Road system only, and not to local streets, Columbia. This option also creates a substan- Under this option, a new bridge connects thus preventing regional traffic from using tial barrier at the eastern end, where the Massachusetts Avenue at Reservation 13 Open space connectivity is enhanced due to the bridge as a shortcut. The bridge would bridge connects to Massachusetts Avenue in in Ward 6 with Massachusetts Avenue at new connections to existing or proposed trails also serve as a connection for pedestrians the Randle Circle neighborhood. Randle Circle in Ward 7. This bridge spans the for pedestrians and bicyclists. National Park and bicyclists and for National Park Service Anacostia River, the parkland on either bank, Service vehicle could use the bridge for main- maintenance vehicles.

KENILWORTH AVENUE CORRIDOR STUDY OPTIONS TO ENHANCE THE CORRIDOR / 3-23 By comparison, the bridges in the Park-to- Park Pedestrian connection and the Park Road connection only connect the existing banks of the Anacostia River. A bridge under these options could be designed to fit into the typology established by existing river cross- ings.

Land Use The bridge considered under the Reservation 13 to Randle Circle connection would include structural elements, such as support piers, that could have a significant impact on existing parkland. The bridge and a new road connec- tion creates a through connection in a location where the avenue currently dead-ends and increases traffic in the Randle Circle neighbor- hood.

The Park-to-Park Pedestrian connection and the Park Road connection are not anticipated to result in a significant impact on surrounding land uses.

Pedestrian/Bicycle Connectivity All options improve the quality of pedestrian and bicycle connections, and create a new connection across the river. Figure 3.32: Park-to-Park Connection

The Park-to-Park Pedestrian connection and Vehicular Movement and Connectivity Pedestrian connection, which consists of a The Park-to-Park Pedestrian connection and Recommendations the Park Road connection provide a direct The Reservation 13 to Randle Circle connec- shorter pedestrian bridge, is the least expen- the Park Road connection have minimal Both the Park-to-Park Pedestrian connection connection between parkland on either bank tion enhances vehicular connectivity between sive. The Park Road connection, is designed impact on parkland and open space; however, and the Park Road connection, where a new of the river. The Reservation 13 to Randle neighborhoods across the Anacostia River. to carry two lanes of park traffic, is moder- there may be an impact on natural resources connection for pedestrians and bicyclists, Circle connection provides a connection This is not the case under the Park-to-Park ately expensive. due to new construction. No impacts on land and a limited connection for vehicles (under between neighborhoods along Massachusetts Pedestrian connection and the Park Road uses and neighborhood characteristics are the Reservation 13 to Randle Circle connec- Avenue on either side of the river, but not connection, since access is limited between the The Reservation 13 to Randle Circle connec- expected. Community services, such as fire tion) should be studied further because they between the waterfront parks. waterfront parks. tion results in the most construction-related and police response, are anticipated to be improve connectivity between communities impact, since it can only be implemented by unaffected. and the waterfront. The experience of pedestrians and bicyclists is Under the Reservation 13 to Randle Circle occupying parkland and taking property in anticipated to be best under the Park-to-Park connection, new traffic movements are added; the Randle Circle neighborhood. The Park- All options are anticipated to have minimal The Reservation 13 to Randle Circle connec- Pedestrian connection, where the crossing is however, Level of Service measurements at to-Park Pedestrian connection and the Park impact on community and recreational facili- tion should be eliminated from further designed specifically for them. Under the Park key intersections are expected to deteriorate Road connection have relatively minimal ties, and historic and cultural resources. consideration because it would likely result in Road connection, the connection is designed on both approaches to the bridge, partially construction impacts; however, parkland will negative affects on the viewshed and adjacent for low speed and single lane vehicular traffic, negating this enhancement. The Park-to-Park be required to build both structures. The Reservation 13 to Randle Circle connec- neighborhoods. as well as for pedestrians and bicyclists. This Pedestrian connection and the Park Road tion may impact air quality and noise. This connection is also anticipated to provide connection do not provide for any significant Potential Environmental Impacts would occur to a lesser extent under the The construction of the proposed a positive experience for pedestrians and new traffic movements. The Reservation 13 to Randle Circle connec- Park-to-Park Pedestrian connection and the Massachusetts Avenue Park Road bridge bicyclists. Both the Park-to-Park Pedestrian tion significantly affects parkland and open Park Road connection. could only be possible with support and connection and the Park Road connection Construction Costs and Impacts space, and may have an impact on natural approval of the National Park Service which reduce the number of conflicts with vehicles In gross order of magnitude, the Reservation resources, land uses, and neighborhood owns or has jurisdiction over the land relative to the Reservation 13 to Randle Circle 13 to Randle Circle connection results in a characteristics. Community services, such as required to build the crossing. connection. substantial bridge structure and is the most fire and police response, are enhanced owing expensive to implement. The Park-to-Park to a new connection across the river.

3-24 / OPTIONS TO ENHANCE THE CORRIDOR KENILWORTH AVENUE CORRIDOR STUDY Kenilworth Avenue Corridor Plan 4.0

As discussed in Chapter 3, recommendations under Option 3 would be pursued to improve the corridor; where, Kenilworth Avenue would remain a limited access highway. Safety improvements would be made to portions of the corridor, and some portions would be depressed to improve connectivity across the roadway. Infrastructure improve- ments would be made across the corridor including at the key interchanges at East Capitol Street, Benning Road and Eastern Avenue, to improve the aging infrastructure, its visual character, and the vehicular, pedes- trian and bicycle circulation systems (see Figure 4.1)

Once the improvements are in place, the Kenilworth Avenue corridor will continue to function as a limited-access roadway, the char- acter of which will vary between a parkway and a tree-lined expressway.

