COMPREHENSIVE TRANSPORTATION REVIEW CHILDREN’S NATIONAL AT WALTER REED Z.C. CASES NO. 19-24 AND 19-24A: TEXT AND MAP AMENDMENT WASHINGTON, DC
January 27, 2020
ZONING COMMISSION District of Columbia CASE NO.19-24A EXHIBIT NO.7A
Prepared by:
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Contents
Executive Summary ...... i Introduction ...... 1 Purpose of Study ...... 1 Project Summary ...... 1 Contents of Study ...... 1 Study Area Overview ...... 5 Major Transportation Features ...... 5 Future Projects ...... 7 Project Design ...... 13 Site Access and Circulation ...... 13 Parking ...... 13 Bicycle and Pedestrian Facilities ...... 14 Streetcar Service to Site ...... 14 Transportation Demand Management (TDM) ...... 14 Sustainable Transportation Elements ...... 15 Trip Generation ...... 19 Traffic Operations ...... 20 Study Area, Scope, & Methodology ...... 20 Vehicular Analysis Results ...... 25 Mitigation Measures ...... 26 Transit ...... 61 Existing Transit Service ...... 61 Proposed Transit Service ...... 61 Site Impacts ...... 62 Pedestrian Facilities ...... 65 Pedestrian Study Area...... 65 Pedestrian Infrastructure ...... 65 Site Impacts ...... 65 Bicycle Facilities ...... 69 Existing Bicycle Facilities ...... 69 Proposed Bicycle Facilities ...... 69 Site Impacts ...... 70 Safety Analysis ...... 72 Summary of Safety Analysis ...... 72 Potential Impacts ...... 72 Summary and Conclusions ...... 77
Figures
Figure 1: Site Location ...... 3 Figure 2: Site Aerial ...... 4 Figure 3: Summary of Walkscore and Bikescore ...... 7 Figure 4: Major Regional Transportation Facilities ...... 10 Figure 5: Major Local Transportation Facilities ...... 11 Figure 6: Background Developments ...... 12 Figure 7: Site Plan ...... 16 Figure 8: Site Access and Circulation ...... 17 Figure 9: Truck Routes ...... 18 Figure 10: Study Area Intersections ...... 29 Figure 11: Transportation Network Improvements ...... 30 Figure 12: Existing Lane Configuration and Traffic Control Devices ...... 31 Figure 13: Future Lane Configuration and Traffic Control Devices without DoS FMC Access ...... 32 Figure 14: Future Lane Configurations and Traffic Control Devices with DoS FMC Access ...... 33 Figure 15: Existing Peak Hour Traffic Volumes (2019) ...... 34 Figure 16: Background Growth Traffic Volumes (2035) ...... 35 Figure 17: Background Peak Hour Traffic Volumes without the DoS FMC (2035) ...... 36 Figure 18: Background Peak Hour Traffic Volumes with the DoS FMC (2035) ...... 37 Figure 19: Site Trip Distribution without DoS FMC Access ...... 38 Figure 20: Site Trip Distribution with DoS FMC Access ...... 39 Figure 21: Site-Generated Traffic Volumes without DoS FMC Access (2035) ...... 40 Figure 22: Total Future Peak Hour Traffic Volumes without the DoS FMC (2035) ...... 41 Figure 23: Site-Generated Traffic Volumes with DoS FMC Access (2035) ...... 42 Figure 24: Total Future Peak Hour Traffic Volumes with the DoS FMC (2035) ...... 43 Figure 25: AM Peak Hour Level of Service Comparison without DoS FMC Access ...... 57 Figure 26: PM Peak Hour Level of Service Comparison without DoS FMC Access ...... 58 Figure 27: AM Peak Hour Level of Service Comparison with DoS FMC Access ...... 59 Figure 28: PM Peak Hour Level of Service Comparison with DoS FMC Access ...... 60 Figure 29: Existing Transit Facilities ...... 64 Figure 30: Pedestrian Pathways ...... 67 Figure 31: Existing Pedestrian Facilities ...... 68 Figure 32: Existing Bicycle Facilities ...... 71 Figure 33: Number of Vehicle Crashes around Project Site ...... 74 Figure 34: Number of Vehicle Crashes involving Pedestrians around Project Site ...... 75 Figure 35:Number of Vehicle Crashes involving Bicycles around Project Site ...... 76
Tables
Table 1: Carshare Locations ...... 6 Table 2: Project Development Program ...... 13 Table 3: CNRIC Mode Split Assumptions ...... 19 Table 4: ITE Multi-Modal Trip Generation Summary ...... 19 Table 5: ITE Multi-Modal Trip Generation Summary for CNRIC Phase I ...... 23 Table 6: ITE Multi-Modal Trip Generation Summary for 7700 Georgia Avenue ...... 24 Table 7: Vehicular Trip Generation for the LRA Reuse Plan and DoS FMC ...... 24 Table 8: Applied Annual and Total Growth Rates ...... 24 Table 9: LOS Results without the DoS FMC ...... 44 Table 10: v/c Ratio Comparison without the DoS FMC ...... 46 Table 11: Average and 95th Percentile Queuing Results without the DoS FMC (in feet) ...... 48 Table 12: LOS Results with the DoS FMC ...... 50 Table 13: v/c Ratio Comparison with the DoS FMC ...... 52 Table 14: Average and 95th Percentile Queuing Results with the DoS FMC (in feet) ...... 55 Table 15: Metrobus Route Information ...... 63 Table 16: Transit Stop Requirements ...... 63 Table 17: Sidewalk Requirements ...... 66 Table 18: ZR16 Bicycle Parking Requirements ...... 70
The analyzed program does not include Phase I of the campus EXECUTIVE SUMMARY which is currently under construction. Phase I of the project is detailed in the Planned Developments section of this report. In The following report is a Comprehensive Transportation Review addition to CNRIC Phase I, the Local Redevelopment Authority (CTR) on behalf of Children’s National at Walter Reed, LLC, the (LRA) Reuse Plan, and the Department of State Foreign applicant (“Children’s” or the “Applicant”) as part of its Zoning Missions Center (DoS FMC), have been approved within the Text Amendment request, Z.C. Case Number 19-24, and Map former WRAMC site. Amendment request, Z.C. Case Number 19-24A, of the property located at 7144 13th Street NW, Square 2950 Lots Vehicular access to the Site will be available from 13th Place 820-828 (the “Site”). using the existing curb cut from Fern Street. Pedestrian and bicycle access to the Site will be available from Fern Street. This CTR reviews the transportation elements of the Development Stage 2+ of the Children’s National Research & As the implementation of the LRA Reuse Plan and the DoS FMC Innovation Campus (CNRIC), referred to as “the Project” herein. progress, Dahlia Street will be opened to provide east-west connectivity from Alaska Avenue to Georgia Avenue. Dahlia The purpose of this CTR is to evaluate whether the Project will Street will provide another access point for vehicles, generate a detrimental impact to the transportation network pedestrians, and bicycles. surrounding the Site. This evaluation is based on a technical comparison of the existing conditions, background conditions, As part of the Project, pedestrian facilities surrounding the Site and total future conditions. This report concludes that the will be improved to meet DDOT and ADA standards. Sidewalks Project will not have a detrimental impact to the surrounding will be improved or installed along the frontage of the Site to transportation network assuming the proposed meet or exceed the width requirements. recommendations and TDM measures are implemented. There are existing bicycle facilities near the Site, including Analyzed Project bicycle lanes along 14th Street NW south of the Site and along The Site is part of the former Walter Reed Army Medical Center Butternut Street NW. Residential low volume streets (WRAMC) and is currently occupied by four (4) structures being surrounding the Site provide additional bicycle connectivity. renovated as part of the Phase I of the CNRIC development. The Site is located in the northwest quadrant of Washington, Multi-Modal Impacts and Recommendations DC. The Site is bounded by Fern Street NW to the north, Dahlia Trip Generation Street NW to the south, former WRAMC land that has been The Project is expected to generate new trips on the transferred to the US Department of State for development to surrounding transportation network across all modes. The the west, and former WRAMC land that has been transferred to morning peak hour trip generation is projected to include 316 the District for development to the east. vehicles/hour, 246 transit riders/hour, 32 bicycle trips/hour, and 36 walking trips/hour. The afternoon peak hour trip The proposed zoning text and map amendments support the generation is projected to include 331 vehicles/hour, 258 development of the Site with approximately six (6) additional transit riders/hour, 33 bicycle trips/hour, and 37 walking buildings. The development program analyzed in this report is trips/hour. the following: ▪ 50 dwelling units Transit ▪ 700,000 square feet of R&D office space that will The Site is served by regional and local transit services via serve research, clinical, and laboratory uses Metrobus and Metrorail. The Site is located approximately 0.8 ▪ 60,000 square feet of outpatient, ambulatory care miles from the Takoma Metrorail Station; with several clinic space Metrobus routes accessible within a 12-minute walk of the Site ▪ 20,000 square feet of conference space along 16th Street, Alaska Avenue, and Georgia Avenue. ▪ 500 below-grade vehicle parking spaces (distributed among the buildings) Multiple transit improvements are proposed in the vicinity of the site including a Streetcar line along Georgia Avenue and
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dedicated Metrobus lanes along 16th Street. The Site is conditions with and without the CNRIC development and with expected to generate a significant amount of transit trips and and without the adjacent DoS FMC development and its the existing service with the proposed improvements can associated improvements. Capacity analyses of intersection handle these new trips. delays were conducted, and the delays associated with each analysis scenario are compared to the acceptable levels of Pedestrian delay set by DDOT standards to determine if the site will The Site is surrounded by a quality pedestrian network. Most negatively impact the study area. roadways within the study area provide sidewalks, crosswalks, and curb ramps that meet DDOT standards, particularly along Gorove Slade analysis concluded that four intersections require primary walking routes. There are some existing pedestrian mitigation as a result of the delay impacts created by the barriers surrounding the site such as limited connectivity to the development. Mitigation measures are proposed as follows: west due to Rock Creek Park and the ongoing adjacent construction to the east of the Site as the implementation of Georgia Avenue/Alaska Avenue & Kalmia Road NW the LRA Reuse Plan progresses. The LRA Reuse Plan Gorove Slade recommends signal timing adjustments be implementation will significantly improve connectivity and coordinated with DDOT to ensure the most efficient future enhance the pedestrian network. Similarly, the adjacent DoS operation, following construction of the CNRIC development. FMC property limits connectivity to the west; however, th enhanced connectivity and pedestrian improvements are 16 Street & Alaska Avenue NW anticipated with its development progresses. Gorove Slade recommends the Applicant consider implementing the transit and pedestrian related improvements The Site will improve the overall pedestrian environment on identified at this intersection by the Rock Creek East I Livability site by providing improved or new sidewalks along the interior Study. These improvements will enhance the transit and and frontage of the Site that meet DDOT and ADA standards. pedestrian environment around the Site in addition to coordinating with DDOT signal timing adjustments to ensure Bicycle the most efficient future operation, following the construction The Site has access to several on-street bicycle facilities within of the CNRIC development. the study area. Residential low volume streets surrounding the Site provide connectivity to existing bicycle facilities in the Alaska Avenue & Dahlia Street NW vicinity. Bicycle lanes are available near the Site along 14th Gorove Slade recommends implementing peak period parking Street NW and along Butternut Street NW. restrictions along the north side of Alaska Avenue (on the southwestbound approach) from Dahlia Street to 16th Street. The Project will provide secure long-term bicycle parking for employees and short-term bicycle parking in the form of racks Georgia Avenue & Dahlia Street NW for visitors in high visibility areas. The amount of bicycle Gorove Slade recommends signal timing and phasing parking provided is expected to meet or exceed zoning adjustments be coordinated with DDOT to ensure the most requirements. efficient future operation, following the construction of the CNRIC development. The Project is expected to generate a moderate number of bicycle trips; and it is anticipated the existing infrastructure 16th Street & Main Drive NW with improvements will support site-generated trips. Gorove Slade recommends improvements to the pedestrian environment such as high-visibility crosswalks and Vehicular implementing LPIs. The Site is well-connected to regional roadways such as I-495, as well as arterials such as 16th Street and Georgia Avenue, and Safety an existing network of collector and local roadways. A qualitative review of study area intersections was performed to identify areas of concern due to vehicular, pedestrian, and In order to determine if the Project will have a negative impact bicycle interactions. on this transportation network, this report projects future
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Gorove Slade analysis concluded that conditions may be improved at two (2) intersections that would further enhance the multi-modal network surrounding the Site. Improvements are recommended as follows:
Alaska Avenue, Georgia Avenue & Kalmia Road NW An improvement that could be implemented at this intersection is the installation of “Yield to Pedestrian” signs and upgrading the crosswalks across Georgia Avenue to high- visibility crosswalks.
16th Street & Alaska Avenue NW Upgrading the crosswalk across the north leg of 16th Street to high-visibility crosswalks and extending the north leg median to serve as a pedestrian refuge island would improve conditions for pedestrians at this intersection.
Transportation Demand Management (TDM) Per the DDOT CTR guidelines, the goal of TDM measures is to reduce the number of single occupancy vehicles and vehicle ownership within the District. The promotion of various programs and existing infrastructure includes maximizing the use of transit, bicycle, and pedestrian facilities. DDOT has outlined expectations for TDM measures in their CTR guidelines, and this project has proposed a TDM plan based on these guidelines.
Summary and Recommendations This report concludes that the Project will not have a detrimental impact on the surrounding transportation network with the implementation of the proposed mitigation and TDM measures.
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NTRODUCTION ▪ 60,000 square feet of outpatient, ambulatory care I clinic space ▪ 20,000 square feet of conference space This report reviews the transportation elements of the ▪ 500 below-grade vehicle parking spaces (distributed Development Stage 2+ of the Children’s National Research & amongst the buildings) Innovation Campus (CNRIC), referred to as “the Site” or “the Project” herein. The Site, shown in Figure 1 and Figure 2, is The analyzed program does not include Phase I of the CNRIC located at Square 2950 Lots 820-828 in Ward 4 of Washington, campus, which is currently under construction and includes DC. The Site is located within the former Walter Reed Army four (4) structures for clinic space, R&D office space, an Medical Center (WRAMC). In addition to CNRIC Phase I, the auditorium, and parking. District of Columbia’s Local Redevelopment Authority (LRA) Reuse Plan, and the Department of State Foreign Missions Vehicular access to the Site will be available from 13th Place Center (DoS FMC), have been approved within the former using the existing curb cut from Fern Street and Dahlia Street. WRAMC site. As part of the LRA Reuse Plan, Dahlia Street will be opened to provide east-west connectivity from Georgia Avenue to 13th PURPOSE OF STUDY Street. As part of the DoS FMC project, Dahlia Street will be The purpose of this report is to: opened to provide additional east-west connectivity between 1. Review the transportation elements of the Project and 13th Street and Alaska Avenue. demonstrate that it conforms to DDOT’s general policies of promoting non-automobile modes of travel and Pedestrian and bicycle access to the Site will be available from sustainability. Fern Street and Dahlia Street. As part of the Project, pedestrian 2. Provide information to DDOT and other agencies on how facilities surrounding the Site will be improved to meet DDOT the Project will influence the local transportation and ADA standards. Sidewalks will be improved or installed network. This report accomplishes this by identifying the along the frontage of the Site to meet or exceed the width potential trips generated by the Project on all major requirements. modes of travel and where these trips will be distributed There are existing bicycle facilities near the Site, including on such network. bicycle lanes on 14th Street NW, south of the Site, and on 3. Determine whether the Project will lead to adverse Butternut Street NW. Residential low volume streets impacts on the local transportation network. surrounding the Site provide additional bicycle connectivity. PROJECT SUMMARY CONTENTS OF STUDY The Site is part of the former WRAMC and is currently occupied This report contains nine (9) chapters as follows: by four (4) structures being renovated as part of Phase I of the Study Area Overview CNRIC development. The Site is located in the northwest This chapter reviews the area near and adjacent to the quadrant of Washington, DC. The Site is bounded by Fern Project and includes an overview of the Site. Street NW to the north, Dahlia Street NW to the south, LRA Reuse Plan property to the east, and US Department of State Project Design property to the west. This chapter reviews the transportation components of the Project, including the site plan and access. This chapter The proposed zoning text and map amendments support the also contains the proposed Transportation Demand development of the Site with approximately six (6) additional Management (TDM) plan for the Site. building projects. The development program analyzed in this Trip Generation report includes the following: This chapter outlines the travel demand of the Project. It ▪ 50 dwelling units summarizes the trip generation of the analyzed Project. ▪ 700,000 square feet of R&D office space that will serve research, clinical, and laboratory uses Traffic Operations
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This chapter provides a summary of the existing roadway facilities and an analysis of the existing and future roadway capacity in the study area. This section highlights the vehicular impacts of the Project, including presenting mitigation measures for minimizing impacts, as needed.
