West End Parcel SQUARE 37 Washington, DC

TRANSPORTATION IMPACT STUDY June 6, 2011

1250 Eye Street, NW Syite 700 Washington. DC 20005

Phone 202 370 6000 Fax 202 370 6001 mail www.symmetradesign.com symmetra design West End Parcel Square 37 Transportation Impact Study Washington, DC June6, 2011

TABLE OF CONTENTS INTRODUCTION ...... :...... 1

Site Background ...... ! Scope of Study ...... 4 Primary Conclusions ...... 5 TRANSPORTATION NETWORK AND SITE ACESSS ...... 6

Existing Road Network ...... 6 Existing East-West Alley ...... 8

Traffic Counts with Field Observations ...... 9

Pedestrian Access and Circulation ...... tO

Bicycle Access and Circulation ...... 12 Transit ...... l4 Parking ...... 19

Safety Assessment ...... 22 EXISTING TRAFFIC ASSESSMENT ...... 23

Level of Service (Intersection) ...... 23 Level of Service (Corridor) ...... 24 Capacity Analysis ...... , ...... 24 SQUARE 37 SITE DEVELOPMENT...... 27

Site Access and Circulation ...... 27 Future Parking Supply and Demand ...... 30

FUTURE TRAFFIC ASSESSMENT ...... 32

Future Background Projects ...... 32

Site Trip Generation ...... 32 Future Capacity Analysis ...... 35

LOADING MANAGEMENT PLAN ...... 38

TRANSPORTATION DEMAND MANAGEMENT (TOM) PLAN ...... 40 CONCLUSIONS ...... 42 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

INTRODUCTION

The following report details the results of the Transportation Impact Study (TIS) for the West End Square 37 project in Northwest Washington, DC. This document is part of the Planned Unit Development (PUD) application.

EastBanc W.D.C Partners have joined together to revitalize the Square 37 site located in the West End community. The project will include a mixed-use development with high-density residential units, ground floor retail, and a redeveloped public library. The project is planned to be complete in 2015.

The Square 37 project is planned along L Street between 23rd and 24th Street and is bounded by a public alley easement to the north, L Street to the south, 23rd Street to the east and 24th Street to the west. Figure 1 illustrates the general site location. The site is currently occupied by the Third District Metropolitan Police Department (MPD) building, the West End Branch Public Library, and a surface parking lot totaling approximately 46,800 gross square feet (GSF). The City Council passed a resolution which allowed for the disposition of this excess property. The following is a summary of the proposed development program:

• 160 to 1801 luxury condominium units

• 10,450 square feet of ground floor retail

• 20,000 square foot redeveloped Public Library

The existing public library will be rebuilt as part of this project. The police station will be relocated however the relocation has not yet been determined and is not a part of this project.

Site Background

There are three surface parking lots on the existing Square 37 properties. The existing lots are used by library patrons and employees, daily commuters and the police building. In addition to vehicle parking on the MPD parking lot, police personnel are also permitted to park on public spaces (along portions of the public sidewalk fronting the building on 23rd and on L Streets/. In total, approximately 89 to 114 vehicles can be parked on the site. The proposed development will eliminate the existing surface parking spaces and provide 192 below-grade parking spaces.

1 The maximum number of residential units currently being considered for the site (180) was used as the basis for trip generation in this study. It should be noted that the current site plan in this memorandum includes 174 units.

2 In addition, motorcycles associated with the MPD building can also be parked on-site. During observations on an evening weekday, just over 30 police motorcycles were parked. 1 West End Parcel Square 37 Transportation Impact Study Washington. DC June 6. 2011

Figure 1: Site Location 2 West End Parcel Square 37 Transportation Impact Study Washington, DC June6, 2011

Site access to the Square 37 properties will be modified and will provide an improved pedestrian environment. Five existing curb cuts (along 23rd and L Streets) will be eliminated and replaced with one curb cut (along 24th Street) that will provide vehicular access to the garage as well as access to the west residential drop-off area.

The Square 37 project will replace existing vehicle trips associated with the parking lot and police building with new trips associated with the residential units and ground floor retail space. Library trips are expected to increase slightly (to account for higher activity levels associated with a more modern library) however a similar number of parking spaces will be provided for library patrons. The net difference of additional vehicle trips during the peak hour of the day is minimal.

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symmetra dastg:l West End Parcel Square 37 Transportation Impact Study Washington, DC June6, 2011

Scope of Study

This Transportation Impact Study was conducted in accordance with the District Department of Transportation (DDOT) scope requirements and two-phase submittal process. A Phase 1: Initial Evaluation Study was submitted to DDOT on March 30, 2011 and is included in the Appendix.

The following intersections were analyzed in this study:

• 24th and L Street

• 24th and M Street

• 23rd and L Street

• 23rd and M Street

Existing conditions Level of Service (LOS) capacity analyses were conducted for the study area intersections. In addition, corridor analyses of 23rd and 24th Streets (between L Street and M Street) were conducted for the PM peak hour to better understand traffic conditions along the corridor segment.

This Study includes the following report sections:

• Transportation Network and Site Access - Provides an overview of vehicular, pedestrian, transit and bicycle access within the study area boundaries.

• On-Street Parking Assessment- Provides an overview of curbside parking inventory and occupancy.

• Existing Traffic Assessment- Provides an overview of field observations, data collection and existing traffic analysis results.

• Square 37 Site Development- Provides an overview of the proposed site development and site access and circulation.

• Future Traffic Assessment - Provides an outline of the projected site trip generation, future capacity analysis and operating conditions.

• Loading Management Plan- Provides description of delivery vehicle access and management and includes measures for managing trash pick-up, deliveries and other loading activities.

• Transportation Demand Management - Provides a bulleted list of strategies and measures the applicant will employ to reduce vehicular and parking demand and encourage use of multi-modal travel modes (i.e. transit, walking and biking).

4 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Primary Conclusions

This report details the findings of the transportation impact study conducted for the West End Square 37 project. A summary of primary conclusions are as follows:

• The project is going to replace 114 existing surface parking spaces with 192 garage parking spaces. The net difference is 78 additional parking spaces that would be used by residents, not commuters or police cars.

• The project will provide an improved pedestrian environment as the three existing curb cuts on 1 23rd Street and two curb cuts on L Street will be closed. A new driveway on 24 h Street will provide vehicular access to the garage.

• The project will replace existing vehicle trips associated with the parking lot and police building with new trips associated with the residential units and ground floor retail space.

• Traffic levels generated by the proposed project are very low and the project will increase peak hour traffic levels by minimal amounts. The incremental amount of traffic increases will not adversely impact existing traffic conditions. Traffic levels of service remain the same comparing baseline conditions (or existing level of service) with future operating conditions.

• The project will include a plan for Loading Management which will manage delivery access through the alley to the loading dock. Also, two planned lay-bys will provide space for residential and library drop-off/pick-up operations and parcel delivery loading/unloading.

• The project will outline a transportation management plan with measures the applicant will offer (such as bicycle facilities and zip car parking) to further reduce traffic demand.

5 West End Parcel Square 37 Transportation Impact Study Washington, DC June6, 2011

TRANSPORTATION NETWORK AND SITE ACESSS

The proposed Square 37 project is situated in the West End community and is served by a broad transportation network including Metrorail, Metrobus, principal and minor arterials, local streets and sidewalks.

Existing Road Network

Regional access to the site is provided by Pennsylvania Avenue, Rock Creek and Potomac Parkway, and Whitehurst Freeway. Key roadways surrounding the site include M Street, L Street, 23rd Street and 24th Streets. Those roadways are described below.

• M Street is a one-way westbound minor arterial. Within the site vicinity, M Street extends from Thomas Circle, to the east, to the merger with Whitehurst Freeway where the roadway becomes Canal Road to the west. Average Daily Traffic (ADT) volume, between 23rd and 24th Streets, is 13,800 vehicles and the posted speed limit is 25 miles per hour. Within the study area, M Street is four lanes with two adjacent curbside parking lanes. Two-hour metered parking is permitted on the both sides of M Street west of 22"d Street, excluding the south-side of M Street between 23rd and 24th. Parking along this section of M Street is limited to 15 minute loading for the hotel patrons. East of 22"d Street, curbside parking is prohibited on weekdays from 7:00am to 6:30 pm.

