Capitol Hill Transportation Study: Final Report December 2006 1

Home , Barney Circle, East Capitol Street, South Capitol Street, Stanton Park

TABLE OF CONTENTS

1.0 INTRODUCTION...... 3 7.2 Locations by Quadrants ...... 28 2.0 PROJECT BACKGROUND and context...... 5 7.2.1 Northwest Quadrant ...... 29 2.1 History and Physical Setting...... 5 7.2.2 Southwest Quadrant...... 38 2.2 Transportation Planning Context...... 5 7.2.3 Northeast Quadrant...... 47 7.2.4 Southeast Quadrant ...... 54 3.0 METHODOLOGY...... 8 7.2.5 Lincoln Park ...... 61 3.1 Data Collection...... 8 3.1.1 Field Work...... 8 8.0 IMPLEMENTATION PLAN ...... 67 3.1.2 Public Meetings ...... 8 3.1.3 Traffic Modeling ...... 8 3.2 Categorizing Transportation Issues...... 8 LIST OF TABLES 3.3 Project Phasing...... 8 Table 3-1: Timeframes for Project Phasing ...... 9 4.0 EXISTING CONDITIONS ...... 10 Table 5-1 Planned New Projects in the Study Area, March 2005...... 12 4.1 Existing Land Use and Planned Developments ...... 10 Table 5-2: Changes to Traffic Levels, 2005-2015...... 13 4.2 Characteristics of Roadways and Intersections...... 10 Table 5-3: Selected Traffic Volumes (ADT) for Year 2030 ...... 16 4.3 Pedestrian Circulation and Facilities ...... 10 Table 6-1: Estimated Travel Times for Scenario 1...... 22 4.4 Parking Restrictions, Inventory, and Usage ...... 10 Table 6-2: Estimated Travel Times for Scenario 2...... 22 4.5 Truck and Bus Restrictions...... 11 Table 6-3: Costs and Benefits Summary, Scenario 1 ...... 23 4.6 Public Transportation...... 11 Table 6-4: Costs and Benefits Summary, Scenario 2 ...... 23 4.7 Bicycle Facilities...... 11 Table 8-1: Timeframes for Project Phasing ...... 67 5.0 FUTURE CONDITIONS ...... 12 Table 8-2: Unit Costs for Capital Projects...... 67 5.1 Future Development Projects ...... 12 5.2 Future Traffic Conditions ...... 12 LIST OF FIGURES 5.3 Projects Recommended by Associated Studies...... 15 Figure 1-1: Study Area...... 4 5.4 2030 Conditions...... 16 Figure 5-1: 2005 Intersection LOS...... 14 6.0 PROPOSED TWO-WAY STREET CONVERSIONS ...... 17 Figure 5-2: Projected 2015 Intersection LOS...... 14 6.1 Description of Existing Conditions ...... 17 Figure 5-3: Proposed Barney Circle Improvements...... 15 6.2 Two-Way Scenarios...... 17 Figure 5-4: Proposed Improvements for the Intersection of Pennsylvania and Potomac Avenues 6.3 Analytical Process...... 17 SE ...... 16 6.4 Results...... 17 Figure 5-5: Projected Changes in Traffic Distribution, 2000 to 2030 ...... 16 6.4.1 2015 Intersection Analysis ...... 21 Figure 6-1: Scenario 1 – 2015 Projections...... 18 6.4.2 2030 Traffic Distribution Analysis...... 21 Figure 6-2: Scenario 2 – 2015 Projections...... 18 6.5 Summary of Traffic Network Recommendations ...... 24 Figure 6-3: Scenario 1 – 2030 Projections...... 19 7.0 RECOMMENDATIONS...... 25 Figure 6-4: Scenario 2 – 2030 Projections...... 20 7.1 Issue Types and Guiding Principles ...... 25 Figure 7-1: Quadrant Map...... 28 7.1.1 Roadways and Intersections ...... 25 Figure 7-2: Northwest Quadrant ...... 29 7.1.2 Pedestrian Facilities ...... 25 Figure 7-3: Potential Transportation Problems 3rd Street / D Street / Massachusetts Ave NE ...... 30 7.1.3 Bicycle Facilities...... 26 Figure 7-4: Recommended Improvements 3rd Street / D Street / Massachusetts Ave NE ...... 31 7.1.4 Public Transportation...... 26 Figure 7-5a: Potential Transportation Problems Stanton Park -1 ...... 32 7.1.5 Bus and Truck Restrictions ...... 27 Figure 7-5b: Potential Transportation Problems Stanton Park -2 ...... 33 7.1.6 Parking ...... 27

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DISTRICT DEPARTMENT OF TRANSPORTATION Figure 7-6a: Recommended Improvements Stanton Park -1...... 34 Figure 7-31a: Conceptual Transportation Recommendations Lincoln Park North...... 63 Figure 7-6b: Recommended Improvements Stanton Park -2...... 35 Figure 7-31b: Conceptual Transportation Recommendations Lincoln Park East ...... 64 Figure 7-31c: Conceptual Transportation Recommendations Lincoln Park West ...... 65 Figure 7-7: Potential Transportation Problems 7th Street / 8th Street / Constitution Ave / Figure 7-31d: Conceptual Transportation Recommendations Lincoln Park South ...... 66 Massachusetts Ave NE ...... 36 Figure 8-1: Potential Implementation Timeframes ...... 69 th th Figure 7-8: Recommended Improvements 7 Street / 8 Street / Constitution Ave / Massachusetts Ave NE ...... 37 APPENDICES Figure 7-9: Southwest Quadrant...... 38 Appendix A: Priority Short Term Recommendations Figure 7-10: Potential Transportation Problems 2nd Street / 3rd Street / Independence Ave / Appendix B: Transportation Recommendations by Type Pennsylvania Ave SE ...... 39 nd rd Appendix C: Transportation Recommendations by Index Number Figure 7-11: Recommended Improvements 2 Street / 3 Street / Independence Ave / Pennsylvania Ave SE ...... 40

Figure 7-12: Potential Transportation Problems Seward Square...... 41

Figure 7-13: Recommended Improvements Seward Square...... 42

Figure 7-14: Potential Transportation Problems Eastern Market ...... 43 Figure 7-15: Potential Transportation Problems Eastern Market ...... 44 th th Figure 7-16: Potential Transportation Problems 7 Street / 8 Street / Independence Ave / North Carolina Ave SE ...... 45 th th Figure 7-17: Recommended Improvements7 Street / 8 Street / Independence Ave / North Carolina Ave SE ...... 46 Figure 7-18: Northeast Quadrant ...... 47 Figure 7-19: Potential Transportation Problems 17th Street / 19th Street / Gales Street / E Street NE ...... 48 Figure 7-20: Recommended Improvements 17th Street / 19th Street / Gales Street / E Street NE....49 Figure 7-21a: Potential Transportation Problems 14th Street / North Carolina Ave / 19th Street / Constitution Ave / C Street NE -1...... 50 Figure 7-21b: Potential Transportation Problems 14th Street / North Carolina Ave / 19th Street / Constitution Ave / C Street NE -2...... 51 Figure 7-22a: Recommended Improvements 14th Street / North Carolina Ave / 19th Street / Constitution Ave / C Street NE -1...... 52 Figure 7-22b: Recommended Improvements 14th Street / North Carolina Ave / 19th Street / Constitution Ave / C Street NE -1...... 53 Figure 7-23: Southeast Quadrant...... 54 Figure 7-24: Potential Transportation Problems 14th Street / 15th Street / Independence Ave / Massachusetts Ave / South Carolina Ave SE...... 55 Figure 7-25: Recommended Improvements14th Street / 15th Street / Independence Ave / Massachusetts Ave / South Carolina Ave SE...... 56 Figure 7-26: Potential Transportation Problems Potomac Avenue Metro...... 57 Figure 7-27: Recommended Improvements Potomac Avenue Metro ...... 58 Figure 7-28: Potential Transportation Problems Barney Circle...... 59 Figure 7-29: Recommended Improvements Barney Circle ...... 60 Figure 7-30: Potential Transportation Problems Lincoln Park...... 62

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DISTRICT DEPARTMENT OF TRANSPORTATION 1.0 INTRODUCTION § Section Four: Existing Conditions – this section presents a summary of the existing The Capitol Hill Transportation Study is a year•long effort to document a full range of transportation conditions in the study area. transportation characteristics, identify issues and problems, and propose short, medium, and long term improvements for the Capitol Hill area of the District of Columbia. The study spans all § Section Five: Future Conditions – this section presents a summary of the anticipated transportation modes— from pedestrian and bicycle access, to vehicular circulation, to truck and future conditions in the study area, as determined through evaluating proposed new bus movements— and includes an evaluation of the impacts of proposed future development and developments and modeling future traffic conditions. projected regional growth on transportation infrastructure in the study area. § Section Six: Two•Way Street Conversions – this section presents the analysis that The study team consists of staff from the DDOT Policy and Planning Administration with DMJM accompanied the evaluation of conversion of Constitution and Independence Avenues and Harris staff as consultants. During the course of the study, the team met regularly with other 17th and 19th Streets from 1•way to 2•way operation; and presents the team’s DDOT administrations and led extensive coordination with both public and agency stakeholders. recommendations. Further, all proposed improvements contained in this report were developed in consideration of other transportation projects occurring in overlapping and adjacent areas. § Section Seven: Recommendations – this section presents the team’s recommendations for solutions to the potential transportation issues identified through this study. As shown inFigure 1•1, the study area is bounded by G Street NE on the north, Southeast Freeway on the south, 1st Street NE/SE on the west, and 19th Street NE/SE on the east. § Section Eight: Implementation Plan – this section presents a phased implementation plan for the proposed solutions, and an estimate of the costs associated with each phase Proposed improvements should accomplish the following goals: of the improvement program.

§ Improve safety for all modes, with particular focus on pedestrians and cyclists § Appendices: The appendices to this study include an inventory of all potential issues § Improve mobility overall for residents of the area and for non•residents who use or pass identified in the study area as part of this study. through the area § Reduce speed and congestion on neighborhood streets § Accommodate projected growth within and around the study area § Evaluate conversion of 1•way streets into 2•way streets § Implement changes in a context•sensitive manner

This Report The purpose of this report is to present recommendations to address the numerous issues identified during the Capitol Hill Transportation Study and documented in the Existing Conditions Report (February 2006). Recommendations are based upon field observations, analysis and input from the residents, ANC’s and other stakeholders of Capitol Hill. The report concludes with a basic implementation plan that provides DDOT a target timeline for specified actions.

· Overall, the report aims to serve as a guide for promoting safety, sustainability, access, and livability in the Capitol Hill neighborhood.

This report is organized into the following sections:

§ Section One: Introduction

§ Section Two: Project Background – this section puts the Capitol Hill Transportation Study into the context of previous and on•going transportation projects within the study area, and summarizes the study progress to this point.

§ Section Three: Methodology – this section presents the methodology by which potential issues were identified and through which solutions were developed.

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M ST stia Capitol Hill Transportation Study aco Navy Yard An December 2006 Page 4 2.0 PROJECT BACKGROUND AND CONTEXT streetcar service along H Street, NE. The neighborhood remains pedestrian friendly in its urban design and attractive to walking and bicycle travel because of its proximity to major destinations. The Capitol Hill area’s unique history, geography, and position at the center of several current development and infrastructure projects place it at a key juncture for evaluation of transportation While much of the neighborhood has experienced redevelopment and increased investment in impacts and potential improvements. This section of the report describes the physical features of recent years, some parts of the study area, particularly in the east, could benefit from upgrades to the Capitol Hill study area and pays special attention to the several planning and transportation the public infrastructure. Development pressures continue to occur on Capitol Hill and influence related studies that are ongoing or recently completed. the dynamics of neighborhood activism. As part of the effort to guide appropriate and desired land uses, the District's Comprehensive Plan has identified Capitol Hill as underserved by retail The Capitol Hill Transportation Study was initiated in conjunction with other area studies and stores and other services. projects as described below. The study’s heavy emphasis on community participation reflects the desire on the part of District government, and DDOT in particular, to preserve the Capitol Hill 2.2 Transportation Planning Context neighborhood as a unique and cohesive community. Ongoing coordination between the Capitol Several recent and ongoing studies and projects address transportation issues that affect Capitol Hill Transportation Study and other efforts aim to ensure a coherent transportation policy and Hill. The following planning efforts, described in greater detail below, contain elements that have recommendations that are in harmony with both neighborhood and regional goals. been considered in development of recommendations for the Capitol Hill study.