This chapter describes a corridor plan, which consists of three parts - the overall corridor design, the proposed vehicular circulation system, and the proposed pedestrian and bicycle circulation system. The corridor plan provides the broad policies and recom- mendations that are aimed to improve the Kenilworth Avenue Corridor. These policies and recommendations translate into indi- vidual projects that are summarized at the end of this chapter, and are discussed in further detail in Chapters 5 through 8 of this document.

Figure 4.1: Corridor Plan

KENILWORTH AVENUE CORRIDOR STUDY KENILWORTH AVENUE CORRIDOR PLAN / 4-1 4.1 Urban Design

The aim of this plan is to establish Kenilworth Avenue as an attractive urban corridor that threads through several of the District’s distinct neighborhoods east of the Anacostia River, and extends the visual character estab- lished by the Baltimore Washington Parkway to the north to connect with the Anacostia MMassachusetts Avenue Freeway to the south. The design decisions a s

s and implementing strategies that provide a a c

h

framework to achieve the beautification of the u

PPennsylvania Avenue s corridor are described below. e e n s t t B n ene n

s n A y n nini Rg o vl v

Strengthen the Parkway Sett ing between e g a n R n u Pennsylvania Avenue and East Capitol ai o e aad A d ch

Street n v EEast e a ra

s B n Hill East t u C ts t e aapito Between Pennsylvania Avenue and East p a

i t o W Capitol Street, Kenilworth Avenue borders a llS S t r e Kenilworth t r park on one side and a wide vegetated buffer eet Mayfair e area on the other. The corridor itself is a two- t Eastland Garden lane roadway with paved shoulders, land- River Terrace scaped edges and a median that varies from Anacostia River a narrow jersey barrier to wider vegetated M areas. Also, nearly one-third of the corridor metro M

consists of an elevated structure. There is no metro

E E a

pedestrian access along this segment of the Central Northeast s a

s n r e t

roadway. te r

Deanwood n A Greenway v A

Benning e v

The following strategies are recommended e

u n n

ue EEas u

to emphasize the parkway setting along this v e n u e a N e A v e n e taa A s aan n eso ttCap C portion of the corridor: inn e s o t Fort Dupont n ei H MMi i nn ne s MMinn a ie Hele Bn esoo tta a A v e n u e p Twinning i tt o l Dupont Park Aven o u e l S e el Str • Improve maintenance of existing vegeta- t r e eet n B Two Lane Kenilworth Avenue with greenshoulder e tion including removal of exotic and inva- MMassac t and landscaped median uru r a

s rough sive species; o u g Two Lane Kenilworth Avenue on an elevated structure s with paved shoulder and special median treatment a c h s A hush A ev s t t e s Three Lane Kenilworth Avenue with green shoulder u • Plant new vegetation at strategic loca- A and landscaped median s e v e .

tt e tions to reinforce the landscape buff er, . Three Lane Kenilworth Avenue with landscaping s and to provide openings that frame views, between mainline and service lanes and A landscaped median v including those of the Anacostia Park, the e nun Special gateway treatment related to cross streets and u Anacostia Hills and portions of the City adjacent neighborhoods e that are visible to the west of the river. Figure 4.2: Corridor Beautifi cation Framework Plan

4-2 / KENILWORTH AVENUE CORRIDOR PLAN KENILWORTH AVENUE CORRIDOR STUDY • Replace the paved shoulder on the outside • Add new street trees at the outer edge of of the roadway with a grass shoulder and the road right-of-way to establish a consis- a mountable curb, and replace the paved tent edge along the corridor. Extend the shoulder on the inside with a green median character/type of street trees that currently to reduce the amount of visible pavement exists along the adjacent neighborhood along the corridor and to improve the envi- streets to the new plantings. ronmental footprint of the roadway. • Introduce a planted median on the inside • Continue the architectural treatment, such of the roadway to reduce the amount of as embossed concrete walls, along the visible pavement. elevated or narrow portions of the corridor, similar to the recently improved New York • Extend the existing landscaping character Avenue crossings. (or that proposed under the Great Streets Initiative) of roads crossing Kenilworth Figure 4.3: Proposed Kenilworth Avenue between Pennsylvania Avenue and Figure 4.4: Proposed Kenilworth Avenue between East Capitol Street and Revitalize the Corridor between East Avenue. South Capitol Street (Two-lane roadway with green shoulder and landscaped Eastern Avenue (Three-lane roadway with landscaping between the mainline Capitol Street and Eastern Avenue with median. The green shoulders could be designed to retain stormwater during and service lanes, and a landscaped median.) Streetscape Improvements Establish a Unifi ed Theme storm events.) along the Corridor This stretch of the corridor has a more urban and inconsistent character. Neighborhoods While the corridor currently has two distinct abut the roadway on one side, with CSX rail- segments within the study area, a unified road tracks and a buffer area, as well as some theme of plantings and structural materials commercial development, on the other. The should be pursued throughout the corridor. corridor is a three-lane roadway with limited These include the following strategies: shoulders and includes service lanes on either side for a significant portion of this stretch. • Adopt a unifi ed patt ern of plantings, This stretch of the corridor is also traversed median design, shoulder design, lighting, by several bridge structures. Also, there are signage, cross bridges, and elements, such sidewalks that line the service lanes along this as walls at the edge of elevated structures, segment of the corridor. that is carried through the entire corridor. Work with Maryland to extend this patt ern The following strategies are recommended to to the Route 50 interchange to the north. Figure 4.5: Cross-Section located between Pennsylvania Avenue and East Capitol Street establish a more consistent and aesthetically (Two lane Kenilworth Avenue with green shoulder and landscaped median. The median and green shoulders could be pleasing streetscape along this portion of the • At interchanges with cross streets, as well designed to retain stormwater during storm events.) corridor: as along the corridor, introduce unique design elements or signage that promotes • Add turf, shrubbery, and trees (where community identity by highlighting adja- appropriate) between the service lanes and cent neighborhoods. the mainline where the service lane width is reduced for traffi c calming or safety • Explore opportunities for public art purposes. This would reduce the amount of throughout the corridor. Encourage school- visible pavement and impervious surfaces age children and area residents to partici- along the corridor. Where there is space pate in creating art pieces that highlight the within the road right-of-way, add a green character and history of the area. shoulder with a mountable curb at the outside of the mainline.

