MINNESOTA AVENUE METRORAIL STATION ACCESS IMPROVEMENT STUDY

e lor a Jd I 1 let , 1t V r 7th t r ntElr Union ~D woo StatlOr .M!JI~ Minnesota Ave

WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY DEPARTMENT OF PLANNING AND INFORMATION TECHNOLOGY OFFICE OF BUSINESS PLANNING AND PROJECT DEVELOPMENT PRE·FINAL AUGUST 2005 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

Contents Introduction ...... 1 Figures Background ...... 1 Figure 1: Aerial View of Station Minnesota Avenue Station and Anacostia River ...... 1 Study Purpose ...... 1 Figure 2: Other Transportation Studies ...... 2 Planning Context ...... 1 Figure 3: Pedestrians Crossing Minnesota Avenue ...... 3 Relationship to Other Transportation Studies ...... 2 Figure 4: Minnesota Avenue Station Area and Facilities ...... 4 Existing Conditions ...... 3 Figure 5: Bus and Pedestrian Routes ...... 5 Transit Ridership ...... 3 Figure 6: Aerial View of Pedestrian Bridge ...... 5 Transportation Facilities ...... 3 Figure 7: Ramps from Pedestrian Bridge to Tunnel ...... 6 Pedestrian and Bicycle Access ...... 5 Figure 8: Pedestrian Access from Minnesota Avenue ...... 6 Transit Access ...... 7 Figure 9: View of Bus Transfer Facility ...... 7 Kiss & Ride Access ...... 7 Figure 10: Kiss & Ride Area ...... 7 Park & Ride Access ...... 8 Figure 11: Passenger Pick-up/Drop-offs on Minnesota Avenue ...... 8 Figure 12: Station Area Development Locations ...... 8 Growth Forecasts and Future Projects ...... 8 Figure 13: Government Center Buildings ...... 9 Ridership Projections ...... 8 Figure 14: Parkside Pedestrian Bridge Concept ...... 9 Station Area Development ...... 8 Figure 15: Pedestrian Bridge Options ...... 11 Minnesota Avenue - Benning Road Government Center ...... 9 Figure 16: Curved Pedestrian Bridge Design at New Carrolton Station ...... 11 Parkside ...... 9 Figure 17: Bus Transfer Facility Alternative 1 ...... 13 Alternatives ...... 10 Figure 18: Bus Transfer Facility Alternative 1 (with Transit Vehicles in Curbside Lanes on Design Precepts ...... 10 Minnesota Avenue ...... 14 Pedestrian and Bicycle Facilities ...... 10 Figure 19: Bus Transfer Facility Alternative 1(with Transit Vehicles in Center Lanes on Transit Facilities ...... 10 Minnesota Avenue ...... 15 Kiss & Ride and Park & Ride Facilities ...... 10 Figure 20: Bus Transfer Facility Alternative 2 ...... 16 Other Design Precepts ...... 10 Figure 21: Bus Transfer Facility Alternative 2(with Transit Vehicles in Curbside Lanes on Improvement Alternatives ...... 10 Minnesota Avenue ...... 17 Pedestrian Bridge Options ...... 11 Figure 22: Bus Transfer Facility Alternative 2(with Transit Vehicles in Center Lanes on Bus Transfer Facility ...... , ...... 12 Minnesota Avenue ...... 18 Kiss & Ride Options ...... 12 Figure 23: Kiss and Ride with Vehicle Storage (with Transit Vehicles in Curbside Lanes on Recommended Station Amenities ...... 12 Minnesota Avenue) ...... 19 Next Steps ...... 22 Figure 24: Kiss and Ride with Vehicle Storage (with Transit Vehicles in Center Lanes on Minnesota Avenue ...... 20 Tables Table 1: Existing Modes of Access at Minnesota Avenue Station ...... 3 Table 2: Bus Lines and Routes with Stops at the Station ...... 7 Table 3: 2030 Forecast Modes of Access at Minnesota Avenue Station ...... 8 Table 4: Parkside Pedestrian Bridge - Pros and Cons ...... 21 Table 5: Curved Bridge Option - Pros and Cons ...... 21 Table 6: Bus Transfer Facility Alternative 1 - Pros and Cons ...... 21 Table 7: Bus Transfer Facility Alternative 2 - Pros and Cons ...... 22 Table 8: Curbside Transit Improvements - Pros and Cons ...... 22 Table 9: Center Lane Transit Improvements - Pros and Cons ...... 22 T ;. II

INTRODUCTION many existing Metrorail stations designed thirty years ago, such as the Minnesota Avenue station, need a new assessment to determine if existing site conditions for pedestrian access, bus operations, and Background vehicular traffic are adequate to meet existing capacity and future demand. The Minnesota Avenue Melrorail station is located just east of the Anacoslia River in Ward 7. The station Study Purpose was one of fIVe stations thai opened In November 20, 1978 when the Metrorail Orange line was extended to New Carrollton. These included two stations in the District of Columbia. Minnesota Avenue, and Improving access to and from Metro is critical to meeting ridership goals and serving customer needs. DeanWOQd, and three stations in Prince George's County, Chever1y, Landover, and New Carrollton. The Potential riders may also be lost if access constraints mean that the door-to-door joumey involving Metro Minnesota Avenue station serves Orange line trains on the Metf"Ofaii system operated by the Washington becomes more time consuming, unreliable or frustrating than an altemative means of travel, such as

Melropol~an Area Transit Authority (WMATA). The station provides a vital link to local and regional driving. Ultimately, the goal of improving station access is to attract additional customers by: enhanCing the destinations for residents in the station area. Figure 1 Is an aerial photograph of the station area. pedestrian experience with a safer and more attractive walking environment; maintaining a good level of service for transit access to the site, wtlich includes buses and other transit vehicles; accommodating Figure 1: Aerial View of Minnesota Avenue Station and Anacostla River future access needs, which include vehicular traffic growth; and making transit use mOfe convenient and attractive as a travel mode.