2.1 History and Physical Setting Mid-Anacostia River Crossings Study The Capitol Hill neighborhood is a unique and identifiable place recognizable by its historic South Capitol Street EIS architecture, its many parks and squares, and its tree-lined streets. The Capitol Hill neighborhood 11th Street Bridges EIS was placed on the National Register of Historic Places in 1976. It is the largest historic residential Kenilworth Avenue Study neighborhood in Washington, D.C., and the largest historic district in the United States. Pennsylvania Avenue SE Improvements H Street NE Corridor Transportation Study Prior to the selection of the Capitol site in 1790, the neighborhood was originally a small cluster of District of Columbia Motor Carrier Management and Threat Assessment Study homes located between First and Second Streets along New Jersey Avenue and was called The Mayor’s Parking Task Force Report Jenkins Hill or Jenkins Heights. The neighborhood became known as Capitol Hill after the federal The Bicycle Master Plan government became a major employer with the coming of the U.S. Capitol and the Washington The National Capital Medical Center (NCMC) Traffic Impacts and Mitigation Analysis Navy Yard. Capitol Hill’s early neighborhoods comprised the permanent residences of craftsmen The District of Columbia Tour Bus Management Initiative who were employed at the Navy Yard and workers involved with construction of the Capitol. In DC Alternatives Analysis addition the neighborhood was the temporary home of members of Congress who chose not to permanently reside in the District of Columbia, and lived in boarding homes within walking Specific projects related to the Capitol Hill neighborhood are found in the Transportation distance of the Capitol. Improvement Program (TIP), which includes transit, highway, bikeway and pedestrian, and ridesharing improvement projects. The TIP is developed as the primary investment program for With its location initially established along the banks of the Anacostia River, for what was hoped to the District. The following projects from the 2005 TIP relate to the Capitol Hill study area: become a significant shipping port, the Capitol Hill neighborhood has been consistently influenced by transportation decisions. One of the early streetcar lines in the District traversed Pennsylvania Rehabilitation of 11th Street Bridge, Avenue from Georgetown to Capitol Hill, and remnants of the District’s streetcar system, such as “Great Streets” improvements to Pennsylvania Avenue SE (east of the Anacostia River), the East Capitol Street Car Barn can still be found within the community. As a hub of regional Reconfiguration of Columbus Circle, and travel, Union station has influenced the scale and type of development in the western portion of Reconstruction of 2nd Street NE, from F Street NE to L Street NE. Capitol Hill. Mid-Anacostia River Crossing Study During the last century, Capitol Hill has been increasingly affected by the automobile as a This study was completed to determine near-term connectivity, and bridge improvements that dominate mode of travel. Compared to any other of the Districts 10 planning areas, this might affect the ultimate goals of the Anacostia Waterfront Initiative. Existing traffic conditions and neighborhood contains the most land space used for streets and street right of way. East-west improvement options were assessed to enhance mobility in the area. This includes: avenues, such as Constitution, Independence, Pennsylvania, and Massachusetts provide good east-west circulation through the neighborhood and support local business districts. Most of the Addressing missing interchange movements on the Anacostia Freeway (I-295) at north-south streets are smaller and residential, but some support neighborhood business districts Pennsylvania Avenue and the Southeast Freeway at Barney Circle. such as Eastern Market and Barracks Row on 7th Street and 8th Streets SE. Despite the Investigating alternative use of existing lane capacity on the Southeast Freeway between prevalence of cars, Capitol Hill is well accessed by public transportation, served by numerous 11th Street and Barney Circle. Metrobus routes and two Metrorail lines with 4 stations. DDOT is currently planning to add

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DISTRICT DEPARTMENT OF TRANSPORTATION Investigating the potential for increased pedestrian and bicycle access within the study Recommended long-term improvements on Pennsylvania Avenue SE include: area and along the Anacostia River. Improved intersections for driver and pedestrian safety, A number of short-term and long-term improvements have been developed in this study, Improved streetscapes along Pennsylvania Avenue SE, and including: Implementation of textured cross-walks for pedestrians.

Completion of the 11th Street Bridge ramps to I-295, H Street NE Corridor Transportation Study Reestablishment of Barney Circle as a traffic circle, This study, which borders the Capitol Hill neighborhood to the north, has prompted a major Separation of interstate (regional) traffic from the local traffic, corridor rehabilitation project now in the final stages of design. The H Street study is directed Riverfront access improvements, toward improving the commercial and residential character of the corridor by focusing on transit Signage improvements, and and streetscape improvements. Improved connectivity and parking for vehicular traffic will be Pedestrian improvements. integrated with urban design treatments that enhance the sense of place along H Street.

South Capitol Street EIS District of Columbia Motor Carrier Management and Threat Assessment Study This study recommends improvements to one of the District’s frequently used gateways from both This study provides a detailed analysis of current motor carrier activity in the District. In the transportation access and economic development perspectives. This study targets implementing the recommendations of the study, the goals for the District are to reduce truck connectivity and bridge improvements that will influence regional travel patterns and trips through traffic on residential streets, reduce congestion related to truck loading and unloading, provide the Capitol Hill study area. better information to truckers and operators, and address truck-related security concerns. Key recommendations of the study include implementing designated truck routes which would assign 11th Street Bridges EIS the current five percent total truck traffic in the district to specific streets. The following designated A key project of the Anacostia Waterfront Initiative, this study focuses on bridge improvements truck routes affect the Capitol Hill neighborhood: that are expected to facilitate regional travel while easing commuter congestion through the neighborhood. East Capitol Street from Benning Road to the District Border, Massachusetts Avenue, from District Border to 3rd Street NE, New ramps east of the Anacostia River would connect both directions of the Anacostia North Capitol Street, from New Hampshire Avenue to Massachusetts Avenue, Freeway with cross-river freeway bridges. Pennsylvania Avenue SE from District border to 3rd Street SE, Local traffic would be separated from freeway traffic either by dedicating one bridge to South Capitol Street from the Southeast Freeway to Interstate 295, each use or by providing physical separation of uses on each bridge. All of Interstates 295 and 395, and The current freeway capacity of four lanes in each direction would remain unchanged. Two H Street NE. lanes in each direction would be provided for local traffic as would enhanced facilities for bicyclists and pedestrians adjacent to the local traffic lanes. The Mayor’s Parking Task Force Report This report summarizes existing data on the District’s parking supply, demand, and other issues Kenilworth Avenue Study identified by a task force consisting of members from D.C. wards and neighborhood associations. The third of three projects to look at transportation issues in the context of the Anacostia A primary recommendation of the study includes the “re-zoning” of parking areas by neighborhood Waterfront, the Kenilworth Avenue study looks at improving safety and accessibility along rather than by ward. The Capitol Hill area would fall into the proposed parking zone 26. These Kenilworth Avenue. This study aims to: recommendations would require adoption by the District for all areas before being implemented in the Capitol Hill neighborhood. Provide a safer, more pedestrian friendly, atmosphere, Create a more urban setting for Kenilworth Avenue, and Recommendations related to the Capitol Hill study area: Improve access for local neighborhoods. Develop a complete parking inventory. (The Capitol Hill Transportation Study includes a Pennsylvania Avenue SE Improvements comprehensive inventory of neighborhood on-street parking.) The Pennsylvania Avenue study is focused on a corridor east of the Anacostia River. Designate parking into four types: Residential 1 (light demand), Residential 2 (heavy Recommended short-term improvements on Pennsylvania Avenue SE include: demand), Mixed Residential/Commercial, and Commercial. Change “other” parking policies associated with residential parking permits, visitor parking, Improved signage for traffic regulations, parking, and wayfinding, overall parking enforcement and fines, meters, and taxation. Improved signal timing for vehicles and pedestrians, and Implementation of signed bicycle lanes (as defined by the Bicycle Master Plan).

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DISTRICT DEPARTMENT OF TRANSPORTATION The Bicycle Master Plan DC Alternatives Analysis This report for the District provides an inventory of current bike facilities as well as planned From 2003 to 2006, the District of Columbia Department of Transportation, working with the bikeways. Within the Capitol Hill neighborhood study area, up to five percent of all commutes are Washington Metropolitan Area Transit Authority (WMATA), developed a phased, multimodal via bicycle, so providing bikeways and signage is an important component of the Bicycle Master transit improvement plan called the DC Alternatives Analysis (DCAA). The DCAA study Plan and is a focus of the Capitol Hill Transportation Study. New bicycle lanes are proposed for D recommended implementation of light rail, bus rapid transit, and rapid bus corridors across the Street NE and 11th Street SE. A bicycle lane, as defined by the Bicycle Master Plan, is a portion District of Columbia. of the roadway that has been designated by striping, signing, and pavement markings. Bicycle lanes are typically located on both sides of a street (with the exception of one-way streets) with minimum widths of five feet.

Public Reservation 13/Hill East Waterfront/National Capital Medical Center The Public Reservation 13 plan is a re-envisioning of this isolated site at the eastern fringe of the Capitol Hill study area, along the west bank of the Anacostia River and just south of the RFK Stadium site. This plan calls for mixed use development to be integrated with local public services, and an attractive public space that links the existing neighborhood to the waterfront. If built, the National Capital Medical Center or other medical facility would act as a significant part of the Public Reservation 13 site and plan, and would be a source of a large portion of trips in and out of the site. The plan seeks to integrate this site into the transportation infrastructure of the existing surrounding environment by providing an integrated street network with many connections to existing streets.

Related to the Reservation 13 plan, the National Capital Medical Center (NCMC) Traffic Impacts and Mitigation Analysis has recommended the following improvements related to the Capitol Hill study area:

• Add a third lane to Independence Avenue during peak hours. • Add a direct connection from 22nd Street to the north to NCMC facility. • Consider two-way operation of Independence Avenue from 22nd Street to 17th Street. • Make improvements to Barney Circle with connection to Hill East Waterfront Park road. • Install traffic calming measures in Hill East neighborhood. • Install a traffic signal at intersection of Potomac Avenue and the 19th Street, SE.

The District of Columbia Tour Bus Management Initiative This project provides a plan to address long-standing issues related to District tour bus operations from the perspectives of both District residents and visitors. Tour buses operating on District streets lack adequate parking and thereby contribute to local traffic congestion and air quality concerns. The U.S. Capitol attracts a significant number of tour buses annually that, in many cases operate on Capitol Hill neighborhood streets. To help remove tour buses from neighborhoods while enhancing the visitor experience, the Tour Bus Management Initiative recommends providing parking for tour buses on the District periphery and providing additional opportunities for downtown parking where tour buses could dock either close to points of interest or near Downtown Circulator stops.

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DISTRICT DEPARTMENT OF TRANSPORTATION 3.0 METHODOLOGY A fourth public meeting is scheduled for September 2006 to present the draft Final Findings and Recommendations (this report) and to receive citizen comments. The purpose of this section is to describe the process by which potential transportation issues were identified, by which possible solutions were proposed, and through which the phasing and 3.1.3 Traffic Modeling implementation of any recommended solutions were determined. As a final component in the collection of data for the study area, the team collected traffic counts at selected intersections and modeled existing, 2015, and 2030 traffic characteristics. Data Potential issues were identified through several methods of data collection, including: collection included collecting turning movements at 32 intersections during peak and off•peak periods and collecting daily traffic counts at 15 locations. § Extensive Field Work § Public and Stakeholder Impact Using this data, the project team determined the existing (2005) level of service at 38 § Traffic Modeling intersections.

Once collected, data was analyzed to identify potential transportation issues (and screen out any In addition, the project team developed level of service estimates for 2015 and 2030. The 2015 non•issues). The Project Team then developed sets of potential solutions to those issues, which estimate was developed to assess the impacts of anticipated development in the study area and were presented to DDOT representatives and the public. This led to the creation of a the impacts of background traffic growth. The 2015 and 2030 projections were used to determine recommended list of projects, which were then prioritized for implementation. the impacts of conversion of selected streets from 1•way to 2•way operation.

East step of this process is described in more detail below. 3.2 Categorizing Transportation Issues The methodology presented in Section 3.1 identified more than 400 potential transportation 3.1 Data Collection issues. In order to present these to the public and to begin to develop potential solutions and to Data was collected via three primary methods. This aggregated data gives a detailed picture of organize the issues by implementation period, the potential issues were categorized by the the existing conditions in the study area, and was presented in the Existing Conditions Report following methods: (February 2006). Locations of special concern (“Hot Spots”) 3.1.1 Field Work As the range of transportation issues was identified and mapped, there were concentrations of Project teams conducted extensive field work in the study area between May 2004 and December issues at several locations around the study area. The study team judged these locations worthy 2005. Field work included walking and driving trips through the area during different times of the of focused study. Aerial photographs showing the specific recommendations for these locations day, as well as photographing key locations. Where there were high concentrations of issues and are shown in Section 7. problems identified by the public, staff made repeat visits and studies locations in further detail. Issues suggested by members of the public were confirmed by field visits. Issues categorized by transportation mode or topic For the purposes of this report, each identified transportation deficiency is also classified by the 3.1.2 Public Meetings type of transportation mode. In this way, similar issues identified at different locations in the study The public involvement process was intended to introduce members of the Capital Hill Community area may be grouped together for analysis. The categorized issues are presented in Section 7, to the project and its processes; and to collect data on the transportation issues and concerns that while the full list of issues sorted by type of issue is included as Appendix B. were important to the people living in the area. The identification of potential transportation issues relied heavily on identification of these issues by members of the public and other stakeholders. Area•wide issues Public comments were received at three open house meetings: Many of the transportation deficiencies identified by the study team and members of the community are not focused on a specific location, but rather concern the entire study area. These § During Public Meeting #1 (June 7, 2005) the study team introduced the study goals and issues are grouped with the appropriate transportation mode or topic. objectives and received comments on neighborhood and traveler concerns. § During Public Meeting #2 (January 24, 2006) the study team presented the findings of the 3.3 Project Phasing Existing Conditions report, and collected additional comments. In addition to characterizing issues based on issue type, the potential issues were also divided § During Public Meeting #3 (June 21, 2006) the study team presented preliminary into implementation phases. Most of the transportation deficiencies that were identified warranted recommendations for solutions to identified transportation issues. The team collected some type of intervention, either as a way of correcting some existing problem in the comments on the proposed solutions, and additional nominations of potential issues. transportation infrastructure, or as a way of improving conditions or refining the infrastructure and operations to function more safely or efficiently in the future. Recommendations devised to address identified issues, and depending upon the nature of the recommendation, grouped

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DISTRICT DEPARTMENT OF TRANSPORTATION according to the potential timeframe for implementing that recommendation.Table 3•1 illustrates the timeframes associated with each recommendation category.

Table 3•1: Timeframes for Project Phasing Category Timeframe Priority short term as soon possible Short term 0 to 12 months Medium term 1 to 5 years Long term 5+ years

Short term Short term recommendations are categorized as those projects that could be executed within one day’s time with very little or no construction work. More recommendations fall within the “short term” category than in medium or long term.

Of the more than 400 short term recommendations, 80 are categorized as “priority.” Priority recommendations were selected by considering the accident rates and proximity to schools at the locations in question, and the degree to which community members have commented on the issue. These issues have been ranked to be addressed before other short term improvements, as their resolution would tend to have a greater effect on transportation safety at the most critical locations in the study area. A list of all priority short term recommendations is included as Appendix A.