Transit This chapter summarizes the existing and future transit service adjacent to the Site, reviews how the Project’s transit demand will be accommodated, outlines impacts, and presents recommendations, as needed. Pedestrian Facilities This chapter summarizes existing and future pedestrian access to the Site, reviews walking routes to and from the Project, outlines impacts, and presents recommendations, as needed. Bicycle Facilities This chapter summarizes existing and future bicycle access to the Site, reviews the quality of cycling routes to and from the Project, outlines impacts, and presents recommendations, as needed. Safety Analysis This chapter summarizes the potential safety impacts of the Project. This includes a qualitative review of existing and proposed safety features surrounding the Site. Summary and Conclusions This chapter presents a summary of the recommended mitigation measures by mode and presents overall report findings and conclusions.
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Figure 1: Site Location
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Figure 2: Site Aerial
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TUDY REA VERVIEW Overall, the Site has access to several regional roadways and S A O transit options, making it convenient to travel between the Site and destinations in the District, Virginia, and Maryland. This section reviews the existing conditions of the surrounding transportation network and includes an overview of the site Overview of Local Access location, including a summary of the major transportation There are a variety of local transportation options near the Site characteristics of the area and of future regional projects. More that serve vehicular, transit, walking, and cycling trips, as specific characteristics of each mode and their subsequent shown on Figure 5. study areas will be defined in later sections of this report. The Site is directly served by a local vehicular network that The following conclusions are reached within this chapter: includes regional roadways, such as Georgia Avenue NW (Route ▪ The Site is surrounded by an extensive local and 29) and several principal and minor arterials such as Alaska regional transportation system that will connect the Avenue NW, 13th Street NW, 14th Street NW, and 16th Street Project to the rest of the District and surrounding NW. Collectors near the Site also facilitate connectivity and areas. include Kalmia Road NW, Butternut Street NW, and Aspen ▪ The Site is served by public transportation with access Street NW. to local Metrobus lines and Metrorail. ▪ There are multiple bicycle facilities surrounding the The Metrobus system provides local transit service in the Site including bicycle lanes on 14th Street and vicinity of the Site, including connections to several Butternut Street. neighborhoods within the District and additional Metrorail ▪ The Site is surrounded by a well-connected pedestrian stations. As shown in Figure 5, there are nine (9) bus routes network, with the majority of sidewalks and crossings that serve the Site. Near the Site, there are eight (8) bus stops meeting DDOT requirements. along Alaska Avenue NW. These bus routes connect the Site to areas of the District and Maryland along 16th Street NW and MAJOR TRANSPORTATION FEATURES Georgia Avenue NW (Route 29). A detailed review of transit Overview of Regional Access stops within a quarter-mile walk of the Site is provided in a As shown in Figure 4, the Site has ample access to regional, later chapter of this report. vehicular, and transit-based transportation options that There are several existing bicycle facilities near the Site that connect the Site to destinations within the District, Virginia, connect to areas within the District. Bicycle lanes are available and Maryland. along 14th Street and Butternut Street NW, connecting to th The Site is accessible from regional roadways, such as Georgia bicycle lanes/signed routes on 8 Street NW to the north and Avenue NW (Route 29) and several principal and minor Piney Branch Road to the northeast and south. A detailed arterials such as Alaska Avenue NW, 16th Street NW, and Piney review of existing and proposed bicycle facilities and Branch Road. These roadways create connectivity to I-395 and connectivity is provided in a later chapter of the report. the Capital Beltway (I-495) that surrounds Washington, DC and Anticipated pedestrian routes, such as those to public its inner suburbs, as well as provides connectivity to the District transportation stops, schools, and community amenities, core. provide adequate pedestrian facilities; however, there are The Site is located approximately 0.8 mile from the Takoma sidewalks, generally located in the residential areas to the Metro station (served by the Red Line). The Red Line connects north of the Site, that do not meet DDOT standards due to Rockville, MD with Glenmont, MD while providing access to the narrow unobstructed widths and/or insufficient buffer widths. District core. Connections can be made at the Metro Center Barriers exist south of the Site along Aspen Street NW due to and Gallery Place-Chinatown stations to access the five other construction activities; however, pedestrian facilities will be Metrorail lines, allowing access to points in Virginia and Prince improved upon redevelopment of the Walter Reed campus. George’s County, Maryland. Connection to the Yellow and Additional barriers exist to the west due to limited connectivity Green Lines can also be made at the Fort Totten Metro Station. through Rock Creek Park. Within the overall WRAMC site,
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pedestrian facilities will be improved as part of the LRA Reuse Metro station, and the third station is located at Georgia Plan, DoS FMC, and CNRIC. A detailed review of existing and Avenue and Piney Branch Rd NW. future pedestrian access and infrastructure is provided in a later chapter of this report. Three (3) additional Capital Bikeshare stations are planned to be installed on the LRA portion of the WRAMC site as part of Overall, the Site is surrounded by a robust local transportation the LRA Reuse Plan implementation. network that allows for efficient transportation options via transit, bicycle, walking, or vehicular modes. In addition to Capital Bikeshare, DDOT has granted operating permits to four (4) companies (Jump, Lyft, Skip, and Spin) to Carsharing provide additional options for point-to-point Shared Mobility Two (2) carsharing companies provide service in the District: Device (SMD) transportation services. These SMDs are provided Zipcar and Free2Move. Both services are private companies by private companies that give registered users access to a that provide registered users access to a variety of variety of e-scooter and e-bike options. These devices are used automobiles. Of these, Zipcar has designated spaces for their through each company-specific mobile phone application. vehicles. Currently, there are no Zipcar locations within a Many SMDs do not have designated stations where pick- quarter-mile of the Site, and the nearest Zipcar locations are up/drop-off activities occur like with Capital Bikeshare; instead, adjacent to the Takoma Metro station. The locations and the many SMDs are parked in public space, most commonly in the number of available vehicles are listed in Table 1. It is expected “furniture zone” (the portion of sidewalk between where that additional car-sharing vehicles will be available in the area people walk and the curb, often where you’ll find other street with the redevelopment of the adjacent LRA site. signs, street furniture, trees, parking meters, etc.).
Carsharing is also provided by Free2Move, which provide point- Walkscore to-point carsharing. Free2Move is located within select areas of Walkscore.com is a website that provides scores and rankings the District and Free2Move vehicles may park in any non- for the walking, biking, and transit conditions within restricted metered curbside parking space or Residential neighborhoods of the District. Based on this website, the Site is Parking Permit (RPP) location in any zone throughout the located in the Shepherd Park-Takoma neighborhood. The Site defined “Home Area”. Members do not have to pay the meters has a walk score of 71 (or “Very Walkable”), a transit score of or pay stations. Free2Move does not have permanent 72 (or “Excellent Transit”), and a bike score of 53 (or designated spaces for their vehicles; however, availability is “Bikeable”). tracked through their website and mobile phone application, which provides an additional option for car-sharing patrons. Figure 3 shows the neighborhood borders in relation to the Site and displays a heat map for walkability and bikeability. The Table 1: Carshare Locations following conclusions can be made based on the data obtained Carshare Location Number of Vehicles from Walkscore.com: Zipcar ▪ The Site is situated in an area with good walk scores 6950 Maple Street NW 2 Vehicles because most errands can be accomplished on foot; Total 2 vehicles ▪ The Site is situated in an area with good transit scores due to its proximity to bus lines and a Metro Bikeshare and Scooter Share station; and The Capital Bikeshare program provides an additional cycling ▪ The Site is situated in an area with fair bike scores option for residents, employees, and visitors throughout the due to several bike facilities within a mile of the Site. District. The Bikeshare program has placed over 500 bicycle- share stations across the Washington, DC metropolitan area Overall, the Site and surrounding Shepherd Park-Takoma with over 4,300 bicycles provided. Three Capital Bikeshare neighborhood have good pedestrian, transit, and bike stations are located less than a mile away from the Site, one on accessibility. Additionally, other planned developments, th 14 Street and Luzon Street NW, one adjacent to the Takoma roadway improvements, and active transportation
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improvements will help increase the walk, transit, and bike FUTURE PROJECTS scores in the Shepherd Park-Takoma neighborhood. There are a few District initiatives and approved developments located in the vicinity of the Site. These planned and proposed projects are summarized below.
Local Initiatives MoveDC: Multimodal Long-Range Transportation Plan MoveDC is a long-range plan that provides a vision for the future of DC’s transportation system. As the District grows, so must the transportation system, specifically in a way that expands transportation choices while improving the reliability of all transportation modes.
The MoveDC report outlines recommendations by mode with the goal of having them completed by 2040. The plan hopes to achieve a transportation system for the District that includes: ▪ 70 miles of high-capacity transit (streetcar or bus) ▪ 200 miles of on-street bicycle facilities or trails ▪ Sidewalks on at least one side of every street ▪ New street connections ▪ Road management/pricing in key corridors and the Central Employment Area ▪ A new downtown Metrorail loop ▪ Expanded commuter rail ▪ Water taxis
Adjacent to the Project, 14th Street NW and Kalmia Road NW have each been recommended to include bicycle lanes. These bicycle lanes would enhance connectivity to other bicycle facilities throughout the District.
Near the Site along Georgia Avenue NW (Route 29), a streetcar is proposed that will create north-south connectivity from Navy Yard to the Takoma metro station.
Near the Site along 16th Street NW, high-capacity transit (dedicated space) is proposed that will create north-south connectivity from the District core to Silver Spring, MD.
SustainableDC: Sustainable DC Plan SustainableDC is a planning effort initiated by the Department of Energy & Environment and the Office of Planning that
Figure 3: Summary of Walkscore and Bikescore provides the District with a framework for leading Washington DC to become the most sustainable city in the nation. The 2012 report proposes a 20-year timeframe to answer challenges in areas of: (1) Jobs & the economy; (2) Health & Wellness; (3) Equity & Diversity; (4) Climate & Environment; (5) Built
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Environment; (5) Energy; (6) Food; (7) Nature; (8) narrowed to reduced pedestrian crossing distances, high Transportation; (9) Waste; and (10) Water. With respect to visibility crosswalks, and sidewalk extensions, are included in transportation, the 20-year sustainability goals include: the Plan. Also included in the plan are additional bicycle ▪ Improving connectivity and accessibility through facilities, including signed bicycle routes and bike lanes. In efficient, integrated, and affordable transit systems; order to improve vehicular travel, signal coordination and ▪ Expanding the provision of safe, secure infrastructure transit signal prioritization are suggested, as well as left-turn for cyclists and pedestrians; pockets at intersections where pedestrian bulb-outs are not ▪ Reducing traffic congestion to improve mobility; and planned. ▪ Improving air quality along major transportation routes. Rock Creek East I Livability Study The CNRIC development is located within the study area of the A combination of increasing public transit and decreasing ongoing Rock Creek East I Livability Study. vehicular mode shares has been suggested to meet the transportation targets. The transportation demand Livability studies seek to identify and resolve transportation management (TDM) measures proposed in this CTR will help issues facing DC neighborhoods with a system-wide approach. curtail vehicular mode share. Each study concludes with solution recommendations for intersections and roadways within the study area that are WRAMC Small Area Plan backed by the community based on robust community The WRAMC Small Area Plan (SAP) was developed concurrently involvement. More specifically, the Rock Creek East I Livability with the Walter Reed Local Redevelopment Authority (LRA) Study has the following objectives: Reuse Plan. The SAP established land use designations and is ▪ Develop a neighborhood-wide comprehensive consistent with the approved LRA Reuse Plan. The WRAMC SAP approach for the implementation of traffic calming also established area characteristics and design guidelines for and operational improvements where warranted. the WRAMC site such as building forms, setbacks, heights, and ▪ Identify specific issues that impact safety and stories. comfort of pedestrians, bicyclists, transit riders, motorists, and freight deliveries. Upper Georgia Avenue – Great Streets Redevelopment Plan ▪ Design cost-effective and measurable system According to the Office of the Deputy Mayor for Planning and improvements that benefit all users. Economic Development (DMPED), the Great Streets Initiative is ▪ Reduce vehicle speeds where problems have been a multi-year, multi-agency effort to transform nine under- measured or observed. invested corridors into thriving and inviting neighborhood ▪ Identify and evaluate safety and access issues and centers using public actions and tools as needed to leverage solutions around public facilities such as: schools, private investment. parks, recreational centers, and other key community facilities. Of the improvements included in this study, the Great Streets ▪ Create design solutions that will enhance comfort initiative is the largest background improvement in the study and livability for residents and visitors to the project area not directly associated with the WRAMC redevelopment. area. Improvement recommendations for the Georgia Avenue corridor were obtained from the 7th Street/Georgia Avenue While the report and recommendations have not been Great Streets Framework Plan (Plan) approved in June 2008. finalized, public workshops have been held and a number of This study focuses on transportation improvements for recommendations have been made available on the Study’s pedestrians/bicyclists, transit, and vehicles in order to improve website that would impact the study area such as: multimodal mobility along the Georgia Avenue corridor ▪ Georgia Avenue & Fern Street Intersection between Eastern Avenue and Mount Vernon Square. Right-of- o Pedestrian signal way options are defined in the Plan to improve bus service ▪ Alaska Avenue/Georgia Avenue and Kalmia Road along the corridor and prepare for the Streetcar. Additionally, intersection pedestrian facilities, including bulb-outs where the roadway is
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o West side of Kalmia Road would become a T- ▪ Office space (including Medical Office); intersection with Alaska Avenue with right-in right- ▪ Institutional space; and out (RIRO) movements. Alaska Avenue, Georgia ▪ Notice of Intent (NOI) development, including Avenue, and the east side of Kalmia Road would be homeless and affordable housing, k-12 and post- aligned as a four-leg intersection secondary education space, and medical office space. o Introduction of medians and bulb-outs ▪ 16th Street and Alaska Avenue intersection Transportation demand assumptions for the LRA portion of o High visibility crosswalks the WRAMC will be taken from the Walter Reed LRA Reuse o Updated ADA-compliant alignment Plan Transportation Impact Study performed by Gorove o Reduced northbound-right turn radius Slade in August of 2012 and adjusted as necessary. The o Median extension developed is expected to be complete prior to the completion of CNRIC. Planned Developments There are four (4) potential development projects in the vicinity 7700 Georgia Avenue NW of the Site. For the purpose of this analysis, and consistent with This by-right development will include 35 multifamily DDOT and industry standards, only approved developments residential units. The development is expected to be expected to be completed prior to the planned development complete prior to the completion of CNRIC. with an origin/destination within the study should be included. Figure 6 shows the location of the developments considered in Department of State Foreign Missions Center (DoS FMC) relation to the Project. Part of the WRAMC land was transferred to the US Department of State for redevelopment. The proposed Children’s National Research & Innovation Campus (Phase DoS Foreign Missions Center (DoS FMC) intends to develop I) their campus to lease lots with the express purpose of Phase I of the Children’s National Research and Innovation building chanceries. The site consists of approximately Center is a by-right renovation and includes the following: 920,000 square feet to be split into 9 to 13 individual ▪ Building 3 – capacity for 969 garage parking spaces chancery lots. ▪ Building 53 – 299-seat Auditorium ▪ Building 52 – 28,000 SF Clinic Transportation demand assumptions for the DoS FMC ▪ 50 % of Building 54 – 160,000 SF of Lab/Clinical (R&D portion of the WRAMC will be taken from the U.S. office) Department of State Foreign Missions Center Transportation Impact Study performed by Gorove Slade in Construction is currently underway and will be completed March of 2017. by December 2020. The remaining 50% of Building 54 will be renovated in Phase II, expected to be completed by A completion date is not available for this project; 2025. therefore, this report analyzes future conditions with and without the DoS FMC and its associated improvements. Walter Reed Local Redevelopment Authority (LRA) Reuse Plan (“Reuse Plan”) The majority of the WRAMC land was transferred to the
District of Columbia for redevelopment. The Reuse Plan includes renovating and reusing existing historical buildings on site, as well as constructing new infill development.