• L Street is a three-lane one-way eastbound minor arterial that extends from Massachusetts Avenue, NW to the east to Pennsylvania A venue, NW to the west. L Street functions as a two­ way pair with M Street. L Street services 11,600 vehicles per day within the project vicinity. Approaching 23rd Street (north-side), daily curb-side parking is limited to MPD permit holders only. Along L Street, east of the intersection with 24th Street, one hour metered parking is permitted fronting the library. On the south-side of the Street (between 23rd and 24th Street), parking is prohibited on weekdays from 7:00am to 6:30pm. The posted speed limit is 25 miles per hour.

• 23rd Street is a one-way southbound principal arterial. Daily traffic adjacent to the project is 15,500 vehicles. Within the study area, 23rd Street has three travel lanes during the peak 3 periods • During off-peak periods, one of the travel lanes provides curbside parking. The speed limit is 25 miles per hour.

3 7:00am to 9:30am and 4:00pm to 6:30pm 6 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

• 24th Street is a north-south collector that extends from N Street to the north to Virginia Avenue to the south. Daily traffic is 5,300 vehicles per day and the posted speed limit is 25 miles per hour. Adjacent to the site, there are two travel lanes, one northbound and one southbound, and two adjacent curbside parking lanes.

7 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Existing East-West Alley

The existing east-west alley network is currently used by residents, taxis (circulating to the Westin Hotel), delivery vehicles and trash trucks. The Westin Hotel, located at the comer of 24th and M Street, also utilizes the east-west alley for loading/unJoacting of deliveries. Field observations showed there were occasions when delivery vehicles (associated with the Westin) were parked in the alley since the loading dock design does not provide enough cleardllce for trucks. See Figure 2 below for an illustration. During those instances, passing vehicles and pedestrians proceed into the opposing lane to pass the parked truck.

Figure 2: Existing Alley usage and circulation

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._ttl West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Traffic Counts with Field Observations

Traffic data (turning movement counts), bicycle counts, and field observations were conducted on Thursday, April 14, 2011 from 7:00AM to 9:00AM and from 4:00PM to 6:00PM at the following intersections:

• 24th and L Street

• 24th and M Street

• East-west public alley access on 24th Street

Traffic data (turning movement counts), bicycle counts, and field observations were conducted on Tuesday, May 10, 2011 from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM at the following intersections:

• 23rd and L Street

• 23rd and M Street

• East-west public alley access on 23rd Street

Based on data collected during these time periods, the system peak hours were determined to be 7:45AM to 8:45 AM and 5:00 PM to 6:00 PM. Field observations indicated traffic traveling through the study intersections flowed without delay during the morning period. During the evening peak hour (5pm to 6pm), southbound traffic on 24th Street is moderately congested from Pennsylvania Avenue back past L Street. This lasted for about 15 to 30 minutes and then traffic moved again with minimal delay.

Turning movement counts were also conducted along 24th Street at the Columbia Condominium garage entrance to develop a comparison of residential vehicle trip generation for a condominium building with a similar number of units as the proposed Square 37 project. Columbia Condominium traffic data is included in the future traffic assessment section of this report.

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symmetra desq;1 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Pedestrian Access and Circulation

Sidewalks and crosswalks provide access to the proposed Square 37 project The pedestrian study area is highlighted in Figure 3.

Figure 3: Pedestrian Study Area Boundary

LO West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

A summary of observations are as follows:

• Sidewalks are provided along all roadways within the study area. Sidewalk widths surrounding the site are typically eleven feet wide, which is greater than the minimum six-foot clear path for 4 the pedestrians to walk • All sidewalks are generally adequate to accommodate pedestrian traffic.

• The intersection of 24th and L Street and 23rd and L Street are both signalized and provide parallel marked crosswalks and countdown pedestrian signals on all approaches. Field observations indicate the pedestrian timing is adequate assuming a typical walking speed of 3.5 feet per second.

• There are ADA curb ramps and landings provided on each side of the crosswalk at the comers of all the intersection to connect sidewalks to crosswalks.

• Tree planter boxes and brick paved sidewalks along 24th Street and L Street (south-side) create a pleasant walkable environment.

4 Per specifications in the DDOT Design and Engineering Manual (April 2009) 11 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Bicycle Access and Circulation

There are no designated bicycle facilities within the immediate vicinity of the project. As shown in Figure 4, the following existing bicycle facilities are located within a two mile radius of the Square 37 project:

• Off-Street Trail on Rock Creek and Potomac Parkway

• Off-Street Trail on M Street (west of the Rock Creek and Potomac Parkway)

• Capital Crescent Trail ( crosses Canal Road)

• Bike Lanes on New Hampshire Avenue (northeast of DuPont circle), Q Street and R Street

• Bike Lanes on 15th Street

• Signed Bicycle Route on 19th Street

On roadways without designated bicycle facilities, bicyclists are expected to either utilize the sidewalk or the vehicular travel lanes, as typically observed throughout areas within the city, to directly access the Square 37 project. A summary of bicycle counts observed during the morning and afternoon peak hour are as follows:

• L Street - 44 AM and 30 PM

• M Street - 22 AM and 29 PM

• 24th Street- 11 AM and 16 PM

The 2008 District of Columbia Bicycle Map rates traffic conditions for bicycling adjacent to the Square 37 property as fair on L Street, 24th Street, and 23rd Street. Traffic conditions for bicycling on M Street are rated as poor.

Bicycle storage, such as single stand bicycle racks, are situated along 24th Street and on sections of the outdoor space fronting the West End Branch Library. Capital Bike Share has a bike station at the comer of 25th and L Street which furnishes eleven bikes.

Figure 4 highlights a future trail connection proposed along a section of Whitehurst Freeway, west of Rock Creek and Potomac Parkway.

The District is also planning to implement cycle tracks along the length of L Street (north-side of the street) and along M Street. Proposed plans and timeline were unknown at the time of this report.

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symmetra a~s~o~ West End Parcel Square 37 Transportation lmpact Study Washington, DC June 6, 2011

Figure 4: Existing and Proposed Bicycle FaciUties

13 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Transit

The Washington Metropolitan Area Transit Authority (WMATA) has three Metrorail stations in close proximity to the Square 37 site. Those stations include the Foggy Bottom-GWU Station on the orange and blue lines and the DuPont Circle Station and Farragut North Station on WMATA's red line. The Foggy Bottom Station is located approximately 0.25 miles (or just over a five minute walk) south of the Square 37 project, at the intersection of23rd Street and I Street. Both the DuPont Circle Metrorail Station and the Farragut North Metrorail Stations are approximately 0.6 miles east of the site (about a 13 minute walk from the site).

WMATA also has a number of Metrobus routes serving the Square 37 site location. Metrobus routes, key destinations and service headways are shown in Table 1.

The DuPont-Georgetown-Rosslyn Circulator connects Georgetown to the Rosslyn Metro Station in Arlington, VA and the DuPont Circle Metro Station in downtown Washington DC. The Circulator operates from 7:00am to 12:00am, (Sunday thru Thursday) and from 7:00am to 2:00am, (Friday thru Saturday) and arrives every 10 minutes on weekdays. It makes nine northbound stops and nine southbound stops along its route including:

• L Street/ 24 Street

• L Street/ New Hampshire Avenue

• M Street/ 24 Street

• M Street/ New Hampshire Avenue

Figure 5 illustrates WMATA Metrobus routes and Metrorail Stations and the DuPont-Georgetown­ Rosslyn Circulator.