This study will provide the District Department of Transportation (DDOT) and the District Office of Planning (DeOP) with a baseline for their transportation and development projects in the Minnesota Avenue station area and identify WMATA operational needs before any District project goes forward. The purpose of the study is to provide conceptual planning and engineering solutions for multi-model site access improvements at the Minnesota Avenue Metrorail Station. More specifICally, this study will:

Identify access defICiencies and conflicts between modes of arrival at the station.

Analyze traffic studies in the station area

Develop deSign altematives demonstrating improvements for pedestrians, bicycles, and vehicular traffic acceSSing the station.

Develop Inter-modal traffic improvements and recommend improvements for traffic operational problems on adjacent streets and intersections.

Accommodate future growth and maximize the convenience and level of service at the Metrorail station.

Planning Context ..... """"''''''' The study IS being coordinated with other District transportation projects, plans, and developments in the station vicinity. Improving access to the Minnesota Avenue Metrorail Station is consistent with other Steady growth in the region , particularly around Metrorail stations, has generated increased transit District planning efforts and Initiatives. The station Is located just east of the Anacoslia River and is one of ridership, but has also led to more vehicle traffic in station areas, As a result, the different modes of access many projects associated with the Waterfronllnitiative (AWl). The Anacostia Waterfront Initiative envisions often come into conflict in station areas. WMATA and local jurisdictional planners have recognized that an energized waterfront that will unify diverse areas with one of the city's greatest natural assets, the the area. Kenilworth Avenue is located adjacent to the Metrorail Orange line in the station vicinity. The Anacostia River. The Initiative seeks 10 revitalize neighborhoods, enhance and protect paries, improve study is considering replacing the currenl pedestrian bridge over Kenilworth Avenue that connects to the waler quality and increase access to walerfront destinations. Minnesota Avenue Is also one of Ihe streets station. designated for improvements in the firsl round of the District's Great Streets program. The Minnesota Avenue Extension would extend Minnesota Avenue 10 provide a connection of Minnesota tmproving access to the Minnesota Avenue station's Metrorail and Metrobus services wilt also support the Avenue between Sheriff Road and Meade Street. The proposed extension is located northeast of the creation of a more Inclusive city by helping individuals and families in the station area have better access to Minnesota Avenue Metrorail station and would consist of the construction of a new four-lane roadway and jobs, schools, or other destinations, and buitd better ties to the region. As slated in the District's A Vision associated Intersection improvements, upgrading and installing traffic control measures, modifying or for Growing an Inclusive City, "Growing inclusively means that individuals and families are not confined to constructing drainage facilities, and adding pedestrian facilities. Providing the connection could improve particular economic and geographic boundaries but are able 10 make important cholces~hoices about bus, pedestrian, and vehicular access to the station. where they live, how and where they earn a living, how they get around the city, and where their children FIGURE 2: OTHER TRANSPORTATION STUDIES go to school Growing Inclusively also means that every resident can make these choices-regardless of whether they have lived here for generations or moved here lasl week, and regardless of their race, income, or age ." Improvements at the Minnesota Avenue Melrorail station can also:

Target investment in the local community.

Strengthen neighborhood identity by improving a vital transportatIon link and public space

Help Iransfonn the Minnesota Avenue and Kenilworth Avenue corridors by improving the streelscape and pedestrian environment in the station area .

Guide growth by enhancing transit access to nearby planned developments.

Relationship to Other Transporlat;on Studies

Several other transportation studies and improvements near the Minnesota Avenue Metrorail Station could affect station access. These other studies or projects include the DC Transit Alternatives Analysis, Kenilworth Avenue Corridor Study (KACS), the Minnesota Avenue Extension, the Anacostia Riverwalk, the Marshall Heights Sireetscape Project, and the Watts Branch Trail Rehabilitation. Figure 2 identifies the location of these other studies. land use development projects in the station area, such as the Government Center project, are discussed later.

The DC Transit Alternatives Analysis identified three potential transit corridors with connections 10 the Minnesota Avenue Metrorail station, One of the corridors would creale a new streetcar line on Minnesota Avenue from the Anacostia Metrorail station to the Minnesota Avenue Metrorail station, The IntroducOOn of new transit lines or modes, such as streetcars, will affect access 10 the station

The KACS is a major component of the Anacostia Waterfront Initiative (AWl), Design features of the The Anacostia Riverwalk project consists of the creation of a multiuse trail and connecting points that travel existing roadway need to be improved, repaired, or redesigned to support the current and future needs of along the east side of the Anacostia River from the Washington Navy Yard to Benning Road, and on the 2 MI NNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY west side of the Anacostia River from the Anacoslia Naval Station to the Bladensburg trail in Prince Transit Ridership George's County, Maryland. A portion of the proposed trail would be located approximately one half mile Table 1 lists the existing ~es of access for Melrorall boardings altha Minnesota Avenue Station for the northwest of the station near the Anacostia River. AM peak, AM off peak, PM peak, PM off peak, and daily lotal. The most common mode of access to The Marshall Heights Streetscape Project includes the Improvement of commercial fayades along MetrQ(sll Is walking. Metrobus provides the second most boardings to Metrorail. The volume of bus Minnesota Avenue and Benning Road. Activities included repair and replacement of storefront windows boardings al the station is more than twice that of rail boardings and actually exceeds the number of rail and doors. installation of uniform signage, lighting, painting, and creation of a cohesive appearance. boardings al Deanwood, Eisenhower Avenue, Cheverly. and Morgan Boulevard stations combined. The