Figure 4.6: Cross-Section located between South Capitol Street and Eastern Avenue (Three lane Kenilworth Avenue with landscaping between the mainline and service lanes, and a landscaped median.)

KENILWORTH AVENUE CORRIDOR STUDY KENILWORTH AVENUE CORRIDOR PLAN / 4-3 4.2 Vehicular Circulation

Kenilworth serves an important role as a commuter link between the Maryland suburbs and the Washington, DC business core. However, the corridor does not serve the adjacent communities well. Neighborhoods on either side are isolated by the roadway which provides only limited access to or from them. Reflected in the age of the facility are substandard features which make driving the roadway and navigating some of the inter- changes and ramps unsafe.

Improve Safety along the Corridor

The corridor, and in particular, those sections between East Capitol Street and Eastern Avenue, have higher-than-average accident rates owing in part to the large number of vehicles entering and exiting Kenilworth Avenue combined with the large volume of through commuter traffic. Merge and diverge distances are inadequate and do not meet current design standards. Acceleration and deceleration lanes are too short and average speeds are in excess of the posted limits, contributing to unsafe conditions. Figure 4.7: Vehicular Circulation Framework Plan

Reducing the infrastructure footprint of Kenilworth Avenue to two lanes in each direction will allow the above deficiencies to be corrected and will have a calming affect on traffic. However, this could substantially increase travel times through he corridor. The re-construction of the Nannie Helen Burroughs interchange requires a long-term lane closure in both directions of Kenilworth Avenue and provides a unique opportunity to evaluate whether or not a two-lane solution can be implemented as a near-term improve- ment through observation of real-time traffic conditions during reconstruction of this bridge.

Kenilworth Avenue was designed with a number of short on- and off-ramps not neces- sarily associated with a particular interchange but used to access the parallel service roads. To improve safety, these ramps will be consolidated or combined with traffic move-

4-4 / KENILWORTH AVENUE CORRIDOR PLAN KENILWORTH AVENUE CORRIDOR STUDY ments to and from the existing interchanges. At East Capitol Street and Kenilworth Improve Accessibility to the Anacostia The adjacent service roads will be narrowed Avenue, movements are limited to and from Parks and Riverfront and bulb-outs, or curb extensions, introduced Kenilworth Avenue to eastbound and south- to reduce the roadway width, protect on-street bound traffic. Several improvements will There is limited access throughout the corridor parking, and reduce crossing distances for gradually enhance access for westbound and to parkland west of Kenilworth Avenue. pedestrians. Improving signage will also northbound traffic which can be implemented Enhancements throughout the corridor will improve safety. through three projects. improve access to these recreational areas and a new Park Road will allow drivers to traverse At Benning Road, major safety improve- For westbound traffic, interchange improve- the parkland from north to south. ments will be undertaken in two phases. ments will allow vehicles to enter Kenilworth Interchange modifications will improve safety Avenue and go southbound or northbound. At Eastern Avenue, there is potential for a for vehicles exiting Kenilworth Avenue to With implementation of additional enhance- new pedestrian and bicycle access point at westbound Benning Road and for eastbound ments which build on the previous effort, the western leg of the intersection. This new Benning Road traffic entering northbound on northbound traffic will have the ability to go connection could extend west from the inter- Kenilworth Avenue. eastbound or westbound and southbound section and connect to Anacostia Avenue. traffic will be able to go eastbound. The ultimate configuration for Benning Road West of the river, a new Park Road could will divide the existing structure into two With implementation of the third improve- connect Benning Road and Barney Circle and independent bridges, and depress the north- ment, all of the above movements will be provide new access to parkland along the bound lanes of Kenilworth Avenue similar to implemented and enhanced accessibility for west bank of the Anacostia. This new Park the way the southbound lanes are depressed. pedestrians and bicyclist will be added to the Road would be parallel to the riverfront and This will allow Benning Road to pass over the interchange. also connect to the JFK Access Road and, northbound lanes before intersecting with the depending on the final alignment, connect to on- and off-ramps from Kenilworth Avenue. Beginning in the vicinity of Benning Road, the Reservation 13 Circle. These ramps would become right-lane move- Kenilworth Avenue will be depressed to allow ments, thereby creating a safer condition for for improved connections across the corridor. A new connection across the river could drivers exiting or entering the corridor from The ultimate build-out for the Benning Road be built along an extended Massachusetts Benning Road. interchange will include a depressed north- Avenue alignment. The new bridge could bound Kenilworth Avenue and new cross provide access across the river for pedestrians, Dividing the bridge will allow traffic move- corridor connections for Benning Road. bicyclist, and National Park Service vehicles ments to and from Benning Road to move to used to maintain the park. It might also the interior lanes and allow a safer crossing for Kenilworth Avenue will be depressed just provide access for public vehicles using the pedestrians and bicyclists using the bridges to north of Nannie Helen Burroughs Avenue new Park Road. travel from 34th Street to Minnesota Avenue. as far north as Douglas Street to allow for a new cross-corridor connection at Nash Street. Improve Accessibility to Neighborhoods The new Nash Street crossing will initially along the Corridor connect the two service roads and improve access to and from the neighborhoods west There is limited access along the corridor of Kenilworth Avenue. As part of any transit to and from adjacent neighborhoods and oriented development between Polk Street, the to destinations beyond. Access across the CSX Railroad, and Kenilworth Avenue, extend corridor is also limited. Where access is Olive Street south and complete the connec- provided, the ability to access directions tion to the new Nash Street crossing. northbound and southbound on Kenilworth Avenue is not always available and from the east, very limited. Where access is provided, it is primarily focused on moving vehicles between points to the west and points to the north. Several interchange improvements are proposed in this plan to enhance connectivity.