The Reuse Plan focuses on improving the existing site through the addition of: ▪ Townhomes and apartment residences; ▪ Street-level retail;
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Figure 4: Major Regional Transportation Facilities
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Figure 5: Major Local Transportation Facilities
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Figure 6: Background Developments
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PROJECT DESIGN 54S Lab (R&D) 200,000 sf SITE ACCESS AND CIRCULATION This chapter reviews the transportation components of the Pedestrian and Bicycle Access Project. It includes descriptions of the Project’s vehicular Pedestrian and bicycle access to the Site is available from Fern access, loading, parking, bicycle and pedestrian facilities, TDM Street. Additional access will be available from the east using plan, and sustainable transportation elements. Dahlia Street as the implementation of the LRA Reuse Plan The Site is currently occupied by buildings undergoing progresses. Access from the west on Dahlia Street would renovation as part of Phase I of the Children’s National become available as part of DoS FMC improvements. Research & Innovation Campus (CNRIC). Phase I of the CNRIC is Vehicular Access by-right and includes improving the existing structures with Primary vehicular access to the Project will be provided by 13th approximately 329,000 square feet of R&D office space, 28,000 Place using the existing curb cut on Fern Street. Additional square feet of clinic space, a 299-seat Auditorium, and 969 vehicular access will become available from Dahlia Street as the garage parking spaces. implementation of the LRA Reuse Plan progresses. East-west th The proposed zoning text and map amendments support connectivity will be provided from Georgia Avenue to 13 Place development of the CNRIC Site with up to 50 dwelling units on Dahlia Street. Access through Dahlia Street from the LRA specifically serving the CNRIC population, up to 60,000 square Reuse Plan is assumed in all future analysis scenarios. An th feet of outpatient/ambulatory clinic space, up to 700,000 extension of Dahlia Street from Alaska Avenue to 13 Place square feet of R&D/Clinical/Lab office space, and an additional would become available as part of the DoS FMC improvements. 20,000 square feet of conference space. A circulation plan with vehicular and loading routes is shown on The proposed zoning text and map amendments support a fully Figure 8. developed Site with: Loading Access ▪ Residential – up to 50 dwelling units specifically Loading access will also be available from Fern Street NW. serving the CNRIC population Truck routing to and from the Site will be focused on ▪ Outpatient/Ambulatory Clinic Space – up to 90,000 designated primary truck routes. SF ▪ R&D/Clinical/Lab Office Space – up to 1.1 million SF Each of the buildings on Site will meet the applicable loading ▪ Parking – up to 1,600 spaces supplied in a parking requirements and provide loading facilities accordingly. structure and below-grade parking ▪ Conference Space – up to 20,000 SF Conference Truck restrictions in the area are shown on Figure 9. Space with a 299-seat Auditorium PARKING The site plan and development program analyzed in this report The Site includes an existing parking garage (Building 3) with a are shown on Figure 7 and summarized in capacity for 1,135 vehicle parking spaces. Phase I includes the Table 2. renovation of the structure to a capacity of 969 vehicles spaces Table 2: Project Development Program that will serve the Site and will be available for use by the Building Land Use Size adjacent LRA Reuse Plan and DoS FMC developments. 3N Residential 50 du In addition to the on-site parking garage, the proposed text and 3E Clinical Care 60,000 sf map amendments support the addition of 500 below-grade 3E R&D 220,000 sf vehicle parking spaces distributed amongst the buildings on 53S Conference Space 20,000 sf campus. 54N Lab (R&D) 180,000 sf 54E Lab (R&D) 100,000 sf
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BICYCLE AND PEDESTRIAN FACILITIES ▪ The Applicant will identify Transportation Bicycle Facilities Coordinators for the planning, construction, and While the Site design has not been finalized, the Applicant operations phases of development. The intends to meet or exceed the number of bicycle parking Transportation Coordinators will act as points of spaces required per the 2016 Zoning Regulations. The number contact with DDOT, goDCgo, and Zoning of short- and long-term bicycle spaces the Project is required to Enforcement. supply based on the proposed land uses is listed on ▪ The Applicant will provide the Transportation Coordinators’ contact information to goDCgo, Table 18. conduct an annual commuter survey of employees on site, and report TDM activities and data collection Pedestrian Facilities efforts to goDCgo once per year. As part of the Project, pedestrian facilities along the frontage of ▪ The Transportation Coordinators will develop, the Site will be improved to meet DDOT and ADA standards. distribute, and market various transportation New sidewalks will be installed within the Site that will meet or alternatives and options to site employees, including exceed the width requirements, as well as curb ramps with promoting transportation events (i.e. Bike to Work detectable warnings and crosswalks at the new site entrance as Day, National Walking Day, Car Free Day) on staff needed. portals and in any internal building newsletters or communications. STREETCAR SERVICE TO SITE ▪ Transportation Coordinators will receive TDM As stated previously, the MoveDC Multimodal Long-Range training from goDCgo to learn about the TDM Transportation Plan includes the reestablishment of streetcar conditions for the Project and available options for service in the District and in the vicinity of the Site. The implementing the TDM plan. streetcar system element of the plan includes one route that ▪ Transportation Coordinators will notify goDCgo each travels adjacent to the WRAMC site along Georgia Avenue and time a new office tenant moves in and provide TDM Butternut Street. Additionally, this line may be extended north information to each tenant upon move-in. along Georgia Avenue to service the Silver Spring Metrorail ▪ Links to CommuterConnections.com and goDCgo.com Station. Though the timeline for this service is currently will be posted on employee portals. unknown, the proposed site plan for the adjacent LRA Reuse ▪ Provide employees who wish to carpool with detailed Plan supports the inclusion of streetcar stops on or adjacent to carpooling information and will be referred to other the development. carpool matching services sponsored by the Metropolitan Council of Governments (MWCOG) or TRANSPORTATION DEMAND MANAGEMENT (TDM) other comparable service if MWCOG does not offer TDM is the application of policies and strategies used to reduce this in the future. travel demand or to redistribute demand to other times or ▪ The Transportation Coordinator will subscribe to spaces. TDM typically focuses on reducing the demand of goDCgo’s residential newsletter and make relevant single-occupancy, private vehicles during peak period travel information available to campus residents. times or on shifting single-occupancy vehicular demand to off- ▪ The Transportation Coordinator will host a peak periods. informational event for employees and members of the community once per year that highlight the The Applicant is committed to providing a sustainable Project transportation options and include transportation- within the Site and to this end, the Applicant will ensure every related educational seminars such as Washington building provides pedestrian and bicycle facilities that meet or Area Bicyclist Association’s “Everyday Bicycling” exceed zoning requirements. seminar, bicycle safety/repair workshops, etc. ▪ Post all TDM commitments on website, publicize The Applicant proposes the following TDM measures: availability, and allow the public to see what commitments have been promised.
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▪ The Transportation Coordinator will demonstrate to SUSTAINABLE TRANSPORTATION ELEMENTS goDCgo that the Applicant and any campus tenants The Applicant will provide 14 electric vehicle charging stations with 20 or more employees are in compliance with and designate 31 low-emission vehicle parking spaces in the the applicable DC Commuter Benefits Law and parking garage. Additionally, as part of the proposed TDM Plan, participate in at least three of the benefits required the Applicant will provide carpooling and vanpooling spaces by regulation such as employee-paid pre-tax benefits, available for use by employees. employer-paid direct benefits, or shuttle service, as well as any other commuter benefits related laws Bicycle facilities will also be available throughout the Site in the that may be implemented in the future. form of short-term bicycle parking in high-visibility locations ▪ Information on the Commuter Connections near entrances available to visitors. Long-term storage bicycle Guaranteed Ride Home (GRH) program, which rooms will also be available on Site with bicycle repair stations. provides commuters a free reliable ride home in case Locker rooms and showers will be available to employees. of emergencies, will be posted on employee portals. ▪ The Applicant will provide a free SmarTrip card and As part of the TDM Plan, the Transportation Coordinator will one complimentary Capital Bikeshare coupon good remain informed on sustainable transportation practices and for a free ride to each new employee. work to offer sustainable transportation elements as amenities ▪ The Applicant will participate in the Capital Bikeshare to employees. Corporate Membership program and offer discounted annual memberships to employees. The District’s Tree Canopy Protection Amendment Act of 2016 ▪ The Applicant will ensure each building meets or protecting Heritage and Special Trees will be observed through exceeds the Zoning Regulations by providing the design and construction of the Project. This Law prohibits required number of short- and long-term bicycle harming or the removal of existing Heritage Trees on site. Only parking spaces. Heritage Trees that the District’s Mayor deems hazardous or ▪ Long-term bicycle storage rooms throughout the Site tree species that have been identified appropriate for removal will be provided to accommodate non-traditional may be removed with a Tree removal permit. Heritage Trees sized bikes. Bicycle repair stations will also be are defined as having a circumference of 100 inches or more. available at each long-term bicycle room. Special Trees are between 44 inches and 99.99 inches in ▪ The Applicant will provide showers and locker circumference facilities throughout the Site available for use by campus employees. The Applicant will work with the District’s Urban Forestry ▪ A number of preferential carpooling spaces and Division (UFD) to determine if any Heritage or Special trees will vanpooling spaces will be made available in a be impacted by the Project so these can be accommodated convenient location within the garage for employee accordingly. use.
▪ The Applicant will designate a number of parking spaces in the parking garage for car-sharing and
micro-mobility services to use with right of first refusal. If an agreement is not reached within a year of the garage opening, the Applicant will designate these as carpooling and/or vanpooling spaces. ▪ The Applicant will provide a shuttle transporting Site employees and visitors to and from the Takoma Metro Station. The routing and schedule will be developed once the Project design has been refined.
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Figure 7: Site Plan
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Figure 8: Site Access and Circulation
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Figure 9: Truck Routes
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RIP ENERATION parking guidelines for entertainment, assembly and performing T G arts uses which require two (2) parking spaces for every 1,000 square feet and supplemented with the directional split of ITE This chapter outlines the Project’s transportation demand. It land use 444, movie theater. summarizes the projected trip generation of the Project by mode, which forms the basis for the chapters that follow. Trips were split into different modes using assumptions derived These assumptions were vetted and approved by DDOT as a from census data for the residents that currently live near the part of the scoping process for the study. Site, WMATA ridership survey data, and projected developments surrounding the study area. A summary of the Traditionally, weekday peak hour trip generation is calculated mode split assumptions is provided in Table 3, and a summary based on the methodology outlined in the Institute of of the multimodal trip generation for the Project, based on ITE, th Transportation Engineers’ (ITE) Trip Generation Manual, 10 is provided in Table 4 for both peak hours. Detailed calculations Edition. This methodology was supplemented to account for are included in the Technical Attachments. the urban nature of the Project (the Trip Generation Manual provides data for non-urban, low transit use Sites) and to Table 3: CNRIC Mode Split Assumptions Mode generate trips for multiple modes, as vetted and approved by Land Use Drive Transit Bike Walk DDOT. Residential 45% 45% 1% 9% Trip generation for the R&D, institutional, clinical office, and Non-Residential laboratory space was calculated based on ITE land use 760, (Clinical Office, R&D 55% 35% 5% 5% Research and Development Center. Trip generation for the Visitors, etc.) Event 60% 35% 1% 4% residential component of the CNRIC development was calculated based on ITE land use 221, Multifamily Housing The Project is expected to generate new trips on the (Mid-Rise). Trip generation for the outpatient/ambulatory clinic surrounding transportation network across all modes. The AM space component of the CNRIC development was calculated peak hour trip generation is projected to include 316 based on ITE land use 630, clinic. While the conference space vehicles/hour, 246 transit riders/hour, 32 bicycle trips/hour, component of the CNRIC development that is analyzed in this and 36 walking trips/hour. The PM peak hour trip generation is report is anticipated to be support space to the CNRIC Phase I projected to include 331 vehicles/hour, 258 transit riders/hour, auditorium, as a conservative measure trip generation for the 33 bicycle trips/hour, and 37 walking trips/hour. conference space was calculated using Zoning Regulation
Table 4: ITE Multi-Modal Trip Generation Summary AM Peak Hour PM Peak Hour Weekday Mode In Out Total In Out Total Total Auto 242 veh/hr 74 veh/hr 316 veh/hr 87 veh/hr 244 veh/hr 331 veh/hr 5817 veh Transit 186 ppl/hr 60 ppl/hr 246 ppl/hr 73 ppl/hr 185 ppl/hr 258 ppl/hr 4433 ppl Bike 24 ppl/hr 8 ppl/hr 32 ppl/hr 7 ppl/hr 26 ppl/hr 33 ppl/hr 610 ppl Walk 27 ppl/hr 9 ppl/hr 36 ppl/hr 10 ppl/hr 27 ppl/hr 37 ppl/hr 640 ppl
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RAFFIC PERATIONS DoS FMC. Where mitigation measures were found T O feasible, the overall operations of the impacted study intersections were improved. The proposed mitigation This chapter provides a summary of an analysis of the existing measures include the following: and future roadway capacity surrounding the Site. Included is o Georgia Avenue, Alaska Avenue & Kalmia an analysis of potential vehicular impacts of the Project and a Road: adjusted signal timings discussion of potential improvements. o 16th Street & Alaska Avenue: adjusted signal timings The purpose of the capacity analysis is to: o Alaska Avenue & Dahlia Street: introducing ▪ Determine the existing capacity of the study area peak period parking restrictions on roadways; southbound Alaska Avenue ▪ Determine the overall impact of the Project on the o Georgia Avenue & Dahlia Street: adjusted study area roadways; and signal timings and introducing a protected ▪ Discuss any potential improvements and mitigation left-turn phase measures to accommodate the additional vehicular o 16th Street & Main Drive: adjusted signal trips. timings and adding a 50-foot northbound th This analysis was accomplished by determining the traffic right-turn lane on 16 Street. volumes and roadway capacity for the following scenarios for ▪ Overall, this report concludes that the project will not years 2019 and projected year 2035: have a detrimental impact to the surrounding transportation network, assuming all mitigations are 1. 2019 Existing Conditions implemented. 2. 2035 Future Conditions without the CNRIC development and without the DoS FMC development STUDY AREA, SCOPE, & METHODOLOGY (2035 Background Conditions without DoS FMC) This section outlines the vehicular trips generated in the study 3. 2035 Future Conditions with the CNRIC development area along the vehicular access routes and defines the analysis and without the DoS FMC development (2035 Future assumptions. Conditions without DoS FMC) 4. 2035 Future Conditions without the CNRIC The scope of the analysis contained within this report was development and with the DoS FMC development discussed with and agreed to by DDOT. The general (2035 Background Conditions with DoS FMC) methodology of the analysis follows national and DDOT 5. 2035 Future Conditions with the CNRIC development guidelines on the preparation of transportation impact and with the DoS FMC development (2035 Future evaluations of site development. Conditions with DoS FMC) Capacity Analysis Scenarios The capacity analysis focuses on the weekday morning and The vehicular capacity analyses were performed to determine afternoon commuter peak hours, as determined by the existing whether the CNRIC development will lead to adverse impacts traffic volumes in the study area. on traffic operations. A review of potential impacts to each of the other modes is outlined later in this report. This is This chapter concludes: accomplished by comparing four (4) future scenarios: ▪ Three (3) study intersections operate at unacceptable 1. Without the Project and without the DoS FMC levels of service in the Future study scenario without (referred to as the Background condition without DoS the DoS FMC; and five (5) study intersections operate FMC) at unacceptable levels of service in the Future study 2. With the Project approved and constructed (referred scenario with the DoS FMC. to as the Total Future condition without Dos FMC) ▪ Mitigation measures that were analyzed are discussed 3. Without the Project and with the DoS FMC (referred for both Future study scenarios with and without the to as the Background condition with DoS FMC)
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4. With the Project approved and constructed (referred 15. 16th Street & Main Drive to as the Total Future condition with Dos FMC) Figure 10 shows a map of the study area intersections. Specifically, the roadway capacity analysis examined the following scenarios: Geometry and Operations Assumptions 1. 2019 Existing Conditions The following section reviews the roadway geometry and 2. 2035 Future Conditions without the CNRIC operations assumptions made and the methodologies used in development and without the DoS FMC development the roadway capacity analyses. (2035 Background Conditions without DoS FMC) 3. 2035 Future Conditions with the CNRIC development Existing Geometry and Operations Assumptions and without the DoS FMC development (2035 Future The geometry and operations assumed in the existing Conditions without DoS FMC) conditions scenario are those present when the main data 4. 2035 Future Conditions without the CNRIC collection occurred. Gorove Slade made observations and development and with the DoS FMC development confirmed the existing lane configurations and traffic controls (2035 Background Conditions with DoS FMC) at the intersections within the study area. Existing signal 5. 2035 Future Conditions with the CNRIC development timings and offsets were obtained from DDOT and confirmed and with the DoS FMC development (2035 Future during field reconnaissance. Conditions with DoS FMC) The lane configurations and traffic controls for the Existing Study Area Conditions are shown on Figure 12. The study area of the analysis is a set of intersections where 2035 Background Geometry and Operations Assumptions detailed capacity analyses were performed for the scenarios Following national and DDOT methodologies, a background listed above. The set of intersections decided upon during the improvement must meet the following criteria to be study scoping process with DDOT are those intersections most incorporated into the analysis: likely to have potential impacts or require changes to traffic ▪ Be funded; and operations to accommodate the Project. Although it is possible ▪ Have a construction completion date prior or close to impacts will occur outside of the study area, those impacts are the Project. neither significant enough to be considered a material adverse impact nor worthy of mitigation measures. Based on the studies performed by Gorove Slade, all roadway improvements associated with the LRA Reuse Plan are Based on the projected future trip generation and the location expected to be complete prior to the completion of the CNRIC of the Site access points, the following intersections were development. The following background improvements were chosen and agreed upon by DDOT for analysis: assumed: 1. Georgia Avenue, Alaska Avenue & Kalmia Road NW ▪ Dahlia Street connectivity from Georgia Avenue to 13th 2. Alaska Avenue, 13th Street & Hemlock Street NW Place 3. 16th Street & Floral Street NW ▪ 13th Street connectivity from Fern Street to Dahlia Street 4. Floral Street & 14th Street NW ▪ 16th Street & Main Drive 5. Alaska Avenue & 14th Street NW o Construct a 100-foot westbound right-turn lane 6. Alaska Avenue & Fern Street NW o Signal retimed (timing split optimization assumed) 7. Fern Street & 13th Place ▪ 16th Street & Alaska Avenue 8. Fern Street & 13th Street o Construct a 100-foot northbound right-turn lane 9. Georgia Avenue & Fern Street ▪ Georgia Avenue & Dahlia Street 10. 16th Street & Alaska Avenue NW o Remove on-street parking to create a 150-foot 11. Alaska Avenue & Dahlia Street NW northbound left-turn lane; 12. 14th Street & Dahlia Street o Remove on-street parking to create a 150-foot 13. 13th Place & Dahlia Street southbound left-turn lane; and 14. Georgia Avenue & Dahlia Street
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o Construct a new eastbound driveway approach Traffic Volume Assumptions including a shared thru/left-turn lane and a 100-foot The following section reviews the traffic volume assumptions right-turn lane. and methodologies used in the roadway capacity analyses. ▪ Georgia Avenue & Fern Street o Install a new traffic signal Existing Traffic Volumes The existing traffic volumes are comprised of turning In addition to the background improvements associated with movement count data, which was collected on Wednesday, the LRA Reuse Plan, the improvements proposed by the DoS November 6, 2019 from 6:30 to 9:30 AM and 4:00 to 7:00 PM. FMC study were also considered in the background and future The results of the traffic counts are included in the Technical study scenarios that include the DoS FMC development. The Attachments. For all intersections, the intersection morning following improvements are associated with the DoS FMC and afternoon peak hours were used. The existing intersection development: peak hour traffic volumes are shown on Figure 15. ▪ Dahlia Street connection from Alaska Avenue to the LRA Reuse Plan property line 2035 Background Traffic Volumes (without the CNRIC ▪ Alaska Avenue & Dahlia Street development) o Construct a 100-foot westbound right-turn lane The traffic projections for the 2035 Background Conditions consist of the existing volumes with two additions: Figure 11 shows these improvements. ▪ Inherent growth on the roadway (representing regional traffic growth); and The lane configurations and traffic controls for the 2035 ▪ Traffic generated by developments expected to be Background Conditions without the DoS FMC development are completed prior to the Project (known as background shown on Figure 13, and the lane configurations and traffic developments controls for the 2035 Background Conditions with the DoS FMC development are shown on Figure 14. Of note, although signal Following national and DDOT methodologies, a background timing adjustments are likely to be implemented as part of the development must meet the following criteria to be background developments, detailed signal timing plans are not incorporated into the analysis: currently available. Additionally, it is assumed that signal ▪ Be located in the study area, defined as having an timings may require further adjustment when the CNRIC origin or destination point within the cluster of study development is fully built. Therefore, signal timing adjustments area intersections; were optimized to minimize overall intersection delays given ▪ Have entitlements; and the corresponding background volumes in the 2035 ▪ Have a construction completion date prior or close to Background Conditions. the future analysis year of 2035.