The Watts Branch Trail was constructed In 1978 by the DC Department of Parks and Recreatioo (DPR). station has approximately 6,400 weekday bus boardings. the fourth largest volume of bus boardings in the The Trail is 1.9 miles long and functions as a neighborhood circulation path. The Trail has suffered from Metro system behind 1) Silver Spring, 2) Pentagon, and 3) Anacostia. The X2 route has approximately illegal dumping and has gaps that require bicyclists to transition to the street traffIC and/or sidewalk with no 1.900 dally boardings at th~ station. The X2 has three of the top 20 highest transfer volume pairs with signage or pavement markings to indicate the continuation of the trail corridor. The rehabilitation effort will other routes at this station. There are also 3.088 bus boardings at the nearby Minn. Ave.lBenning Rd. improve trail conditions and connectivity to the neighborhood and station. Intersection. The high volume of bus service and bus-ta-bus transfers creates more potential pedestrian/vehicle conflicts. EXISTING CONDITIONS TABLE 1: EXISTING MODES OF ACCESS TO METRORAIL

The study team conducted site assessments, analyzed traffic and collision data provided by DOOr, AM Peak AM Off Peak PM Peak PM Off Peak Daily Mode of Access identified bus routes and pedestrian flows. reviewed ridership data for both Metrorail and Metrobus, and No. Pet. No. Pet. No. Pet. No . Pet. No. Pet. counted pedestrian lraffic to help identify existing defICiencies and connicts between modes of access at Walk or bicycle 378 25% 205 34% 321 SO% 138 .3% 1.042 35% the station. The Washington Regional Networ\( for Livable Communities (WRN) also provided information e" 501 33% 217 36" ,., 25% 55 25% 934 31% on existing access problems, in?uding a pedestrian survey of local residents. Dropped off BB . % 6IJ 10% 96 ,,% 2B 12.5% 272 .% Drove and parked 527 35% 121 20% 64 10% a 0% 712 24% FIGURE 3: PEDESTRIANS CROSSING MINNESOTA AVENUE Total 1,511 100% 50< 100% .. , 10<1% 220 100% 2,977 100% SCuce: 2002 Melrorllll Passenger &.vey. WMATA. NoIe: Pe!untages n.y noIl1dd up 10 10Cl'% due 10 rounding. Transportation Facilities

The Metrorail Orange Line runs between Kenilworth Avenue, a CSX rail corridor. and Minnesota Avenue In the station vicinity. Kenilworth Avenue is a six-lane major arterial provkling a link between Interstate 395 (I- 395), Interstate 295 (1-295), and the Baltimore-Washington Parkway. Access from Kenilworth Avenue is an indirect route via Nannie Helen-Burroughs Avenue and Minnesota Avenue. Minnesota Avenue is a four­ lane arterial roadway, which provides bus and vehicle access to the station's site facilities. A pedestrian bridge across Kenilworth Avenue that connects to a tunnel below the CSX rail corridor is Ihe only means of pedestrian access from the northwest side of station. The existing pedestrian bridge and tunnel open 24 hours a day. Figure 4 is a map of the stallon area and WMATA facilities. Existing bus and pedestrian routes, which includes sidewalks and marked crosswalks. to the station are illustrated in Figure 5.

3 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

4 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

located on Minnesota Avenue. Pedestrian counts taken within the station Indicated thai approximately half The Minnesota Avenue Station originally opened with six bus bays and eighteen Kiss & Ride slalls. The of the pedestrlans used the tunnel to access Metrorail, with the other half continuing through to the bus Kiss & Ride stalls were later converted to bus facilities to accommodate additional bus service. Kiss & facility or nelghbortlood. Ride spaces are now located along a narrow strip of land northeast of the station entrance. FIGURE 6: AERIAL VIEW OF PEDESTRIAN BRIDGE FIGURE 5: BUS AND PEDESTRIAN ROUTES

Pedestrian and Bicycle Access Pedestrian and bicycle access is the largest source of Melrorail ridership at the Minnesota Avenue station. '""'"The layout-- of the pedestrian bridge and ramps is indirect and extends the actual walking distance by Current WMATA guidelines and standards for station facilities require priority access to all pedestrians in approximately 250 feet, measured along the actual travel path. The indirecl path and long ramps are station site planning. Previous station planning efforts did not always provide priority access for especially problematic for persons with disabilities or mobility impairments. The bridge layout also creates pedestrians. At many existing stations, similar to the Minnesota Avenue stalion, pedestrians traveling on several "blind comers", which provide hiding places. In the WRN pedestrian survey, many people indicated the station sile musl cross bus bays, parking loIs, and vehicular lanes, to reach the station entrance. that they avoid using the bridge due to safety concerns, particularly at night. The ramp leading down to the tunnel creates a "canyon" effect (Figures 6 and 7) and is not easily visible from other areas of the site. The Pedestrians can access the station from either direction along Minnesota Avenue or by using the existing bridge and ramps also have recurring maintenance problems including vandalism, snow removal, pedestrian bridge over Kenilworth Avenue. The pedestrian bridge crosses over Kenilworth Avenue and and standing water. ramps down to a tunnel underneath the CSX rail corridor to the station entrance or to the bus facility

5 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

The station entrance from Minnesota Avenue consists of two escalators and one eleavtor. The escalator parked in the bicycle rack during the site visits. This may be due to poor bicycle access to the site or entrance does not currently have a canopy to provide weather protecllon. The street elevator is located concerns about vandalism and theft. Grant Street does provide access to the Watts Branch Trail, although away from major pedestrian adivity and existing evergreen vegetation impedes visibility, which may make nol mar1