KENILWORTH AVENUE CORRIDOR STUDY KENILWORTH AVENUE CORRIDOR PLAN / 4-5 4.3 Pedestrian and Bicycle Circulation

Several factors play a key role in determining how well an area functions for pedestrians and bicyclists. These include the location of destinations, quality of sidewalks and other facilities, safety and comfort relative to motor vehicles, security from crime, and physical barriers to pedestrian and bicycle access. To influence and improve the pedestrian and bicycle circulation system within the Kenilworth Avenue Corridor study area, the following strategies are recommended:

Improve Pedestrian and Bicycle Connectivity Across Kenilworth Avenue

Kenilworth Avenue is a significant obstacle to east-west pedestrian and bicycle movement, with access limited to five locations along the 4.5 mile corridor. Improving pedestrian and bicycle circulation in the area requires upgrading the quality of existing cross- ings and adding new connections across Kenilworth Avenue.

Under the current plan, the existing cross- ings at East Capital Street, at Benning Road, at Hayes Street adjacent to the Minnesota Avenue Metrorail Station, at Nannie Helen Burroughs Avenue, and at Eastern Avenue, are proposed to be improved. In addition, three new pedestrian crossings are proposed across Kenilworth Avenue: a new connec- tion is proposed below Kenilworth Avenue to connect the Twinning neighborhood and Figure 4.8: Pedestrian and Bicycle Circulation Framework Plan Anacostia Park; a new interchange design is recommended between East Capitol Street adjacent to the Deanwood Metrorail Station, and city managed parks; and the commercial To improve these conditions, the following • Improve the safety and convenience of and Kenilworth Avenue that will provide is proposed to be replaced with an improved area along Minnesota Avenue. recommendations are proposed within the roadway crossings by marking crosswalks pedestrian access below Kenilworth Avenue; crossing. study area: clearly, installing and reconstructing curb and, a new street connection is proposed at A survey of current pedestrians and bicyclists ramps, providing pedestrian signal heads Nash or Ord Street, where Kenilworth Avenue Improve Pedestrian and Bicycle Safety, established that heavy traffic, fast moving • Construct the Anacostia Riverwalk Trail and push butt ons, and adding traffi c would be depressed, to allow an at-grade Security, and Access to Key Destinations traffic, and difficult street crossings were and provide safe and convenient pedes- calming measures, such as curb extensions pedestrian, bicycle and vehicular crossing. the most significant barriers to walking and trian and bicycle access to the trail by and median crossing islands. The study area includes several key destina- bicycling in the corridor. Maintenance issues making connections, such as extending Of the three pedestrian bridges located tions that are located near the Kenilworth such as pot holes, sidewalk cracks, faded the Watt s Branch Trail under Kenilworth • Improve the security of pedestrians and between Nannie Helen Burroughs and Eastern Avenue Corridor. These include the Anacostia street lines and crosswalks, were also cited as Avenue to meet the Riverwalk Trail. bicyclists by adding more lights and Avenue, the two southern bridges do not get waterfront, including the Anacostia Park and obstacles to pedestrian/bicycle circulation. providing a greater law enforcement pres- much use and need further study to determine Kenilworth Aquatic Gardens; the Minnesota • Provide continuous pedestrian and bicycle ence around bridges and tunnels. whether these should be replaced or removed. Avenue and Deanwood Metrorail Stations; access through neighborhoods and along The third pedestrian bridge, at Douglas Street elementary, middle and high schools; federal major streets by improving sidewalks, adding bicycle lanes on key roadways, and improving bike route signage.