Medium term Medium term issues can be categorized as issues that can be addressed in 1 to 5 years. These issues generally require some form of significant construction work or replacement of infrastructure, or are tied together with additional issues which should all be addressed together.

Long term Long term issues are issues that will be addressed in 5 or more years. These issues are usually associated with the involvement of other agencies or tied to larger more complicated issues in which a separate plan will be developed to mitigate these issues.

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DISTRICT DEPARTMENT OF TRANSPORTATION 4.0 EXISTING CONDITIONS way roads. However, fourteen streets are one way in directionality, either for their entirety or partially. Existing conditions within the study area were presented in detail in the Existing Conditions Report (February 2006). This section summarizes the major findings of that report. The potential The vast majority of intersections in the Capitol Hill study area currently operate at levels of transportation issues identified in the report are presented in Appendix C. This section is divided service greater than D during peak hours. The level of service (LOS) is a rating of an into the following subsections: intersection’s ability to handle traffic, based on delay per vehicle. Three intersections in the Capitol Hill study area operate at LOS E or worse during the PM peak. These follow as: · Existing Land Use and Planned Developments · Characteristics of Roadways and Intersections § Kentucky Avenue D Street and 14th Street, · Pedestrian Circulation and Facilities § Constitution Avenue and Massachusetts Avenue, and th · Parking Restrictions, Inventory, and Usage § Barney Circle and 17 Street. · Bus and Truck Restrictions · Public Transportation During the AM peak, intersections that operate at LOS E or worse include: · Bicycle Facilities § East Capitol Street and 19th Street NE, and th 4.1 Existing Land Use and Planned Developments § Potomac Avenue and 17 Street. The most common land use within the Capitol Hill study area is residential of moderate density. 4.3 Pedestrian Circulation and Facilities The dominant housing type is attached rowhouses, generally two to three stories in height. There are limited areas of higher density housing such as apartment buildings, in the southern portion of The Capitol Hill study area contains several significant pedestrian destinations which include: the study area along and south of the Southeast Freeway (I•295). § Eastern Market Local public facilities and federal land uses are limited to the east and west edges of the study § Barracks Row area and include facilities such as the Supreme Court, the Library of Congress, the U.S. Capitol § Retail and services along Pennsylvania Avenue, especially in the vicinity of Eastern Police Headquarters, several Senate and House Office Buildings, and the U.S. Capitol Complex. Market The area immediately east of the study area across 19th Street NE / SE is also primarily local § Retail and services along H Street NE / Benning Road public facility land uses. Existing facilities include RFK Stadium, the Armory, and the former site of § Union Station the D.C. General Hospital. Many schools both public and private exist in Capitol Hill. Fourteen § Federal offices within the Capitol Complex public schools alone are located through out the study area. § Metrorail stations (Capitol South, Eastern Market, Potomac Avenue, and Stadium•Armory)

Small•scale commercial uses are scattered throughout the study area (small grocery stores, dry These locations are connected by a sidewalk network made up of different materials (i.e. brick cleaners, etc.). Significant retail / restaurant land uses are limited to a small number of corridors. and concrete pavers) in a range of conditions (between good and poor). With very few The largest concentrations of commercial (retail) land uses are located along Pennsylvania exceptions, sidewalks exist on both sides of the street on all blocks of the study area. Conditions Avenue SE , 8th Street SE (“Barracks Row), the area around Eastern Market, Massachusetts of the sidewalks varied, with some sections being in very good condition, while others were in Avenue NE between Stanton Park and Union Station, and 2nd Street SE across from the Federal disrepair. In many cases, pedestrian crossing treatments (ramps, crosswalks, pedestrian signals) office complex. were lacking at intersections.

4.2 Characteristics of Roadways and Intersections 4.4 Parking Restrictions, Inventory, and Usage Several functional classifications of roadways exist in the study area as defined by the District As part of the study, existing parking restrictions and an inventory of supply were mapped. DOT. The study area has a single Interstate Highway (I•295 / Southeast Freeway) and no other Parking is regulated throughout most of the study area by the use of on•street residential parking restrictions and parking meters. There is also metered on•street parking, predominantly in the freeways or expressways. Two Principal Arterials exist, being Independence Avenue SE and th Pennsylvania Avenue SE. The study area has ten Minor Arterials: Massachusetts Avenue NE, commercial districts along Pennsylvania Avenue SE, 8 Street SE, and along the western edge of Maryland Avenue NE, C Street NE, Constitution Avenue NE, North Carolina Avenue NE,th 8 the study area. Street SE, 11th Street SE, and 19th Street SE. To better understand the on•street parking capacity of the study area, the Study Team took The study area is crossed by a larger number of Collector and Local roads which comprise the samples of typical curbside space throughout the study area. The existing midday and evening remaining roadways in Capitol Hill. The majority of these roadways within the study area are two• usage rates were estimated throughout the study area. Different parts of the study area have different parking demand and utilization characteristics. As a result the study area was divided into seven subzones.

Capitol Hill Transportation Study: Final Report December 2006 10

DISTRICT DEPARTMENT OF TRANSPORTATION Based on an assessment of the parking utilization in both periods, it appears that limited parking is not a major concern in the eastern part of the study area. There may be specific blocks where parking is limited (or parking may be limited during special events), but in general terms, there appears to be sufficient parking to meet demand.

In the western part of the study area, however, there are severe daytime parking constraints. The fact that parking demand is higher during the day than at night suggests that drivers are coming from outside of these subzones to park during the day. Residential permit restrictions are intended to prevent this, but the Zone 6 Permit area is very large, and some commuters may be coming from areas within Ward 6 that are further away from the western part of the study area. Other parkers may have illegally obtained permits or may simply be risking a ticket to park in the area.

4.5 Truck and Bus Restrictions Truck and bus restrictions exist along selected roadway corridors in the study area. Restrictions are based on the capacity (gross weight) of the trucks and buses as well as number of axles, excluding transit vehicles. The majority of the restrictions are along major east•west roadways such as Constitution Avenue, East Capitol Street, and Independence Avenue SE. Restrictions also exist on portions of 17th Street NE, 6th Street, and G Street, as well as on other streets.

4.6 Public Transportation The study area is well served by public transportation. Within the study area, service is provided by the Washington Metropolitan Area Transit Authority (WMATA) and by the Maryland Mass Transit Authority (MTA). WMATA operates 2 Metrorail lines and 12 Metrobus lines, while the MTA operates 7 commuter bus lines through the study area.

WMATA provides rail and bus service seven days a week for the vast majority of hours each day, with several bus routes in operation nearly 23 hours each weekday. MTA buses operate predominately during peak times, weekdays only.

4.7 Bicycle Facilities Within the Capitol Hill neighborhood study area, up to five percent of all commutes are via bicycle. Bike facilities include dedicated striped bike lanes, and “Bike Route” signage along other roadways such as around Lincoln Park. Along most bike lanes the pavement is marked or striped to designate the lane for the exclusive use of bicyclists. Lane markings were observed to be inconsistent in the study area. Some lanes are marked with a diamond (<>) symbol, which according to the MUTCD designates an HOV lane. These markings should be replaced by the appropriate striping showing a silhouette of a cyclist.

Segments of nine streets are marked with bike lanes. These streets are as follows: East Capitol, 4th Street NE, 6th Street SE, North Carolina Avenue SE, Massachusetts Avenue NE, C Street NE, D Street NE, 14th Street SE, and 15th Street SE.

Capitol Hill Transportation Study: Final Report December 2006 11

DISTRICT DEPARTMENT OF TRANSPORTATION 5.0 FUTURE CONDITIONS Table 5•1: Planned New Projects in the Study Area, March 2005 Size The purpose of this section is to present the assumptions made in forecasting future leves of Non• Number Project Address Residential Type traffic and the results of the study team’s modeling efforts. The recommended of this study should Residential Units be designed to serve not only existing needs, but also emerging needs. Other on•going studies Sq Ft have plans that will impact the study area, and the effects of those plans are included in the Under Construction analysis. It is important to remember that computer traffic modeling is a tool intended to show an 1 Kentucky Courts 340 13th Street SE 54 New Construction estimation of future conditions. It is not a flawless picture of traffic flow but rather a way to view Station Place Building 100 F Street NE 2 650,000 New Construction trends related to expected changes in land use and transportation infrastructure. One Station Place Building 600 2nd Street NE 3 400,000 New Construction Future conditions include the following elements: Two Capitol Visitor's Center East Capitol 4 st 580,000 New Construction § Future development projects Street/ 1 Street th § Future traffic conditions 5 Lincoln Park Terrace 401 13 Street NE 68 New Construction Providence Square Town 600•606 Kentucky § Transportation projects from other studies 6 8 New Construction homes Ave SE All of these accumulated impacts are included (where appropriate) in the 2015 and 2030 traffic 1230 Pennsylvania 1230 7 Avenue Pennsylvania 47 New Construction projections for the study area presented in this section and in Section 6. Avenue SE Proposed 5.1 Future Development Projects Medlink Hospital 7th Street/ With the assistance of area residents and the District of Columbia Office of Planning, the National 8 Conversion Massachusetts 275 Change of Use Capital Planning Commission and the U.S. Department of State, the Study Team identified eleven Avenue NE new or proposed developments within the study Table area. 5•1 shows the planned Jenkins Row 1399 developments by location, size and type. 9 Pennsylvania 247 New Construction Avenue SE Station Place Building 700 2nd Street NE 10 525,000 New Construction Three St. Coletta of Greater Independence Washington Avenue / 19th 11 96,000 New Construction Street SE Note: Trip distribution for Station Place Buildings is based on the Traffic Impact Analysis Report prepared by Wells and Associates, July 27, 2001.

5.2 Future Traffic Conditions Year 2015 was chosen as the future analysis year for Capitol Hill Transportation Study. Traffic volumes in 2015 were adjusted from their current volumes based on two changes:

§ “Background” traffic volumes were increased to account for growth in population region• wide, and its affect on the study area. § “Development Traffic” accounts for traffic generated specifically by the 11 projects identified in the study area, as presented in Table 5•1.

Using the Synchro traffic analysis software, the Study Team evaluated traffic conditions at the 46 intersections within the study area for 2015 conditions. The intersections of Constitution Avenue with 10th and 12th Streets and Independence Avenue and 12th Street have already been identified by District DOT as locations to receive traffic signals. These signals are reflected in the Synchro model for Future 2015 Conditions. In general, traffic generated by the proposed developments

Capitol Hill Transportation Study: Final Report December 2006 12

DISTRICT DEPARTMENT OF TRANSPORTATION has relatively minor effect on the levels of service of the study intersections. The intersection of Figure 5•2 shows that proposed development traffic has a relatively minor effect on the LOS of Constitution Avenue with th 4, 6th and 12th Streets will be impacted the most by traffic due to the studied intersections. Considering the AM and PM peak hours, several intersections proposed developments. At these locations, the impact is expected to be moderate with 9 to 14 experience minor degradation in LOS (from A to B or B to C, for example) due to proposed percent of the overall volume caused by traffic generated by the proposed developments. development traffic, but would continue to operate at acceptable LOS.. Intersections expected to operate at a poor level of service (LOS E or F) are; Massachusetts Avenue and Constitution Existing Traffic Avenue, Independence Avenue and 8th Street, Kentucky Avenue at 14th Street, Potomac Avenue In order to evaluate existing traffic conditions throughout the study area, the Study Team collected at 17th Street, 17th Street at Barney Circle and East Capitol Street at 19 th Street. turning movement counts at 32 intersections during both peak and off•peak periods. A detailed description on the existing traffic conditions in the study area can be obtained from the Final Table 5•2: Changes to Traffic Levels, 2005•2015 Existing Conditions Report, February 2006 for Capitol Hill Transportation Study. Figure 5•1 below 2005 Total 2015 Total 2015 AM 2015 PM Intersection Intersection Peak Hour Peak Hour shows intersection levels of service (LOS) for the Year 2005. Intersection Traffic Traffic Traffic Traffic Background Growth AM PM AM PM Increase Increase Background traffic growth is considered the component of traffic that increases due to region•wide Constitution Avenue and 4th Street 1508 1276 17501536 9% 13% increases in population and development. Based on historical counts, the growth rate used for Constitution Avenue and 6th Street 1569 1166 18151420 9% 14% background traffic was 0.5 percent per year. All balanced traffic volumes were grown by this Constitution Avenue and 8th Street 1752 1437 19711655 7% 9% percentage to determine background growth in traffic volumes for ten years in the future. Level of Constitution Avenue and 10th Street 1274 1129 14441306 7% 9% Service (LOS) is not affected significantly in the future conditions considering only background Constitution Avenue and 12th Street 1284 684 1455838 7% 14% volumes. C Street and 8th Street NE 1054 822 1154915 • 6% 8th Street and D Street NE 818 1074 9211180 7% • Development Traffic Massachusetts Avenue and The projects shown in Table 5•1 were also included in the analysis. The Study Team evaluated Constitution Avenue NE and 7th Street 1838 1863 20972153 8% 9% the impacts of development traffic on the study area intersections. As with the existing conditions Independence Avenue and 18th Street and background growth, the study team used the Synchro software results to calculate LOS for SE 735 2222 8352374 8% • the intersections in the study area for the AM and PM peak hours. Independence Avenue and 19th Street SE 1024 3334 11503554 6% • th To determine the impacts caused by the proposed developments, the study team divided the Potomac Avenue and 19 Street SE 530 937 5911005 6% • additional development generated traffic by the total forecast traffic at each intersection. Table 5•2 Pennsylvania Avenue and Barney shows the effects of development traffic generation on total intersection traffic for those Circle and K Street SE 2098 3055 23403330 6% • intersections that would be impacted most significantly. This portion of the analysis assumes no changes to the existing roadway configuration.

Proposed development impacts of less than five percent of traffic are low and generally reflect negligible effects on traffic operations and delays. Proposed development impacts between five and 15 percent are moderate and have minor effects on traffic operations. Proposed development impacts of more than 15 percent are significant and generally result in significant degradation of traffic operations and increased delays. The intersections most affected by the proposed development traffic are those located in the immediate vicinity of the development sites. Impacts generally decrease with increased distance to the site that generates the trips.