Pedestrian deficiencies on the Minnesota Avenue side of the station include a lack of crosswalks across Minnesota Avenue in the station area. The Minnesota Avenue/Grant Streellnlersecllon has one crosswalk on the south leg, but not the north leg. The Edison Friendship Collegiate Academy Is located on Minnesota Avenue across from the station. Students at the Academy walking to or from the station often jaywalk Sou-oe, GoogIe Eerth through bus lanes and at the mid-block of Minnesota Avenue in unmar1<.ed locations because the existing In general, the slation area lacks pedestrian amenities and landscaping, which creates a utilitarian and crosswalk and pathways are indirect Of not mar1<.ed. unwelcomlng environment. There is no sense of arrival for station customers and the existing site layout The sidewalk on the station side along Minnesota Avenue is narrow with no landscaped buffer between does not provide a logical direction of pedestrian flow. The area lacks signage for pedestrians directing pedestrians and the street. There are also four curb cuts along the sidewalk in front of the bus facility, them from the station to the various bus stops or from the bus bays to the Metro station. As illustrated In however one curb cut is closed to vehicles. Exclusive bicycle lanes are not mar1<.ed on any streets in the Figure 9, tight fixtures in the bus transfer area vary in style and height, with many designed for larger study area. Bicyclists can ride in the curb lane on these streets; however, bicycling on Minnesota Avenue parking areas rather than for pedestrian waiting areas. The bus transfer area also needs more seating or Benning Road is hazardous because of the high speed and volume of traffic. Bicycle racks and tockers both within bus shetters and near the station entrance. The sidewalk along the Kiss & Ride area is narrow at the station are not well used. Only one of the four lockers is currently rented and no bicycles were with no buffer between the pedestrian pathway and Minnesota Avenue.

6 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

FIGURE 9: VIEW OF BUS TRANSFER FACILITY Avenue alone location at the southeast end of the site. layover space Is available for buses, but is not convenient. since they cannot re-circulate within the facility. Some of the bus slops are located on narrow islands in the center of the facility, which require pedestrians to cross bus lanes al severallocallons.

Kiss- & Ride Access

The existing Kiss & Ride area is located northeast of the station along a strip of land and provides 20 short­ term parking spaces. The narrow site does not allow vehicles to re-drculate within the facility, nor does It

provide good vislbi~ty to the station entrance from waiting vehicles. From site obsel'llations, passenger pick-up and drop-off activity was infrequent al the Kiss & Ride area, but was more common al other areas of the site. Cars often wait along Minnesota Avenue and on Kenilworth Avenue during the peak PM period, impeding traffic operations. Some vehicles entered Ihe bus bay area to drop-offl pick-up passengers, even though the area is designated as bus only. The existing Kiss & Ride park:ing spaces are predominately occupied by non-Metro users with numerous meier violations cited.

Transit Access FIGURE 10: KISS & RIDE AREA

Metrobus services provide the only current means of connecting transit service to the Minnesota Avenue station. Seven bus lines, consisting of 11 routes, access the station. 8us lines and routes with stops at the Minnesota Avenue Stalion are listed in Table 2. Four of the bus lines (Sheriff Road-River Terrace Une, Mayfair-Marshall Heights Line, Capitol Heights-Benning Heights Line, and Minnesota Ave-M Sireet Une) have northbound and southbound stops at the station.

TABLE 2: BUS LINES AND ROUTES WITH STOPS AT THE STATION Bus Une and (Route) Bus Stop Type (and Olrection)a! Minnesota Ave. Minnesota Avenue-Anacostia Line (U2) StartfTerminus(SB)

Sheriff Road-River Terrace Une (U4) SlartfTerminus (NB), Through (S8)

Mayfair-Marshall Heights Une (U5,6) 5tartlTerminus (NS), Through (S6) Capitol His-Benning His Une(U8) StartifTerminus (NB), Through (5B) Minnesota Ave-M Street Une (V7,8,9) "Through (NB), Through (SS) Benning Road-Potomac Park Une (X1,3) StartlTermlnus (S6) Benning Road-H Street Une (X2) Slart(SS)

The bus facillty off Minnesota Avenue has eleven bays with ten bays currently in use. There are no on­ street bus stops. There are two entrances to the bus facility, aU located near the Minnesota AveJGrant Street inlersection. Buses travel through the facility on one of Ihree bus lanes and exil 10 Minnesota

7 A

FIGURE 11 : PASSENGER PICK-UPfDROP-OFFS ON MINNESOTA AVENUE TABLE 3: 2025 FORECAST MODESOF ACCESS AT MINNESOTA AVENUE STATION

AM Peak AM Off Peak PM Peak PM Off Peak Dally Mode of Access No. Pet. No. Pet. No. Pot. No. Pot. No. Pot. Walk or bicycle 490 20% 200 29" 410 ..% 18<) 60" 1,350 "'" B" 730 30% 310 35" 230 26" 8<) 27" 1.360 Dropped off 120 ,% 8<) .% 130 14% 40 13% 370 "'".% Drove and parked 1,080 ,,% 240 27% 130 14" 0% 1,440 32" Total 2,420 100% 900 100% 900 100% 290 100% 4,520 100%

Station Area Development

Two large development projects are located in the station area. The two developments, the Minnesota Avenue-Benning Road Government Centers (Government Center) and Parkslde, are illustrated in Figure 7. The combined area of the two development sites constitutes a significant portion of the land within the immediate station area. These two developments will significantly increase the development intensity and Park & Ride Access add create more mixed land uses within the station area. The existing Park & Ride lot Is located south of the station along the Minnesota Avenue corridor. The only FIGURE 12: STATION AREA DEVELOPMENT LOCATIONS access road to the Park & Ride lot is via an unslgnalized intersection from Minnesota Avenue located between Benning Road and Grant Street. The lot contains 333 parking spaces. A new parking structure will be constructed in conjunction with the Government Centers development that will maintain approximately the same amount of parking for Melrorail patrons. The new parking structure will be constructed on the portion of the existing lot located closest to the station entrance, which will improve access for Metrorail passengers who drive and park at the station. The access road for the Govemment Center site will provide access to the structure in a configuration similar to the existing access.