4-6 / KENILWORTH AVENUE CORRIDOR PLAN KENILWORTH AVENUE CORRIDOR STUDY 4.4 Summary of Projects

Improvements to the Kenilworth Avenue Corridor will take place over time through the implementation of a series of projects aimed to achieve the policies and actions described in this chapter. A summary of these projects is illustrated on Figure 4.4 and categorized based on the anticipated time, planning and budget that will be required to undertake these. Chapters 5, 6 and 7 provide a detailed explanation of these projects.

Figure 4.9: Summary of Projects (Short-term - white; Mid-term - yellow; Long-term - orange) Note: Project numbers correspond to projects discussed in Chapters 5, 6 and 7.

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4-8 / KENILWORTH AVENUE CORRIDOR PLAN KENILWORTH AVENUE CORRIDOR STUDY Near-Term Improvements 5.0

5.1 Introduction Proj. Title Description Benefits Estimated No. Cost Near-term improvements are generally This chapter, therefore, recommends several (2005) those that can be funded through existing different types of physical changes to improve 1 East Capitol A new connection is made to allow • Urban Design $2,500,000 departmental programs, do not require NEPA the quality of the local environment for Street Scenario traffic on westbound East Capitol documentation, and cost less than 5 million pedestrian and bicycle travel. EC-1 Street to exit southbound and north- dollars. bound onto Kenilworth Avenue. The near-term improvement projects may 2 Kenilworth The slip ramps between Kenilworth • Safety $1,000,000 A central goal of the Kenilworth Avenue be implemented in conjunction with each Avenue Slip Avenue and the parallel service road • Visual Quality Corridor Study is to provide safe and conve- other or independently, depending on avail- Ramps Safety north of Nannie Helen Burroughs nient pedestrian and bicycle access throughout ability of funding. Projects are summarized Improvements Avenue are consolidated and the neighborhoods of the Kenilworth Avenue in Table 5.1 and discussed in detail on the realigned to improve safety in the Corridor. Since these types of improvements following pages. corridor and improve traffic opera- can be implemented quickly at little cost, they tions on Kenilworth Avenue. tend to be the predominant recommendations 3 Corridor Generally improves visual quality • Urban Design $3,000,000 for near-term improvements in the corridor. Landscaping of the corridor through implementa- • Open tion of a corridor wide landscaping, Space and signage, and street furniture Waterfront program. Connections • Visual Quality 4 Pedestrian Generally improves the pedestrian • Pedestrian $1,200,000 and Bicycle and bicycle throughway, curb ramps, Connectivity Improvements pedestrian roadway, lighting and • Public Transit signal, and bicycle parking through Access specific projects and as part of area • Safety wide programs. 5 Kenilworth Additional lighting is installed • Urban Design $1,500,000 Avenue throughout the corridor in locations • Visual Quality Lighting where lighting is lacking and where • Safety and Signage levels were found to be inadequate. Improvements Similarly, signing is upgraded to meet FHWA Standards and to effec- tively communicate major exits.

Table 5.1: Summary of Near-Term Improvements

Figure 5.1: Near-term Improvements

KENILWORTH AVENUE CORRIDOR STUDY NEAR-TERM IMPROVEMENTS / 5-1 5.2 Improvement Projects

Project No. 1: East Capitol Street Scenario EC-1

Categories of Improvement • Urban Design

Description A new connection is made to allow traffic on westbound East Capitol Street to exit southbound and northbound onto Kenilworth Avenue. A new connector is constructed just west of Kenilworth Avenue at a 90° angle to East Capitol Street. This new connector intersects and crosses the existing exit ramp for eastbound East Capitol Street to north- bound Kenilworth Avenue. After it crosses the northbound exit ramp, it merges with the southbound ramp from eastbound East Capitol Street.

This project requires that East Capitol Street be widened just west of Kenilworth Avenue to allow construction of two left-turn lanes onto the new connector. It also requires new traffic signals at the connector intersection with East Capitol Street, and at the intersection of the new connector with the exiting northbound exit ramp from eastbound East Capitol Street. Minor modifications are required to the existing southbound and northbound ramps to accommodate the new connector.

This project is an intermediate step to providing full movement at this interchange. After Scenario EC-1 is complete, building Scenario EC-2 completes the interchange to allow all movements. No pedestrian or bicycle improvements are included.

Figure 5.2: East Capitol Street Scenario EC-1

5-2 / NEAR-TERM IMPROVEMENTS KENILWORTH AVENUE CORRIDOR STUDY Project No. 2: Kenilworth Avenue Slip Ramps Safety Improvements

Categories of Improvement • Safety • Visual Quality

Description The on- and off-ramps between Kenilworth Avenue and the parallel service road north of Nannie Helen Burroughs Avenue are consoli- dated and realigned to improve safety in the corridor and improve traffic operations on Kenilworth Avenue.

Concurrent with this project, a program to monitor traffic conditions during the re- construction of the Nannie Helen Burroughs interchange which require a long-term lane closure in both directions of Kenilworth Avenue will be implemented. This provides a unique opportunity to evaluate whether or not a two-lane reconstruction of Kenilworth Avenue is a viable option through observa- tion of real-time traffic conditions. The final recommendation as to whether or not Option 2 (as discussed in the study) can be imple- mented will be contingent upon that analysis.