The intersections of Constitution Avenue withth Street, 4 6th Street, and 12th Street will be impacted moderately with 9 to 14 percent of their overall volume caused by proposed developments. The intersection of Constitution Avenue with 8th Street, 10th Street , Massachusetts Avenue and 7th Street and Independence Avenue and 18th Street will be impacted between 7 and 9 percent. As mentioned before these changes will have minor effects on the traffic operations and delays in the study area. Most of the intersections in the study area experience minor traffic impacts due to proposed developments.

Capitol Hill Transportation Study: Final Report December 2006 13

DISTRICT DEPARTMENT OF TRANSPORTATION Figure 5•1: 2005 Intersection LOS Figure 5•2: Projected 2015 Intersection LOS

Capitol Hill Transportation Study: Final Report December 2006 14

DISTRICT DEPARTMENT OF TRANSPORTATION 5.3 Projects Recommended by Associated Studies Figure 5•3: Proposed Barney Circle Improvements At the same time as this study is proceeding, several other transportation studies are underway which, if their recommendations are implemented, will impact the Capitol Hill area. These studies include both specific recommendations for changes to the Capitol Hill transportation infrastructure; and for changes to areas outside of Capitol Hill that will affect traffic conditions in the study area.

Other on•going studies are listed in Section 2 of this report. This section includes summaries only of those projects that affect traffic conditions within the study area, as reflected in the travel demand model.

The National Capital Medical Center (NCMC) Traffic Impacts and Mitigation Analysis This study evaluated the potential traffic impacts of a new medical facility to be constructed on Reservation 13 (roughly at the location of the existing DC General Hospital). Although the entire Reservation 13 site is outside of the study area, the study area lies immediately adjacent, and would be impacted by traffic generated by any uses of the Reservation 13 site.

The NCMC study included specific estimates of traffic generated by the site and streets on which the traffic will operate. These increases were included in the 2030 Travel Demand Model (see Section 6); however, they are not included in the 2015 transportation model.

The South Capitol Gateway and Corridor Improvement, Anacostia Access, and Middle Anacostia River Crossings Transportation Studies These studies propose significant changes to the existing Anacostia River crossings at South Capitol Street and 11th Street. In addition to proposing new bridges, these projects suggest land use changes along the waterfront and changes to circulation throughout Southeast DC.

In the study area, these studies propose major changes at Barney Circle and the intersection of Pennsylvania Avenue and Potomac Avenue. These changes are taken as a given for the purposes of this study; therefore, recommendations for these two intersections are limited to short•term improvements that would not preclude the recommended changes from the Middle Anacostia Crossings study. (Source: Middle Anacostia Crossings Study)

Barney Circle Pennsylvania Avenue / Potomac Avenue At Barney Circle, the study proposes improvements to the intersection to allow access to a new The Middle Anacostia Crossings study proposes major changes to the intersection of RFK Access Road from Pennsylvania Avenue SE and improvements to signage. These Pennsylvania and Potomac Avenues to operate the intersection more like a traffic circle. These improvements are shown in Figure 5•3. recommended changes are shown in Figure 5•4.

Capitol Hill Transportation Study: Final Report December 2006 15

DISTRICT DEPARTMENT OF TRANSPORTATION Figure 5•4: Proposed Improvements for the Intersection of Pennsylvania and Potomac Figure 5•5: Projected Changes in Traffic Distribution, 2000 to 2030 Avenues SE

(Source: Middle Anacostia Crossings Study)

5.4 2030 Conditions Elements of each of the projects described above are included in the approved 2030 Long Range Transportation Plan developed by the Metropolitan Washington Council of Governments (MWCOG). Table 5•3: Selected Traffic Volumes (ADT) for Year 2030 The 2030 regional transportation model uses forecasts of population and employment as well as Location Average Daily Location Average Daily the planned improvements to transportation infrastructure throughout the region to produce a Traffic, 2030 Traffic, 2030 representation of future conditions. Figure 5•5 is a representation of potential changes in Mass. Ave. at 2nd St. NE 20,800 C St. at 14th St. NE 9,400 projected traffic volumes for the forecast year of 2030 as compared to observed volumes in 2000, 4th St. at Constitution Ave. NE 5,400 Constitution Ave. at 14th St. NE 11,800 and Table 5•3 shows selected average daily traffic (ADT) volumes for selected locations for the 6th St. at Constitution Ave. NE 5,600 East Capitol St. at 14th St. 5,700 year 2000. As regional growth occurs, transportation within and across the Capitol Hill area is Pennsylvania Ave. at 7th St. SE 37,100 Independence Ave. at 14th St. SE 11,900 expected to increase. In terms of percentage growth, traffic will increase substantially along some 11th St. at D St. SE 11,900 17th St. at C St. NE 7,700 corridors like Pennsylvania Avenue where considerable excess capacity exists today. Along other H St. at 14th St. NE 35,100 19th St. at C St. NE 5,300 corridors, such as Constitution Avenue, traffic volumes will not increase significantly because the Maryland Ave. at 14th St. NE 24,200 Pennsylvania Ave. at 15th St. SE 32,200 streets and intersections are currently operating closer to their capacity. In general trends for 2015 and 2030 indicate traffic increases but manageable congestion.

Capitol Hill Transportation Study: Final Report December 2006 16

DISTRICT DEPARTMENT OF TRANSPORTATION 6.0 PROPOSED TWO•WAY STREET CONVERSIONS Projected 2015 conditions, described above in Section 5.0, were developed to reflect the effects of ongoing growth in travel and proposed development projects on the transportation network. The purpose of this section is to present alternatives and findings related to potential conversion They shed light on the localized effects of development, including new trips generated and of some of the existing one•way streets within the Capitol Hill study area to two way streets. As resulting impacts on traffic operations. Projected 2030 conditions are based on the COG regional one of the special objectives of the Capitol Hill Transportation Study, this topic lends itself to projections for employment and population growth, and reflect a more regional view of the focused treatment separate from the other issues and recommendations developed throughout transportation network. The 2030 conditions account for proposed transportation and the study. development projects on the regional scale, and describe general patterns of traffic distribution across the regional network of streets, highways, and transit services. Motivations for converting one•way streets to two•way streets include the desire to improve access and circulation for motorists and cyclists within the neighborhood. Another driving factor is The two scenarios evaluated are as follows: Scenario 1 assumes that Independence and the desire to distribute through•traffic more evenly across the transportation network and between Constitution Avenues operate as two•way streets throughout the day, while Scenario 2 assumes peak travel times. Combining both of these objectives can result in increased safety and livability that 17th and 19th Streets operate as 2•way south of H Street NE, in addition to all•day two•way within the study area because of reductions in traffic speeds and volumes. operation of Constitution and Independence Avenues.

Traffic analysis tools were employed to test two•way conversion of Constitution and 6.3 Analytical Process Independence Avenues and 17th and 19th Streets. Results of the analysis show that, in general, As a first step in the analysis, models representing future conditions were developed and these conversions would reduce average speeds and balance traffic volumes more evenly calibrated based on current traffic characteristics. To represent 2015 conditions, baseline growth, between morning and evening peak travel periods and across the study area street network. then the effects of development projects were added to existing traffic levels. For 2030, the approved COG regional model (Round 6.4, updated to include the effects of the South Capitol 6.1 Description of Existing Conditions Street EIS and the 11th Street Bridges EIS) was edited to better approximate conditions in the Currently, Constitution Avenue is operated as a one•way street in the westbound direction during Capitol Hill study area. This 2030 “base case” model includes local and regional development the weekday morning peak period. One way traffic begins at the intersection of Constitution and projects, and it includes planned transportation improvements that affect the study area, but it North Carolina Avenue (14th Place NE) and extends to 3rd Street NE. During the remainder of the does not include changes to study area roadway configurations. day and on weekends, Constitution Avenue’s two lanes are used as a typical two•way street. Parking is limited to the north side of the street. The projected 2030 distribution of automobile traffic was generated for the base case, then compared against potential traffic patterns generated for each two•way conversion scenario. Independence Avenue is currently a one•way street in the eastbound direction from 3rd Street SE Projected 2015 effects of the two•way conversions were developed by making use of the traffic to the eastern boundary of the study area and beyond, to its transition onto the East Capitol Street distribution patterns generated by the regional model, and applying appropriate factors to the bridge. Independence Avenue is two lanes throughout the study area, with parking on both sides projected intersection turning movements. along much of its length. The analysis is intended as a decision making tool, and results are to be used to identify general Seventeenth and Nineteenth Streets NE/SE constitute a one•way pair that carries traffic north and effects of potential two•way conversions. The main limitation of the analysis for the 2030 model is south across the study area and serves as a well•used connector between different east•west that it does not take into account many of the traffic control and environmental features that routes into and out of downtown Washington. Both streets are two lanes. While parking is allowed impact distribution of traffic across the study area. The 2015 model is limited to projected in general along both sides of 17th Street, parking is limited to the west side of 19 th Street. intersection levels of service at a relatively small number of intersections. It relies on the 2030 regional model for traffic distribution, and does not reflect an evenly balanced interdependence of All four of the streets considered are designated by DDOT as minor arterials. Along segments of intersections. each of the streets, travel speeds were observed to be in excess of the posted speed limit of 25 mph. In general, the intersections studied along these streets perform within acceptable ranges. 6.4 Results Exceptions are the intersection of Constitution and Massachusetts Avenues,th Street 17 at Analysis of the two•way conversion scenarios indicates a range of potential effects on specific Potomac Avenue and at Barney Circle, and 19th Street at East Capitol Street, where “E” levels of study area intersections and area wide circulation patterns. Summary results of the analysis for service are observed in either the a.m. or p.m. peak period (see Existing Conditions Report, pp. Scenarios 1 and 2 for projected 2015 intersection LOS are shown inFigure 6•1 and 6•2, while 10, 16•17, and 27). summary results of the analysis for both scenarios with projected 2030 traffic volumes are shown in Figure 6•3 and 6•4. In general, the two•way conversions would have the effect of increasing 6.2 Two•Way Scenarios access, spreading traffic more evenly across the Capitol Hill street network, and reducing speeds To evaluate the potential effects of converting streets from one•way to two•way, two scenarios on the subject streets. On the other hand, the conversions would result in increased traffic were developed and evaluated based on future traffic conditions in 2015 and 2030. congestion and intersection delays at a handful of locations.

Capitol Hill Transportation Study: Final Report December 2006 17

DISTRICT DEPARTMENT OF TRANSPORTATION Figure 6•1: Scenario 1 – 2015 Projections Figure 6•2: Scenario 2 – 2015 Projections

Capitol Hill Transportation Study: Final Report December 2006 18

DISTRICT DEPARTMENT OF TRANSPORTATION F T T WYLIE ST LO

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S NB:2241 NB:2234 NB:1504 NB:1465 NB:3407 NB:3375 NB:6087 NB:8531 N EAST CAPITOL ST EAST CAPITOL ST B1:2029 B1:1497 B1:1894 H B1:1158 B1:1270 B1:1124 B1:1857 B1:1671 B1:1627 B1:5719 B1:10111

7 NB:4005 S NB:1796 NB:1906 NB:2364

NB:1629 NB:1721 2 NB:1352 7 NB:1735 NB:2509 NB:2208 NB:2559 NB:3075

4 H Location Map

3 B1:3491 B1:1759 B1:1872 4 B1:1579 B1:2054 B1:1974 B1:2042 B1:3386 B1:3521 B1:3278 B1:3742 B1:4188

: T

: EAST CAPITOL ST

9 T

B S

1 S

NB:8191 T

H NB:9098 NB:8715 H

S 3

1 T

1 N 5 7 E 4

B 8 8 3 6

8 V 1 9 B1:980 B1:10549 B1:10286 : 6

1 D 5

A 9

S 5

H 5 N 0 5 8 B 8

A ST 1 A ST B 0

A 1 4 9 2

4 1 8

N : 1

T : N

2 : : :

9 0

1 : 5 I 9 2 9

H B : L 7 2

6 1

9 8 6 1

B B 2 O 4 1 5 2 : 1

T 2 2

1 1

1 B 8 1 B

N R 6 N N A B

6 7

4 5

6 4 :

C : 9 :

1 1 B

TH B

B B N R N NO NB :10 NB:0 B1 20 NB:18691 NB NB:0 NB:0 NB:0 NB:0 NB:0 NB:0 NB:0 NB:0 NB:0 :97 NB:0 NB:0 NB:0 :21 INDEPENDENCE AVE N 2 N B1:20395 B 81 B1:5529 B1:5128 B1:5151 B1:4546 B1:4927 B1:4958 B1:5810 B1:5093 B1:4948 B1:5701 B:2 B:1 B1:5268 B1:3085 B1:2 1:1 2 B 22 B 02 888 1: 9 1:1 0 NB:21057 N 8 NB:10543 NB:10491 NB:10131 NB:10201 NB:10679 NB:10707 NB:11980 NB:11669 NB:11888 252 01 NB:12725 NB:12784 NB:13357 Change in Average Daily B:1 1 NB 1

4 5 5 :

2 B1:19950 B 7 B1:6320 2 B1:6888 15 N B1:7709 5 B1:6195 7 B1:5754 B1:5798 B1:6114 B1:6127 B1:6847 B1:6998 B1:7734 B1:8294 8

1 3 B B : 1 4 1 24 :

1 9 N 9 1

8 :

8 6 3 B 2 4 5 4 B 6

4 0

3 : 6

6 9

: 2 5 1 7 1 :

: 1 : 1 :1

B 7 4 7 BAY ST 1 1 2 B Traffic Volume 1 1 B WALTER PL 9

: 7 9 1 9 8

N :