GROWTH FORECASTS AND FUTURE PROJECTS

Ridership Projections

Future Metrorail trips for each mode of access were Identified by applying the forecasted mode-by-mode growth rates from the Dulles Rapid Transit Project study to the mode share data in the 2002 WMATA Passenger Survey, as presented in Table 1. The results are shown., Table 3. According to the Dulles Study, the mode with the largest increase in use is the Park & Ride mode, which is forecast to inaease from about 24 percent of trips in 2002 to about 32 percent of trips in 2025. The growth forecast for other modes is SImilar, and while all modes add passengers, only the Park &. Ride mode projects an increase in overall mode share. Ridership and mode share forecast wilt likely be revised after WMATA completes the Station Inventory and Ridership Forecasts program later this fiscal year.

8 :E' IMPRC .~~ r

Minnesota Avenue - Benning Road Government Ce nter. The Government Center buildings are being pedestrian bridge across the Kenilworth Avenue with a new bridge that connects the development directty buill 10 help revitalize downtown Ward 7 by relocating employment centers to the area. The pro;ect site is to the west station entrance, the bus facility, and the Central Northeast neighborhood along Minnesota located adjacent to the station on the northwest corner of Minnesota Avenue and Benning Road. The Avenue, Including the new Government Center development. The proposed bridge (see Figure 14) would project will include office space, ground floor retail , and a four-story parking structure, which will include be landscaped and aligned with the central axis of the Pan.:side development. The new crossing would Metro parking. The existing Pan.: & Ride lot is located on the development she. The first office building will span the entire Kenilworth Avenue and rail corridors landing in the bus facility area. This bridge option be a five-story fa cility with small relail establishments on the ground Hoor and meeting space available for would eliminate the need for the existing entrance and tunnel under the Metrorail platform and CSX tracks, community use. The other office building will be located further south and will be four or five stories. The wtlich is generally recognized as an unsafe passageway. master plan atso recommends adding a center lurn lane on Minnesota Avenue for northbound vehicular FIGURE 14: PARKSIDE PEDESTRIAN BRIDGE CONCEPT traffIC entering the sile, a left-tum lane on Minnesota Avenue for southbound traffIC turning east onto Benning Road, and a parting lane on the west side of the Minnesota Avenuet. The new parting structure with shared offICe and transit use will replace the existing Park & Ride lot with construction scheduled to begin in December 2005. Both office buildings are scheduled for completion In late 2006 or early 2007.

FIGURE 13: GOVERNMENT CENTER BUILDINGS

Parttslde. The Pan.:side area is located northwest of Kenilworth Avenue and includes several developed and undeveloped parcels, which are part of the planned Parkslde development A draft master plan of the devetopment was prepared for use in a recent public won.:shop, which was attended by the community, DOOT, WMATA, and other jurisdictional and federal agencies. The current draft master plan for the site proposes adding approximatety 1,500 - 2,000 residential units. 250,000 SF of office and 30,000 SF of retail uses. A key item of the development plan related to station access, involves replacing the existing

9 MINNESOTA AVENUE STATION ACCESS !MPROVEMENT STUDY

ALTERNATIVES for a majority of the bus routes servicing the station, thus longer dwell times are experience when buses must layover to wait for its scheduled time of boarding or departure. However, some of the through running Design Principles southbound bus stops could be relocated to curbside on Minnesota Avenue. Providing on-street stops for Before alternatives were developed, design principles, or general design goals for site planning were any of the southbound. through bus routes would improve bus service operations, while reducing off-street established in discussions with DDOT, DCOP and WMATA. Design principles for pedestrian and bicycle bus bay requirements. facilities, transit facilities, and other passenger amenities are discussed next. The following design principles were developed for the bus facilities.

Pedestrian and Bicycle Facilities Provide a more efficient layout of the off-street bus facility that has internal circulation potential, an

Good pedestrian access to the station entrance is essential in station site and access planning since all adequate number of bus bays and storage, separated pedestrian and bus flows, and improved transit customers that are not walking to the station will ultimately become pedestrians when transferring customer amenities; between modes. For pedestrian pathways connecting to a station site, providing a safe and convenient Maintain the existing number of bus bays that are currently in use walking environment with clear, un-fragmented, and integrated pedestrian paths to the station will Use sawtooth bus bay designs for off-street facilities, per WMATA standards and guidelines; . encourage more customers to walk. The following design principles were recommended for pedestrian and bicycle facility improvements: Consider opportunities for on-street bus stops, but sawtooth designs or bus pull-offs should not be used along the street; Provide wide sidewalks, street trees, benches, wayfinding signage, and safe pedestrian crossings along Minnesota Avenue and across bus access points; Provide connections to platform for streetcar service along Minnesota Avenue and provide options for streetcar vehicle storage, since the planned routes would terminate at the station. • Accommodate pedestrian desire-lines and provide the most direct path possible, while minimizing pedestrian crossings of bus lanes; Kiss & Ride and Park & Ride Facilities

Add pedestrian count-down signals and marked crosswalks to improve Minnesota Avenue The narrow shape of the existing Kiss & Ride facility limits the availablf;l options for redesigning this facility. crossings; Improvement options for the Kiss & Ride facility should improve pedestrian access along Minnesota Avenue. Options for the Park & Ride facility were not considered, since a new parking structure has Replace the existing pedestrian bridge across Kenilworth Avenue and tunnel with a new safer already been designed for Government Center development, which replaces the existing WMATA parking. crossing; Other Design Principles Provide connections with area bicycle paths and trails (Anacostia Riverwalk and Watts Branch via Grant Street); Other design principles included:

Consider relocating bicycle parking within view of a station manager to provide better security, • Create a sense of arrival at the station. including locating bicycle racks inside the station passageway, but outside of the mezzanine. Reduce the amount of paved area and create more public space with opportunities for public art. Transit Facilities.