Figure 5.3: Plan between Nannie Helen Burroughs Avenue and Eastern Avenue

KENILWORTH AVENUE CORRIDOR STUDY NEAR-TERM IMPROVEMENTS / 5-3 Project No. 3: Corridor Landscaping

Categories of Improvement • Urban Design • Open Space and Waterfront Connections • Visual Quality

Description This project meets the long-term goal of improving the visual experience along the Figure 5.5: Cross Section B Figure 5.4: Cross Section A corridor. The landscape improvements unify Three lane Kenilworth Avenue with landscapeing between the mainline and service lanes, Two lane Kenilworth Avenue with green shoulder and landscaped median. The median and green shoulders could be the corridor and visually link the various and a landscaped median. areas and land uses. A consistent style and designed to retain stormwater during storm events. pattern of landscaping, signage, and street furniture shall be implemented along the entire corridor consistent with the Anacostia Waterfront Transportation Architectural Design Standards. In addition, distinct char- acter areas shall be identified and developed with additional design treatments that will highlight the corridor’s unique areas.

This project will strengthen the existing landscape buffers along the corridor by improving maintenance and installing additional plantings that are consistent with the overall landscape vision for the corridor. This project also provides buffers between B areas of conflicting use or character, such as between Pennsylvania Avenue and East Capitol Street and between the CSX Railroad A and Kenilworth Avenue.

The landscape improvement program should focus on the following areas along the Kenilworth Avenue Corridor:

• Landscape Treatment and Maintenance: Planting areas currently include wooded areas, park-like expanses of lawn with shade trees, buffer planting strips, grassy medians with minimal if any trees or shrubs, and sidewalk tree boxes for street trees. In addition, there are areas where street trees conflict with overhead utility lines, as well as some poorly-maintained areas where invasive exotic species, such as tree-of-heaven (Ailanthus altissima), have been allowed to grow. Current mainte- nance appears to be limited primarily to mowing. Landscaping projects should focus on developing an overall landscape Figure 5.6: Landscape Improvements

5-4 / NEAR-TERM IMPROVEMENTS KENILWORTH AVENUE CORRIDOR STUDY concept to enhance the park-like setting, Pennsylvania Avenue, or the Baltimore- streetscape, and gateway areas along Washington Parkway. Kenilworth Avenue. Maintenance will be reduced by replacing turf with appropriate • Signage: Existing signage is poorly low-maintenance groundcover where located, inappropriately sized, and poorly possible. distributed. Commercial signage adds to the visual clutter and makes wayfinding • Lighting: The Kenilworth Avenue difficult. Improvements should focus on Corridor has multiple types of single- and developing a consistent system of signs double-fi xture pole and fi xture types. Poles to identify gateways, neighborhoods, and are located either on the perimeter of the local destinations. The number of signs roadway or in the median barrier. In order should be reduced by integrating infor- to unify the corridor and provide adequate mation in highway sign system and use lighting that is appropriate to the segment, median planting to screen commercial consistent pole and fi xture types should be signs where appropriate. chosen in accordance with the Anacostia Waterfront Transportation Architectural • Gateways: There are three major gate- Design Standards. In addition, it should be ways to the District of Columbia along determined if the number of poles can be Kenilworth Avenue within the study area: reduced by relocating and replacing single- East Capitol Street, Pennsylvania Avenue fi xture poles with double-fi xture poles. and Eastern Avenue. Currently, these are Existing View to the north of Benning Road Simulated view aft er proposed improvements not identified or celebrated as gateways. • Public Art: At select locations, public art Improvements should create a welcoming that highlights the character of the local and greener look by enhancing the gate- Relocate bridge lights to Change metal guardrail area should be introduced, either as indi- ways with attractive landscaping, lighting, perimeter and upgrade to to precast wall Washington standard vidual improvements or as part of a larger signage, and railing finishes similar to the project. treatments of the New York Avenue and Pennsylvania Avenue bridges over the • Barriers and Guard Rails: Metal and Anacostia River. concrete barriers of various types and sizes installed on medians, retaining walls, • Overhead Utilities: Overhead power and overhead structures contribute to the and telecommunication lines clutter the visual clutter along the Kenilworth Avenue views and the public sidewalk areas on the corridor. A system of railings and barriers eastern edge of the corridor north of East consistent with the Anacostia Waterfront Capitol Street. Overhead powerlines often Transportation Architectural Design conflict with street trees, which have been Existing View to the south of East Capitol Street Simulated view aft er proposed improvements Standards will streamline and simplify the inappropriately pruned to accommodate corridor. the wires. Overhead utility lines should Plant street trees along Remove chainlink fence ideally be buried and street trees and frontage road & upgrade railings and signage • Bridges: Existing vehicular, railway, and medians replanted. Metrorail bridges are of inconsistent mate- rials, colors, and design, and are in poor condition, and contribute to a cluttered, Change jersey barrier to precast concrete planter confusing, and intimidating feeling for motorists and pedestrians. Improvements should focus on developing a consistent system of aesthetic treatment for railings Add colorful entry plantings and lighting with similar materials, colors, and fixtures to the George Washington Existing View at Eastern Avenue Simulated view aft er proposed improvements Memorial Parkway, New York Avenue,

KENILWORTH AVENUE CORRIDOR STUDY NEAR-TERM IMPROVEMENTS / 5-5 Project No. 4: Pedestrian and Bicycle Improvements

Categories of Improvement • Pedestrian Connectivity • Public Transit Access • Safety