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symmeha des1g11 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Table 1 Bus Routes

Senic:e Head"a)s (Weekday Peak) "" - Friendship Heights Station Tenleytown· AU Stauon Washington National Cathedral I 3 to 17 minutes Foggy Bottom-GWU Station 32.36 Pennsylvania Avenue Friendship Height~ Station Wisconsin Avenue Washmgtoo Nnttonal Cathedral Georgetown White House S to 19 minutes The National Mull Capitol Hill 388 Ballston-Farragut Square Line Ballston -MU Station Clarendon Station Rosslyn Station 12 to 16 mmutes Georgetown Farro1gut North Station Farragut West Station D6 Sibley Hospital- Stadium Armory Sibley Ho~pttal Line Georgetown Umve~lly Ho~ pttal DuPont Circle Stauon Metro Center Station I0 - 30 minutes Union Station Stadtum Armory

HI Brookland-Potomac Park Line Ad~ Morgan DuPont Circle 16- 2-' minutes Foggy Bottom Potomac Park/State Department N3 Ma.'i.'WIChusett\ Avenue Line Friendship Heights Stauon Spring Valley Foggy Bottom-GWU Station IS -24 minutes Potomac Park/State O.:partmcnt Federal Triangle Station Connecticut Avenue Line Foggy Bottom Potomac Park 12-20 minutes

15 West End Parcel Square 37 Transportation Lm:pact Study Washington, DC June 6, 2011

Figure 5: Metrorail Stations and Merrobus Routes

16 West End Parcel Square 37 Transportation Impact Study Washington, DC June6, 2011

There is a Metrobus stop on 23rd Street near the intersection with L Street. The bus stop services the WMATA Metrobus routes Hl, Ll and N3. The DuPont-Georgetown-Rosslyn Circulator route services the east-side comer of 24th Street and L Street and also has a stop at the intersection of 24th and M Street. The MTA Commuter Bus route 907 services M Street (near the intersection with 23rd Street) in the morning and also stops along L Street (approaching 23 rd Street) in the evening.

Metrobus stops are also liberally distributed along Pennsylvania Avenue with the closest stop to the Square 37 site located on either side of the approach with 24th Street. Bus shelters are situated along the south-side of the Pennsylvania A venue/ 24th Street intersection. Bus stop locations are illustrated in Figure 6.

17 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Figure 6: Bus Stop Locations

18 West End Parcel Square 37 Transportation Impact Study Washington. DC June 6. 2011

Parking

Curb-side parking near the Square 37 site is predominately two-hour metered spaces. Spaces are utilized by patrons accessing residential and commercial land uses. Roadways where curbside parking would potentially be impacted by the site design or by site trips were included in the parking study area. Figure 7 highlights the parking study area. The parking assessment included an inventory of existing parking spaces (metered and unmetered), parking restrictions and parking control. Figure 8 illustrates the number of parking spaces (metered and unmetered), parking restriction and parking conrrol directly fronting the Square 37 property.

Figure 7: Parking Study Area

19 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Parking occupancy surveys were conducted on Wednesday, April 14 and Thursday, April 15, 2011 from 2:00pm to 4:00pm and from 6:00pm to 7:00pm. Survey periods were selected in an effort to capture the peak commercial/office occupancy (afternoon hours) as well as the peak residential occupancy (evening hours). Table 2 and 3 summarize the results of the afternoon and evening parking assessment.

Table 2 Afternoon Parking Inventory and Occupancy (2:00pm to 4:00pm)

Street On·upancy %Occupied Parking Control

LStrect 35 34 97% Metered; RPP; Signed M Street 86 79 92% Metered New Hampshire 41 43 lOS% RPP; Metered A,·e 23rd Street 35 23 66% Metered: 24th Street 53 49 92% Metered 21 21 100% Metered 25th Street 21 21 100% RPP 22nd Street 10 7 70% Total lllmllll 277 101 % *lnvemory excludes parking spaces where daily parking is prohibited between the hours of 7:00am and 6:30pm.

Table 3 Evening Par king Inventory and Occupancy (6:00pm to 7:00pm)

Street Occupancy o/c Occupied Parking Control

L Street 68 45 66% Metered; RPP; Signed M Street 86 74 86% Metered New Hampshire 4 1 40 98% RPP; Metered Ave 23rd Street 35 12 34% Metered; 24th Street 53 44 83% Metered Penns' lnmia ,\vc 21 16 76% Metered 25th Street 2 1 22 105% RPP 22ml Street 10 30% RPP;S Total - 76%

20 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

As shown in Table 3, there are 335 parking spaces (212 metered parking spaces, 61 residential zone parking spaces and 41 non-metered spaces/ un-zoned spaces) during the evening observation period. This is slightly higher than the afternoon inventory of 273 spaces (shown in Table 2) since an additional 41 spaces become available after 6:30pm (where parking is prohibited Monday through Friday from 7:00am to 6:30pm). Afternoon parking surveys indicate occupancy was at capacity. During evening observations, 76% of the parking spaces were occupied. Peak parking accumulation observed in urban 5 areas such as Baltimore, Atlanta, Boston, and Buffalo range from 74% to 90% • Occupancy levels, during the evening peak hours, are within the functional range of peak accumulation for urban cities. It is however noted that on s~me streets, such as 25th Street, Pennsylvania Avenue and New Hampshire A venue, parking levels were close to or at capacity.

5 Weant and Levinson Parking manual (1990), CBD Parking Characteristics for Selected Urban Areas. Table 6-1 21 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Safety Assessment

According to the DDOT Pedestrian Master Plan (April 2009), pedestrian injuries were noted for the following intersections near the Square 37 site:

• 24th Street/N Street • 24th Street/M Street: • 24th Street/Pennsylvania Avenue • 23rd Street/N Street • 23rd Street/L Street

Pedestrian injuries at the above listed intersections ranged from one to four injuries over a six year period (from 2000 to 2006) study period. No fatalities were noted for these locations in the Master Plan report. No other formal recommendations were slated for the specific intersections listed above.

Some of the marked crosswalks in the study area are worn out and require restriping to make them more visible to motorists. Locations include 24th and M Street, 23rd Street and M Street and 23rd and L Street intersections.

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EXISTING TRAFFIC ASSESSMENT

To assess the existing traffic conditions, it is necessary to collect traffic data at the intersections during peak periods of traffic fl ow and operations (i.e. morning and evening rush hour periods). The data collected is in the form turning movement counts for through, left and right movement at the intersection. This existing data, along with the number of lanes and information on traffic signal timings are entered into traffic analysis software and evaluated to provide a Level of Service (LOS) at each intersection. Level of Service is calculated for the morning and evening peak hours of a typical weekday.

Level of Service (Intersection)

Level of Service (LOS) is a measure of the average control (i.e. stop sign or lraffic signal) delay experienced by aJI motorists arriving to an intersection. There are six representative levels of service defined for intersections and they are designated using leners A through F, with LOS A representing the best operating conditions and LOS F representing the worst. Safety of the intersection is not included in the measures used to calculate LOS. Level of Service is defined separately for signalized intersections and unsignalized intersections. For signalized intersections, delay is evaluated for the overall intersection; while at unsignalized intersection delay is analyzed for each movement separately (i.e. northbound, southbound, eastbound or westbound traffic). The thresholds for lhe intersection levels of service are shown in the following table:

Table4 Intersection Level of Service

LOS Signalized Unsigoalized

A 0-10 sec 0-10 sec

B > 10-20 sec > 10-15 sec

c > 20-35 sec > 15-25 sec

D > 35-55 sec > 25-35 sec

E > 55-80 sec > 35-50 sec

F > 80 sec >50 sec

23 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Capacity Analysis

Existing conditions Level of Service (LOS) capacity analyses were conducted for the study area intersections using SYNCHRO 7 software. Capacity analyses results can range from LOS "A" (best) to LOS "F' (worst) based on the average delay experienced by motorists. LOS "E" is typically accepted by DDOT as the minimum delay threshold limit for intersections. Table 5 shows the LOS results for the study area intersections under existing conditions.

Table 5 Existing Conditions Level of Service

Delay Delay (vehicle/ (vehicles LOS second) LOS /second)

1 24 h Street! L Street c 29.2 D 45.6

1 24 h Street! M Street B 18.5 B 16.7

23rd Street! L Street B 14.0 F 84.7

23rd Street! M Street B 19.5 c 24.9

As shown in Table 5, all of the study area intersections operate at an acceptable LOS under existing conditions during both the AM and PM peak hours except the 23rd Street/L Street intersection during the PM peak hour. Field observations showed that southbound traffic on both 23rd Street and 24th Street experienced extensive delays during portions of the PM peak hour. In addition, field observations showed extensive queuing along 23rd Street, from the intersection with M Street and continuing south past the proposed site to the intersection with Washington Circle. This was confirmed with the analysis results as shown in Table 5. During the PM peak hour, the 23rd Street/ L Street intersection operates at LOS "F" with a delay of 84.7 seconds.