Transit facilities should be designed to accommodate transit vehicle access and capacity demand during Improve safety and security of transit patrons. the PM peak hour period-the PM peak hour period is used for planning transit facilities when transit Improvement Alternatives headways are more frequent and passenger boardings are greater than during non-peak times. Vehicle dwell times and passenger queuing lines are also longer during PM periods with the greatest number of The improvement alternatives were developed as sketch/planning-level concepts with interchangeable passenger boardings, when fare collection is required. The Minnesota Avenue station is a terminal station elements. For instance, options for the bus facility can be combined with any of the pedestrian crossing.

10 optionS. The improvement altematives include two optIOnS fOf a new pedeslflan bridge aaoss Kenilworth pedestrian bridge currently in use at the New Carrolton Metro station (Figure 16). This option would Avenue, two options fOf the layout of the bus faCIlity, two options for the Kiss & Ride area. as well Include two new elevators located near the tunnel entrance and a recoostructed ramp to the mezzanine recommendations for station amenities. level. The location of the bridge landing adjacent to and directly above the existing tunnel entrance would provide better visibility within the site than the existing bridge does. Pedestrian Bridge Options

Two pedestrtan bridge options were developed that would maintain access from the Metrorail Station to the The second option Is based the bridge design proposed in the Master Plan for the Parkslde development. north side of Kenilworth Avenue when the existing bridge is replaced with the Kenilworth Avenue This option would consist of a 15' wide uncovered pedestrian bridge with landscaped buffers. It would be Improvements The bridge alternatives are illustrated in Figure 15. Both altematives connect to the same aligned with the central axis of the Parhkje development for direct access to the east side 01 the station. location between two office buildings into the commercial center of the Parkside development. According The brldge would cross over Kenilworth Avenue and the rail corridors before terminating above the bus to the Parkside Developers. the viability of the development IS contingent on a direct connection to the fadlity. Two elevators and stairways leading towards the station entrance and towards the Government Metrorail station Centers development would be provided. This option 'NOuld improve the pedestrian connectIOn between the Par1tside development and the area along Minnesota Avenue, including the Govemmenl Center site FIGURE 15: PEDESTRIAN BRIDGE OPTIONS and the bus faality. The crossing would be located entirely above grade, which would increase visibility P.!'blde and aVOId some of the secuity ISSUeS assoaated With lhe use of the existing bridge, ramp, and {Planned passageway. In the tong·tenn, this option could provide opportunities for a new station entrance IloYoIopmontI coonectlOQ the bridge directly to the station ptatform

FIGURE 16: CURVED PEDESTRIAN BRIDGE DESIGN AT NEW CARROlTON STATION

existing Bus Ramp.nd ""'Tr.nsfer Tunnel Below Area CSX Tracks

The first option. the Curved Pedestrian Bridge. would be a 15' wide covered bridge that woold connect to the existing tunnel on the north side of the station. The structure woold be curvihnear in plan, similar to the

11 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

improvements to the landscaping near the station entrance to enhance site lines between parked vehicles Bus Transfer Area and the station entrance. The second option would create on-street parking on Minnesota Avenue near the One of the primary issues in the study is the need to create improvements that are consistent with WMATA existing Kiss & Ride, but with spaces located cioser to the station entrance for Pick-Up/Drop-Off activity. Standards and Guidelines, while fitting the layout of the facility into a relatively small and irregularly shaped This alternative is illustrated with options for transit storage in Figures 23 and 24. site. Two alternatives were developed for the bus transfer area. Both alternatives would maintain the The northern portion of the Kiss & Ride lot would be converted into a streetcar storage building. The existing number of bus stops, provide off-street circulation for buses, and improve the pedestrian narrow, linear shape of the Kiss & Ride facility limits its potential for other uses, but is ideal for train environment. The creation of additional pedestrian space near the station entrance would provide storage. The streetcar platform would be approximately 75' long and 15' wide. opportunities for public use and the relocation of bicycle parking to a more visible area outside of the main pedestrian flows. Due to the high number of bus-to-bus transfers, both alternatives make use of a center Recommended Station Amenities island design to facilitate transfers. In addition, both alternatives provide a connection for a streetcar All site amenities should be designed appropriately to match the context of the site. Improvements should platforrn on Minnesota Avenue. include: Alternative 1 is the single-entrance alternative and is illustrated in Figure 17. This alternative would provide • Create an informational signage system that ciearly directs and informs the pedestrians as to the a full two-way loop for buses with 9 off-street bus bays for passenger boarding/alighting with storage for an Minnesota Station location, parking structure, and the different bus pick-up locations. Kiosks and additional 2 to 3 buses, some with potential to be converted into a bus stop if necessary to accommodate re.al-time information on transit service and the availability of transfers should be provided; future growth in service. The Single entrance alternative would reduce curb cuts along Minnesota Avenue, • Place bicycle racks inside the station to enhance security; which creates conflict with pedestrian traffic, and provide a much larger pedestrian area in front of the • Add an additional street elevator and platform elevator to maintain ADA accessibility when one of station entrance. This alternative would also allow the existing bus turning lane to be converted into a full­ the elevator units is out-of-service for repairs or maintenance; length median and pedestrian refuge island. One on-streei bus stop would be located on Minnesota • Provide a platform canopy over the passenger area on the center island bus transfer facility. Avenue for southbound through routes. Options for streetcar facilities on Minnesota Avenueare illustrated Current WMATA gUidelines and standards for bus facilities now require canopies over bus in Figures 18 and 19. platforms to create parity with the amenities provided to Metrorail customers; • Provide bus shelters that tie Into the architecture of the parking garage by using the same building Alternative 2 is the two-entrance layout and Is illustrated in Figure 20. This alternative would provide a full material or by utilizing the parking structure's architectural features in the design; one-way loop, allowing rnost buses the option to re-circulate within the facility. The plan has 9 bus bays for • Provide a standard WMATA signature glass canopy over the escalator entrance to improve safety passenger boarding/alighting with storage for an additional 2 to 3 buses and one on-street bus stop. This for customers and Weather protection to escalator system. alternative would also provide a much larger pedestrian area in front of the station entrance than currently Art in Transit Program exits. Options for the streetcar facilities on Minnesota Avenue are illustrated in Figures 21 and 22. WMATA's Art in Transit Program will plan, develop, and manage an art prograrn for the Minnesota Station