The pedestrian and bicycle improvement recommendations aim to improve the pedes- trian and bicycle throughways, curb ramps, pedestrian roadways, lighting, signaling, and bicycle parking as described under general guidelines below. These improvements have U-shaped bicycle racks provide short-term bicycle been identified by location, as illustrated in Adding median islands at several important cross- Crosswalks should be marked with high-visibility Intersection lights should be of a pedestrian scale parking at train stations, bus stops, stores, parks, Figure 5.7 on the following page and summa- walks can reduce motor vehicle speeds and make thermoplastic markings like those striped across and illuminate all crosswalks at an intersection. schools, and other locations. rized under project locations. Additional it easier for pedestrians to cross one direction of 44th Street at Gault Street, NE. details are provided in Appendix F. Where traffi c at a time (right). appropriate, these improvements will be coordinated with the Great Streets Initiative.

General Guidelines • Bike Lanes: Bike lanes designated are • Construct New Curb Ramps: Accessible • Pedestrian Crossing (Median) Islands: BICYCLE PARKING parts of the roadway that are designated by curb ramps should be provided at every Pedestrian crossing islands allow pedes- PEDESTRIAN AND BICYCLE striping, signing, and pavement markings intersection, however, a number of inter- trians to cross one direction of motor Improvements to accommodate bicycle THOROUGHFARES for the preferential or exclusive use of bicy- sections in the corridor are missing one or vehicle traffic at a time. transportation needs include: clists. They shall be a minimum of five-feet more curb ramps. Provide a curb ramp for The pedestrian and bicycle throughways wide and be provided on both sides of the each crosswalk extending from a corner • Bicycle Racks: Bicycle racks provide short- include sidewalks, marked crosswalks, roadway (except one-way streets). Install rather than a single curb ramp pointing LIGHTING AND SIGNAL term bicycle parking in locations that are shared–use paths, and bicycle pavement bicycle lanes in accordance with the DC into the center of the intersection. convenient to stores, parks, bus stops, and markings such as bike lanes. These facilities Bicycle Master Plan. Lighting improvements make walking safer transit stations. Bike racks are currently help separate non-motorized users from the • Reconstruct Existing Curb Ramps: Curb between important destination points within provided at the Minnesota Avenue and cars, trucks, and buses that use the roadway, • Shared-Use Paths: Shared-use paths, ramps are present at most crosswalks in the corridor. Properly designed pedestrian Deanwood Metrorail Stations; however, and to remind drivers that they must yield to such as the Watts Branch Trail and future the corridor, however, a large number of countdown signals help in crossing busy they are not within view of the station pedestrians and bicyclists. Improvements are Anacostia Riverwalk Trail, are an important these ramps do not meet ADA Accessibility roadways and make for a safer experience. manager. Coordinate with WMATA to recommended in six categories: component of the bicycle and pedestrian Guidelines. Improvements include: study relocating bicycle racks inside both transportation system in the corridor and of the stations to help deter bicycle theft . • Sidewalks: Sidewalks should be provided need improvement. • Roadway Lighting: Improving roadway Install small bicycle racks at bus stops, on both sides of streets within the corridor, PEDESTRIAN ROADWAY lighting reduces nighttime pedestrian schools, parks, and store entrances in unless pedestrians are prohibited or the • Wide Sidewalks: Wide sidewalks provide crashes and shall illuminate all pedestrian the corridor (requires coordination with street does not provide a logical connec- additional comfort for pedestrians and can Roadway design improvements include crosswalks and be of a pedestrian scale. WMATA, the National Park Service, and tion to any destination. Eliminate gaps provide bicyclists with the opportunity to modifications to roadways between the curbs. retail businesses. to provide continuous pedestrian access ride along a road without being in traffic. Recommended roadway design improve- • Pedestrian Signals: Provide pedestrian through neighborhoods. Sidewalks are not These facilities are typically installed ments in the corridor include signals heads at all intersections that have • Bicycle Lockers: Bicycle lockers are used for meant for primary bicycle use due to the within the roadway right-of-way. traffic signals so as to indicate clearance longer-term bicycle parking and provide number of driveways, which are a hazard • Curb Extensions: Curb extensions increase time for pedestrians to complete crossing greater protection for bicycles. Currently, to bicyclists. the visibility of pedestrians waiting to cross the street. there are several lockers available at the CURB RAMPS the roadway, reduce pedestrian crossing Minnesota Avenue Metrorail Station. • Marked Crosswalks: Safe and convenient distances, reduce motor vehicle speeds, Coordinate with WMATA to evaluate roadway crossings are essential to pedes- Two types of curb ramp improvements are and improve pedestrian safety. the demand for additional bike lockers trian circulation. Special pavers or bricks recommended to provide access between side- at the Minnesota Avenue and Deanwood could be used to mark the crosswalks and walks and the crosswalks in the Kenilworth Metrorail Stations. Study the need for bike enhance the character of the main pedes- Avenue Corridor: lockers at select schools within the corridor. trian areas.

5-6 / NEAR-TERM IMPROVEMENTS KENILWORTH AVENUE CORRIDOR STUDY Project Locations

See Appendix for more details on the following projects

Benning Road Reconstruction • At the intersection of Minnesota Avenue and Benning Road, add pedestrian signals, new crosswalks, reduce turning radii, add and median islands. • At the crossings of 36th Street and Kenilworth Avenue Freeway service roads, make geometric improvements, traffic signal improvements, and stripe new cross- walks to provide safer crossings. • At the Fort Circle Trail at Benning Road (Benning Road and 42nd Street), improve pedestrian and bicycle crossings, including trail crossing warning signs and directional signage, for trail users.