Level of Service (Corridor)

For this study a corridor analysis was also conducted to find the LOS along 24th Street and 23rd Street. Urban street segment LOS methodology was used to analyze 24th Street and 23rd Street between L Street and M Street for the PM peak hour. The PM peak hour was chosen for analysis since it was deemed as the worst scenario based on field observations. . Urban street segment LOS is based on the average through-vehicle travel speed. The average speed is calculated from the travel time on the street segment and the control delay of the through movements at any signalized intersection. The control delay at the signalized intersections includes the delays of deceleration, stops, andre-acceleration.

24 West End Parcel Square 37 Transportation Lmpact Study Washington, DC June 6, 2011

The urban street LOS is calculated in four steps:

I) Determine the street class by field measurement or assessing the streets design category (Class l to IV). The urban street class for 23rd Street and 24th Street is Class IV.

2) Determine the time required to drive the street segment. This was performed in the field using the tloating car methodology in which a car is driven along the segment several times and the mean travel time is computed.

3) Calculate the delays imposed on through traffic by any traffic signals in the street segment.

4) Calculate average travel speed.

Once the average travel speed for the segment is calculated, the LOS is determined based on the criteria in Table 6.

Table 6 Corridor Level of Service Criteria

Range of Free-Flow Speeds 55-45 mph 45-35 mph 35-30 mph 35-25 mph

LOS Average Travel Speed {mph)

A >42 > 35 > 30 > 25

B > 34-42 > 28-35 > 24-30 > 19-25

c > 27-34 > 22-28 > 18-24 > 13- 19

D > 2 1-27 > 17-22 > 14-18 > 9-13

E > 16-21 > 13-17 > 10-14 >7-9

F ~ 1 6 ~ 13 ~ 10 ~7

LOS results for the 23rd Street and 24th Street corridor analysis are outlined in Table 7.

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Table 7 Existing Conditions Corridor Level of Service

~ · · · I PM Peak Artenal Travel Speed Time LOS (mph) (sec)

Anerial LOS NB 24th Street F 4.9 76.8

Arterial LOS SB 24th Street F 2.9 129.3

Arterial LOS SB 23rd Street F 2.4 156.5

Corridor analysis results (shown in Table 7) indicate both 23rd Street and 24'" Street currently operate at LOS " F" for the segment between L Street and M Street The analysis results indicates southbound traffic on 24'11 Street experiences extensive delays. with a travel time of 129.3 seconds, for portions of the PM peak hour, further conftrming the conditions observed in the field. (Analysis results for travel times were within an acceptable margin of error when compared to actual field travel times, less than JO percent.). 1 Traffic traveling along 24 " Street at free-flow speed would encounter a maximum travel time of 62 seconds. Along 23rd Street, analysis results indicate that vehicular traffic experiences extensive delays, with a travel time of 156.5 seconds, for a majority of the PM peak hour. Traffic traveling along 23rd Street at free-flow speed would encounter a maximum travel time of 52 seconds.

While most (three of the four) study area intersections currently operate at a LOS "D" or better during the AM and PM peak hours, corridor analysis results indicate existing congestion along 23rd Street and 24th Street ( LOS "P' and LOS "F', respectively) during the PM peak hour. Congestion on 23rd Street is created in part by the operation of the downstream traffic signal at Washington Circle. Traffic on 23rd Street entering the intersection never has a green signal phase, only a flashing yellow phase and a red phase. This creates a situation where traffic from 23rd Street always has to yield right of way to traffic in Washington Circle. Traffic on 24th Street in the southbound direction is also affected by the operation of a downstream traffic signal. The signal at 24'h Street and Pennsylvania A venue is timed to provide more fluid traffic progression along Pennsylvania Avenue, thus it doesn't afford 24!1' Street ample amount of green time to clear the queue that backs up to L Street. This queue causes through traffic to back up past L Street reaching a point that is halfway toM Street during portions of the pm peak hour.

26 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

SQUARE 37 SITE DEVELOPMENT

The Square 37 site development includes a mix of 160 to 180 residential units, 10,450 SQ feet of ground floor retail, and a redeveloped public library.

Site Access and Circulation

Primary access to Square 37 will be provided via 24th Street. 24th Street will allow for full two-way access versus 23rd Street and L Streets which are both one-way streets. Also, 24th Street is designated as a collector (instead of a principal or minor arterial) which means site access from this type of street would be appropriate. While the east-west alley will provide some circulation for residents; the alley would be too congested with existing trash delivery vehicles (as documented in the Existing East-West Alley section of eth report) to serve as a primary or single point of ingress/egress for residents.

Truck access to the loading area will be provided from 23rd Street via the existing east-west/north-south alley system. A detailed summary of site access is as follows:

• Vehicular access will be provided via the proposed site driveway along 24th Street. This driveway would provide direct access to the below-grade parking garage (192 parking spaces), to the on~site residential (for the west residential building) drop-off area and would also provide access to the existing (north-south/east-west) alley system.

• Pedestrian access to east and west residential buildings will be provided along sidewalks on 23rd and 24th Streets. Main pedestrian access to the Library will be along L Street and access to ground floor retail will be via 23rd Street.

• The proposed loading area is located in the northeast quadrant of the square accessible via the existing east-west/north-south public alley network. This loading area will provide two 30 ft truck spaces and one 20 foot service delivery space.

• The developer proposes to introduce lay-bys along 23rd Street (for the east residential building) and on L Street (for the library). Lay-bys would primarily support drop-off/pick-up operations for each use and would reduce the likelihood of private vehicles and/or parcel delivery trucks impeding traffic flow while loading/unloading passengers or goods. The lay-bys will also provide a space for taxi-cab loading/unloading. As a note, lay-bys are in-line with the existing context of 23rd Street, as there are already in place on the east-side between L and M Streets.

Figure 8 illustrates residential, commercial, delivery vehicle and service/delivery vehicle site access and circulation.

27 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 20ll

______..

Legend --.>Residential/Library Inbound --+ Residential/library Outbound Commerdai/Truck Traffic Inbound --+ Commercial/Truck Traffic Outbound --+ Residential Drop-Off (One-way) --+ Vehicle Drop-off Area ~ Pedestrian Access

Figure 8: Site Circulation Plan

28 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Site Impacts on Transit

The proposed Jay-by along 23nl Street would impact the existing Metrobus stop at the comer of 23rd and L Street. The bus stop services the WMAT A Metrobus routes HI, Ll and N3. The current site plan shows the Jay-by would be located 51 feet from the comer of 23rd and L Streel. WMATA guidelines require a minimum of 100 feet length for a bus stop. Thus. in order to maintain the proposed lay-by and the existing bus stop, we propose to shift the bus stop nonh of the lay-by (toward M Street). This would allow for us to maintain the lay-by at the east residential building door and maintain existing transit access along 23rd Street. This proposal would need to be coordinated with WMATA.

Site impacts on Parking

Adjacent to the property, there are two (metered) parking spaces aJong 23rd Street, five metered parking spaces along 24th Street, and nine (five metered spaces and four spaces that are designated for police parking from 9:00 AM to 6:30 PM) parking spaces along L Street. See Figure 9 for an ill ustration of existing curbside parking spaces aJong the frontage of the Square 37 site. Table 8 below provides a summary of existing spaces and proposed parking spaces aJong the frontages of the Square 37 property:

Figure 9: Number of Parking Spaces, Restrictions and Parking Control adjacent to Square 37 Site

29 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Table 8 Parking Impacts

Existing Existing Total Proposed Street Spaces Spaces Existing Spaces (Metered) Unmetered) Spaces

23rd 2 0 2 0 24th 5 0 5 3 L 5 4. 9 9 Total 12 4 16 12 • Spaces are designated for police parking on weekdayl· 9:30 am to 6:30pm. Those ,\paces are currently open to the public outside ofthe 9:30am to 6:30 timeframe and will become available parking in the fmure.

As shown in Table 8, there arc a total of 12 metered spaces along the frontages of the Square 37 property. The proposed site design will require elimination of the two metered parking spaces on 23rd Street and two metered spaces on 24th Street (due to the proposed garage entrance). There is an opportunity to gain back four metered spaces along L Street in front of the existing MPD where there are currently four 'No Parking' spaces for MPD use. Thus there would be no net loss of metered parking spaces as a result of the project.