8 B : N 8 N

1 B:1 81 MA B BAY ST

SEW B S 5 ARD SQ S N B 8 1:1 17 N SA 8 B C H 37 :14 H Less than -100%

6 T T 0 B1 49 U 7 E S 2 8

: 3 N S V 1 E BURKE ST

0 B N A 8

1 :1 B C ST A K 02 T 1 C ST T 0 C ST 7 :1 IN 1 B 5 8 H L S

E 1 1 3 B 9 O 1

: : 4 1 8 A : 1 : 6 T AR N V 9 1 1 9 8 C E B 3 2 1 H T NB -100 - -20% B

T 4 N 3 T : N

1 6 B: 0 OU U 62 S 16 S C B1 B 8 N :7 T 1: 69 K B 14 H 18 N :1 S 5 B Y 36

7 W T 48 :21 C ST B1 5 -20% - 0%

7 1 :

4 B 0 T 1 6 A 17 N

0 B

7 A T :2 9 13 :

S V 1

0 5 4 5 0

S : 4 S

: D ST 4 2 B 4 1 N E 1 1 4 9

H B B :1 3 :12 5 2

B H 6 I B 0 N N 8 N 8 4 1 2 8 : T 1% - 20%

T B 3 5 G :17 6 N : :7 4 1 B 5 2 5 B B 9 7 : S 1 2

T 4 0 2 D B 0 ST N :1

2 B 6 O 2 4

: 6 1 H : :2 3 01 1

N B

1 0

0 NB 06 T 3 B

4 N : 20% - 100% A 16 8 3

6 8 D ST B 5 N IVY ST 7 B 1 V 2 1 2 : 8 :

E : 1 1 E T V 81 B 98 D ST

1 A B 0 1 3 T S 9 : 7

B 1 A N 9 IN 3 S

L 1 0

C L E N 5 1 More than 100% O 3 V D ST B N 3

A H T

O R A :1 B 0 N A A 4 :1 0

B 1 T

T 7 C N 2 S

I 1 3 B 7 2 A : I

L : 9 1 6 : H O 1 : 5 2

L T R 5 1 1 4 B P A 7

1 R C 4 0 H

S B O H 0 N 35 N A T N T UT B: NB O 1 : 7 C E ST S B 56 1

8 1 0 B 0 1 :16 1 1: 41 H 51 171

T 2 NB 94 N : N U E ST 157 B: NB: No Build Scenario E B1 1 1 O E :1 9 B 55 W V 6 1 4 S DUDDINGTON PL A 6 :1 1 A 59 49 E LIN 0 V J RO 4 A B1: Build Scenario1 E CA NB AC R :1

0 7 TH 6 4 B 43 M U 3 7 O S O 4 3 1: 29 T

3 1 S 4 3 1 O E 3

7 8 7 P F ST 7 8

V : : 9 IR Y : : 4

1 1 G B B P

I 9 N 6 N E

B B IA A N N B

6 N

2 A T :1 N

V V 2 4 6

8 : B 1 S E : S 1 8 Y

: 7

E B 1 L

0 9

2 4 2 9 V

: 9

H A NB:9 91 N 1 1

B 0 4 1 N 9

67 B:8 T G ST IA G ST 5

9 B 4 1 N

5 B 3 : 1:90 8 AV :

5 1 88 B1:883 E NB B 2 : B 4 1 N

7 7 7 N

6 8 B B 22 5 1 5 : 8 : 6 3 1 1

8 7

2 6

2 B 3 3 1 8 3 0 3 1

8 : 3 9 8 1 8 7

: 1 : 1 7

4 : 9 : 9

1 4 H ST B 5 9 1 6

S B

3 T

N :

: S

1 B

H H ST

4 8

N B

1 B Figure 6-3 T 4 :

T 1

7 8 9 6

S B 4

2 7

2 0 7

S 1

6 8 : I

: : 4 1 P 1

V 5 5

L 8 N 5 3 1 I

B R B 7 8

G 2

D 4 2 3 :1

B 6 N I

N 0 5

1 8 IA 8 B 0

C :

1 : A 1 1 3

: : 7

A : 1

1 V B

N 2 E 6 1

B 5 B A N 27 N

N B L B N B :839 :16 ST B 86 B1 40 1 4 I ST I ST I ST 5 : 2 : 6 1 0 N 83 T B 4 2 5 8 : 6 7 7 81 3 0 4 5 N R S 8 4 5 7 1 5 IVES PL B I 3 2030 Projections vs Scenario 1 B 1 : 1 1 1 IVES PL 1 1 N T 5 C : 1 8 N 1 1 B B 2 H B 7 I : 9 N 1 6 T : : 1 5 E : 5 : 2 B B

R S 1 1 1

T S B Y 1

T B 1 7 T A T : : : E 2 :

8 E 5 N B 5 2 1 2 2 95 N B 5

S H 9 9 5 9

1 T 7 1 0

L R Change in Average Daily Traffic Volume 4 0 4

N 4 INT B:5 A 8 A 3 K ST E 4 1 RST B 67 K ST K ST B N 1 A 8 T :5 1

9 E 33 9 3 4 3 A 2 4 3 9 0

5 2

4 N 9 C B 1 : 1

5 9

T 2 8

4 : 1 2 :

: 6 : N

B 1 1 B B 1

B :52 :3

0 N 8 B 5 B 4 2 N 9 2 H 1 E 2 :3 19 T AT 43 0 1,000 2,000 L ST 5 L ST ST 06 T T INTERSTA ER Feet T TE 295 T S S IN

T OTOMAC AVE P

F F

S T

L L

T P

S N E

H A A

S B N 1

T 3 N H H B 58 S 9 H 1 L :3 91 YL DR T 6 P 1 V IA 9 0 3 AN ST 1 O G M ST I A AC N A N E A I V L E

A Capitol Hill Transportation Study T

S T

N AVE GTON S IN S U WARR

N H H WY

N F

S H T TIA

I T

T S O S CO

A A

T N 1 VER ST 2 A RICKO S R

W 0

V 1 1 E

R 1 T O A

A December 2006 Page 19

H W

P F T T WYLIE ST LO

S R ID A H H

A T NB: 25873 NB: 25040 NB: 21009 NB: 21038 NB: 20598 NB: 19290 T NB: 18873 NB: 18754 NB: 17959 NB: 18858 NB: 17962 V E 0 9 50

2 0 T B2: 25641 B2: 24819 B2: 20795 H ST B2: 20900 B2: 20503 B2: 19028 B2: 18607 B2: 18550 B2: 17830 B2: 18659 B2: 17782 : 47 H ST B 5 S

N 1 470 NB : : H NB: 22849 NB: 22307 NB: 21632 NB: 19274 NB: 19182 NB: 18346 NB: 17951 NB: 17833 NB: 17088 NB: 17939 NB: 17173 1 B2 1 35200 477 421 B2: T B2: 19777 B2: 18093 1 : 4 35 9 B2: 23383 B2: 22823 B2: 22198 B2: 19873 B2: 18861 B2: 18249 B2: 17345 B2: 18217 B2: 17389 : 8 B 9 086 T NB 00 N 93 1 5 43 S N T 1 : B G PL 2: 1 B2 : 2688 BENNETT PL B 4 S 7 5 N H 13 B2: B: 37 : 1 2 38 T LINDEN PL B 3 7176 9 T N 32 B2 4 1 : 33 S : 425 NB: 2 B2 38384 1 NB B 2 29 7 : G ST 8 G ST 41 335 2: 36 G ST 2 5 9 8 8 3 5 02 2 9 7

T 3 B 2 1 2: : 5 8 3 B 5 6 N

3 E S B 4 40 B: T N 3

3 G 8 3 N N 9 A 8 : 2 6 I : L 3 N M 1 4 G 4 E : S L : S R T 2 A B 2 P B D : L 2: S B B 3

B 8

T P N 9 S S 2 21 H N

A 1 S B

C L T

H D 5 3 0 U P

8 T

S R 1 T E MORRIS PL 8 1 7 2 9 : 7 T G A 0 5 T 2 B 0 H S L O 4 E 3 N T S : 1 1 4 O K S

S : 0 1 T R T F

1 4 I

2 : A B B 9 M H A 2 2

N 4 E

V 6 3 B R : L K 1 S N T

1 E 8 T : 2

T 2

L 8

C B 4 B

I 5 S

: 1 E : E 2 1

T 0

P R

2 B AV 11 OS

S : 4 E

H B D

N D NB 70 ALE F ST F ST T 0 R N 1 S L T I A : 5 L B2 O C Y R

T A I S M 0 L N 9 R T

P 2 U 5 1 OS 5 P T 1 E 8 D S E : 3

A 0 A B 1 B 9 EMERALD ST L LE ACKER PL S 9 W : 2 N 0 F S

T D B 4 H

C 1 F ST P S M N 8 : T

0 2 1 R T H U : B

J 2 6 S T H 3 4 T 9 B 3 E L 1 7

T 0 2 E 2 S

7 0 1 T 1 : 5 R O 1 B 3 50

R : 2 6 M 7 N S B 0 H S C N 09 1 E ST O E ST :

1 E ST A 2 T 4

E : B H 2 1 5

N 6 8

B 9 E 5 2 Y 3 T N 0 2 8 1 1 B 0 9

4 T 2 5 1 : 0 4

: 5

9 1 9 B 2 A 1 0 4 3 0

: 1 5 : 1 9 N

2 S B 0 B 7 0 3 8 : :

9 1 2 N 4 V 6 1 B : 1 0 : 3 2 2 1 1 2 1 B 2

1 4 : B N

4 H

E 4 2 5 B 5 5 N :

0 : B 1 E N :

: 7

: 5 ISHERWOOD ST V 8 T B 8 0 E 2 A

2 LEXINGTON PL : B 9 DUNCAN PL

2 1 B : DUNCAN ST

2 A 9 B 7 : 5 V B 4 B 9 M B N B

B 6 6 N N 2 O 2: 8 7 N 0 1 H 9 : 9 1 T A A 29 63 NB B2 2: KL 2 : B S E O 9 B2 03 E : 1 0 H S E 91 11 T 5 : 9 T S V N 2 S

B 2 0 D ST A B: N 98 E 66 74 8 1 N H B : N L 9 4

8 9 A 2: 8 B: 9 2 9 B 4 N 5 6 T 3

N E 74 8 P

2 6 6

B 0

2 E 8 A 1 I V 4 2 1 5

: 5

5 L

5 T

6 H

S 8 : : I A : 0 :

3 9 6 P NB: 224 T 67 2

9 6 1 6 2

B 6

U 2 B CORBIN P 6 L 5

1 S 4

8 9 4 3 6

E B

0 0

N O B : 6

C ST H

B 3 5

3 3 2 0 L B2: 1 2263 1 : : R 0 N 1

2 5

6 3 5 3

8 1

: B B

A 2 : : : :

8 B : T

N N

2 2 2 2

N 1 B: 3676 NB: 3470 NB: 8389 NB: 9440 NB: 9786 NB: 9906 NB: 9979 NB: 10718 NB: 9384 B 0 50 W NB B B B B : 9646 N

2 C ST N A N

T B2: 3682 B B: 9859 L 8 3

S B2: 3445 3 B2: 8640 2: 9945 B2: 999 B2: 10107 7 C 3

L B2: 9696 B2: 10838 B2: 9539 B2: 9688

P 2

7 NB: 13590

7 3

E B2 9

4 : 1 5

6 0122

9 7

D 9 B2: 13438 C ST

: : : N

C ST B 7

B B : S

4 1 NB: 9358

0 L

B N

N B2 57 N

: 4 P

6 2

2 4 3 2 NB: 13973 NB 06 PARK ST B2: 8103 5 9 E 4 6 7 1

7 0 2 2 : 9

0 0 9 5 H

7 7 2

1 7 7 5 r : 2 R : 4 B2: 14132 B : B 5 T 7 2 5

4 3 3 2 6 5

6 :

4 B

6 R e

: : 2

9 8

: : : : 5

2 1 395 : 5 5 N 8 N

2 2 2 2 2

2 B B 1 3 3 0 v

B 78 A 5 6

B B B B 1 5 i 5

N N

9 5

: : 5 : 2 M W 295

B 9 NB: 5060 NB: 6543 NB: 6108 NB: 3252 NB: 1872 0 : N

NB: 528 2 B: 8051 B

NB: 12190 NB: 5762 : NB: 5184 NB: 4804 NB: 5055 NB: 3167 N 89 AS R

B B 2: N S

B B A CONSTITUTION AVE B2: 4431 N B2: 4349 B2: 5348 B2: 6709 B2: 4891 B2: 4057 B2: 2251 B2: 11935 B2: 4786 B2: 4219 CH B2: 4161 B2: 4204 B2: 2708 c US 9 a

N 4 NB: 13212 NB: 14546 NB: 4074 NB: 5260 NB: 3956 B E NB: 5595 NB: 5771 NB: 6061 NB: 6107 NB: 5642 NB: 3184 NB: 2464 NB: 2323 0

: T 7 2 T : m B 4 S 2

B2: 13895 B2: 4072 2 3 B2: 6359 B2: 6381 B2: 6065 B2: 2908 B2: 2784 B B2: 13129 B2: 5236 B2: 3982 5 B2: 5774 B2: 5967 B2: 4074 : : A o

2 E AMES PL N

V 2 23 N E V t 0 B A B

1 N o E 0 : A V T 3 B 8 N A 2 B2 08 : 2 LI

6 S 7 1 P 2 : B 8 D O

T 3 2 4 4 N 4 4 : R

T 7 2 T : A

: A D 9 0 L S A ST N 0 C A ST

2 S B 9 Y B N S

R H R : B B

N T D 3 : A 3 B 0 2 R

H 0 M 2 63 B 3 O H N : 2 7 T 3 : N 4 T

2 1 T

2 7 NB: 7924

2 7

5 NB: 5625

3 5 5

1 N 8

3 2 S

0 1

9 B 4

6 : 7 5

9 2

0 0 3 B2: 6510 B2: 4141 4

4 3

8 4

2 8 495 D

2 : B 2 3

6 9 3 T 2 :