A solid wall could be constructed under either alternative, located between the bus facility and the CSX Access Improvement Project. Under the guides of Art in Transit, design/art professionals and tracks to provide a buffer that would replace the eXisting landscaping. The wall Should be high enough to representatives from communities surrounding the station will participate on a panel to recommend to dampen track noise, but should be not be high enough to block visibility from the Metrorail platform. A wire WMATA artwork proposals for the station. The recommended artwork proposals must reflect the artistic, mesh fence can be mounted to the top of the solid low wall for visibility. historical and/or cultural interests of area residents. The WMATA Board will make the final artwork selection from the panel's recommendations. The selected artwork will be appropriate for public view, Kiss & Ride Options relevant to surrounding communities, meet WMATA safety. aesthetic and technical standards. fabricated of The narrow width of the existing Kiss & Ride area limits the available options for redesigning this facility. durable materials, affordable, vandal resistant, and easy to maintain. The first option for the Kiss & Ride station is to maintain the existing configuration, but incorporating

12 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

••• " ... _.... 'rJ.."r:w .....-." ....

(W., ... ,r.,. ___ -- .. ,~ - . -

13 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

~=r~mtlli . . • '-

. .. . <:.>< l, ~ .~w .,, -' ,.. I .... " . " .•• ...... " . " . " ~ .- .-... -'IM}j("""" ...... : .. ..-.. -# ' !lOOM