Future Parking Supply and Demand

The project will provide for 192 parking spaces in a below-grade garage. Parking spaces will be provided for residents, library patrons and retail employees. Residential parking will be provided at a L to I ratio for 160 to 180 units. and will meet zoning requirements. The remaining parking spaces will be made available for library patrons and retail employees.6

The majority of retail patrons are expected to walk to the site. Retai l patrons who pass-by or drive to the site will either use available on-street parking spaces or uti lize other public parking garages in the immediate viciojty of the project. Existing parking surveys indicated 10 I% occupancy during the afternoon (2:00 pm to 6:00 pm) and 76% occupancy during the evening (6:00 pm to 7:00 pm). A total of 79 parking spaces were available during the evening survey period.

Parking is also available in the fo llowing public parking garages:

• Ritz Carlton parking garage, 1150 22nd Street (400 parking spaces)

1 • Westin Hotel garage, 115 1 24h Street ( I 00 parking spaces)

6 Zoning regulations require 18 library parking spaces and 12 retail parking spaces. Library and retail parking will not meet zoning requirements however, a sufficient number of spaces will be provided. ln addttion, providing less parking is in-line with city-wide planning goals. 30 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

• 2400 M Street parking garage

• 2430 L Street parking garage ( IM-Park 107 spaces)

• 2440 M Street parking garage ( Colonial Parking 250 spaces)

In summary, residential parking supply will meet demand and adhere to zoning requirements. A sufficient number of spaces will be made available library patrons and retail employees. Spillover parking could be accommodated with use of public parking garages.

31 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

FUTURE TRAFFIC ASSESSMENT

Future Background Projects

The following planned projects are being considered within the study area:

• Square 55 - Bounded by I Street, 22nd Street, H Street, and 23rd Street will include a new science and engineering complex, 4 levels of underground parking with 327 spaces, and 3,000 square feet of ground floor retail at the corner of 22nd Street and I Street.

• Square 50 (2213 M Street)- Located at the corner of 22nd Street and M Street will consist of a 182 room hotel with retail space and 71 underground parking spaces

• 2101 L Street- Located at the corner of 21st Street and L Street will be comprised of 16,400 square feet of ground floor retail space

1 • Square 103 - Bounded by G Street, 20 h Street, F Street, and 21st Street will include 23,281 square feet of academic and administrative space, 392 underground parking spaces, 58 at grade parking spaces, and loading and service facilities.

The final development details of the above listed projects were not known at the time of this study. Therefore a one percent (1%) growth rate was applied to all study area streets to account for potential traffic increases not associated with the Square 37 project.

Future Signal Improvements

New traffic communication system upgrades, associated with fire Station signal prioritization, are planned along M Street. Improvements are scheduled for 2012 and are expected to have little or no impact on study area intersections or analysis results summarized in this report.

Site Trip Generation

1 The Institute of Transportation Engineers' (ITE) Trip Generation Manual, 8 h Edition was used to project weekday peak hour trips associated with the Square 37 development. Land use code 233 Luxury Condominiumffownhome7was used for the residential component and land use code 814 Special Retail Center was used for the ground floor retail. Since the proposed site will be located approximately one quarter-mile from the Foggy Bottom - GWU Metrorail Station on the Blue and Orange Lines, trip reduction factors based on percentage calculations presented in the Washington Metropolitan Area Transit Authority's (WMATA) Development Related Ridership Survey II for residential and retail land uses was applied to the site trip generation. The ITE Trip Generation Handbook Second Edition was used to determine the Internal Capture reduction. The Internal Capture reduction is the rate that can be

7 NOTE: Land use code 233 Luxury Condominium/ Townhouse peak hour trip rates are higher than Land use code 232 for standard "Condominiumffownhouse" trip rates. 32 West End Parcel Square 37 Transportation impact Study Washington, DC June 6, 2011 applied to account for pedestrian or vehicular trips made between each individual land use (i.e. residential to retail or retail to residential) without using the off-site road system. Future site trip generation is summarized in Table 9. Trips associated with the Li brary are based on inbound and outbound vehicle trips counted at the li brary driveway on Wednesday, March 2, 2011 during the morning and evening peak period.8

Table 9: Future Trip Generation

Table 9 indicates the project will generate 28 AM peak hour trips and 52 PM peak hour trips.

To validate the residential vehicle trips shown in Table 8, we conducted peak hour traffic counts 10 at the garage entrances to the Columbia Condominium located at 2475 L Street (across from the proposed site).

11-rne morning peak period is 7 am to 9 am and lite evening peak period is 4 pm to 6 pm. 9 Since lite library and its existing uses will be replaced it is assumed litat future trip generation will be lite same as exbting trip ~eneration counted at lite existing library driveway. 0 Per community requests, traffic counts were also conducted from 6:00pm to 7:00pm at lite site driveway and along lite 24th Street corridor. It is noted data collected during litis hour was slightly higher litan traffic data collected during lite ovemll system peak hour (5:00pm to 6:00pm). This however has is not expected to have a substantial impact on analysis results nor change lite system peak period.

33

~.. ' West End Parcel Square 37 Transportation Impact Study Washington, DC June 6. 2011

The Columbia Condominium has approximately 200 residential units and is comparable to the proposed residential component for the Square 37 project. Table I 0 outlines the peak hour trips collected.

Table 10: Columbia Condominium Residential Trip Generation 11

IN OUT TOTAL IN OUT

1 24 h Street driveway 21 22 16 3 19

25th Street driveway 0 2 2 4 0 4

Alley Entrance 0 2 0 2

Total 2 23 25 22 3 25

A total of 25 cars entered and exited the garage during the morning peak hour and 25 cars during the evening peak hour. This is very similar to the projected residential trips (21 AM and 28 PM) using the national trip generation rates.

Existing vehicle trips were counted at the existing Square 37 driveways and compared with the projected vehicle trips (show in Table 9). The purpose of the exercise was to determine the net difference in future vehicle trips (associated with the Square 37 project) subtracting out existing vehicle trips associated with the eliminated land uses (i.e. surface parking lot and police station). Table l l shows existing inbound and outbound trips counted at the five site driveways.

11 It is also noted that residential trips generated by the proposed development may be slightly lower than the observed Columbia Condominium trip generation (25 AM and 25 PM) as this condominium has 20 more units than the maximum number of units (180) being proposed for the Square 37 project. 34 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Table 11: Existing Site Trip Generation

: ~ Ai\1 Peak Hour . • West End Branch Library I 0 l Metropolitan Police Department 8 8 16 4 4 12 Surface Parking Lot 5 1 6 JO 5 )5 Total Existing Tri s -~~~-- As shown in Table II, the existing square 37 properties currently generate 23 total AM peak hour trips and 22 PM peak hour trips. These trips will be eliminated in the future. An itemized comparison of existing and future site trips is shown in Table II.

Table 12: Existing and Future Trip Generation Comparison

· .. , P:\l·Peak Hour

Future Site Trip Generation w!WMAT A • II 17 28 28 24 52 reductions Existing Trip Generation (counted at existing -14 -9 -23 - I J -II -22 driveways)

The Square 37 development project wiiJ result in a net difference of 5 AM peak and 30 PM peak hour trips. This will result in minimal increases in traffic levels.

Future Capacity Analysis

Existing traffic patterns and tum movement counts, a regional traffic growth rate (1% annual increase per year to year 20 15). and projected Square 37 trips were compiled to anticipate future 20 15 traffic conditions for the study area intersections. The results of the intersection analysis are summarized in 1 Table 13. Future Corridor Level of Service results for 24 h Street and 23rd Street are shown in Table 14.

12 The Circle Park surface parking lot is currently utilized by construction workers, associated with the Foggy Bottom-GWU construction project, that typically arrive around 4:00am (prior to morning peak hour) and departing at 2:00 pm (prior to evening peak hour). The lot has been used by 20 to 30 construction workers over the past year. It can be expected that after construction is complete the lot would be more heavily utilized by office workers and other neighboring institutions that are more Likely to arrive and depart during the peak hours. Thus the ex.isting trip generation shown in Table 2 is expected to be higher under more "typical" circumstances.