2035 Total Future Geometry and Operations Assumptions Based on these criteria, and as discussed with and agreed upon The lane configurations and traffic controls for the 2035 Future by DDOT, four (4) developments were considered to meet the Conditions were based on those for the 2035 Background above criteria. These developments include the following: Conditions without the DoS FMC and with the DoS FMC. No ▪ CNRIC Phase I additional roadway or operations changes are planned as part ▪ 7700 Georgia Avenue NW of the CNRIC development outside those proposed as part of ▪ Walter Reed Local Redevelopment Authority (LRA) mitigation measures. The lane configurations and traffic Reuse Plan controls for the 2035 Total Future Conditions without the DoS ▪ US Department of State Foreign Missions Center (DoS FMC are shown on Figure 13, and the lane configurations and FMC) traffic controls for the 2035 Total Future Conditions with the DoS FMC are shown on Figure 14. Due to the unknown completion date for the DoS FMC development, this report analyzes Background and Future conditions with and without the DoS FMC.
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Trip generation for the CNRIC Phase I background development Plan development will generate approximately 1,526 and 2,071 was calculated using the Institute of Transportation Engineers’ trips during the morning and afternoon peak hours, Trip Generation Manual, 10th Edition. Mode split and trip respectively. distribution assumptions for the CNRIC Phase I background development were based on the same assumptions used for Trip generation, mode split, and trip distribution assumptions the CNRIC development analyzed in this report. The CNRIC for the DoS FMC development were obtained from the Phase I background development will generate approximately Comprehensive Transportation Review performed by 240 and 247 trips during the morning and afternoon peak Gorove/Slade dated March 16, 2017, as presented in Table 7. hours, respectively. A summary of the trip generation for the The adjacent DoS FMC development will generate CNRIC Phase I background development is shown on Table 5. approximately 725 and 609 trips during the morning and Detailed mode split and trip generation information is included afternoon peak hours, respectively. in the Technical Attachments. For all background developments, where applicable, two There are no existing studies available for the 7700 Georgia separate trip distribution methodologies were utilized, Avenue NW development as it is a by-right development representing conditions with and without the DoS FMC therefore trip generation was calculated based on the Institute development. of Transportation Engineers’ Trip Generation Manual, 10th Edition. Mode splits for the 7700 Georgia Avenue NW While the background developments represent local traffic development were based on residential mode splits used for changes, regional traffic growth is typically accounted for using the CNRIC development. Trip distribution assumptions for the growth rates. The growth rates used in this analysis are derived 7700 Georgia Avenue NW development are based on those using the Metropolitan Washington Council of Government’s determined for the CNRIC development. A summary of the (MWCOG) currently adopted regional transportation model, mode split and trip generation assumptions for the 7700 comparing the difference between the year 2019 and 2035 Georgia Avenue background development is shown on Table 6. model scenarios as vetted and agreed to by DDOT. The growth rates observed in this model served as a basis for analysis Detailed mode split and trip generation information is included assumptions. The applied growth rates are shown in Table 8. in the Technical Attachments. The background growth volumes are shown in Figure 16.
Trip generation, mode split, and trip distribution assumptions The traffic volumes generated by the inherent growth along the for the LRA Reuse Plan were primarily obtained from the network were added to the existing traffic volumes and Transportation Impact Study performed by Gorove Slade dated volumes generated by background developments in order to August 15, 2012. However, Building 11 of the overall LRA Reuse establish the 2035 Background traffic volumes. The traffic Plan has been occupied since the completion of the 2012 study volumes for the 2035 Background Conditions without DoS FMC and as such has been removed from the overall LRA Reuse Plan are shown on Figure 17. The traffic volumes for the 2035 trip generation for this study. The updated LRA Reuse Plan trip Background Conditions with DoS FMC are shown on Figure 18. generation is presented in Table 7. The adjacent LRA Reuse
Table 5: ITE Multi-Modal Trip Generation Summary for CNRIC Phase I AM Peak Hour PM Peak Hour Weekday Mode In Out Total In Out Total Total Auto 209 veh/hr 31 veh/hr 240 veh/hr 27 veh/hr 220 veh/hr 247 veh/hr 2767 veh Transit 181 ppl/hr 24 ppl/hr 205 ppl/hr 21 ppl/hr 189 ppl/hr 210 ppl/hr 2126 ppl Bike 14 ppl/hr 3 ppl/hr 17 ppl/hr 3 ppl/hr 15 ppl/hr 18 ppl/hr 280 ppl Walk 23 ppl/hr 3 ppl/hr 26 ppl/hr 3 ppl/hr 24 ppl/hr 27 ppl/hr 298 ppl
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Table 6: ITE Multi-Modal Trip Generation Summary for 7700 Georgia Avenue AM Peak Hour PM Peak Hour Weekday Mode Mode Split In Out Total In Out Total Total Auto 45% 2 veh/hr 4 veh/hr 6 veh/hr 4 veh/hr 3 veh/hr 7 veh/hr 85 veh Transit 45% 2 ppl/hr 5 ppl/hr 7 ppl/hr 5 ppl/hr 3 ppl/hr 8 ppl/hr 100 ppl Bike 1% 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 2 ppl Walk 9% 0 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 1 ppl/hr 2 ppl/hr 20 ppl
Table 7: Vehicular Trip Generation for the LRA Reuse Plan and DoS FMC AM Peak Hour PM Peak Hour Weekday Development In Out Total In Out Total Total LRA Reuse 965 veh/hr 564 veh/hr 1526 veh/hr 880 veh/hr 1191 veh/hr 2071 veh/hr 20710 veh* Plan DoS FMC 624 veh/hr 101 veh/hr 725 veh 84 veh/hr 526 veh/hr 609 veh/hr 7250 veh* *Note: Weekday total based on highest volume peak hour extrapolated for a day (multiplied by 10)
Table 8: Applied Annual and Total Growth Rates Proposed Annual Growth Rate Total Growth between 2019 and 2035 Road & Direction AM Peak PM Peak AM Peak PM Peak Alaska Avenue-EB 0.10% 0.10% 1.61% 1.61% Alaska Avenue-WB 0.10% 0.10% 1.61% 1.61% Fern Street-EB 0.10% 0.50% 1.61% 8.31% Fern Street-WB 0.10% 0.10% 1.61% 1.61% Georgia Avenue-NB 0.10% 0.10% 1.61% 1.61% Georgia Avenue-SB 0.10% 0.10% 1.61% 1.61% 16th Street- NB 0.10% 0.10% 1.61% 1.61% 16th Street- SB 0.10% 0.10% 1.61% 1.61%
2035 Total Future Traffic Volumes (with the Project) summary of trip distribution assumptions without the DoS FMC The 2035 Total Future traffic volumes consist of the 2035 development and specific routing is provided on Figure 19 for Background volumes with the addition of the traffic volumes inbound and outbound trips. Trip distribution assumptions and generated by the CNRIC development. Thus, the 2035 Total specific routing with the DoS FMC development is shown on Future traffic volumes include traffic generated by the existing Figure 20. volumes, background developments (including study scenarios with and without the DoS FMC), the inherent growth on the The traffic volumes for the 2035 Total Future Conditions were study area roadways, and the CNRIC development. calculated by adding the Project-generated traffic volumes to the 2035 Background traffic volumes without the DoS FMC Trip distribution for the site-generated trips was determined development. Thus, the future condition with the Project based on (1) CTPP TAZ data, (2) existing and future travel scenario includes traffic generated by existing volumes, patterns in the study area, and (3) trip distribution assumptions inherent growth on the network, background developments used in the LRA Reuse Plan and DoS FMC studies. The approved (not including the DoS FMC), and the Project. The Project trip distribution assumptions for both the LRA Reuse Plan and generated traffic volumes without the DoS FMC are shown on DoS FMC studies are included in the Technical Attachments. Figure 21. The 2035 Total Future traffic volumes without the DoS FMC are shown on Figure 22. Based on this review and the Site access locations (with and without the DoS FMC development), the Project-generated As the DoS FMC development would provide east-west trips were distributed through the study area intersections. A connectivity on Dahlia Street from Alaska Avenue to 13th Place,
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resulting in full connectivity between Alaska Avenue and 2010 methodology and are included in the Synchro reports. Georgia Avenue, the routing for Project-generated traffic Detailed LOS descriptions and the analysis worksheets are volumes with the DoS FMC results in changes to routing shown contained in the Technical Attachments. on Figure 20. The Project-generated traffic volumes with the DoS FMC are shown on Figure 23. The traffic volumes for the Table 9 shows the results of the capacity analyses, including 2035 Total Future Conditions with the DoS FMC development LOS and average delay per vehicle (in seconds) for the Existing, were calculated by adding the Project-generated traffic 2035 Background without the DoS FMC, and 2035 Total Future volumes (routed with Dahlia Street connectivity to Alaska without the DoS FMC scenarios. Avenue) to the 2035 Background traffic volumes with the DoS FMC development. Thus, the future condition with the Project Table 10 shows a comparison of the volume to capacity (v/c) scenario includes traffic generated by existing volumes, ratios for the same scenarios. The capacity analysis results are inherent growth on the network, background developments shown on Figure 25 for the morning peak hour and Figure 26 (including the DoS FMC), and the Project. The 2035 Total for the afternoon peak hour. Future traffic volumes with the DoS FMC are shown on Figure Table 12 shows the results of the capacity analyses, including 24. LOS and average delay per vehicle (in seconds) for the Existing, 2035 Background with the DoS FMC, and 2035 Total Future VEHICULAR ANALYSIS RESULTS with the DoS FMC scenarios. Intersection Capacity Analysis Intersection capacity analyses were performed for the five scenarios outlined previously at the intersections contained within the study area during the morning and afternoon peak hours. Synchro version 10.3 was used to analyze the study intersections based on the HCM 2000 methodology for signalized and two-way stop-controlled intersections and HCM 2010 for all-way stop-controlled intersections.
The results of the capacity analyses are expressed in level of service (LOS) and delay (seconds per vehicle) for each approach. An LOS grade is a letter grade based on the average delay (in seconds) experienced by motorists traveling through an intersection. LOS results range from “A” being the best to “F” being the worst. LOS D is typically used as the acceptable LOS threshold in the District; although LOS E or F is sometimes accepted in urbanized areas if vehicular improvements would be a detriment to safety or non-auto modes of transportation.
The LOS capacity analyses were based on (1) the intersection peak hour traffic volumes; (2) the lane use and traffic controls; and (3) the HCM methodologies (using Synchro software). The average delay of each approach and LOS is shown for the signalized intersections in addition to the overall average delay and intersection LOS grade. Intersection delays for unsignalized two-way stop-controlled intersections are provided using the HCM 2000 unsignalized methodology and provided in the Synchro reports. Overall, intersection LOS and delays for all- way stop-controlled intersections are provided using the HCM
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Table 13 shows a comparison of the volume to capacity (v/c) MITIGATION MEASURES ratios for the same scenarios. The capacity analysis results with Based on DDOT standards, the Project is considered to have an the DoS FMC development are shown on Figure 27 for the impact at an intersection within the study area if any of the morning peak hour and Figure 28 for the afternoon peak hour. following conditions are met: ▪ The capacity analyses show a LOS E or F at an intersection Some of the study intersections operate at unacceptable or along an approach in the future with conditions with the conditions or have an approach that operates at unacceptable Project where one does not exist in the background conditions during at least one of the study scenarios. These conditions; intersections are as follows: ▪ There is an increase in delay at any approach or overall ▪ Georgia Avenue/Alaska Avenue & Kalmia Road NW intersection operating under LOS E or F of greater than 5 ▪ 16th Street & Floral Street NW percent when compared to the background conditions; or ▪ 16th Street & Alaska Avenue NW ▪ There is an increase in the 95th percentile queues by more ▪ Alaska Avenue & Dahlia Street NW than 150 feet at an intersection or along an approach in the ▪ Georgia Avenue & Dahlia Street NW future conditions with the Project where one does not exist ▪ 16th Street & Main Drive NW in the background scenario.
The Mitigations section discusses which intersections operate Based on these criteria, the following intersections are at unacceptable levels due to the Project and includes impacted by the Project: recommendations of mitigations measures to improve those ▪ Georgia Avenue/Alaska Avenue & Kalmia Road NW intersections. Project impact or mitigation measures are not ▪ 16th Street & Alaska Avenue NW discussed for the 16th Street & Floral Street intersection as the ▪ Alaska Avenue & Dahlia Street NW increased volumes result in improved approach conditions, ▪ Georgia Avenue & Dahlia Street NW based on the HCM unsignalized methodology, for the existing ▪ 16th Street & Main Drive NW failing approach in the afternoon.