14 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

"--- "'--.~I- ' " ---

(~·v"1} -L'" w. L...... '"¥ n-..1,,_ .. ,. w !,, ~w'"'''' • or, " • '" r '" ~ •

~_ ..'" ... ~~ _ ...... \. - .J. ___ '!!oI. ~ .... -<~, .... -..,. --

15 MINNESOTA AVENUE STATION ACCESS IMPROVEtlAENT STUDY

~~~ ~i!lil,l!r&

-"-'( . ~'l -' • •• _" . I1 ..... ,,·.i ,r .. :..' 1'" 4","_ -- -

16 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

..'-- .. . .' - .. .- ..

. " ! I f., " ." • ---

17 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

~~_. ~"""""""'J.J1.JJJ11.l ... --... "'-. "'-'''-'' - ..• _-.r-.... - ... - ... - ... --...

1.,.~ " . " ; " . 12 • It. .. . , 10 .• , •• • ~ .. • .. ~ . ~ -> " .. .. - l-...-...... , ... -r:". --- j--1 ""' ..... ~ q!,.. ,'......

18 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

/

19 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

I & RIDE WITH ON MINNESOTA :/

20 MINNESOTA AVENUE STATION ACCESS iMPROVEMENT STUDY

Alternatives Analysis The pros and cons for each pedestrian bridge option are presented in Table 4 and 5. The Parkside option The pros and cons for the two alternatives for the bus transfer facility are presented in Tables 6 and 7. The avoids use of the passageway tunnel to the station mezzanine, which would improve safety conditions, single entrance option consolidates vehicle access to one point, which reduces curb cuts and allows for the eliminates non-Metrorail through traffic from the tunnel and southeast entrance, and helps to create a construction of a full-length median on Minnesota Avenue, which would significantly improve pedestrian better sense of arrival at the station. The curved pedestrian bridge option improves safety conditions by safety and access. This alternative would require additional right-of-way along Minnesota Avenue to allow eliminating blind corners and reinforcing visual sight lines. However, the curved bridge option still requires a new a left-turn lane into the facility, which could affect planning considerations for the Government Center use of the west entrance and tunnel, which is less visible and secure, especially during non-revenue hours development. The second alternative provides two vehicular entrances for buses along Minnesota when the Metrorail Is closed. The curved option avoids crossing above the CSX and Metrorail tracks. Avenue, which allows for better bus access/egress to the facility with less conflicts between bus TABLE 4' PARKSIDE PEDESTRIAN BRIDGE - PROS AND CONS movements, and provides redundancy for bus service operations. This alternative would also provide Pros Cons significant access improvements for pedestrians with less curb cuts along the station area of Minnesota Avenue. • Provides direct connection between both sides of • Travel distance from the west side of Kenilworth TABLE 6: BUS TRANSFER FACILITY ALTERNATIVE 1-PROS AND CONS Metrorail station with improved connectivity to the Avenue to the east station entrance is slightly Government Center site and bus bays. longer. Pros Cons • Eliminates use ofthe passageway tunnel. • New bridge landing on the east end is located in area with limited space, adjacent to the bus • Creates large pedestrian area in front of station • Requires a second traffic signal at bus • Provides excellent visibility and enhances safety. facility. entrance, which can be used as.a public space. entrance/exit. • Provides wider sidewalk area along station side • Average bus trips to the station would be a few • Creates a senSe of arrival on both sides of bridge • Lack of canopy exposes pedestrians to weather, of Minnesota Avenue than currently exists. seconds longer than the two-entrance and enhances scenic vistas. which can also require additional maintenance alternative because there is only one entrance. • Reduces curb cuts along Minnesota Avenue due • Provides good connection from east station side to the consolidated bus entrance and exit. • Needs northbound left-turn lane for buses at to the proposed Anacostia River Walk. new traffic signal and potential expansion of • Eliminates pedestrian croSSing of bus lanes existing right-of-way, which may affect Elevators would improve ADA-accessibility. between the Metrorail station entrance and the Government Centers planning. • Edison Friendship Collegiate Academy. • Consolidated bus entrance/exit and full two-way • Eliminates non-Metrorail pedestrian thru-traffic • Provides a median refuge island with marked from station escalators and tunnel. loop results in more potential bus operations crosswalks at three locations across Minnesota conflicts within the bus facility, particularly near Avenue. the conSOlidated entrance/exit point. TABLE 5' CURVED PEDESTRIAN BRIDGE OPTION PROS AND CONS - • Elimination of bus entrance at Grant Street, Pros Cons allows for an extended median that creates a boulevard type design consistent with the District's Great Streets initiative. • Provides improved connection to northeast side • Requires use of existing tunnel, which poses of station with new bridge landing in Parkside. safety concerns, particularly during non- • Full 2-way bus loop allows buses the opportunity operating hours. to re-circulate off-street. • Eliminates blind corners through curved design. • Potential for bus storage area to be partially • Access to bus bays or Government Centers converted to an additional bus stop if needed. • Realignment of pedestrian bridge would locate a from west side of Kenilworth Avenue is less portion of the structure adjacent to the tunnel, direct. • Less turning conflicts on Minnesota Avenue which would improve visibility within the west (without 4-way intersections). Removes one leg station entrance portal. from the Grant Street intersection; which should improve traffic operations at the signal. • Elevators would improve ADA-accessibility. .. Bridge canopy design would shelter patrons from the weather and reduce maintenance costs.

21 MINNESOTA AVENUE STATION ACCESS IMPROVEMENT STUDY

TABLE 7' BUS TRANSFER FACILITY ALTERNATIVE 2 - PROS AND CONS TABLE S' CURBSIDE TRANSIT IMPROVEMENTS - PROS AND CONS Pros Cons Pros Cons

• Creates large pedestrian area in front of station • Requires a second traffic signal, which would • Streecar vehicle services the platform when • Northbound transition at Grant Street impacts entrance, which may be used as a public space. only be activated for buses and pedestrians. stopped outside the traffic stream, reducing traffic traffic more than center lane option. impacts. • Provides wider sidewalk area along station side • More pedestrian crossings and fewer direct • Streetcar platform and track reduce available of Minnesota Avenue than currentlyexists. pedestrian links than in single-entrance • Streetcar-to-Metrorail transfers do not require any sidewalk space. alternative. roadway crOSSings for outbound boardings. • Reduces curb cuts along station side of • Transit operations may reduce opportunities for Minnesota Avenue to two access points for • Some bus bays are accessible only from one of • Streetcar-to-bus transfers require minimum on-street bus bays or curbside drop-off/pick-up buses. the two entrance points. roadway crossings. lanes. • Improves pedestrian access to the Edison • Allows Buses to uses northbound left turn lane Friendship Collegiate Academy. Into bus transfer facility (Alternative 2).

• Provides a partial median refuge island (less than single-entrance alternative) with marked TABLE g' CENTER LANE TRANSIT IMPROVEMENTS - PROS AND CONS crosswalks at four locations across Minnesota Pros Cons Avenue. • Creates more of a boulevard type design • More flexibility for transit operations because • Median platform is less desirable as a consistent with the District's Great Streets trains can service both sides of the platform. passenger waiting area. program. • More intuitive transition from Northbound • Platforms on the near-side of traffic signals • Additional entrance/exit to bus bays provides Minnesota Ave to exclusive space (from left lane complicate signal pre-emption and increase more flexibility for bus routing. or left-turn lane). traffic Impacts. • Bus loop allows most buses to re-circulate off­ • Passengers must cross vehicle lanes to transfer street. to Metrorall or bus. • Could have signal pre-emption for buses. • Vehicle Turn Around eliminates northbound bus tuming lane into bus transfer area (Alternative • Second traffic signal would improve access 2). across Minnesota for Pedestrians.

NEXT STEPS The options for the Kiss & Ride facility inClude maintaining the existing configuration or redesigning the The Minnesota Avenue Station Access Improvement Study has been prepared to provide the District of facility for another use (streetcar storage). Maintaining the existing facility provides more spaces, while Colurnbia with documentation for the feasibility of the proposed altematives for site and access redesigning the facility provides fewer spaces, although iocated closer to the station entrance and improvements. If the District decides to move forward with the planning process for implementing any of opportunities for streetscape improvements and enhance the pedestrian environment. Either option would the improvements presented in this study, then WMATA will begin working with the District in the allow the northern portion of the site to be converted for use as streetcar vehicle storage, if transit . improvements are implemented on Minnesota Avenue. conceptual engineering and environmental assessment process . This study Is subject to further review by WMATA, the District, the citizens of the Minnesota Avenue Station Both curbside and center-lane transit improvements on Minnesota Avenue would also work with the area community through the process of public hearing and environmental assessment. WMATA would alternatives developed for the bus transfer facility and Kiss & Ride, The pros and cons each scenario are listed in Tables 8 and 9. also coordinate the design for any site improvements with other District transportation and development projects adjacent to the station,

22