35 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

Table 13 Future Conditions Intersection Level of Services

Delay Delay LOS (veh/sec) LOS (veh/sec)

24th Street/ L Street c 29.7 D 48.7

24th Street/ M Street B 19.0 B 16.8

23 rd Street/ L Street B 14.2 F 117.2

23 rd Street/ M Street B 19.7 c 26.1

All study area intersections would continue to operate at an acceptable LOS under future conditions with the Square 37 project except for the intersection on 23rd Street and L Street during the PM peak hour. It is 1 noted the southbound approach at 24 h Street/ L Street would continue to operate at LOS F during the PM peak hour. All of the levels of service remained the same as the existing conditions however, additional delay experienced by motorists would be minimal at all study area intersections except for the 23rd Street and L Street intersection where motorists would expect a delay increase of greater than 30 seconds when compared to existing conditions.

Table 14 Future Conditions Corridor LeveJ of Services

Arterial Travel Arterial Travel Speed Time Speed Time LOS (mph) (sec) LOS (mph) (sec)

Arterial LOS NB 24th Street F 4.9 76.8 F 4.8 79.1

Arterial LOS SB 24th Street F 2.9 130.3 F 2.7 138.5

Arterial LOS SB 23rd Street F 2.4 156.5 F 1.5 238.2

Table 13 shows both directions of 24m Street would continue to operate at LOS F, for the segment between L Street and M Street, a<; under existing conditions. The analysis results show that southbound traffic would also continue to experience extensive delays for portions of the PM peak hour. Travel times along the corridor would increase slightly (less than 10%) and the arterial speed will decrease slightly (less than 10%) when compared to existing conditions.

36 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

The 23rd Street corridor analysis shows that there would be a significant increase in travel time (approximately 50%) between M Street and L Street during the PM peak hour when compared to the existing condition. The delay expected along 23rd Street would be nearly 100 seconds greater than the delay experienced by motorists on 24th Street.

37 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

LOADING MANAGEMENT PLAN

The Loading Management Plan includes measures for managing trash pick-up, deliveries and other loading activities within the shared residentiaVcommercialloading areas.

The Square 37 project will provide two 30 foot loading berths, one 20 foot service delivery space for both residential and commercial loading. The proposed loading area will be located in the northeast quadrant of the square and accessible via the existing east-west/north-south public alley network. The proposed loading does not include the additional 55 foot loading berth required by zoning for residential use. The applicant will seek a variance with the District to forego the zoning requirement to accommodate 55-foot delivery trucks. The developer proposes to introduce lay-bys along 23rd Street (for the east residential building) and on L Street (for the library).

The Loading Management Plan, to be implemented and enforced by the facility manager, is planned to include the following elements:

• Delivery Vehicle Access

o Approaching the site, commercial vendors, delivery vehicles and/or trash truck drivers will be encouraged to approach the loading area from 23rd Street. This will allow for the easiest rear-end maneuver into the loading area.

o As a note, the DDOT' s Motor Carrier Management and Threat Assessment noted 23rd Street and M Street as preferred truck routes near the proposed project.

o Trucks leaving the site would likely exit using 24th Street as this route would provide the easiest egress maneuver required to exit the loading area.

Truck maneuvering diagrams showing inbound and outbound access to/from the proposed loading area are included in the appendix.

• Delivery Vehicle Size limits- Commercial deliveries will be made primarily by single unit trucks (30 foot). Vendors will be instructed that deliveries are not permitted from trucks greater than 30 feet. A 30 foot truck would also be adequate for residential move-in operations and deliveries.

• Delivery Hours - Commercials and residential deliveries and move-ins will be restricted to the period between 8:00AM and 7:00PM Monday through Friday. Residential move-ins will need to be scheduled in advance.

38 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

• Service/Delivery Facility Management -Parcel deliveries, such as FedEx or UPS, may either occur within the proposed lay-bys on 23rd Street and L Street or within the proposed loading area (accessible via the existing east-west/ north-south alley network).

• Trash Removal Operations - Trash dumpsters will be provided in the loading area. Residential trash collection will occur twice weekly and commercial trash collection will occur two to three times per week.

• Loading Berth Scheduling/Management - An average of two to three commercial deliveries are expected each weekday. The delivery duration is expected to be approximately 15 to 20 minutes for commercial deliveries. Thus the loading berth is expected to be occupied with commercial deliveries approximately one hour each weekday. Collectively, commercial deliveries and trash collection activities are expected to occupy the loading berth no more than an hour and a half each day.

The Loading Management Plan may be updated and improved by the facilities manager once the project is complete.

39 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

TRANSPORTATION DEMAND MANAGEMENT (TDM) PLAN

The Transportation Demand Management Plan (TDMP) is an active program used to foster alternative transportation choices that are more efficient and environmentally friendly than driving alone. The applicant will actively promote and implement strategies to encourage use of green travel choices (transit, walking and biking) and reduce traffic and parking demand.

DDOT' s TDM in the Development Process Report was reviewed in developing this TDM. The applicant will provide all expected TDM measures as outlined in the TOM Recommendations Matrix. 13 A list of the offered TDM measures is as follows:

• During construction, maintain or coordinate relocation of any existing bus stop at the developer's expense

• Comply with Zoning requirement to provide bicycle parking/storage facilities

• Require all parking cost be unbundled form the cost of lease or purchases. Parking cost must be set at no less than the charges of the lowest fee garage, located within 1;4 miles.

• Post all TOM commitments on-line publicize availability and allow the public to see what commitment have been promised.

• Identify a project's TOM leader (for planning, construction and operations). Provide DDOT/Zoning enforcement with annual TOM Leader contact updates

• Provide website links to CommuterConnections.com and goDCgo.com on developer and property management websites.

• Provide on-site business center to residents with access to copier, fax and internet services.

The applicant will also offer the following measures in addition to the required TOM measures outlined above:

• Parking Management- The Square 37 project will provide 192 below-grade parking spaces. Residential parking will provided at a ratio of I to 1 for 160 to 180 units. Sufficient parking spaces will also be made available to library patrons and retail employees.

• Car-Sharing Programs -The project will offer two zip car parking spaces within the parking garage. Spaces will be located convenient to the garage entrance and will be available to residents. The spaces are included in the projects parking requirement.

13 Reference Table 2: TDM Recommendation Matrix; Incorporation of Transportation Demand Management into the Development Review Process Final Report and Recommendations (October 2010). It is assumed the Square 37 project applies to a proposal requiring a variance (or is a PUD) and generates less than 100 peak hour auto trips. 40 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

• Pedestrian Facilities

o Elimination of existing curb cuts on 23rd Street associated with the police station building and the surface parking lot. The project will also eliminate existing curb cuts associated with the Library and the police station on L Street. The overall number of curb cuts adjacent to the site will be reduced from five to one. The project will also eliminate existing usage of public spaces (by MPD personnel) for parking. This will be an advantageous safety improvement by eliminating the number of pedestrian vehicle conflicts areas. Improved pedestrian facilities will also make walking and biking a more attractive travel choice for Square 37 residents, employees and visitors. The improved pedestrian conditions will also be beneficial for other residents and employees in the area as well.

o The project will provide additional pedestrian amenities such as new street trees and planters.

o All sidewalks surrounding the site would be widened as a result of the project. Existing sidewalk widths are eleven feet wide and will be widened as followed:

• 24th Street - 29 feet including five and a half foot tree box.

• L Street - sidewalks widths with be 20 feet with a five foot tree box

• 23rd Street- 21 feet with a five and a halffoot tree box

o There is a two-inch step-up across the sidewalk along the east-side of 24th Street Gust rtorth of the alley driveway) between MandL Streets. This is a potential safety hazard that will be improved as part of the Square 37 redevelopment.

Bike Facilities

o The Applicant will provide bicycle racks and storage facilities that will collectively accommodate up to 108 bikes, within the garage (well more than 15% of the total parking supply required by zoning). An additional 10 to 20 bicycle racks will be provided outdoor on the square 37 property. Bike facilities will be available to residents and employees of the retail tenants.

The Applicant has committed to the transportation demand management measures listed above. 41 West End Parcel Square 37 Transportation Impact Study Washington, DC June 6, 2011

CONCLUSIONS

The primary conclusions that were presented in this study are as follows:

• The project is going to replace 114 existing surface parking spaces with 192 garage parking spaces. The net difference is 78 additional parking spaces that would be used by residents, not commuters or police cars or police motorcycles. The provided parking meets zoning requirements. Spillover parking demand will have negligible impacts on curbside parking.

