2015 Final Report Part 2

04 ALTERNATIVES ASSESSMENT Alternatives Assessment 4.0 EVALUATIONCONTENT HEADING OF ALTERNATIVES A comparative evaluation was conducted for all between 30 and 35 mph and 85% at speeds Auto Speeds 2, 3 alternatives to assess their individual impacts to greater than 40 mph. As documented previously, auto speeds can the street network and users, all framed by the • Wider travel lane widths are shown to be influenced by a number of design factors, stated project needs. The following elements have a direct correlation to higher vehicle including travel lane width, excess roadway were all assessed through a range of measures, speeds4, which in turn, increases the capacity, signal progression, and roadway both quantitatively and qualitatively, to provide a likelihood of crashes and crash severity. friction (i.e., elements along the edges of the comprehensive perspective on each Alternative. roadway that provide a sense of a more confined A detailed matrix is provided at the end of The perception of safety is a key consideration when assessing the safety of pedestrians and operating space). As comparisons are made this section to compare Alternatives based on between Alternatives to determine potential project needs. bicyclists along a roadway and at intersections. If these users do not feel safe, then regardless impacts to speed (i.e., which Alternative would Safety of available crash data results, the facility is not result in higher speeds versus which Alternative Corridor safety for all users includes a range considered safe. Including improved pedestrian would result in lower speeds), the two biggest of considerations, including auto speeds, and bicycle amenities can improve the safety factors affecting speed are the number of travel adequate sidewalk width and crossing facilities for these users, including wider sidewalks, lanes and the presence of parked vehicles. All for pedestrians, dedicated space for bicyclists, shorter crossing distances, buffers and trees other elements, such as lane width, trees, signal and signal timing and phasing that minimizes between travel lanes and sidewalks, dedicated progression, etc. will be mostly consistent across conflicting movements. A detailed crash analysis and marked space for bicyclists, human-scale all Alternatives. was completed for the current conditions of lighting, and slower traffic speeds. It is therefore reasonable to assume that Florida Avenue (see Sections 1.2 and 1.3), but for Many of these cited influences on safety are Alternative 1 (highest number of travel lanes with assessing impacts of the proposed Alternatives, included in all Alternatives, including wider peak hour, peak direction parking) would likely research and best practices are considered. sidewalks, lighting, and travel lanes no greater result in higher auto speeds than Alternative 3 Some key considerations include: than 11 feet. However, some of the Alternatives (two fewer travel lanes and full-time parking).We • Adding left-turn lanes at urban, four-leg may only include certain elements. For instance, are not however, able to assess expected speed intersections can result in a 19% reduction Alternative 2 and 4 include left-turn lanes on reductions across all Alternatives, and must in total crashes, while injury crashes can be Florida Avenue, whereas Alternative 1 and 3 do rely on case studies, known research, and best expected to decrease by 17%.1 not. Likewise, some Alternatives do not include practices where applicable. • Auto speeds have a direct relationship to bicycle facilities, while others include varying ADA Compliant Facilities and Needs of Gallaudet the severity and likelihood of crashes, with levels of dedicated and protected space for University Community a pedestrian fatality risk of 45% at speeds bicyclists. Ensuring all pedestrian facilities are ADA 58 | District of Columbia Department of Transportation Alternatives Assessment compliant is a major focus of this study, but it Operations figure, there are few instances under most notably east of Florida Avenue. A detailed may not address all user needs. For instance, the any Alternatives where the LOS is shown to have traffic operations analysis was also completed need to consider deaf users in the area suggests substantial negative impacts in future conditions. for many of these impacted non-Florida Avenue widening sidewalks beyond the minimum width, Despite the minimal number of issues from a intersections. This evaluation was conducted introducing more pedestrian refuge islands, and level of service perspective, two additional key for the Recommended Alternative only and is improving access between the University and the traffic analysis measures must be considered: described later in the report. Market are key considerations that are