Project Impact and Recommendations Queuing Analysis This section summarizes the results of the capacity analyses for In addition to the capacity analyses presented above, a queuing the intersections with movements or approaches that operate analysis was performed at each of the study intersections. The at unacceptable conditions and lists the scenarios for which this queuing analysis was performed using Synchro software. The occurs. Impact associated with the CNRIC development is noted 50th percentile and 95th percentile maximum queue lengths are where delays for failing approaches or intersections increase by shown for each lane group at the study area signalized five percent or more or where an intersection or approach go intersections. The 50th percentile maximum queue is the from an acceptable LOS to an unacceptable one as compared maximum back of queue on a typical cycle. The 95th percentile between Background and Future conditions. Finally, queue is the maximum back of queue with 95th percentile recommendations for improvements at each intersection are traffic volumes. For unsignalized intersections, the 95th discussed. percentile queue is reported for each lane group (including free-flowing left turns and stop-controlled movements) based Georgia Avenue/Alaska Avenue & Kalmia Road NW on the HCM calculations. The HCM does not give guidelines for Without DoS FMC calculating queues for all-way stop-controlled intersections, so During the morning peak hour, the southbound approach of this information is not reported. Georgia Avenue experiences unacceptable delays in the Background and Future study scenarios without the DoS FMC. Table 11 and Table 14 show the queuing results for the study The morning southbound delay increases six (6) percent as a area intersections in the Background and Future study result of the CNRIC development. The eastbound and scenarios without the DoS FMC and with the DoS FMC, northeastbound delay in the afternoon peak hour operate at respectively. The queuing analysis results generally align with unacceptable levels in the Existing, Background, and Future the HCM capacity analysis results and generate the same without the DoS FMC study scenarios with the overall overall conclusions.
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intersection delay and LOS remaining at acceptable levels. The construction of the CNRIC development. The implementation northeastbound afternoon delays increase 13 percent from of the operational and geometric changes recommended in the Background to Future conditions as a result of the CNRIC Rock Creek East I Livability Study, such as the realignment of development. the intersection to a four-legged intersection, would improve operations at this intersection. With DoS FMC During the morning peak hour, the overall intersection and the 16th Street & Alaska Avenue NW southbound approach experience a failing LOS with delays Without DoS FMC below acceptable levels. In the Background and Future study The westbound approach experiences unacceptable delays in scenarios that include the DoS FMC development. The overall the morning peak hour, while the northbound approach intersection delay increases by five (5) percent and the experiences unacceptable delays in the afternoon peak hour. southbound approach sees a six (6) percent delay increase as a These delays are found in the Existing, Background, and Future result of the CNRIC development. study scenarios without the DoS FMC. The overall intersection delay and LOS fall below acceptable levels in the afternoon The afternoon peak hour overall intersection delays and LOS peak hour only in the Background and Future study scenarios. are found to be failing in the Background and Future study scenarios with the DoS FMC. Specifically associated with the As a result of the CNRIC development the westbound delay CNRIC development is an eight (8) percent delay increase for increases by nine (9) percent in the morning peak hour, and the the overall intersection delay and a seven (7) percent delay northbound delay, along with the overall intersection delay, increase in the northeastbound direction. increases by five (5) percent in the afternoon peak hour.
Overall Recommendations for Georgia Avenue/Alaska Avenue With DoS FMC & Kalmia Road NW The westbound approach also experiences unacceptable delays Signal timing adjustments resulted in minimal improvements in in both the morning and afternoon peak hours in the both study scenarios, without and with the DoS FMC, that Background and Future study scenarios with DoS FMC. The minimize the impact of the CNRIC development but do not northbound delays exceed acceptable levels during the bring the failing delays to acceptable levels. afternoon peak hour in the Background and Future study scenarios with the DoS FMC. The overall intersection delays fall Adjusting the signal timings to increase green time for the below acceptable levels during the afternoon peak hour for northeastbound approach on Alaska Avenue during the both the Background and Future study scenarios with the DoS afternoon peak period can improve overall intersection delays FMC. and LOS, and specifically reduce the northeastbound delays, in scenarios without the DoS FMC. A six (6) percent delay increase is directly attributed to the CNRIC development for the westbound approach in the Signal timing adjustments may reduce morning peak hour afternoon peak hour. Because the morning peak hour does not southbound delays in a scenario with DoS FMC, however, the see impact from the CNRIC development as measured by an movement may remain below an acceptable LOS. Afternoon increase in delay exceeding five (5) percent, mitigation was not peak hour operations also see limited improvement through specifically evaluated for the morning peak hour with the DoS signal timing adjustments. FMC.
While signal timings adjustment would maintain acceptable Overall Recommendations for 16th Street & Alaska Avenue NW overall conditions at this intersection in a scenario without the Adjusting signal timings to provide more green time to the construction of the DoS FMC, in the study scenario with the westbound approach of Alaska Avenue results in a slight DoS FMC this intersection is severely impacted in the improvement of the overall intersection LOS while minimizing Background to the Future scenarios. This report recommends the delay increase as a result of the CNRIC development in the DDOT and the Applicant coordinate signal timings to ensure the scenario without the DoS FMC. Signal timings adjustments do most efficient operation in the future following the not bring conditions up to acceptable levels in the afternoon
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peak hours without or with the DoS FMC development, The westbound and northbound delays are negatively however. impacted by the CNRIC development during the morning peak hour in the Future study scenario with the DoS FMC. The As signal timing adjustments would result in minimal westbound approach experiences a six (6) percent delay improvements, this report recommends the Applicant increase, while the northbound approach experiences a 147 coordinate with DDOT to consider implementing non- percent increase during the morning peak hour. operational improvements associated with the Rock Creek East I Livability Study, specifically the transit and pedestrian Overall Recommendations for Georgia Avenue & Dahlia Street improvements, as these would enhance the transit and NW pedestrian network both benefiting the surrounding The northbound and westbound delays at this intersection are community and facilitating access to the Site. primarily due to the signal operations that do not provide protected turning-phases and the inbound northbound-left and Alaska Avenue & Dahlia Street NW westbound through volumes. Despite lane configuration With DoS FMC improvements associated with the LRA Reuse Plan that include The westbound approach experiences unacceptable delays and the addition of a northbound left turn lane, the northbound left an unacceptable LOS with a 17 percent increase in delay as a movement does not have a protected phase. The addition of result of the CNRIC development during the morning peak hour the left-turn phase would increase southbound queues to with the DoS FMC scenario. This is primarily due to the exceed storage capacity; however, the intersection and all conflicting turning volumes turning left onto Alaska Avenue approaches would operate at acceptable levels of service. This from Dahlia Street and only one (1) thru lane for the report recommends coordination with DDOT to consider southwestbound approach on Alaska Avenue. incorporating a protected northbound left-turn phase and adjusting signal timings to maximize operational efficiency th Overall Recommendations for 14 Street & Alaska Avenue NW while minimizing delays and queues on Georgia Avenue. This report recommends DDOT consider implementing peak period parking restrictions along the north side of Alaska 16th Street & Main Drive NW Avenue from Dahlia Street to 16th Street. Current restrictions With DoS FMC allow two-hour parking from 7:00 AM to 8:30 PM, rendering While the overall intersection operates at an acceptable LOS, Alaska Avenue with one (1) lane for thru travel. The number of both the westbound and northbound approaches operate on-street parking spaces that would be affected are minimal below an acceptable LOS during the afternoon peak hour in the (less than five). Background and Future conditions with DoS FMC. The westbound approach experiences unacceptable delays and an The addition of a second southbound lane would allow for unacceptable LOS with a seven (7) percent increase in delay as suitable gaps in traffic to allow westbound traffic from the a result of the CNRIC development during the afternoon peak redeveloped WRAMC site to exit. As a result, the intersection hour with the DoS FMC scenario. The northbound approach and all approaches would operate at acceptable levels of sees a 12 percent delay increase as a result of the CNRIC service. development.
Georgia Avenue & Dahlia Street NW Overall Recommendations for 16th Street & Main Drive NW Without DoS FMC The westbound delays at this intersection are primarily due to While the overall intersection remains at an acceptable LOS in the addition of trips generated by both the background all three study scenarios, the northbound approach is developments and the proposed CNRIC development in significantly impacted by the CNRIC development with a conjunction with the limited amount of green time given to the significant increase in delay during the morning peak hour in westbound approach. While signal timings adjustments were the Future study scenario without the DoS FMC. tested, this mitigation measure alone was not found to be effective in reducing delays. Additional operational mitigation With DoS FMC measures were evaluated such as the addition of a 50-foot
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northbound right-turn lane which would improve conditions considerably given the number of northbound right-turning vehicles. This measure is determined to be unfeasible given the limited right-of-way and the short distance to the adjacent intersection to the south.
The delay increase resulting from the CNRIC development is less than 10 seconds, 4.0 seconds for the westbound approach and 7.2 seconds for the northbound approach, with the overall intersection operating at an acceptable level of service. Therefore, in lieu of operational changes this report recommends improvements to the pedestrian environment such as high-visibility crosswalks and a signal leading pedestrian intervals (LPIs) if feasible.
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Figure 10: Study Area Intersections
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Figure 11: Transportation Network Improvements
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Figure 12: Existing Lane Configuration and Traffic Control Devices
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Figure 13: Future Lane Configuration and Traffic Control Devices without DoS FMC Access
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Figure 14: Future Lane Configurations and Traffic Control Devices with DoS FMC Access
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Figure 15: Existing Peak Hour Traffic Volumes (2019)
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Figure 16: Background Growth Traffic Volumes (2035)
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Figure 17: Background Peak Hour Traffic Volumes without the DoS FMC (2035)
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Figure 18: Background Peak Hour Traffic Volumes with the DoS FMC (2035)
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Figure 19: Site Trip Distribution without DoS FMC Access
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Figure 20: Site Trip Distribution with DoS FMC Access
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Figure 21: Site-Generated Traffic Volumes without DoS FMC Access (2035)
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Figure 22: Total Future Peak Hour Traffic Volumes without the DoS FMC (2035)
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Figure 23: Site-Generated Traffic Volumes with DoS FMC Access (2035)
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Figure 24: Total Future Peak Hour Traffic Volumes with the DoS FMC (2035)