Nannie Helen Burroughs Bridge Reconstruction • At the Nannie Helen Burroughs Avenue and Kenilworth Avenue Interchange, provide pedestrian/bicycle access under freeway; connect Watt s Branch Trail to Kenilworth Aquatic Gardens; add cross- walks and curb ramps at intersection of NHB and Kenilworth Terrace; stripe crosswalks at intersection of NHB and Minnesota Avenue.

Anacostia Trail, Phase I • At the Anacostia Road crossings between River Terrace and Anacostia Trail, add new crosswalks and curb ramps between River Terrace and the trail. Figure 5.7: Pedestrian and Bicycle Related Improvements

Minnesota Avenue Safety Pedestrian Bridge and Sidewalk, Curb, and Alley Crosswalk Striping Lighting Improvement Maintenance Improvements, Phase I Tunnel Rehabilitation Maintenance Program Maintenance Program Program • At the Minnesota Avenue Crossing on • Work with WMATA to improve pedestrian • Establish a program to maintain sidewalks, • Establish a program to maintain cross- • Establish a program to add and maintain the east side of Minnesota Avenue Metro bridge structure along Douglas Street, and curbs, and alleys throughout the corridor. walk striping throughout the corridor. pedestrian scale lighting at all intersec- Station, provide median islands, new cross- improve lighting on bridge and in tunnel. Provide missing sidewalks, add curb Stripe crosswalks at intersections where tions, especially in areas with high levels of walk, and possibly new pedestrian signals ramps, and meet ADA requirements for all necessary, especially along Nannie Helen pedestrian activity. between school and Metro Station. Kenilworth Avenue Access Road/Slip sidewalks and curb ramps. Improve side- Burroughs Avenue and 44th Street, in areas Ramp Safety Improvement Project* walks near the Deanwood Avenue Metro with high levels of pedestrian activity. Pedestrian Bridge and • Along the Kenilworth Avenue Access Station and curb ramps at the Pennsylvania Tunnel Rehabilitation Roads, stripe 11- to 12-foot wide travel lane Avenue interchange, as well as areas with Pedestrian Signal Maintenance Program • Work with WMATA/private developer to slow traffi c and make driver movements high levels of pedestrian activity • Establish a program to add and maintain at Parkside to improve pedestrian bridge more predictable, improve pedestrian pedestrian signals along the corridor. Add across from Minnesota Avenue Metrorail crossings, and add traffi c calming measures pedestrian countdown signals at Sheriff Station. Improve bridge and tunnel such as curb extensions to reduce traffi c Road at 45th Street and in areas with high lighting. speeds. levels of pedestrian activity.

KENILWORTH AVENUE CORRIDOR STUDY NEAR-TERM IMPROVEMENTS / 5-7 Project No. 5: Roadway Lighting and Signage Improvements

Categories of Improvement • Urban Design • Visual Quality • Safety

Lighting

AASHTO’s An Informational Guide for Roadway Lighting was referenced to determine lighting levels and uniformity of luminance along the corridor and at the interchanges within the study area. According to AASHTO, the average maintained horizontal illuminance should be in the range of 0.6 to 0.8 footcandles for both mainline portions of the roadway and all ramps. A review of the lighting fixtures in the corridor was conducted to determine structure height, luminaire wattage, loca- tions and lighting arm lengths. Based on these factors, three lighting conditions were determined within the corridor:

• locations of adequate lighting;

• locations where additional lighting is required; and

• locations where there is no lighting.

In the Near-Term, additional lighting will be installed throughout the corridor in the locations where lighting is lacking and where levels were found to be inadequate. This includes providing lighting under Kenilworth Avenue at Nannie Helen Burroughs Avenue. Lighting would also be installed for the weaving section under Benning Road. The proposed light pole locations are shown on Figure 5.8.

Signing

There is a mix of guide signing in the corridor that includes bridge-mounted, overhead and Figure 5.8: Roadway and Lighting Improvements ground-mounted signs. Many of the signs are in poor condition and do not effectively signs will be installed and consolidated replaced with overhead structures. Additional enter northbound Kenilworth Avenue at the communicate major exits within the corridor. where necessary for all exits to Pennsylvania speed limit and lane merge warning signs are Benning Road weaving section. Near Term Signing upgrades are proposed throughout Avenue, East Capitol Street, Benning Road, proposed throughout the corridor. At Benning signing improvements are shown in the corridor as a Near Term Improvement. Nannie Helen Burroughs Avenue, and Eastern Road the yield sign on the southbound Service Figure 5.8. All signing will be upgraded to meet FHWA’s Avenue. All existing exit signs for minor Road will be removed. The existing R2-1 Yield Manual on Uniform Traffic Control Devices streets (i.e., Hayes Street) will be removed. sign at Benning Road will be replaced with a (MUTCD) standards. New overhead guide Bridge mounted signs will be removed and R1-1 STOP sign to control vehicles desiring to

5-8 / NEAR-TERM IMPROVEMENTS KENILWORTH AVENUE CORRIDOR STUDY