included queuing and traffic diversion. Within the same Comparing Alternatives in the Alternatives. While the minimum sidewalk operations figure, arrows are included to note The matrix on page 62 provides a comparative width is proposed in some Alternatives, other movements which have some level of substantial Alternatives include wider sidewalks where evaluation of the aforementioned needs and queuing during either the AM or PM peak hour measures for each of the Alternatives on Florida space permits, or sacrifice other design elements under the Alternative scenarios. Much of the (e.g., Alternative 3B widens the sidewalk on Avenue, 6th Street NE, and West Virginia movement-specific queuing on Florida Avenue Avenue. While the varying types of circles offer Florida Avenue beyond the minimum sidewalk occurs at 4th Street, West Virginia Avenue, and width, but this results in no space for bike lanes). a simplified comparison of analysis results, 12th Street/Montello Avenue. In general, more they do reflect the quantitative and qualitative Safe Access to Transit extensive queuing occurs east of West Virginia evaluation conducted to address all of the stated All transit users are pedestrians before and after where the roadway has less capacity, and the project needs. a bus or Metro ride. In many ways, ensuring safe queuing becomes more substantial with the more drastic reduction in auto capacity. Queuing access to transit includes many of the elements 1. becomes most problematic when vehicles Highway Safety Manual, 1st Edition, AASHTO. that also improve conditions for pedestrians, 2 Traditional Neighborhood Development: Street including wider sidewalks and waiting areas, queuing at intersections are displaced through Design Guidelines, Institute of Transportation slower auto speeds, and safe crossing facilities. adjacent intersections, potentially preventing Engineers, 1999. those motorists from moving. 3 Urban Street Design Guide, National Association of Many of the elements are discussed in the City Transportation Officials, 2014. previous ADA compliance section. Traffic diversion is the primary reason we 4 Design Factors that Affect Driver Speed on Suburban Streets, Transportation Research Record Motor Vehicle Delay and Mobility see similar operating conditions across all Alternatives. For example, morning commuters 1751: 18-25, 2000. Measuring impacts to vehicular delay and today may travel south on Bladensburg Road and mobility includes many factors of which we then travel west on Florida Avenue; however, can measure quantitatively, including delay and if future travel conditions are impacted by a congestion, queuing, speeds, and traffic impacts reduction in auto capacity on Florida Avenue, to streets in the study area. A comprehensive many motorists may alter their daily commute traffic operations and diversion analysis was and use a parallel facility such as H Street, K completed to understand these auto impacts Street, or Maryland Avenue. These potential daily to motorists, non-motorists, and residents and trip diversions are documented in the Projected business owners in the area. Traffic Volume Changes figure on page 61. The Intersection Operations figure on page 60 Most notable is the increased use of more local provides a high level comparison of intersection streets such as Montello Avenue/12th Street and operations by total intersection level of service Trinidad Avenue, as well as some parallel facilities for each Alternative under AM and PM peak such as H Street and K Street. Also notable are hour conditions. As shown in the Intersection the decreased traffic volumes on Florida Avenue, Florida Avenue Multimodal Transportation Study | 59 Alternatives Assessment The circles located directly on the intersection represent existing conditions, whereas the circles within boxes represent 2040 conditions for no-build and all Alternatives. Green represents LOS A, B, or C; yellow represents LOS D; and red represents LOS E and F. Green and yellow are considered acceptable levels of overall delay to ensure the efficient movement of autos and freight on a principal arterial. ²³ Intersection Operations ²³ ²³ Legend ²³ nm Providence St ³² Place of Worship ²³ ²³ ²³ Gallaudet St mn School 3rd St 3rd 2nd 2nd St R St R St Central Pl Kendall St Corcoran St Metropolitan Branch Trail 9th St ²³ Metro Red Line Quincy Pl 1st St Lincoln Rd ²³ ²³ Gallaudet University ²³ Capitol Ave Q St Q St Places of Interest Craig St ²³ ²³ Æ½ Telegraph Hill Rd Æ½ Capital Bikeshare Harry Thomas Way Corcoran St Mount Olivet Rd Porter Brentwood Pky Eckington Pl Study Area Boundary Bates St Pl NB Penn St NB Capitol Ave National Park Service Land ²³ New York Ave P St Switzer Dr Locations with Long Projected Queues ²³ NB mn Alternative 1 nm

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