2 :

7 : 4 4 1

3 1

: 2 B 8

: :

: : 0 6

0 N

2 0 2 B

2 2

B B N 9

8 95

B NB: 2573 NB: 1626 2 EAST CAPITOL ST NB: 3344

NB: 2241 NB: 2234 S NB: 1504

H B NB: 1465 NB: 3407 NB: 3375 NB: 6087 NB: 8531 B :

N N

B 2 EAST CAPITOL ST T EAST CAPITOL ST

B2: 2292 H B2: 1365 B2: 2175 B B2: 1598 B2: 1975 6 B2: 1252

B2: 1221 N B2: 2307 B2: 2205 B2: 4070 B2: 6641 1

1 8

NB: 4005 0

NB: 1629 NB: 1721 NB: 1352 NB: 1796 NB: 1735 NB: 1906 7 NB: 2364 NB: 2509 NB: 2208 NB: 2559 NB: 3075

B2: 3381 B2: 1866 B2: 1918 B2: 1565 B2: 1959 B2: 1942 B2: 2023 : B2: 3562 B2: 3646 B2: 3190 B2: 3530 B2: 3705 Location Map

B 2

T EAST CAPITOL ST

B N S

NB: 8191 T

H NB: 9098 NB: 8715

2 1 5 7

3 4 N

5 0 3 T

E 1 B

3 8 3 6

2 4 V 9 8 3 0 9 B2: 945 : B2: 10517 B2: 10238 0 0 2

3 5 1

A 5 8

3 5 0 2 6 0 H

B : : A ST 5

5 4 1 A 9 2

5 4 A ST 6 3 6 2

T 9 0

N : B B

6 0

: : I : :

: :

9 : : :

2 8 L 9

5 0 3

N N N

2 2

B B 2 2 2

O 4 B B

1 1 B

B 1 0 R 1

B B : B B B

N N

7 4 4

A 7 2

C 2 :

: 2 :

H : : 65

2 2 B

B 2

RT 60

B B N O N 2 NB N : 1 B 020 NB: 21057 N NB: 0 NB: 0 NB: 0 NB: 0 NB: 0 NB: 0 NB: 0 NB: 0 NB: 0 NB: 0 2: 9 NB: 0 NB: 0 NB: 0 B: N 35 N B2: 19814 218 B2: 5462 B2: 5098 B B: B2: 5277 INDEPENDENCE AVE B2: 12 B2: 5037 B2: 5050 B2: 4416 B2: 4813 B2: 4851 B2: 5658 B2: 4955 B2: 5708 : 2 10 B2: 4295 B2: 4792 18 B2 229 B2 20 76 NB : 2 : 1 0 NB: 18691 N 1 : 10543 NB: 11980 6 0 NB: 12725 9 NB: 10491 NB: 10131 NB: 10201 NB: 10679 NB: 10707 NB: 10717 NB: 11669 NB: 11888 5 N 7 0 NB: 12784 NB: 13357 Change in Average Daily

B : 0 4 7 B :

4 3 N 1 9 : 5 B 3

B 3 1 2: 6093 B 7 B B2: 20095 B 7 7 2: 7375 5 B2: 6039 1 B2: 5751 B2: 5741 B2: 6029 B2: 6038 B2: 6060 B2: 6623 B2: 6593 B2: 6835 5 : B2: 7938 B2: 9004 2 1 B 2 1 : : 6 9 2 1 4 0 4 N 18 N : B 6 2

6 4 2 4 2 4 B 4 9 2 5 : T 7

B : 2 1 7 :

2 0 2 : 3 : B 1 : 4 03 BAY ST 7 4 S Traffic Volume

1 2 B

2 2 B 4 : 2 WALTER PL 7 9

1 B

N N 8 M

H 7 : 3 A B: 4 9 BAY ST

S 2 8 B

1 T SEWARD SQ 1 S B 5 T

B 8 6 N

7 A

2 9

1 : 7 N C : S

1 : B

1 8 : H Less than -100%

1 1 E 1 U 4

4 V B 4 S 6 1

4 H A 4 2

B 3

A 2: 9 E 2 2 T 4 2 BURKE ST

N 2 0 N I 1 T T

2 L B 6 2 9

K S 0 C ST O 6 8 C ST :

: R

1 C ST 7 : A A 1 8 E

1 B C

9 V :

B 2 2: 8 H N E N :

1 6 T 2 B N B

B 8 S U : -100 - -20%

O 0 T 6 B T 4 S 6 3 U B2 2 N

H S C : 1 SEWARD SQ 2

T N 8 3 T K B 6

: 4 H

N 1 N 1 0

S B B 3

5 Y 3 : 2

1 6 : W T 2 C ST B 5 :

7 2 1 1

1 6 -20% - 0% B T : B 0

B 4 T 2 0 A 2 4

0 6 2 :

2 0 A T : 9 9 : 4 S 2 N

5 6 2

S 2 5 V

0 S 1 D ST S : 0

B : 1 9 E 3 9

H H

B H

I N T B N B N N

3 B 6 T : 1% - 20% G 1 7 : 4 6 N 8 7

5 B 2 0 B 1 B 9

6 2 : 2 T 4 : 1 6 2 D ST : 2

2 0 2 7 B 6 1 O 1 1 2 6 : 6 3 : : 3 6 1 3 7

1 N 7 N

2 9 B

B 8 8

3 0 3 : 3

B 20% - 100% N A 1 9 1

6 : 8 D ST B 6 N IVY ST 5 3

2 B

2 2

V 7 B

: :

E 8 :

T : 1 1 : 9 E V 7 D ST N 6 B 8 2

2 A B 2 7 3 T S :

3 7 B A 1

B T N 8

IN 9 S

1 8

L L 0 9

C N S

0 4 3 4 E 3 More than 100%

O B N 1

V D ST 0

A H : B 9

O R

A 0

1 A 1 : 8 A : N 4 H

1 5 2

7 B 2

T T

C IN 1 7 2

2 3 B

A 7 B I L 8

: 4

: 2 : 9 T

H 6 2 : O 1 L T : 5

R 5 :

1 : N 2

B 2 P A 3 S R C 19 66 1 2

O 5 7 B B

N 1 H N A T N T B 4 N B OU : 1 B: N C E ST S B 56 1 2 0 B 8 : 1 1 2: 041 H 6 43 168 T 3 NB 42 N : N U E ST B 15 B: E 2 71 1 NB: No Build Scenario O E : 9 B 55 W V 16 2 4 S DUDDINGTON PL A 6 : 1 1 A 50 46 E LIN 7 V J RO 1 A E CA N AC B2: Build Scenario 2 R 0 7 B TH 6 0 : M

3 7 U 3 8 1 O S O B 4 T 3 1 3 S 6 9 2: 2 O E 7 8 9 7 7 1 P

F ST V 3

: :

: : 5 I Y 3 RG 7 N 9

2 2 B B B 6

9 I 0 N : 1 A B B I 7

N N A 7

7 4 6 B A T 1 2

2 2

6 8

V 9 V : E 7 : 1

S :

9 5

E 0 0

B 3 2 2 2

9 6

N N B: : N 9 4 0 B 8

2 1 N B 6 B T G ST : G ST 7 : 5

89 1 3

1 B 7

N B 3 5 B

2 8 2 : : 906 B 2: 26 : 6 2 2

7 : 8857 159 B B

6 7 N 7 4

6 5 3

8 6 P 2

0 N E

9 8 B N 0

1 : : N 4

: 2 1

T : 7 S : B

9 2 3 B H ST 2 8 Y 8

2 B :

S 3 L 2 4 B 1

N T

V 8 B

N : 03 A : S N 2 H 4

H ST B

8 IA

1 B

2 N

T A 8

T V 9

IR 7 V N Figure 6-4

7 2 E

G 6 B

I I :

5 1

: N 5

P 8 1 IA L 6 N 6

8 B B

6 2

B 4 2

A 4 : 2 D 0

V 0 1 :

0 4

B 8

N E B 5 1

0 5

C 1

N 2

: 3 5

: 7 3 A :

: 1 3

2 2

N N B 5 2 9 B B

: B 8 N

A 8 N 3 B 3 B L B 986 N : 1 ST 2: 8 B2 64 4 0 3 0 6 : I ST I ST 74 I ST 9 2 N T 1 6 2 B 1 7 5 : 8 7 5 5 N 1 7 3 R S 87 1 8 IVES PL B 4 I 2030 Projections vs Scenario 2 3 1 : B 1 1 0 IVES PL 1 2 N 1 N

: T C 1 1 5 B B 8 B 1 H 2 IN 7 8 : 2 T 5 B B 1 E : : : 2 2

R S 1 : 2

T S 1 Y

T B 2 : : T A : B 6 : T 2 E 7

8 2 E 2 5 B 5 9 N 2 5 4 N S B H 2

1 9 N 9 1

T 1 6 8 0 Change in Average Daily Traffic Volume L N R

4 4 INT B: 5 A 4 4 4

A K ST E 34 1 RST B 67 K ST K ST B

8 A 2: 0 9 T 53 2 E 3 0 2

A 2 29 2 6

2 5 2

4 N 3

C 1

B 1

: 9 9

T 5

2 1 4

2 : N

6 :

S B B

2 2 : B : 2 53 B 3

2 B B 2 N 5 4 3 B N 9 2 H 2 2 E : 3 19 0 1,000 2,000 T AT 45 L ST 5 L ST ST 29 T T INTERSTA ER Feet T TE 295 T S S IN

T OTOMAC AVE P

F F

S T

L L

T P

S N E

H A A B

S N 1 : T N

H H 3 B2 5 S 9 H 8 L : 3 91 YL DR T 4 P 6 V IA

0 71 AN ST 1 O G M ST I A AC N A N E A I V L E

P Capitol Hill Transportation Study

A T

S T

N AVE GTON S IN S U WARR

N H H WY

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H T TIA

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A December 2006 Page 20

H W

P 6.4.1 2015 Intersection Analysis In the PM peak, fewer streets would be affected. Volumes would increase on segments of H This subsection describes the results of analysis specific to the 2015 forecast year related to Street NE and along SE Freeway, but decrease along portions of Pennsylvania Avenue and potential intersection performance. This analysis assumes that existing lanes are reconfigured to Maryland Avenue. reflect two•way operation, but includes no other major changes such as removal of on•street parking, addition of left turn pockets, or other geometric modifications. For this preliminary Travel times along Constitution and Independence Avenues would get slightly longer and vehicle analysis, the intersection signal cycle lengths were assumed constant; therefore when new speeds would be reduced under this scenario. Sample travel times are shown inTable 6•1. For directions and phases are added, green time on the other phases may be reduced. example, a morning westbound trip along Constitution between 14th and 4th Streets NE that would take 4 minutes and 20 seconds without any changes to the neighborhood traffic network, Future refinements to the analysis of intersection effects could use traffic volumes generated by and take about 6 minutes and 30 seconds after two•way conversion. An evening eastbound trip the COG model for 2015. That approach would yield more details on distribution of travel across along Independence between 4th and 14th Streets that would take 6 minutes and 10 seconds the street network, allowing volumes, LOS, and delays on neighboring streets and intersections to without changes to the traffic network, could take 8 minutes and 50 seconds after conversion. be evaluated. Longer travel times may mean slower vehicle speeds and improved safety.

Scenario 1 Scenario 2 The expected effects of converting Constitution and Independence Avenues to two•way facilities Adding two•way conversion of 17th Street and 19th Street to the conversion of Constitution and would be unchanged or slightly degraded LOS at the majority of intersections. Constitution Independence Avenues would have effects similar to those of Scenario 1 on overall traffic and Avenue at 8th Street NE and Independence Avenue at 10th Street SE are the only intersections travel times along Constitution and Independence. The majority of blocks along Constitution where a significant increase in delay was projected due to the two•way conversions. The Avenue would see a modest decrease in daily traffic, while the majority of blocks along intersections of Independence Avenue at 4th and 8th Streets show improved LOS in the AM peak Independence Avenue would see a modest increase in daily traffic. period. With two•way conversion, cumulative traffic volumes along 17th Street would decrease by Scenario 2 approximately 15•20 percent in the AM and PM peak periods. More precise analysis of the traffic With two•way operation of th 17 and 19th Streets added to Constitution and Independence model shows that southbound traffic on 17th Street would decline by more than 40 percent in the Avenues, the majority of intersections along the east•west streets would operate largely the same AM and PM peak periods.Northbound traffic, on the other hand, would necessarily as with Scenario 1: Constitution Avenue at 8th Street NE and Independence Avenue at 10th Street increase because the introduction of a new northbound lane would permit traffic flow where it had SE would see significant increases in delay due to the two•way conversions. In addition, at the not existed before. In sum, the reduction in southbound traffic would outpace the addition of new intersections of Independence Avenue with 17h and 19th Streets, LOS is projected to degrade to F northbound traffic. It appears that morning southbound traffic, in particular, would divert to other and E, respectively. The intersections of Independence Avenue atth 4and 8th Streets, and the roads or other modes. intersection of Potomac Avenue and 17 th Street show improved LOS in the AM peak period. With two•way conversion of 19th Street, the traffic impacts seem to be more complicated and vary 6.4.2 2030 Traffic Distribution Analysis according to street segment. Trends suggest that blocks north of C Street and south of East Capitol Street may experience considerable increases in traffic, as seen in Figure 6•4. Primarily Scenario 1 as a result of introducing a new southbound lane, morning peak volumes would grow 15•90 The cumulative effect of the proposed two•way conversions of Constitution and Independence percent all along 19th Street. This phenomenon would likely comprise the majority of the total Avenue would be a moderate decrease in overall daily trips on Constitution Avenue. Traffic along volume increases. Constitution would decrease by between 10 and 40 percent in the AM peak period, and would be relatively unchanged in the PM peak period. It is important to remember that elevated traffic volumes are not necessarily problematic when capacity is available or when reduction in speed is a primary goal. The cumulative effect on Independence Avenue would be a moderate increase in overall daily trips. Due to the newly introduced direction, traffic along Independence Avenue would increase, Travel times on 17th Street would not change significantly as a result of a two•way conversion. particularly westbound in the morning peak. Traffic would decrease by about 15 percent in the PM However, travel times on 19th Street would increase slightly) in the PM peak. Sample travel times peak period. are shown in Table 6•2. For example, an evening northbound trip on 19th Street between E street SE and D street NE would increase from about 3 minutes 50 seconds to 5 minutes. Longer travel In general, during the AM peak period two•way conversion would spread inbound traffic more times may mean lower vehicle speeds and improved safety. evenly between Constitution and Independence Avenues and other roadways. Portions of H Street NE, C Street NE, and Pennsylvania Avenue SE would see minor increases in traffic Tables 6•3 and 6•4 contain a general list of costs and benefits associated with the two scenarios. volumes.