• The project will provide an improved pedestrian environment as the three existing curb cuts on 23rd Street and two curb cuts on L Street will be closed. A new driveway on 24th Street will provide vehicular access to the garage.

• The project will replace existing vehicle trips associated with the parking lot and police building with new trips associated with the residential units and ground floor retail space.

• Site access will be provided via 24th Street for the following primary reasons:

o 24th Street would allow for full two-way access (instead of 23rd Street and L Streets which are both one-way streets).

o 24th Street is classified as a collector roadway. Collectors are designed to provide access to residential properties. L Street and 23rd Streets are both arterials roadways, with a purpose to carry high capacity traffic volumes entering and leaving urban areas and thus would not be a preferred access to a residential garage.

o 23rd Street carries on average three times the traffic as 24th Street on a daily basis and PM peak hour delays are 20 percent greater than the delays experienced on 24th Street under existing conditions (156 seconds vs. 129 seconds)

• The project will generate insignificant traffic levels in comparison to existing trip generation during peak periods and will have no adverse impact with respect to traffic and transportation. Traffic levels of service remain the same comparing baseline conditions (or existing level of service) with future operating conditions.

• The project will include a plan for Loading Management which will manage delivery access through the alley to the loading dock. Also two planned lay-bys will provide short term loading/unloading for residents and parcel deliveries.

• The project will outline a transportation management plan with measures such as zip car parking to further reduce traffic demand.

42 APPENDIX 1. INITIAL EVALUATION MEMORANDUM symmetra design

MEMORANDUM

TO: Jeff Jennings DDOT Chris Delfs DDOT

FROM: Samantha Williams Nicole White, P.E., PTOE

DATE: March 30, 2011

SUBJECT: West End Parcel Square 37 Phase I: Initial Evaluation

INTRODUCTION

The following memorandum presents the Phase I: Initial Evaluation for the proposed West End Square 37 project in Northwest, Washington, DC. In accordance with the District Department of Transportation's (DDOT) Phase I Evaluation requirements, this document provides an outline of the following subject matters:

• 1- Site and Travel Demand Analysis

• 2- Study Area Identification

• 3- Data Collection Plan

Background

The WestEnd Square 37 project is planned along L Street between 23rd and 24th Street in Northwest Washington, DC. The subject site is bounded by a public alley easement to the north, L Street to the south 23rd Street to the east and 24th to the west. Figure I shows the general site location of the planned development and surrounding road network.

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Figure 1: Site Location

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EastBanc W.D.C Partners have joined together to revitalize the Square 37 site located in the West End community. The project will include a mixed-use development with high-density residential units, ground floor retail, and a new public library. The project is planned to be complete in 2014.

The site is currently occupied by the Third District Metropolitan Police Department (MPD), the West End Branch Public Library, and a parking lot. The City Council passed a resolution which allowed for the disposition of this excess property. A new public library is required to be reconstructed at the site. The MPD building will be relocated to a new location to be determined. The relocation of the police building is not a part of this project.

The following is a summary of the proposed development program:

• 160 to 1801 luxury condominium units

• 6,000-7,000 square feet of ground floor retail

• 18,000 to 24,000 square foot Public Library

The site is currently occupied by the following uses:

• Third District Metropolitan Police Department Building- located at the comer of23rd and L St

• W estEnd Branch Public Library - located at the comer of 24th and L Street

• Circle Parking Daily parking lot- located along 23rd Street

The Police Department Building and the Circle Parking daily parking lot are planned to be eliminated and replaced by the Square 37 development. The Metropolitan Police Department building has a gated parking lot that provides a total of 20 parking spaces with additional space for double stacking. Also, police personnel currently use public space (portions of the public sidewalk fronting the building on 23 rd and on L Street) to park up to 16 additional cars.2 The Circle Parking lot provides approximately 40 parking spaces however, is often stacked to accommodate a total of 60 to 65 cars. The Library is an existing use that will be replaced in the future. There are 12 general parking spaces and one handicap space available for library staff and patrons. Thus, a total of approximately 89 to 114 cars may currently be parked on the existing Square 37 property.

1- SITE AND TRAVEL DEMAND ANALYSIS

1.1 Evaluate Site Travel Demand

The Square 37 project will replace existing vehicle trips associated the parking lot and police building with new trips associated with the residential units and ground floor retail space. The trips associated

1 The maximum number of residential units currently being considered for the site (180) was used as the basis for trip generation in this memorandum. It should be noted that the current site plan in this memorandum includes 174 units.

2 In addition to vehicle parking associated with the MPD building, motorcycles can also be parked on-site. During observations on a evening weekday, just of over 30 motorcycle were parked on-site.

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1 The Institute of Transportation Engineers' (ITE) Trip Generation Manual, 8 h Edition was used to project weekday peak hour trips associated with the new development. Land use code 233 Luxury Condominiurn!Townhome3 was used for the residential component and land use code 814 Special Retail Center was used for the ground floor retail. Since the proposed site will be located approximately one quarter-mile from the Foggy Bottom - GWU Metrorail Station on the Blue and Orange Lines, trip reduction factors based on percentage calculations presented in the Washington Melropolitan Area Transit Authority's (WMATA) Development Related Ridership Survey II for residential and retail land uses was applied to the site trip generation. Future site trip generation is summarized in Table I.

Table 1:

• The JTE Trip Generation Handbook Second Edition was used to determine the Internal Capture reduction. The Internal Capture reduction is the rate that can be applied to account for pedestrian or vehicular trips made between each individual land use (i.e. residential to retail or retail to residential) without using the off-site road system.

' NOTE: Land usc code 233 Luxury Condominium/ Townhouse peak hour trip rates are higher than Land usc code 232 for standard •·condominium/Townhouse" trip rates.

4 Since the libmry and its existing uses will be replaced it is assumed that future trip generation will be the same as existing trip generation counted at the existing library driveway. lt:'2 ISth ~trn·t 'I\\ ~uitc 'JJ~ \\u,hington. ()( 20UUS t. 202.J7fl.(,l)()0 r. W2.J7u.6on 1 symmetra des1g1 "W\\ . '" mmt't rndt'\ign.corn \\estl· nd Pacels Square 37 Phase 1: Initial Evaluation March 30. 10 I I Washington, DC Pace 5 of 18

Table 2 shows inbound and outbound trips counted on Wednesday, March 2, 2011 during the morning and evening peak periods. Table 3 provides an itemized comparison of existing and future site trips.

Table 2: Existing T rip Generation

Land Uses AM Peak Hour PM Peak Hour

IN OUT TOTAL IN OUT TOTAL

West End Branch Library 0 2 3

Metropolitan Police Department 8 8 16 0 4 4

Circle Park Parking Lot• 5 6 10 5 15

As Table 2 indicates, existing uses currently generates 23 total AM peak hour trips and 22 PM peak hour trips.

*Note: The Circle Park surface parking lot is currently utilized by construction workers, associated with the Foggy Bottom-GWU construction project, that typically arrive around 4:00am (prior to morning peak hour) and departing at 2:00 pm (prior to evening peak hour). The lot has been used by 20 to 30 construction workers over the past year. It can be expected that after construction is complete the lot would be more heavily utilized by office workers and other neighboring institutions that are more likely to arrive and depart during the peak hours. Thus the existing trip generation shown in Table 2 is expected to be higher under more "typical" circumstances.

Table 3: Existing and Future Trip Generation Comparison

AM Peak Hour PM Peak Rour

IN OUT TOTAL IN OUT TOTAL

Future Site Trip Generation w/WMA TA reductions 9 18 27 27 21 48

Existing Trip Generation( counted at existing driveways) -14 -9 -23 -II -II -22

As Table 3 indicates, the Square 37 redevelopment project will result in a total of 4 AM peak and 26 PM peak hour trips. It should be noted that this assumes the maximum number of residential units ( 180) being considered for the site. The current site plan shows 174 residential units and would generate fewer vehicular trips.

5 The morning peak period is 7 am 10 9 am and the evening peak period is 4 pm 10 6 pm.

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1.2 Site Mode Split

Since the proposed site will be located approximately one quarter-mile from the Foggy Bottom- GWU Metrorail Station on the Blue and Orange Lines, we used mode split data (for residential and retail uses) provided in the Washington Metropolitan Area Transit Authority's (WMATA) Development Related Ridership Swwy II.