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Table 9: LOS Results without the DoS FMC Existing Conditions (2019) Background Conditions (2035, without DoS FMC) Total Future Conditions (2035, without DoS FMC) Intersection Approach AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 1. Georgia Avenue, Alaska Avenue & Kalmia Road NW Overall 31.3 C 31.2 C 48.2 D 45.6 D 51.0 D 50.2 D Eastbound 44.4 D 57.5 E 44.6 D 56.3 E 44.6 D 56.3 E Westbound 37.4 D 37.0 D 37.4 D 37.0 D 37.4 D 37.0 D Northbound 17.2 B 15.7 B 13.8 B 15.9 B 14.2 B 17.2 B Southbound 33.4 C 20.9 C 59.2 E 23.3 C 63.0 E 23.5 C Northeastbound 39.1 D 104.7 F 39.7 D 209.5 F 41.0 D 235.7 F Mitigated Signal Timings (AM: with DoS; PM: without & with DoS) Overall ------49.1 D 46.8 D Eastbound ------45.3 D 56.3 E Westbound ------37.9 D 37.0 D Northbound ------13.9 B 18.9 B Southbound ------60.3 E 25.0 C Northeastbound ------40.8 D 198.7 F 2. Alaska Avenue, 13th Street & Hemlock Street NW Overall 7.2 A 5.1 A 9.9 A 9.2 A 10.0 A 9.6 A Northbound 23.3 C 23.9 C 22.1 C 24.1 C 22.2 C 24.6 C Southbound 24.0 C 24.1 C 23.0 C 19.8 B 23.0 C 19.4 B Northeastbound 3.7 A 2.4 A 4.6 A 4.4 A 4.5 A 4.7 A Southwestbound 5.8 A 2.4 A 7.5 A 4.1 A 7.6 A 4.3 A 3. 16th Street & Floral Street NW Overall 0.1 -- 0.1 -- 0.2 -- 0.4 -- 0.4 -- 0.8 -- Westbound 10.7 B 77.6 F 10.8 B 25.4 D 11.0 B 27.1 D 4. 14th Street& Floral Street NW Overall 7.5 A 7.2 A 7.8 A 7.5 A 8.2 A 8.0 A Eastbound 7.4 A 7.2 A 7.4 A 7.3 A 7.8 A 7.6 A Westbound 7.0 A 6.8 A 7.2 A 7.2 A 7.4 A 7.7 A Northbound 7.2 A 7.3 A 7.4 A 7.7 A 7.7 A 8.4 A Southbound 7.6 A 7.1 A 8.0 A 7.4 A 8.6 A 7.8 A 5. Alaska Avenue & 14th Street NW Overall 1.9 -- 0.9 -- 2.5 -- 0.9 -- 3.3 -- 1.0 -- Southbound 11.6 B 9.8 A 13.7 B 10.9 B 16.6 C 12.7 B 6. Alaska Avenue & Fern Street NW Overall 0.5 -- 0.5 -- 1.3 -- 2.9 -- 2.3 -- 7.4 -- Westbound 11.6 B 12.8 B 13.1 B 15.4 C 16.0 C 25.0 C 7. Fern Street & 13th Place Overall 0.0 -- 0.0 -- 1.7 -- 7.0 -- 2.8 -- 11.3 -- Northbound ------9.9 A 10.4 B 11.6 B 15.7 C 8. Fern Street & 13th Street Overall 7.4 A 7.1 A 8.8 A 8.4 A 9.1 A 8.6 A Eastbound 7.4 A 7.2 A 8.2 A 8.3 A 8.4 A 8.7 A Westbound 7.1 A 6.9 A 8.1 A 7.7 A 8.4 A 7.9 A Northbound ------7.8 A 8.7 A 8.0 A 8.9 A Southbound 7.6 A 7.4 A 9.3 A 8.4 A 9.8 A 8.6 A 9. Georgia Avenue & Fern Street Overall 1.5 -- 0.8 -- 4.4 A 5.5 A 4.5 A 5.9 A Eastbound 20.0 C 14.0 B 40.7 D 42.7 D 41.0 D 44.3 D Northbound 1.7 A 0.6 A 5.9 A 5.3 A 5.9 A 5.3 A Southbound ------0.9 A 0.4 A 1.0 A 0.3 A
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Table 9: LOS Results without the DoS FMC (continued) Existing Conditions (2019) Background Conditions (2035, without DoS FMC) Total Future Conditions (2035, without DoS FMC) Intersection Approach AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 10. 16th Street & Alaska Avenue NW Overall 33.5 C 51.7 D 36.2 D 61.8 E 38.8 D 64.8 E Westbound 135.2 F 40.1 D 149.1 F 44.2 D 162.4 F 48.2 D Northbound 6.9 A 75.8 E 7.3 A 91.9 F 7.7 A 96.5 F Southbound 13.8 B 7.7 A 15.0 B 7.9 A 15.0 B 7.9 A Mitigated Signal Timings (AM: without DoS; PM: without & with DoS) Overall ------37.1 D 61.0 E Westbound ------151.0 F 50.5 D Northbound ------7.8 A 90.2 F Southbound ------15.6 B 7.5 A 13. 13th Place & Dahlia Street Overall ------6.7 A 7.5 A 7.2 A 8.0 A Eastbound ------Westbound ------6.6 A 6.6 A 7.1 A 6.9 A Southbound ------7.3 A 7.6 A 7.7 A 8.3 A 14. Georgia Avenue & Dahlia Street Overall 8.5 A 8.8 A 13.0 B 12.7 B 27.4 C 13.7 B Eastbound ------39.7 D 38.8 D 40.8 D 39.6 D Westbound 41.4 D 36.3 D 46.1 D 38.5 D 47.9 D 39.0 D Northbound 5.3 A 11.8 B 19.2 B 12.1 B 63.3 E 12.1 B Southbound 7.9 A 1.9 A 4.7 A 1.9 A 4.6 A 1.9 A Mitigated Signal Phasing & Timings (AM: without DoS & with DoS) Overall ------24.4 C -- -- Eastbound ------40.0 D -- -- Westbound ------47.9 D -- -- Northbound ------34.6 C -- -- Southbound ------14.9 B -- -- 15. 16th Street & Main Drive Overall 8.9 A 10.5 B 11.2 B 20.1 C 11.5 B 21.1 C Westbound 50.4 D 50.4 D 50.0 D 50.1 D 50.0 D 50.1 D Northbound 2.7 A 14.3 B 3.5 A 28.6 C 3.6 A 30.5 C Southbound 10.9 B 2.8 A 13.2 B 3.9 A 13.7 B 3.9 A
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Table 10: v/c Ratio Comparison without the DoS FMC Existing Conditions (2019) Background Conditions (2035, without DoS FMC) Total Future Conditions (2035, without DoS FMC) Intersection Lane Group AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio 1. Georgia Avenue, Alaska Avenue & Kalmia Road NW Eastbound T 0.55 0.87 0.56 0.86 0.56 0.86 Westbound T 0.27 0.28 0.27 0.28 0.27 0.28 Westbound R 0.04 0.14 0.04 0.14 0.04 0.14 Northbound T 0.39 0.65 0.48 0.78 0.49 0.79 Southbound T 0.92 0.57 1.06 0.67 1.07 0.68 Southbound R 0.40 0.16 0.42 0.16 0.44 0.17 Northeastbound L 0.39 1.25 0.41 1.65 0.44 1.73 Northeastbound R 0.08 0.11 0.08 0.11 0.08 0.11 Mitigated Signal Timings (AM: with DoS FMC; PM: without & with DoS FMC) Eastbound T ------0.57 0.86 Westbound T ------0.27 0.28 Westbound R ------0.04 0.14 Northbound T ------0.48 0.81 Southbound T ------1.07 0.70 Southbound R ------0.43 0.17 Northeastbound L ------0.44 1.61 Northeastbound R ------0.08 0.10 2. Alaska Avenue, 13th Street & Hemlock Street NW Northbound T 0.09 0.16 0.21 0.51 0.23 0.54 Southbound T 0.17 0.19 0.33 0.21 0.33 0.21 Northeastbound T 0.07 0.19 0.08 0.23 0.08 0.24 Southwestbound T 0.22 0.07 0.26 0.09 0.27 0.09 3. 16th Street & Floral Street NW Westbound L 0.01 0.04 0.02 0.17 0.04 0.32 Westbound R 0.28 0.69 0.29 0.71 0.29 0.71 Northbound T 0.14 0.35 0.14 0.36 0.14 0.36 Northbound TR 0.01 0.03 0.05 0.05 0.11 0.09 Southbound L 0.59 0.34 0.61 0.35 0.61 0.35 Southbound T 0.59 0.34 0.61 0.35 0.61 0.35 4. 14th Street & Floral Street NW Northbound LTR 0.03 0.08 0.04 0.14 0.06 0.20 Eastbound LTR 0.02 0.02 0.06 0.03 0.11 0.05 Westbound LTR 0.01 0.01 0.02 0.06 0.04 0.12 Southbound LTR 0.13 0.04 0.18 0.05 0.24 0.08 5. Alaska Avenue & 14th Street NW Eastbound LT 0.02 0.03 0.02 0.03 0.02 0.03 Eastbound T 0.06 0.18 0.08 0.18 0.10 0.19 Westbound T 0.19 0.07 0.19 0.09 0.20 0.11 Westbound TR 0.10 0.04 0.10 0.07 0.11 0.10 Southbound LTR 0.17 0.04 0.26 0.06 0.38 0.10 6. Alaska Avenue & Fern Street NW Westbound LR 0.04 0.05 0.09 0.31 0.21 0.63 Northbound T 0.05 0.18 0.05 0.18 0.05 0.18 Northbound TR 0.05 0.10 0.09 0.11 0.15 0.13 Southbound LT 0.00 0.00 0.03 0.01 0.07 0.02 Southbound T 0.17 0.07 0.17 0.07 0.17 0.07
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Table 10: v/c Ratio Comparison without the DoS FMC (continued) Existing Conditions (2019) Background Conditions (2035, without DoS FMC) Total Future Conditions (2035, without DoS FMC) Intersection Lane Group AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio 7. Fern Street & 13th Place Eastbound TR 0.04 0.03 0.11 0.04 0.20 0.09 Westbound LT 0.00 0.00 0.02 0.00 0.06 0.02 Northbound LR 0.00 0.00 0.03 0.26 0.13 0.60 8. Fern Street & 13th Street Eastbound LTR 0.06 0.04 0.09 0.11 0.11 0.16 Westbound LTR 0.05 0.04 0.10 0.08 0.13 0.09 Northbound LTR 0.06 0.24 0.06 0.24 Southbound LTR 0.05 0.03 0.31 0.17 0.34 0.18 9. Georgia Avenue & Fern Street Eastbound LR 0.33 0.15 0.33 0.32 0.34 0.38 Northbound LT 0.10 0.06 0.34 0.62 0.34 0.62 Northbound T 0.20 0.50 0.34 0.62 0.34 0.62 Southbound T 0.57 0.28 0.63 0.31 0.64 0.31 Southbound TR 0.29 0.15 0.63 0.31 0.64 0.31 10. 16th Street & Alaska Avenue NW Westbound L 1.15 0.38 1.18 0.48 1.22 0.59 Northbound T 0.50 1.14 0.54 1.18 0.58 1.19 Southbound T 0.82 0.56 0.85 0.58 0.85 0.58 Mitigated Signal Timings (AM: without DoS FMC; PM: without & with DoS FMC) Westbound L ------1.19 0.62 Northbound T ------0.58 1.18 Southbound T ------0.85 0.57 13. 13th Place & Dahlia Street Westbound TR ------Southbound LR -- -- 0.07 0.01 0.16 0.05 14. Georgia Avenue & Dahlia Street Eastbound T -- -- 0.01 0.10 0.05 0.21 Eastbound R -- -- 0.08 0.31 0.10 0.36 Westbound L -- -- 0.23 0.40 0.29 0.50 Westbound TR 0.23 0.06 0.23 0.07 0.23 0.07 Northbound L 0.07 0.12 0.45 0.26 0.51 0.28 Northbound T -- -- 0.96 0.30 1.38 0.37 Southbound L 0.29 0.69 0.30 0.71 0.30 0.71 Southbound T -- -- 0.08 0.14 0.08 0.14 Mitigated Signal Timings (AM: without DoS FMC & with DoS FMC) Eastbound T 0.78 0.43 0.73 0.39 0.73 0.39 Eastbound R ------0.10 -- Westbound L ------0.28 -- Westbound T ------0.23 -- Northbound L ------0.51 -- Northbound T ------1.10 -- Southbound L ------0.30 -- Southbound T ------0.09 -- 15. 16th Street & Main Drive Westbound L ------0.82 -- Westbound R 0.21 0.25 0.41 0.41 0.41 0.41 Northbound T -- -- 0.17 0.24 0.17 0.24 Southbound L 0.39 0.92 0.44 1.00 0.46 1.01 Southbound T 0.03 0.03 0.11 0.54 0.12 0.55
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Table 11: Average and 95th Percentile Queuing Results without the DoS FMC (in feet) Existing Conditions (2019) Background Conditions (2035, without DoS FMC) Total Future Conditions (2035, without DoS FMC) Intersection Lane Group Storage Length (ft) AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 1. Georgia Avenue, Alaska Avenue & Kalmia Road NW Eastbound T 425 88 155 140 #278 89 156 140 #275 89 156 140 #275 Westbound T 700 46 91 39 81 46 91 39 81 46 91 39 81 Westbound R 175 0 0 0 0 0 0 0 0 0 0 0 0 Northbound T 320 75 96 114 145 93 118 229 261 96 122 251 281 Southbound T 240 458 #618 197 257 ~636 #775 239 312 ~653 #792 243 317 Southbound R 75 83 135 17 38 90 145 18 39 97 155 20 42 Northeastbound L 400 61 114 ~258 #414 64 116 ~400 #581 68 122 ~429 #625 Northeastbound R 140 0 0 0 6 0 0 0 m6 0 0 0 m6 Mitigated Signal Timings (AM: with DoS FMC; PM: without & with DoS FMC) Eastbound T 425 ------89 156 140 #275 Westbound T 700 ------46 91 39 81 Westbound R 175 ------0 0 0 0 Northbound T 320 ------96 122 284 308 Southbound T 240 ------~648 #787 250 327 Southbound R 75 ------95 152 20 42 Northeastbound L 400 ------68 122 ~415 #591 Northeastbound R 140 ------0 0 0 m5 2. Alaska Avenue, 13th Street & Hemlock Street NW Northbound T 175 7 20 11 28 16 36 42 78 18 38 46 83 Southbound T 285 13 30 14 33 28 54 20 42 28 54 20 41 Northeastbound T 210 11 20 30 m41 12 21 42 m51 11 20 42 m54 Southwestbound T 620 65 104 6 m15 74 111 9 m19 78 117 10 m22 3. 16th Street & Floral Street NW Westbound LR 250 -- 1 -- 3 -- 1 -- 15 -- 3 -- 33 Southbound L 65 -- 1 -- 3 -- 4 -- 4 -- 9 -- 7 5. Alaska Avenue & 14th Street NW Eastbound LT 725 -- 1 -- 2 -- 1 -- 2 -- 1 -- 2 Southbound LTR 325 -- 15 -- 3 -- 26 -- 5 -- 44 -- 8 6. Alaska Avenue & Fern Street NW Westbound LR 250 -- 3 -- 4 -- 8 -- 32 -- 19 -- 106 Southbound LT 250 -- 0 -- 0 -- 3 -- 1 -- 6 -- 2 7. Fern Street & 13th Place Westbound LT 570 ------2 -- 0 -- 4 -- 1 Northbound LR 710 ------2 -- 26 -- 11 -- 101 9.Georgia Avenue & Fern Street Eastbound LR 335 -- 35 -- 13 40 97 49 104 44 103 70 133 Northbound LT 170 -- 9 -- 4 71 93 120 136 71 94 121 136 Southbound T 75 -- 0 -- 0 12 m13 1 m0 12 m13 0 m0 10. 16th Street & Alaska Avenue NW Westbound L 350 ~283 #401 61 89 ~297 #416 80 122 ~312 #429 103 153 Northbound T 535 145 174 ~1134 #1268 163 185 ~1208 m#1207 171 193 ~1219 m#1210 Southbound T 1275 404 518 183 230 438 568 195 245 438 568 195 245 Mitigated Signal Timings (AM: without DoS FMC; PM: without & with DoS FMC) Westbound L 350 ------~307 #425 104 159 Northbound T 535 ------171 193 ~1209 m#1200 Southbound T 1275 ------448 579 187 234
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Table 11: Average and 95th Percentile Queuing Results without the DoS FMC (in feet; continued) Existing Conditions (2019) Background Conditions (2035, without DoS FMC) Total Future Conditions (2035, without DoS FMC) Intersection Lane Group Storage Length (ft) AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 14. Georgia Avenue & Dahlia Street Eastbound T 610 ------16 41 72 126 19 47 84 144 Eastbound R 100 ------0 40 0 59 13 61 1 71 Westbound L 25 30 66 9 27 30 66 9 27 30 66 9 27 Westbound T 215 0 0 0 1 72 135 34 81 88 156 40 90 Northbound L 150 ------90 #128 27 56 ~101 #263 35 72 Northbound T 700 64 86 277 352 67 90 297 377 67 89 297 377 Southbound L 150 ------0 m2 1 4 1 m2 1 m4 Southbound T 430 576 m653 18 m24 23 675 24 35 24 44 27 36 Mitigated Signal Timings (AM: without DoS FMC & with DoS FMC) Eastbound T 610 ------19 47 -- -- Eastbound R 100 ------0 46 -- -- Westbound L 25 ------30 66 -- -- Westbound T 215 ------88 156 -- -- Northbound L 150 ------~59 #188 -- -- Northbound T 700 ------67 89 -- -- Southbound L 150 ------3 m6 -- -- Southbound T 430 ------602 698 -- -- 15. 16th Street & Main Drive Westbound L 520 17 45 24 57 55 98 59 103 55 98 59 103 Westbound R 100 ------0 27 19 55 0 27 20 54 Northbound T 220 57 144 406 #1090 87 165 702 #1201 94 178 733 #1215 Southbound L 90 1 m2 0 m1 6 m8 4 m#40 6 m8 4 m#39 Southbound T 570 704 m891 79 145 787 m876 104 152 803 m878 104 151 th # 95 percentile volume exceeds capacity, queue may be longer. th M Volume for 95 percentile queue is metered by upstream signal.
~ Volume exceeds capacity, queue is theoretically infinite. Queue results are not reported for all-way stop controlled intersections, as HCM does not report queues for all-way stop controlled unsignalized intersections
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Table 12: LOS Results with the DoS FMC Existing Conditions (2019) Background Conditions (2035, with DoS FMC) Total Future Conditions (2035, with DoS FMC) Intersection Approach AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 1. Georgia Avenue, Alaska Avenue & Kalmia Road NW Overall 31.3 C 31.2 C 57.4 E 87.2 F 60.4 E 94.0 F Eastbound 44.4 D 57.5 E 44.6 D 60.1 E 44.6 D 60.1 E Westbound 37.4 D 37.0 D 37.4 D 37.0 D 37.4 D 37.0 D Northbound 17.2 B 15.7 B 13.9 B 17.2 B 14.5 B 18.5 B Southbound 33.4 C 20.9 C 72.0 E 23.6 C 76.0 E 23.8 C Northeastbound 39.1 D 104.7 F 40.0 D 423.9 F 41.9 D 455.0 F Mitigated Signal Timings (AM: with DoS FMC; PM: without & with DoS FMC) Overall ------58.3 E 78.0 E Eastbound ------45.3 D 60.1 E Westbound ------37.9 D 37.0 D Northbound ------14.1 B 23.2 C Southbound ------72.9 E 27.7 C Northeastbound ------41.9 D 336.6 F 2. Alaska Avenue, 13th Street & Hemlock Street NW Overall 7.2 A 5.1 A 14.8 B 13.5 B 14.9 B 13.7 B Northbound 23.3 C 23.9 C 16.5 B 22.9 C 16.6 B 22.4 C Southbound 24.0 C 24.1 C 21.2 C 13.4 B 21.2 C 12.9 B Northeastbound 3.7 A 2.4 A 7.9 A 9.2 A 7.7 A 9.8 A Southwestbound 5.8 A 2.4 A 13.2 B 8.3 A 13.4 B 8.7 A 3. 16th Street & Floral Street NW Overall 0.1 -- 0.1 -- 0.2 -- 0.4 -- 0.4 -- 0.9 -- Westbound 10.7 B 77.6 F 10.9 B 27.3 D 11.0 B 29.5 D 4. 14th Street& Floral Street NW Overall 7.5 A 7.2 A 8.6 A 7.8 A 9.2 A 8.4 A Eastbound 7.4 A 7.2 A 7.7 A 7.5 A 8.1 A 7.8 A Westbound 7.0 A 6.8 A 7.5 A 7.4 A 7.7 A 7.9 A Northbound 7.2 A 7.3 A 7.6 A 8.1 A 7.9 A 8.9 A Southbound 7.6 A 7.1 A 9.0 A 7.5 A 9.9 A 7.9 A 5. Alaska Avenue & 14th Street NW Overall 1.9 -- 0.9 -- 4.4 -- 1.4 -- 5.7 -- 1.6 -- Southbound 11.6 B 9.8 A 15.3 C 11.1 B 18.7 C 12.7 B 6. Alaska Avenue & Fern Street NW Overall 0.5 -- 0.5 -- 1.2 -- 2.1 -- 2.0 -- 4.5 -- Westbound 11.6 B 12.8 B 12.8 B 14.4 B 14.6 B 18.6 C 7. Fern Street & 13th Place Overall 0.0 -- 0.0 -- 1.7 -- 6.3 -- 2.9 -- 9.0 -- Northbound ------9.6 A 9.9 A 10.9 B 12.7 B 8. Fern Street & 13th Street Overall 7.4 A 7.1 A 10.7 B 10.0 A 11.3 B 10.3 B Eastbound 7.4 A 7.2 A 8.8 A 8.9 A 9.0 A 9.4 A Westbound 7.1 A 6.9 A 8.7 A 8.3 A 9.0 A 8.6 A Northbound ------8.3 A 10.9 B 8.5 A 11.4 B Southbound 7.6 A 7.4 A 11.8 B 9.0 A 12.7 B 9.3 A 9. Georgia Avenue & Fern Street Overall 1.5 -- 0.8 -- 4.4 A 5.7 A 4.5 A 6.0 A Eastbound 20.0 C 14.0 B 41.0 D 43.0 D 41.3 D 44.6 D Northbound 1.7 A 0.6 A 6.0 A 5.5 A 6.0 A 5.5 A Southbound ------1.1 A 0.4 A 1.0 A 0.4 A