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DISTRICT DEPARTMENT OF TRANSPORTATION Table 6•1: Estimated Travel Times for Scenario 1 Table 6•2: Estimated Travel Times for Scenario 2 2030 Base 2030 Scen. 1 2030 Base 2030 Scen. 1 2030 Base 2030 Scen. 2 2030 Base 2030 Scen. 2 AM Peak Period AM Peak Period Eastbound Westbound Eastbound Westbound Constitution Avenue Constitution Avenue n/a 2:44 4:20 6:26 n/a 2:44 4:20 7:28 (4th Street to 14th Street) (4th Street to 14th Street) Independence Avenue Independence Avenue 2:38 2:45 n/a 5:17 2:38 2:45 n/a 4:37 (4th Street to 14th Street) (4th Street to 14th Street) Southbound Northbound Southbound Northbound 17th Street 17th Street 4:19 4:19 n/a n/a 4:19 4:27 n/a 2:33 (Barney Circle to D Street NE) (Barney Circle to D Street NE) 19th Street 19th Street n/a n/a 2:43 2:43 n/a 3:17 2:43 2:47 (E Street SE to D Street NE) (E Street SE to D Street NE) 2030 Base 2030 Scen. 1 2030 Base 2030 Scen. 1 2030 Base 2030 Scen. 2 2030 Base 2030 Scen. 2 PM Peak Period PM Peak Period Eastbound Westbound Eastbound Westbound Constitution Avenue Constitution Avenue 8:45 7:58 3:17 3:08 8:45 9:09 3:17 3:13 (4th Street to 14th Street) (4th Street to 14th Street) Independence Avenue Independence Avenue 6:10 8:52 n/a n/a 6:10 7:53 n/a n/a (4th Street to 14th Street) (4th Street to 14th Street) Southbound Northbound Southbound Northbound 17th Street 17th Street 4:44 4:55 n/a n/a 4:44 4:56 n/a 5:04 (Barney Circle to D Street NE) (Barney Circle to D Street NE) 19th Street 19th Street n/a n/a 3:47 4:01 n/a 3:33 3:47 5:02 (E Street SE to D Street NE) (E Street SE to D Street NE)

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DISTRICT DEPARTMENT OF TRANSPORTATION Table 6•3: Costs and Benefits Summary, Scenario 1 Table 6•4: Costs and Benefits Summary, Scenario 2 Scenario 1 Scenario 2 Constitution Ave. and Independence Ave. 17th St. and 19th St. with Constitution Ave. and Independence Ave. Benefits Costs Benefits Costs 1 Reduction in all•day traffic along Constitution Increase in all•day traffic along Independence 1 Reduction in all•day traffic along Constitution and Increase in all•day traffic along Independence and much of 17th Street much of 19th Street 2 Lower vehicle speeds along both streets Increased delay: 2 Lower vehicle speeds along four streets Increased delay: Constitution up to 24% longer in the AM between 4th Same as Scenario 1 for Constitution and and 14th Streets Independence Independence up to 30% longer in the PM between 17th up to 3% longer in the AM between Barney 4th and 14th Streets Circle and D St. NE 19th up to 25% longer in the PM between E St. SE and D St. NE 3 Pedestrian safety improved due to lower speeds 3 Pedestrian safety improved due to lower speeds 4 Improved accessibility for residential trips, opposed 4 Improved accessibility for residential trips, opposed Increased through•trips along 19th Street NE to commuter traffic throughput to commuter traffic throughput 5 Distributes traffic more evenly across network and 5 Distributes traffic more evenly across network and between peak hour times between peak hour times 6 2 Improved Intersections 5 Degraded Intersections 6 2 Improved Intersections 5 Degraded Intersections 7 2 Significantly improved Intersections 2 Significantly degraded Intersections 7 3 Significantly improved Intersections 6 Significantly degraded Intersections 7 Potential conflicts requiring changes in intersection Same as Scenario 1. No Potential conflicts for 17th regulations or configuration. and 19th Streets 8 Maintain parking regulations 8 Likely removal of parking along 19th St. 9 Minimal effects on transit service performace 9 Transit route structure more understandable Potential effects on transit travel time 10 Capital costs associated with conversion: 10 Capital Costs associated with conversion: Constitution Ave = $25,000 (in addition to costs for Constitution and Independence Ave = $2,500,000 Independence Ave.) 17th St. = $1,520,000 19th St. = $1,600,000 11 8 specific supportive citizen comments 1 specific non•supportive citizen comment 11 12 specific supportive citizen comments 2 specific non•supportive citizen comments 12 5 general supportive citizen comments None 12 5 general supportive citizen comments None

Potential Conflicts and Solutions Independence Avenue The conversion to two•way streets will create vehicle conflicts at particular intersections for the · North Carolina Avenue two scenarios. These potential conflicts consist of inappropriate sight distances for particular o Left turns from SB North Carolina to EB Independence turning movements. To mitigate these potential conflicts, changes in traffic patterns will be v Prohibit left turns due to poor sight distance appropriate as listed below: · Pennsylvania Avenue o Geometrics to improve at intersection. Constitution Avenue v Restripe WB approach at Independence Avenue nd andStreet 2 to · Massachusetts Avenue accommodate WB traffic. Maintain EB Independence Avenue via Pennsylvania o Left turns from SB Massachusetts Ave. onto WB Constitution Ave Avenue. o Left turns from WB Constitution Ave. onto SB Massachusetts Ave · Massachusetts Avenue v Prohibit these left turns due to poor sight distance. o Left turns from EB Independence Ave. onto NB Massachusetts Ave o Left turns from WB Constitution Ave. onto SB Massachusetts Ave v Prohibit these left turns due to poor sight distance · South Carolina Avenue o Left turns from WB Independence Ave. onto SB South Carolina v Prohibit left turns due to poor sight distance

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DISTRICT DEPARTMENT OF TRANSPORTATION 6.5 Summary of Traffic Network Recommendations

The final study evaluation recommends a hybrid of Scenarios 1 and 2, or in other words, a phased approach to the two•way conversion of all four corridors under investigation.

This decision is based strongly on three factors: detailed traffic modeling and analysis conducted during the Capitol Hill Transportation Study; consideration of community feedback during nearly 18 months of study, and final review and input from DDOT leadership.

The conversion of Constitution and Independence Avenues (Scenario 1) will only degrade the performance of a small number of intersections, while providing traffic calming benefits along the length of these corridors. In addition, the change would not impact public transit operations along either of the roadways because WMATA buses travel on neither Constitution nor Independence Avenue. The two•way conversion would necessitate almost no removal of residential parking and would improve circulation around the Capitol Hill neighborhood.

The conversion of 17th and 19 Streets, in addition to Constitution and Independence Avenues, (Scenario 2) introduces more “costs” that alter the balance of the equation relative to the “benefits.” First, mobility may suffer in the form of more congestion at six specific intersections. 19th Street, in particular, would see an increase in average daily traffic due to links from Benning Road on the north and to the Hill East Waterfront / Reservation 13 redevelopment on the south. In addition, the loss of one northbound lane on 19 th Street could yield minor delays on three bus routes that utilize this roadway. However, despite these impacts, DDOT feels that decreased vehicle speeds, enhanced pedestrian safety, and improved (bi•directional) access for private and public vehicles still favor two•way conversion on 17th and 19th Streets.

The study recommends that the changes to the traffic network proceed in phases. According to this scenario, Constitution Avenue could undergo conversion as early as 2007 since it already operates as a two•way road during most times of the day. Conversion of Independence Avenue requires significant engineering design to reconfigure traffic signals and channelization at select intersections, and would therefore involve financial programming yielding implementation in year 2008 or 2009. Finally, the conversion of 17 th and 19th Streets also requires significant engineering design, but may entail additional changes to parking lanes and curb lines along segments of the roadways. Therefore implementation would likely occur later, in approximately year 2010.

The conversion of 17th and 19th Streets could occur in conjunction with Independence Avenue should this be deemed desirable. However, conducting the corridor conversions in a step•by•step fashion provides the opportunity to monitor the incremental effects on traffic as the projects progress.

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DISTRICT DEPARTMENT OF TRANSPORTATION 7.0 RECOMMENDATIONS § Recommendations should balance the needs of motorists with those of other travelers, including pedestrians, cyclists, and transit users Section 7.0 presents the recommendations for addressing the potential transportation issues identified within the study area. Hundreds of potential issues were identified (seeAppendix B Intersection geometry also poses common problems throughout the study area. Due to the and C), and this section does not list the remedies for each. Rather, it focuses on the following overlay of diagonal avenues atop the grid of streets in the neighborhood, there are several categories of recommendations: locations where more than two streets intersect at a single location. Where these streets carry significant traffic, this phenomenon can cause traffic conflicts and safety concerns. Even at § Section 7.1 presents an overview of the categories of transportation issues identified in the intersections that are not busy, intersection geometry can pose a challenge for signage. study and presents the guiding principles under which remedies were developed for each § Section 7.2 presents an inventory of those issues that were identified at selected “Hot The most problematic locations with diagonal avenues include the following intersections and Spots,” which are subareas of the study area that are of potential concern, and for which activity centers: analysis was conducted at a higher level of detail than in the study area as a whole. § 3rd Street / D Street / Massachusetts Avenue NE 7.1 Issue Types and Guiding Principles § 7th Street / 8th Street / Constitution Avenue / Massachusetts Avenue NE Some 400 potential transportation issues were identified throughout the study area. These issues § 7th Street / 8th Street / North Carolina Avenue / Independence Avenue SE were sorted into a smaller number of general categories of issues. These categories are § 14th Street / 15th Street / South Carolina Avenue / Massachusetts Avenue / Independence presented in this section, along with the guiding principles under which solutions were developed. Avenue SE § Stanton Park (4th, 5th, 6th, C, Massachusetts, Maryland) The following categories were developed to organize the issues: § Lincoln Park (11th, 12th, 13th, East Capitol, Kentucky, Tennessee, Massachusetts, North Carolina) · Roadway and intersections § Potomac Avenue Metro · Pedestrian facilities § Eastern Market Metro · Bicycle facilities · Public transportation Again, wherever possible, recommendations are designed foremost to improve safety for all users · Bus and truck restrictions of the intersection, including pedestrians and bicyclists. Additional goals include enhancing · Parking signage and clarifying vehicle operations, as well as increases accessibility across conflict points and between destinations. 7.1.1 Roadways and Intersections The most obvious elements of the transportation infrastructure of Capitol Hill are the 7.1.2 Pedestrian Facilities neighborhood’s many roadways and intersections. Issues related to automobile travel were the Improving pedestrian safety and access is a crucial component of the study recommendations. most common among those raised by the public, and represented a mix of challenges to Pedestrian safety issues have consistently been stressed by members of the public and Advisory motorists, pedestrians, and bicyclists. Neighborhood Commission representatives in the public meetings. Although the Capitol Hill neighborhood boasts excellent pedestrian facilities overall, there are several key challenges: One of the primary issues facing Capitol Hill is balancing the interests of residents and those who need to move around or through the study area. Throughout the study process, residents have § Many major roadway crossings lack adequate pedestrian infrastructure, including consistently expressed a desire for slower vehicle speeds and less traffic. Commuters, on the crosswalk signals, countdown timers, high•visibility pavement markings, and ADA• other hand, typically seek the fastest passage through a network of roadways, which often leads compliant ramps. to the use of residential streets. § In some places, intersection geometries and traffic conditions create crossing situations that are either confusing, dangerous, or both. The study recommendations strive to minimize traffic impacts on quality of life in Capitol Hill while § In some places, sidewalks are in poor condition. encouraging fluid movement on the appropriate streets. The following bullets represent our § Access to and around Stanton Park and Lincoln Park conflicts with vehicle traffic. fundamental guiding principles: Based on the nature of the potential pedestrian facility challenges, the project team proposed the § Safety takes priority above other concerns following principles to prioritize needs: § Streets should function appropriately in relation to their position in the roadway classification system; thus, measures to increase capacity and traffic flow are appropriate § All signalized intersections must have the complete set of pedestrian crossing on arterials, while traffic calming is appropriate on neighborhood streets infrastructure, including at a minimum: o High visibility, ladder•style pavement markings at crosswalks,