The Library is an existing use that will be replaced in the future. Limited parking is available general spaces and I handicap space) and a comparable range of parking will be provided for this use in the future.

Residential 29% 39% 6% 26% 100%

Retail 53% 12% 8% 27% 100%

1.3 T rip Distribution and Assignment of Trips to the Network

TI1e project will generate 4 additional AM peak hour trips and 26 additional PM peak hour trips therefore we propose it will not be necessary to provide trip assignment information. We however have provided the following Figure 2 that shows primary access routes to and from the site.

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Figure 2: Primary Access Routes

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1.4 Site Plan

The Square 37 Site Plan is shown in Figure 3. As shown in Figure 3, proposed site access is as follows:

1 • Vehicular access will be provided via the proposed site driveway along 24 h Street. This driveway provides direct access to the below-grade parking garage (202 parking spaces). This driveway also provides access to the on-site residential (for the west residential building) drop-off area.

• Pedestrian access to east and west residential buildings will be provided along sidewalks on 23 rd and 24th Streets. Main pedestrian access to the Library will be along L Street and access to ground floor retail will be via 23 rd Street.

• The proposed loading area is located in the northeast quadrant of the square accessible via the existing east-west/north-south public alley network. This loading area will provide two 30 ft truck spaces and one 20 ft service delivery space.

• The developer proposes to introduce a lay-by or loading zone along 23 rd Street (for the east residential building) and on L Street (for the library). Those zones would primarily support drop­ off/pick-up operations for each use and would reduce the likelihood of private vehicles and/or parcel delivery trucks impeding traffic flow while loading/unloading passengers or goods. As a note, lay-bys are in-line with the existing context of 23 rd Street, as there are already in place on the east-side between L and M Streets.

1152 15th Street NW Suite 935 Washington, DC 20005 t. 202.370.6000 f. 202.370.6001 symmetra design www.symmetradesign.com Wcstbnd Paccls "iqutrc J7 Phase 1: Initial E\nluation ~lnrch 30. 20 II Wa~hingLon, DC Pagc~ofiS

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Figure 3: Square 37 Ground Floor Site Plan

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2-STUDY AREA IDENTIFICATION

2.1 Modal Study Areas

The following section identifies boundary areas that will be analyzed for the pedestrian, bicycle, transit, parking and safety assessment. No automobile study area has been identified as we have proposed to eliminate data collection and traffic analysis from the transportation scope of work for the Square 37 project.

• Pedestrian- The boundaries of the study area includes 23 rd Street to the east, 24 th Street to the west, L Street to the to the east-west public alley easement to the north. The study will also assess pedestrian facilities and walkability to and from the project site. We will document pedestrian access and circulation and identify any existing concerns or potential hazards. This assessment will be qualitative and will not include pedestrian counts.

• Bicycle - Existing bicycle facilities, within a 2 mile radius of the project site, is shown in Figure 5. The bicycle assessment will include a discussion of access to/from the proposed site to the existing bicycle facilities. We will observe bicycle access and circulation surrounding the subject site and identify any existing concerns or potential hazards. This assessment will be qualitative and will not include bicycle counts.

A figure highlighting the modal study area for the pedestrian and bicycle modal study areas is shown in the Figures 4 and 5, respectively.

II 52 15th Street NW Suite 935 Washington, DC 20005 t. 202.370.6000 f. 202.370.6001 symmetra design www.symmetradesign.com Wc~tEnd Pacds SlJUarc 37 Phase 1: Initial E\::tluation ~ l arch JO. 20 I I \\ ashington,__l )(' Page II of IS

Figure 4: Pedestrian Study Area

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Figure 5: Existing Bicycle Facilities

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• Transit -Transit services and access will be identified for Metrorail stations and bus routes servicing the project vicinity. The Washington Metropolitan Area Transit Authority (WMATA) has two Metrorail stations serving the blue and red lines in close proximity to the site. Those stations include the Foggy Bottom-GWU Station on the blue line and the Farragut North Station on the red line. WMAT A also has a number of Metrobus routes which operate along some of the roadways in the vicinity of the site. We will document service headways and bus stop locations. WMATA Metrorail lines and Metrobus routes are shown in Figure 6. Metrobus routes and key destinations are shown in Table 6.

Table 6

Route Route i'lame Key Destinutions

I Friendship Heights Station Tenlcytown- AU Station 31 Wisconsin Avenue Line Washington National Cathedral Foggy Bottom-GWU Station Friendship Heights Station Wisconsin Avenue Washington National Cathedral 32,36 Pennsylvania Avenue Georgetown White House Tile National Mall Caoitoll-lill Ballston -MU Station Clarendon Station 388 Rosslyn Station Ballston-Farragut Square Line Georgetown Farragut North Station Farragut West Station DuPont GS2 Circulator Route Georgetown Rosslyn ------Sibley Hospital Georgetown University Hospital DuPont Circle Station D6 Sibley Hospital- Stadium Annory Line Metro Center Station Union Station Stadium Annory

1- Friendship Heights Station Tenleytown-AU Station N2 Massachusetts Avenue Line American University Park Ward Circ le Embassv Row --- Adams Morgan DuPont Circle Brookland-Potomac Park Line HI Foggy Bottom Potomac Park/State Dcoartment

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Figure 6: WMA T A Metrorail lines and Metro bus Routes

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2.2 Parking Study Area

We will identify streets where curbside parking could be impacted and conduct parking surveys to determine existing parking demand6 and the impacts of the development (if any) will have on-street parking. Parking observations will be within a one-quarter mile boundary surrounding the project site.

Figure 7: Parking Study Area

6 Surveys and parking occupancy will be observed in mid to late March on weekdays (Tuesday through Thursday) during the afternoon peak (2:30PM to 3:30 PM) and during the evening peak (6:30 PM to 7:30 PM).

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2.3 Truck Routing to and from the Site

DDOT's Motor Carrier Management and Threat Assessment noted a number of a de facto truck routes that drivers prefer to utilize because of various roadway characteristics such as roadway geometry and traffic conditions. The Preferred truck route map in shown in the Figure 8.

As shown on this map, the following· regional roadways surrounding the project site are preferred truck routes: • Wisconsin Avenue • Massachusetts A venue • Connecticut A venue • MacArthur Boulevard

Approaching the project site, 23rd Street and M Street are preferred truck routes. Truck traffic would access the site from 23rd Street, L Street and M Street and proceed to the loading area accessible via the existing east-west/north-south alley easement. See attached maneuvering diagrams showing the path of a 30ft truck maneuvering into and out of the proposed loading area.

Although, minimal truck traffic would be expected to access the site via 24 th Street, trucks leaving the site would likely exit using 24th Street as this route would provide the simplest egress maneuver required to exit the loading area.

The loading area will provide space for two 30 ft trucks and a 20ft service delivery truck.

1152 15th Street NW Suite 935 Washington, DC 20005 t. 202.370.6000 design f. 202.370.6001 symmetra www .symmetradesign.com West! nd Paccls Square 37 Phase 1· Initial Evaluation !\larch 30, 20 I I Wa.,hington, DC Page 17 of 18

Figure 8: Preferred Truck Routes and Restricted Zones Source: District Department of Transportation. District of Columbia Motor Carrier Management and Threat Assessment Study (Washington. DC: 2004).jigure 23

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2.4 Safety Evaluation Study Area

We will consult the following resources to help identify and address hazardous location and needed improvements: • Pedestrian Master Plan • Strategic Highway Safety Improvement Program • Relevant DDOT Neighborhood and/or Corridor Studies • We will also review accident reports at the following intersection within the project vicinity: • 23 rd and L St • 23 rd and M St • 24th and L St • 24th and M St

3-DATA COLLECITON PLAN

3.1 Data CoiJection Plan

Tum movement vehicle counts, pedestrian counts and/or bicycle counts will not be conducted for the Square 37 report. Report sections on Pedestrian and Bicycle access and conditions will be qualitative and based on field observations.

On-street parking inventory and occupancy surveys will be conducted in mid to late March, Tuesday through Thursday, during the afternoon peak (2:30PM- 3:30PM) and during the evening peak ( 6:30- 7:30). We will conduct parking surveys within a one-quarter mile boundary surrounding the project site.

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