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Table 12: LOS Results with the DoS FMC (continued) Existing Conditions (2019) Background Conditions (2035, with DoS FMC) Total Future Conditions (2035, with DoS FMC) Intersection Approach AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 10. 16th Street & Alaska Avenue NW Overall 33.5 C 51.7 D 49.3 D 82.1 F 50.4 D 83.7 F Westbound 135.2 F 40.1 D 208.9 F 62.1 E 215.0 F 65.9 E Northbound 6.9 A 75.8 E 7.7 A 122.3 F 7.9 A 124.3 F Southbound 13.8 B 7.7 A 16.2 B 8.0 A 16.2 B 8.0 A Mitigated Signal Timings (AM: without DoS FMC; PM: without & with DoS FMC) Overall ------85.5 F Westbound ------62.6 E Northbound ------127.8 F Southbound ------8.2 A 11. Alaska Avenue & Dahlia Street NW Overall -- -- 0.0 -- 7.1 -- 6.4 -- 8.1 -- 7.3 -- Westbound ------65.5 F 25.2 D 76.6 F 28.4 D Mitigated peak period parking restrictions on southbound Alaska Ave (AM: with DoS FMC) Overall ------3.8 ------Westbound ------31.5 D -- -- 12. 14th Street & Dahlia Street Overall ------8.4 A 8.8 A 8.7 A 9.2 A Eastbound ------8.6 A 8.4 A 8.9 A 8.6 A Westbound ------8.6 A 9.3 A 8.8 A 9.9 A Northbound ------7.7 A 7.9 A 8.0 A 8.1 A Southbound ------7.7 A 7.9 A 7.8 A 8.0 A 13. 13th Place & Dahlia Street Overall ------8.5 A 9.0 A 9.3 A 10.3 B Eastbound ------8.8 A 8.8 A 9.7 A 9.7 A Westbound ------8.1 A 9.2 A 9.0 A 10.4 B Southbound ------7.9 A 8.7 A 8.6 A 10.7 B 14. Georgia Avenue & Dahlia Street Overall 8.5 A 8.8 A 22.5 C 14.1 B 44.6 D 15.2 B Eastbound ------39.8 D 42.1 D 40.7 D 43.9 D Westbound 41.4 D 36.3 D 52.6 D 39.0 D 56.0 E 39.5 D Northbound 5.3 A 11.8 B 45.3 D 12.1 B 112.1 F 12.2 B Southbound 7.9 A 1.9 A 5.6 A 2.1 A 5.5 A 2.1 A Mitigated Signal Phasing & Timings (AM: without DoS FMC & with DoS FMC) Overall ------36.1 D -- -- Eastbound ------40.1 D -- -- Westbound ------56.0 E -- -- Northbound ------65.4 E -- -- Southbound ------16.5 B -- -- 15. 16th Street & Main Drive Overall 8.9 A 10.5 B 13.7 B 41.1 D 14.4 B 45.5 D Westbound 50.4 D 50.4 D 50.0 D 55.1 E 50.1 D 59.1 E Northbound 2.7 A 14.3 B 4.7 A 62.2 E 5.1 A 69.4 E Southbound 10.9 B 2.8 A 16.4 B 5.1 A 17.4 B 5.4 A Mitigated Signal Timings (PM: with DoS FMC) + Northbound 50’ Right Turn Lane Overall ------31.1 C Westbound ------56.7 E Northbound ------44.5 D Southbound ------5.6 A
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Table 13: v/c Ratio Comparison with the DoS FMC Existing Conditions (2019) Background Conditions (2035, with DoS FMC) Total Future Conditions (2035, with DoS FMC) Intersection Lane Group AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio 1. Georgia Avenue, Alaska Avenue & Kalmia Road NW Eastbound T 0.55 0.87 0.56 0.90 0.56 0.90 Westbound T 0.27 0.28 0.27 0.28 0.27 0.28 Westbound R 0.04 0.14 0.04 0.14 0.04 0.14 Northbound T 0.39 0.65 0.50 0.80 0.51 0.82 Southbound T 0.92 0.57 1.11 0.68 1.12 0.69 Southbound R 0.40 0.16 0.57 0.15 0.49 0.18 Northeastbound L 0.39 1.25 0.50 2.28 0.53 2.36 Northeastbound R 0.08 0.11 0.08 0.11 0.08 0.11 Mitigated Signal Timings (AM: with DoS FMC; PM: without & with DoS FMC) Eastbound T ------0.57 0.90 Westbound T ------0.27 0.28 Westbound R ------0.04 0.14 Northbound T ------0.50 0.87 Southbound T ------1.11 0.75 Southbound R ------0.49 0.18 Northeastbound L ------0.53 1.99 Northeastbound R ------0.08 0.10 2. Alaska Avenue, 13th Street & Hemlock Street NW Northbound T 0.09 0.16 0.24 0.72 0.25 0.73 Southbound T 0.17 0.19 0.62 0.21 0.62 0.20 Northeastbound T 0.07 0.19 0.10 0.34 0.10 0.35 Southwestbound T 0.22 0.07 0.38 0.13 0.40 0.14 3. 16th Street & Floral Street NW Westbound L 0.01 0.04 0.02 0.19 0.04 0.34 Westbound R 0.28 0.69 0.29 0.74 0.29 0.74 Northbound T 0.14 0.35 0.15 0.38 0.15 0.38 Northbound TR 0.01 0.03 0.06 0.05 0.11 0.09 Southbound L 0.59 0.34 0.63 0.35 0.63 0.35 Southbound T 0.59 0.34 0.63 0.35 0.63 0.35 4. 14th Street & Floral Street NW Northbound LTR 0.03 0.08 0.05 0.20 0.07 0.28 Eastbound LTR 0.02 0.02 0.07 0.03 0.12 0.06 Westbound LTR 0.01 0.01 0.02 0.06 0.04 0.13 Southbound LTR 0.13 0.04 0.32 0.06 0.39 0.09 5. Alaska Avenue & 14th Street NW Eastbound LT 0.02 0.03 0.02 0.06 0.02 0.07 Eastbound T 0.06 0.18 0.06 0.20 0.07 0.20 Westbound T 0.19 0.07 0.20 0.07 0.20 0.08 Westbound TR 0.10 0.04 0.11 0.07 0.12 0.09 Southbound LTR 0.17 0.04 0.44 0.07 0.54 0.11 6. Alaska Avenue & Fern Street NW Westbound LR 0.04 0.05 0.08 0.23 0.16 0.46 Northbound T 0.05 0.18 0.05 0.19 0.05 0.19 Northbound TR 0.05 0.10 0.08 0.12 0.11 0.13 Southbound LT 0.00 0.00 0.03 0.01 0.07 0.03 Southbound T 0.17 0.07 0.18 0.07 0.18 0.07
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Table 13: v/c Ratio Comparison with the DoS FMC (continued) Existing Conditions (2019) Background Conditions (2035, with DoS FMC) Total Future Conditions (2035, with DoS FMC) Intersection Lane Group AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio 7. Fern Street & 13th Place Eastbound TR 0.04 0.03 0.09 0.04 0.16 0.07 Westbound LT 0.00 0.00 0.02 0.00 0.05 0.02 Northbound LR 0.00 0.00 0.02 0.20 0.09 0.45 8. Fern Street & 13th Street Eastbound LTR 0.06 0.04 0.10 0.12 0.12 0.18 Westbound LTR 0.05 0.04 0.11 0.09 0.15 0.11 Northbound LTR 0.11 0.45 0.12 0.47 Southbound LTR 0.05 0.03 0.52 0.23 0.55 0.25 9. Georgia Avenue & Fern Street Eastbound LR 0.33 0.15 0.33 0.33 0.35 0.39 Northbound LT 0.10 0.06 0.35 0.64 0.35 0.64 Northbound T 0.20 0.50 0.35 0.64 0.35 0.64 Southbound T 0.57 0.28 0.66 0.31 0.67 0.31 Southbound TR 0.29 0.15 0.66 0.31 0.67 0.31 10. 16th Street & Alaska Avenue NW Westbound L 1.15 0.38 1.33 0.80 1.35 0.85 Northbound T 0.50 1.14 0.61 1.26 0.63 1.26 Southbound T 0.82 0.56 0.87 0.58 0.87 0.58 Mitigated Signal Timings (AM: without DoS FMC; PM: without & with DoS FMC) Westbound L ------0.83 Northbound T ------1.27 Southbound T ------0.58 11. Alaska Avenue & Dahlia Street NW Westbound LR 0.00 0.00 0.65 0.59 0.72 0.65 Northbound T 0.09 0.28 0.07 0.20 0.07 0.20 Northbound R 0.00 0.00 0.12 0.16 0.13 0.16 Southbound LT 0.00 0.00 0.14 0.01 0.14 0.01 Mitigated peak period parking restrictions on southbound Alaska Ave (AM: with DoS FMC) Westbound LR ------0.43 -- Northbound T ------0.07 -- Northbound R ------0.13 -- Southbound LT ------0.14 -- Southbound T ------0.27 -- 12. 14th Street & Dahlia Street Northbound LTR -- -- 0.11 0.06 0.14 0.07 Eastbound LTR -- -- 0.25 0.21 0.27 0.22 Westbound LTR -- -- 0.23 0.33 0.25 0.38 Southbound LTR -- -- 0.01 0.04 0.01 0.04 13. 13th Place & Dahlia Street Eastbound LT -- -- 0.28 0.23 0.35 0.28 Westbound TR -- -- 0.22 0.30 0.30 0.38 Southbound LR -- -- 0.03 0.17 0.09 0.38
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Table 13: v/c Ratio Comparison with the DoS FMC (continued) Existing Conditions (2019) Background Conditions (2035, with DoS FMC) Total Future Conditions (2035, with DoS FMC) Intersection Lane Group AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio v/c Ratio 14. Georgia Avenue & Dahlia Street Eastbound T -- -- 0.10 0.53 0.12 0.59 Eastbound R -- -- 0.22 0.43 0.28 0.55 Westbound L 0.23 0.06 0.23 0.09 0.23 0.09 Westbound TR 0.07 0.12 0.64 0.28 0.70 0.30 Northbound L -- -- 1.27 0.28 1.75 0.35 Northbound T 0.29 0.69 0.32 0.72 0.32 0.72 Southbound L -- -- 0.08 0.14 0.08 0.14 Southbound T 0.78 0.43 0.76 0.40 0.76 0.40 Mitigated Signal Timings (AM: without DoS FMC & with DoS FMC) Eastbound T ------0.12 -- Eastbound R ------0.27 -- Westbound L ------0.23 -- Westbound T ------0.70 -- Northbound L ------1.35 -- Northbound T ------0.32 -- Southbound L ------0.09 -- Southbound T ------0.85 -- 15. 16th Street & Main Drive Westbound L 0.21 0.25 0.52 0.74 0.54 0.81 Westbound R -- -- 0.17 0.33 0.16 0.32 Northbound T 0.39 0.92 0.54 1.09 0.57 1.11 Southbound L 0.03 0.03 0.31 0.60 0.33 0.61 Southbound T 0.87 0.54 0.94 0.65 0.95 0.67 Mitigated Signal Timings (PM: with DoS FMC) + Northbound 50’ Right Turn Lane Westbound L ------0.54 0.78 Westbound R ------0.02 0.31 Northbound T ------0.46 1.05 Northbound R ------0.19 0.14 Southbound L ------0.26 0.60 Southbound T ------0.94 0.67
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Table 14: Average and 95th Percentile Queuing Results with the DoS FMC (in feet) Existing Conditions (2019) Background Conditions (2035, with DoS FMC) Total Future Conditions (2035, with DoS FMC) Intersection Lane Group Storage Length (ft) AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 1. Georgia Avenue, Alaska Avenue & Kalmia Road NW Eastbound T 425 88 155 140 #278 89 156 142 #285 89 156 142 #285 Westbound T 700 46 91 39 81 46 91 39 81 46 91 39 81 Westbound R 175 0 0 0 0 0 0 0 0 0 0 0 0 Northbound T 320 75 96 114 145 94 120 268 295 97 122 290 314 Southbound T 240 458 #618 197 257 ~691 #830 242 317 ~707 #847 246 322 Southbound R 75 83 135 17 38 111 176 19 41 119 187 21 43 Northeastbound L 400 61 114 ~258 #414 80 142 ~638 #854 84 148 ~668 #885 Northeastbound R 140 0 0 0 6 0 0 0 m3 0 0 0 m3 Mitigated Signal Timings (AM: with DoS FMC; PM: without & with DoS FMC) Eastbound T 425 ------89 156 142 #285 Westbound T 700 ------46 91 39 81 Westbound R 175 ------0 0 0 0 Northbound T 320 ------97 122 367 377 Southbound T 240 ------~702 #842 265 348 Southbound R 75 ------116 184 21 43 Northeastbound L 400 ------84 147 ~589 #814 Northeastbound R 140 ------0 0 0 m3 2. Alaska Avenue, 13th Street & Hemlock Street NW Northbound T 175 7 20 11 28 23 45 85 #191 25 47 90 #202 Southbound T 285 13 30 14 33 77 117 24 54 77 117 24 54 Northeastbound T 210 11 20 30 m41 13 23 65 m60 13 23 64 m62 Southwestbound T 620 65 104 6 m15 104 149 20 m33 111 157 21 m33 3. 16th Street & Floral Street NW Westbound LR 250 -- 1 -- 3 -- 1 -- 17 -- 3 -- 36 Southbound L 65 -- 1 -- 3 -- 4 -- 4 -- 9 -- 8 5. Alaska Avenue & 14th Street NW Eastbound LT 725 -- 1 -- 2 -- 2 -- 5 -- 2 -- 5 Southbound LTR 325 -- 15 -- 3 -- 55 -- 6 -- 81 -- 9 6. Alaska Avenue & Fern Street NW Westbound LR 250 -- 3 -- 4 -- 7 -- 23 -- 14 -- 58 Southbound LT 250 -- 0 -- 0 -- 3 -- 1 -- 6 -- 2 7. Fern Street & 13th Place Westbound LT 570 ------2 -- 0 -- 4 -- 1 Northbound LR 710 ------2 -- 18 -- 8 -- 59 9.Georgia Avenue & Fern Street Eastbound LR 335 -- 35 -- 13 46 103 54 110 50 109 75 138 Northbound LT 170 -- 9 -- 4 72 95 132 145 72 95 132 145 Southbound T 75 -- 0 -- 0 13 m13 1 m0 12 m13 1 m0 10. 16th Street & Alaska Avenue NW Westbound L 350 ~283 #401 61 89 ~361 #484 154 #226 ~367 #490 167 #251 Northbound T 535 145 174 ~1134 #1268 180 203 ~1322 m#1153 185 210 ~1331 m#1131 Southbound T 1275 404 518 183 230 471 613 196 245 471 613 196 245 Mitigated Signal Timings (AM: without DoS FMC; PM: without & with DoS FMC) Westbound L 350 ------163 #244 Northbound T 535 ------~1346 m#1246 Southbound T 1275 ------200 251
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Table 14: Average and 95th Percentile Queuing Results with the DoS FMC (in feet; continued) Existing Conditions (2019) Background Conditions (2035, with DoS FMC) Total Future Conditions (2035, with DoS FMC) Intersection Lane Group Storage Length (ft) AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 11. Alaska Avenue & Dahlia Street NW Westbound LR 450 ------90 -- 94 -- 104 -- 112 Southbound L 750 ------12 -- 1 -- 12 -- 1 Mitigated peak period parking restrictions on southbound Alaska Ave (AM: with DoS FMC) Westbound LR 450 ------50 -- -- Southbound L 750 ------12 -- -- 14. Georgia Avenue & Dahlia Street Eastbound T 610 ------20 48 126 202 24 55 140 222 Eastbound R 100 ------0 40 0 62 12 59 22 105 Westbound L 25 30 66 9 27 30 66 9 28 30 66 9 28 Westbound T 215 0 0 0 1 119 199 40 89 134 #234 46 97 Northbound L 150 ------~182 #217 24 50 ~180 #350 31 65 Northbound T 700 64 86 277 352 72 96 300 381 72 96 300 381 Southbound L 150 ------0 m2 1 4 0 m2 2 m4 Southbound T 430 576 m653 18 m24 24 705 30 39 26 46 32 41 Mitigated Signal Timings (AM: without DoS FMC & with DoS FMC) Eastbound T 610 ------24 55 -- -- Eastbound R 100 ------0 45 -- -- Westbound L 25 ------30 66 -- -- Westbound T 215 ------134 #234 -- -- Northbound L 150 ------~105 #269 -- -- Northbound T 700 ------72 96 -- -- Southbound L 150 ------3 m6 -- -- Southbound T 430 ------638 731 -- -- 15. 16th Street & Main Drive Westbound L 520 17 45 24 57 77 130 146 #234 83 137 168 #288 Westbound R 100 ------0 29 46 96 0 29 46 96 Northbound T 220 57 144 406 #1090 134 221 ~1156 #1291 148 247 ~1173 #1308 Southbound L 90 1 m2 0 m1 16 m21 5 m34 17 m22 5 m35 Southbound T 570 704 m891 79 145 885 m854 134 148 899 m884 134 147 Mitigated Signal Timings (PM: with DoS FMC) + Northbound 50’ Right Turn Lane Westbound L 520 ------166 #276 Westbound R 100 ------47 96 Northbound T 220 ------~1063 #1197 Northbound R 50 ------14 29 Southbound L 90 ------5 m34 Southbound T 570 ------134 152 th # 95 percentile volume exceeds capacity, queue may be longer. th M Volume for 95 percentile queue is metered by upstream signal.