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DISTRICT DEPARTMENT OF TRANSPORTATION o ADA•compliant ramps leading from the sidewalk to ALL crosswalks, and In general, this study recommends the following: o Pedestrian crossing signals with countdown timers. § Damaged sidewalks should be repaired in order of priority (according to condition and § All discontinuities in the bike network due to street resurfacing should be repaired. need) § All bike routes should be clearly marked with pavement markings and signs; these § Pedestrian conditions have been considered in conjunction with proposed changes to markings must be MUTCD compliant. roadway operations and signage at selected high•activity crossings, including: § On non•arterials, traffic calming should be considered to slow traffic along bike routes o The area around Eastern Market and Barracks Row, where speeding is an issue; in the case of major arterials, lane narrowing or more visible o The area around the Potomac Avenue Metro, bike route signage may enhance cyclist safety. o The intersection of Constitution Avenue, Massachusetts Avenue,th 7 Street and th 8 § At Stanton Park and Lincoln Park, improvements to pedestrian infrastructure around the Street NE, parks should be designed to accommodate cyclists who wish to cross into the parks. o The intersection of Pennsylvania Avenue / Independence Avenue, and 2 nd Street SE, Signage around both parks should be made to clearly warn motorists to expect cyclists o The intersection of Massachusetts Avenue, 3rd Street, and D Street NE, and riding on roadways around the parks. o The intersection of Massachusetts Avenue, South Carolina Avenue, Independence Avenue, 14th Street and 15th Street SE. In addition to the above recommendations, the new bike lanes proposed in the DC Bicycle Master § Pedestrian crossings should be given the highest priority at all signalized intersections Plan should be implemented. These include new facilities on the following roadways: around Stanton Park and Lincoln Park. § High traffic pedestrian crossings at uncontrolled intersections should be clearly marked § Maryland Avenue NE with signage and high•visibility pavement markings; where feasible, such crossings should § 4th Street and 6th Street NE north of Stanton Park be downstream from traffic calming measures such as speed tables. § D Street NE § C Street NE east of 15th Street NE Because not all of these improvements can be made immediately, the study team has prioritized § 11th Street SE actions to take place at the locations where they can have the greatest safety impact. This § Pennsylvania Avenue SE prioritization was used to identify the 80 “Priority” short term recommendations (seeSection 8). Prioritization criteria included: Note that some of these bike facilities may have already been implemented during the time since the Master Plan was published. § Locations within school zones, § Locations where there is a high incident of traffic accidents, 7.1.4 Public Transportation § Locations nominated by members of the public, and Public transportation is a crucial component of the transportation network in the Capitol Hill § Locations where potentially dangerous conditions were observed during field visits. neighborhood. Capitol Hill enjoys a robust transit network, which includes two Metrorail lines and three stations and several bus routes. The bus routes serving th8 Street, Pennsylvania Avenue, 7.1.3 Bicycle Facilities and H Street are all among the top twenty routes in the Metrobus network (ranked by ridership). It Bicycles represent an important, if often•overlooked component in a multimodal transportation is the recommendation of this study that the transit network be maintained in the future, and that plan. The geography of Capitol Hill is well•suited to bicycle use, due to its relatively level additional resources be invested in the system where necessary to account for the anticipated elevations (no steep slopes), small scale, and proximity to major activity centers. This study changes in traffic levels and congestion. recommends that the existing bicycle network be maintained, and that the recommendations of the DC Bicycle Master Plan be implemented. Specific recommendations for changes to bus routes and other transit services are not included in this study. Because bus service in the area is provided solely by WMATA, that agency is In general, potential transportation issues related to bicycle transportation included the following: responsible for monitoring bus service and ridership. The primary recommendations with regard to transit service relate to access to the transit network. Although bus service is available to the § In many cases, bike lane signage is not MUTCD compliant. entire study area, there are two barriers to accessing the system: § In many cases, there are discontinuities in bike lanes; these generally take place where streets are resurfaced and lanes are not repainted; and where bike routes cross squares · In some places, sidewalks and street crossings are inadequate, and can hinder access to and parks, as at Stanton Park and Lincoln Park. bus stops and Metro stations, especially for those with mobility•related disabilities. In all § In some cases, streets that function as bike routes also carry heavy, and often high•speed cases, this study recommends installation of ADA•compliant sidewalks, ramps, and auto traffic. crosswalks. Where necessary, signalization of intersections should be considered to make crossings safer and easier · Many major boarding and transferring locations lack adequate passenger shelters and other passenger infrastructure. This is most evident in the area around the Eastern

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DISTRICT DEPARTMENT OF TRANSPORTATION Market and Potomac Avenue Metro stations, where the existing stations are overcrowded, All of these projects are recommended in the DCAA for implementation by 2030. Rapid Bus and where it is difficult to cross the streets between shelters to allow for transfers between service on Pennsylvania Avenue SE and streetcar service along H Street and Benning Road are bus lines. This study recommends installation of shelters at all major boarding locations, currently being studied for implementation. and where necessary, installation of multiple shelters. In addition, passenger pathways between bus routes should be evaluated for improvements in sidewalks, road crossing 7.1.5 Bus and Truck Restrictions infrastructure, and wayfaring signage. Members of the public consistently requested relief from the impacts of trucks and buses on the Capitol Hill neighborhood. Truck and bus impacts are caused both by through traffic and by trips A key area of concern for bus transit service is access to the area near the Capitol Building generated by local businesses. Through•traffic impacts have become much worse since new Complex. Recent road closures due to security concerns have forced re•routings of several bus security restrictions took affect in 2001, which forced some trucks off of their previous routes and routes. This has negatively impacted ridership, operating efficiency, and rider comfort, as the onto neighborhood streets. detours are poorly marked and the new alignments lack passenger infrastructure. This study urges the elimination of bus route detours around the Capitol Building Complex, which would The primary complaint about through truck traffic is that many trucks operate on local require the agreement of the appropriate law enforcement and national security agencies. neighborhood streets, which were not designed to accommodate heavy truck traffic. To relieve Furthermore, the reopening of First Street NE to transit services is critical to north•south these impacts, it is recommended that a network of major arterial streets like Pennsylvania connection through Capitol Hill. The intense development of areas such as NOMA to the north Avenue SE and H Street NE be designated as through truck routes; at the same time, other and the Ballpark District to the south necessitates a logical continuous link for transit. Presuming streets need to be clearly marked to prohibit through truck traffic. Law enforcement officials and security remains a concern in the near future, the roadway could be opened to public vehicles trucking companies must also be notified about these truck routes so they know where to send only. trucks.

The Capitol Hill Transportation Study recommends finalizing routings in the area so that On the other hand, many truck trips are generated by businesses in the study area. These passenger information and amenities can be updated to reflect a single alignment. This impacts are felt most clearly along Pennsylvania Avenue SE, where delivery trucks often double potentially affects Routes A11, J11•13, and N22. park during deliveries. Outside of peak periods, Pennsylvania Avenue SE has sufficient capacity to allow this practice; therefore, moving more delivery times to the mid•day period should address A second area of concern is the impacts of roadway changes suggested in this study on bus this concern. operations. Conversion of Constitution and Independence Avenues and 17 th and 19th Streets to two•way operation may result in slower traffic speeds and bus operations on those and on some Finally, many tour buses dropping off passengers at the Capitol or other area attractions also lay parallel roadways. The study team recommends paying special attention to turning radii and over in the Capitol Hill neighborhood. This practice needs to be clearly forbidden on signage in signal timings at constricted intersections. The goal is to ensure that any intersection designs layover locations (such as on 2nd Street SE and around Lincoln Park). There is an existing bus incorporate modifications to maintain buses' level of service and ability to maneuver safely. layover facility at Union Station, and buses need to be directed to it. Additional facilities at the old In order to maintain current levels of service given lower speeds, additional buses may need to be convention center site and RFK stadium also serve short•term parking needs. added to these routes. This potentially affects Routes 96•97, B2, and D6. 7.1.6 Parking The Capitol Hill Transportation Study also strongly supports further study on the transportation Parking is a sensitive issue in the Capitol Hill neighborhood. On•street parking is a scarce improvements proposed in the District of Columbia Alternatives Analysis (DCAA), several of which resource, and both full time residents and daytime visitors to the neighborhood encounter parking impact the study area, including: shortages in some areas. These shortages are exacerbated by a lack of concentrated off•street parking. · Streetcar service connecting Anacostia, L’Enfant Plaza, and the M Street SE / Navy Yard area with Union Station and downtown via th 8 Street SE, Pennsylvania Avenue SE, nd 2 Field work carried out as part of this study found that midday parking was most limited in the Street SE, 2nd Street NE, and Massachusetts Avenue NE western portion of the study area, where typically 90 to 100 percent of on•street spaces were · Streetcar service connecting Minnesota Avenue Metro with Union Station via H Street NE taken during the day despite limitations imposed by the residential permit program. This suggests · Bus Rapid Transit service connecting L’Enfant Plaza and the M Street SE / Navy Yard that either daytime workers are parking illegally in the area, or residents of Ward 6 are driving area with the U Street Corridor and Northwest Washington via 8th Street SE and 8th Street from the eastern part of the ward and parking in the western part. During the day, parking NE utilization is less than 80 percent in the eastern part of the study area. · Rapid Bus (limited stop bus) service on Pennsylvania Avenue SE between downtown Washington and Forestville, Maryland In the evening, parking utilization in the western portion of the study area dropped to between 80 · Rapid Bus (limited stop bus) service between Minnesota Avenue and L’Enfant Plaza and 90 percent, and increased to between 70 and 80 percent in most of the remaining study area. Metro, with service on 17th and 19th Streets and Potomac Avenue in the study area. At an 80 to 90 percent occupancy rate, spaces are widely available on most blocks, if not directly in front of every building.

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DISTRICT DEPARTMENT OF TRANSPORTATION The review of parking conditions suggests that parking is not a severe problem for most residents, o Barney Circle as parking is generally available during outside•of•work hours. However, many businesses that § Lincoln Park (Central Quadrant) rely on parking may be impacted by commuters occupying spaces all day. o Lincoln Park

The Mayors Parking Task Force addressed these problems by recommending different parking Figure 7•1: Quadrant Map policies based on land use mixes; by recommending smaller parking permit zones; and by limiting the number of permits provided in each zone. Although parking does not currently represent a severe problem in the study area, recommendations such as those in the Task Force may help address a problem that will worsen as more development comes to the area.

Northeast 7.2 Locations by Quadrants Northwest Transportation issues were identified throughout the study area. In an effort to organize the issues geographically, the study area was divided into four quadrants and a central hub: Northeast, Northwest, Southeast, Southwest, and Lincoln Park (Central). This division is shown in Figure 7•1.

The following subsections summarize the existing conditions, issues, and recommendations by quadrant. Special attention is paid to the “Hot Spot” locations where a concentration of problems exists. This does not imply that the issues at these intersections are more important than those at other locations; rather, the concentration of issues dramatically increases the complexity of developing potential remedies, as changes made in one area will impact conditions elsewhere. As a result, remedies at the “hot spots” had to be developed for several problems in a more Lincoln Park integrated and comprehensive fashion.

At the same time, the “hot spots” tend to be areas with a lot of pedestrian and or automobile traffic. Therefore, investing in remedies at these locations potentially has a higher, and more visible impact, than at other locations. Southeast Southwest This section presents the potential issues and proposed remedies at the following 13 “hot spot” locations:

§ Northwest Quadrant o 3rd Street / D Street / Massachusetts Avenue NE o Stanton Park o 7th Street / 8tH Street / Massachusetts Avenue / Constitution Avenue NE § Southwest Quadrant o 2nd Street / 3rd Street / Pennsylvania Avenue / Independence Avenue SE o Seward Square o 7th Street / 8th Street / North Carolina Avenue / Independence Avenue SE o Eastern Market § Northeast Quadrant o 17th Street / 19th Street / Gales Street / E Street NE o 14th Street / North Carolina Avenue / C Street NE / Constitution Avenue/ 19th Street NE § Southeast Quadrant o 14th Street / th 15 Street / Massachusetts Avenue / South Carolina Avenue / Independence Avenue SE o Potomac Avenue Metro

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DISTRICT DEPARTMENT OF TRANSPORTATION 7.2.1 Northwest Quadrant § Pedestrian and bicycle safety around Stanton Park The Northwest Quadrant abuts Union Station and the Capitol Hill federal office complex § Parking enforcement area•wide immediately west of the study area. Along with the Southwest Quadrant, it is one of the most densely built areas. There are major office buildings along the western edge of the study area Hot spot related recommendations are presented below for the following locations: and there is a commercial area located around the intersection of Massachusetts Avenue,rd 3 § 3rd Street / D Street / Massachusetts Avenue NE (Figures 7•3 to 7•4) Street, and D Street NE. The Northwest Quadrant is shown in Figure 7•2. § Stanton Park (Figures 7•5 to 7•6) § 7th Street / 8th Street / Constitution Avenue / Massachusetts Avenue NE (Figures 7•7 to 7• Figure 7•2: Northwest Quadrant 8)

In general, recommended improvements include:

§ To de•emphasize Constitution Avenue NE as a commuter street and return it to neighborhood use, discontinue the peak period one•way operation; instead, operate Constitution as a 2•way street at all times. This improvement is tested in Scenarios 1 and 2. § To improve pedestrian safety in the area around Stanton Park, upgrade all pedestrian infrastructure: improve signage, re•paint crosswalks for higher visibility, install countdown• timers at all crossings, and ensure MUTCD•compliant school zone signs throughout the area. § To address traffic conflicts and safety concerns, reconfigure the intersection of Massachusetts Avenue NE, D Street NE, and 3rd Street NE by extending the island at the north side of Massachusetts at 3rd and clearly designating lanes. This will help to eliminate vehicular conflicts, simplify intersection operations, and enhance pedestrian safety. § Conduct a signal warrant study for the intersection of th7 Street and Constitution Avenue NE; improve pedestrian signage and signals at the intersections of Constitution Avenue NE, Massachusetts Avenue NE, 7th Street NE and 8th Street NE. § Consider improvements to C Street NE to improve pedestrian and bicycle safety, such as extending the bike lane and narrowing travel lanes to decrease vehicular speeds. § Improve pedestrian facilities area•wide: ensure pedestrian countdown timers at all signalized intersections; re•paint all crosswalks with ladder•stripe patterns; ensure all crosswalks have ADA•compliant ramps.

Major areas of concern within the Northwest Quadrant include:

§ One•way traffic operations on Constitution Avenue NE § High speed, high volume traffic on C Street NE § Traffic operations and pedestrian safety at the intersections of Massachusetts Avenue, Constitution Avenue, 7th Street and 8th Street NE § Automobile and pedestrians safety at the intersections rd of Street, 3 D Street and Massachusetts Avenue NE

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DISTRICT DEPARTMENT OF TRANSPORTATION