~ Volume exceeds capacity, queue is theoretically infinite. Queue results are not reported for all-way stop controlled intersections, as HCM does not report queues for all-way stop controlled unsignalized intersections
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Figure 25: AM Peak Hour Level of Service Comparison without DoS FMC Access
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Figure 26: PM Peak Hour Level of Service Comparison without DoS FMC Access
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Figure 27: AM Peak Hour Level of Service Comparison with DoS FMC Access
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Figure 28: PM Peak Hour Level of Service Comparison with DoS FMC Access
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RANSIT The Site is located approximately 0.8 miles from the Takoma T Metrorail Station (serviced by the Red Line). The Red Line travels south from Rockville, MD through downtown DC and This section discusses the existing and proposed transit travels north to Glenmont, MD. The Red Line provides a direct facilities in the vicinity of the Site, accessibility to transit, and connection to Union Station, a hub for commuter rail – such as evaluates the overall transit impacts of the Site. Amtrak, MARC, and VRE – in addition to all additional Metrorail lines, allowing for access to much of the DC Metropolitan area. This section concludes: On the Red Line, trains run every 4 minutes during the morning ▪ The Site is well served by existing transit; and afternoon peak periods of 5am – 9:30am and 3pm – 7pm ▪ The Site is served by nine (9) Metrobus routes, all on weekdays. They run every 6 minutes during weekday mid- within a 12-minute walk, that travel along Alaska day (9:30am – 3pm) and every 8-12 minutes during weekday Avenue NW, 16th Street NW, Georgia Avenue NW, and evening (7pm – 9:30pm). They run every 6 minutes on Aspen Street NW; Saturdays before 9:30pm and every 8 minutes on Sundays ▪ The Site is located approximately 0.8 mile from the before 9:30pm. They run every 15 minutes on all days after Takoma Metrorail Station; and 9:30pm. The Takoma station is accessible from the Site by foot ▪ The Project is expected to generate a considerable or bicycle via Dahlia Street NW, Georgia Avenue NW, and Fern amount of transit trips that the existing transit service Street NW. is capable of handling. Figure 29 shows a detailed inventory of the existing Metrobus EXISTING TRANSIT SERVICE stops within a quarter-mile walkshed of the Site. Each stop is The study area is well served by Metrobus and has access to evaluated based on the guidelines set forth by WMATA’s Metrorail. Combined, these transit services provide local, city Guidelines for the Design and Placement of Transit Stops, as wide, and regional transit connections and link the Site with shown in Table 16. A detailed breakdown of individual bus stop major cultural, residential, employment, and commercial amenities and criteria for standards is included in the Technical destinations throughout the region. Figure 29 identifies the Attachments. major transit routes, stations, and stops in the study area. PROPOSED TRANSIT SERVICE The Site is served by nine (9) Metrobus routes, within 12- MoveDC minute walk, providing the Site with connectivity to the The MoveDC report outlines recommendations by mode with downtown core and other areas of the District, Maryland, and the goal of having them complete by 2040. The plan hopes to Virginia. The S2 bus route serves the Site directly at the achieve a transportation system for the District that includes: intersection of Alaska Avenue NW and Fern Street NW, ▪ 70 miles of high-capacity transit (streetcar or bus) providing direct access to and from Silver Spring, Maryland and ▪ 200 miles of on-street bicycle facilities or trails the National Mall. The nearest bus stop for S4 and D31 is at the ▪ Sidewalks on at least one side of every street intersection of 16th Street NW and Alaska Avenue NW, near the ▪ New street connections southwest corner of the Site. S4 bus route serves 16th Street ▪ Road management/pricing in key corridors and the NW and D31 bus route serves 16th Street NW and Tenleytown. Central Employment Area To the east of the Site, bus routes 70 and 79 serve along ▪ A new downtown Metrorail loop Georgia Avenue NW, providing direct access to and from Silver ▪ Expanded commuter rail Spring, Maryland and the National Mall. To the south of the ▪ Water taxis Site, bus routes 52, 54, and 59 primarily serve along 14th Street NW and turn at Aspen Street NW and Butternut Street NW The MoveDC report highlights Georgia Avenue NW as a street near the Site, providing connectivity from the Takoma Metro to accommodate a future streetcar line that would extend station to the District core. Table 15 shows a summary of the along Georgia Avenue NW to Takoma Metro station and Silver bus route information for the routes that serve the Site, Spring, Maryland. The streetcar system element of the plan including service hours, headway, and distance to the nearest includes one route that travels adjacent to the existing Site bus stop. along Georgia Avenue and Butternut Street. The streetcar
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system will consist of modern low-floor vehicles that operate capacity of Metrorail stations for their vertical transportation, on surface tracks embedded in the roadways, which will mostly for example the capacity of the station at elevators, stairs, and operate in travel lanes that are shared with automobiles. Stops escalators to shuttle patrons between the street, mezzanine, will generally be located every ¼- to ½-mile along the routes. and platforms. The study also analyzed stations’ capacity to The future planned route serving the study area, named the process riders at fare card gates. For both analyses, vertical “North-South Streetcar Line” would connect the Site to several transportation and fare card gates, volume-to-capacity ratios areas in the District including Buzzard Point, Southwest were calculated for existing data (from 2005) and projections Waterfront, Chinatown, Metro Center, U Street, and the for the year 2030. According to the study, the Takoma station Georgia Avenue corridor. The North-South Line is currently can currently accommodate future growth in terms of vertical projected to be completed during phase three of the streetcar transportation, and it needs further study for existing and plan. No plans that would immediately affect the connectivity future fare gate access. of the Project are in place. WMATA has also studied capacity along Metrobus routes. DC’s According to the MoveDC Plan, several Metrobus Transit Future System Plan (2010) lists the bus routes with the improvements are also expected within the study area. All highest load factor (a ratio of passenger volume to bus three Metrobus corridors that serve the Site (16th Street, 14th capacity). A load factor is considered unacceptable if it is over Street, and Georgia Avenue) are all a part of the WMATA 1.2 during peak periods or over 1.0 during off-peak or weekend Priority Corridor Network (PCN). This network makes up 24 periods. According to this study, several Metrobus routes, regional corridors that serve half of Metrobus’ ridership. The including S2, S4, 52, and 54 that travel along 14th Street NW plan for these corridors involves the following elements: and 16th Street NW exceed their capacity during peak periods ▪ Operational improvements such as transit signal of the day, and bus route 70 traveling along Georgia Ave priority and exclusive bus lanes exceeds its capacity during weekends. ▪ Increased frequency and span of service ▪ Improved customer information SITE IMPACTS ▪ MetroExtra service Transit Trip Generation ▪ Expanded fare payment options The Site is projected to generate 246 transit trips (186 inbound, ▪ Added safety, security, and incident response 60 outbound) during the morning peak hour and 258 transit measures trips (73 inbound, 185 outbound) during the afternoon peak ▪ Enhanced bus stops and facilities hour.
As a part of the PCN Plan, dedicated transit space along 16th Site-generated transit trips will not cause detrimental impacts Street in the form of bus lanes is currently being studied and is to Metrobus or Metrorail service. Further, transit expected to be implemented prior to the completion of the improvements surrounding the Site will increase transit DoS FMC development. Dedicated bus lanes are currently being capacity. tested along multiple blocks of Georgia Avenue closer to the city center and may be expanded further along the corridor. Recommendations Overall, the corridors surrounding the Site are being studied Gorove Slade makes the following recommendations to thoroughly and several improvements are expected to be increase transit usage for the CNRIC development: complete prior to the completion of the DoS FMC ▪ Provide a shuttle that connects Site employees and development. visitors access to the Takoma Metro station with frequent headways. WMATA and DDOT Transit Studies ▪ During the development, review transit facilities WMATA studied capacity of Metrorail stations in its Station along 16th Street and Alaska Avenue for opportunities Access & Capacity Study (2008). The study analyzed the for improvements and consolidation.
Table 15: Metrobus Route Information Route Name Service Hours Headway Walking Distance to
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Route Number Nearest Bus Stop Weekdays: 5:14 AM-4:06 AM S2 16th Street Line 15-30 min 0.05 miles, 1 minute Weekends: 5:34 AM-3:59 AM Weekdays: 5:21 AM-1:56 AM S4 16th Street Line 14-50 min 0.25 miles, 5 minutes Weekends: 5:47 AM-1:51 AM Weekdays: 7:37 AM-10:00 PM S9 16th Street Limited Line 8-20 min 0.5 miles, 10 minutes Weekends: 8:30 AM-7:37 PM Weekdays: 5:27 AM-9:21 AM 52 14th Street Line 11-30 min 0.6 miles, 12 minutes Weekends: 5:25 AM-7:07 AM Weekdays: 5:25 AM-1:42 AM 54 14th Street Line 6-30 min 0.6 miles, 12 minutes Weekends: 6:17 AM-12:36 AM Northbound: 7:18 AM-7:33 PM 59 14th Street Limited Line 6-16 min 0.6 miles, 12 minutes Southbound: 6:27 AM-5:54 PM Weekdays: 4:28 AM-4:14 AM 70 Georgia Avenue-7th Street Line 8-30 min 0.3 miles, 6 minutes Weekends: 5:00 AM-4:17 AM Weekdays: 6:02 AM-7:39 PM 79 Georgia Avenue MetroExtra Line 4-16 min 0.6 miles, 12 minutes Weekends: 6:15 AM-7:42 PM Eastbound: 3:51 PM – 3:51 PM D31 16th Street-Tenleytown Line 0-10 min 0.25 miles, 5 minutes Westbound: 7:37 AM-7:47 AM
Table 16: Transit Stop Requirements Enhanced Service Bus Feature Basic Stop Transit Center Stop Bus Stop Sign Yes Yes Yes ADA 5’x8’ Landing Pad – at a minimum, a clear, unobstructed, paved boarding area that is 8 feet deep (perpendicular to the Yes Yes Yes curb) by 5 feet wide (parallel to the curb) and compliant with the ADA Accessibility Guidelines (ADAAG) Sidewalk – connected by a paved sidewalk that is at least 4 feet Yes Yes Yes wide Lighting – adequate lighting either from streetlights, lights from an adjacent business, or shelter lighting (particularly stops that Evening Service Yes Yes are served in the evenings) Seating Trip Generator Based Yes Yes Information Case – detailed schedule information on services Yes Yes Yes Trash Receptacle – trash receptacle (particularly at locations that are close to fast food establishments and convenient Site Specific Yes Yes stores) Shelter(s) – shelter with interior seating if there are 50 or more boardings per day 1 (50+ boardings/day) 1 2+ (including transfers) System Map Contingent on Shelter Yes Yes Real-time Display (LED + Audio) Optional Yes Yes Interactive Phone System On-Site – real time bus arrival information through an interactive phone and push button No No Yes audio system Expanded Boarding & Alighting Area (Rear-door Access) No Site Specific Yes Bus Bay (Pull Off) No Site Specific Yes
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Figure 29: Existing Transit Facilities
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EDESTRIAN ACILITIES Existing Conditions P F A review of pedestrian facilities surrounding the Project shows that most facilities along the major routes meet DDOT This chapter summarizes the existing and future pedestrian standards, resulting in a quality walking environment. No access to the Site and reviews walking routes to and from the roadways within the study area present a challenge for Site. pedestrians by limiting connectivity. Figure 31 shows a detailed inventory of the existing pedestrian infrastructure surrounding This chapter concludes: the Site. Sidewalks, crosswalks, and curb ramps are evaluated ▪ The existing pedestrian infrastructure surrounding the based on the guidelines set forth by DDOT’s Design and Site provides a quality walking environment. There are Engineering Manual (2019) in addition to ADA standards. sidewalks along the majority of primary routes to Sidewalk widths and requirements for the District are shown pedestrian destinations. below in Table 17. ▪ The adjacent LRA Reuse Plan and DoS FMC developments are expected to enhance pedestrian Within the area shown, roadways are classified as principal and connectivity through a new network of sidewalks and minor arterials, collectors, and local streets. Sidewalks paths. surrounding the Site generally comply with DDOT standards, ▪ The Site will improve the overall pedestrian with deficiencies due to narrow sidewalk and/or buffer widths, environment on-site by providing improved or new shared curb ramps, or missing detectable warnings. Existing sidewalks along the interior and frontage of the Site. primary pedestrian destinations are accessible via routes with ▪ The Project is expected to generate pedestrian trips to sidewalks, all of which meet DDOT standards. All sidewalks and origins and destinations nearby, in addition to most curb ramps that provide direct access to the bus stops pedestrian trips generated by walking to and from near the Site provide comfortable access to the station. No transit stops. The pedestrian facilities surrounding the sidewalks within the study area limit connectivity; however, Project can accommodate these new trips. insufficient crossings exist at the intersections of 16th Street NW and Hemlock Street NW, 16th Street NW and Holly Street PEDESTRIAN STUDY AREA NW, and 14th Street NW and Hemlock Street NW. Facilities within a quarter-mile of the Site were evaluated as well as routes to nearby transit facilities. The Site is accessible ADA standards require that curb ramps be provided wherever to transit options such as bus stops adjacent to the Site along an accessible route crosses a curb and must have a detectable Alaska Avenue NW and east of the Site along Georgia Avenue warning. Additionally, curb ramps shared between two NW. There are sidewalks, generally in the residential area north crosswalks are not desired. As shown in Figure 31, under of the Site, that do not meet DDOT’s minimum sidewalk or existing conditions, a portion of the curb ramps are shared buffer widths along with shared curb ramps or missing between two crosswalks and/or do not have detectable detectable warnings. These shortcomings do not affect the warning. overall quality or attractiveness of the walking environment within the study area. Figure 30 shows suggested pedestrian Pedestrian Infrastructure Improvements pathways to existing destinations, walking time and distances, As part of the Project, pedestrian facilities along the frontage of and areas of concern. Of note, as the adjacent LRA Reuse Plan the Site will be improved to meet DDOT and ADA standards, development progresses, more pedestrian paths and where facilities do not meet standards. New sidewalks will be destinations are anticipated to become available. installed within the Site that will meet or exceed the width requirements, as well as curb ramps with detectable warnings PEDESTRIAN INFRASTRUCTURE and crosswalks at the Site entrance. This section outlines the existing and proposed pedestrian infrastructure within the pedestrian study area. SITE IMPACTS Pedestrian Trip Generation The Project is expected to generate 36 walking trips (27 inbound, 9 outbound) during the morning peak hour and 37
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walking trips (10 inbound, 27 outbound) during the afternoon In addition to these trips, the transit trips generated by the Site peak hour. The origins and destinations of these trips are likely will also generate pedestrian demand between the Site and to be: nearby transit stops, including bus stops and Metrorail stations. ▪ Residential neighborhoods where employees or The improved pedestrian network with increased connectivity visitors may reside; as a result of the LRA Reuse Plan will have the capacity to ▪ Commercial locations outside of the Site; and absorb the newly generated trips from the Site. ▪ Neighborhood destinations such as schools, libraries, and parks in the vicinity of the Site.
Table 17: Sidewalk Requirements Street Type Minimum Sidewalk Width Minimum Buffer Width Residential (Low to Moderate Density) 6 ft 4 ft (6 ft preferred for tree space) Residential (High Density) 6 ft 4 ft (6 ft preferred for tree space) Commercial 10 ft 4 ft Downtown 16 ft 6 ft
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Figure 30: Pedestrian Pathways
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Figure 31: Existing Pedestrian Facilities
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ICYCLE ACILITIES the Site, with one station adjacent to the Takoma Metro B F station, providing extensive accessibility to bikeshare facilities. In addition to the existing Capital Bikeshare stations, the LRA This chapter summarizes existing and future bicycle access, Reuse Plan includes three (3) additional Capital Bikeshare reviews the quality of cycling routes to and from the Site, and stations, two (2) on the perimeter of its site on Aspen Street presents recommendations. and Georgia Avenue, and one (1) on its interior on 12th Street.
This chapter concludes: These bicycle facilities connect the Site to areas within the ▪ The Site has access to several on-street bicycle District. Figure 32 illustrates the existing bicycle facilities in the facilities within the study area; study area. ▪ The Project is expected to generate a manageable number of bicycle trips; therefore, site-generated PROPOSED BICYCLE FACILITIES bike trips can be accommodated on existing MoveDC infrastructure; The MoveDC plan outlines several bicycle improvements in the ▪ The Project will include short-term bicycle racks vicinity of the Site. These improvements are broken up into within the Site and secure on-site long-term bicycle four tiers that rank the priority for implementation. The four parking for the employees and visitors of the Site; tiers are broken down as follows: Tier 1 EXISTING BICYCLE FACILITIES Investments should be considered as part of DDOT’s 6-year This section provides an inventory and review of existing Transportation Improvement Program (TIP) and annual bicycle facilities. Within the study area, bicyclists have access to work program development, if they are not already multi-use trails, on-street bike lanes, signed bike routes, and included. Some projects may be able to move directly into local streets. The bicycle network generally provides good construction, while others become high priorities for conditions for local trips and there are several routes for trips advancement through the Project Development Process. between the study area and Silver Spring, Takoma Park, and other destinations in Northwest Washington, DC. There is one Tier 1 addition planned near the Site that includes an approximately 3.7-mile trail along 16th Street The Site has connectivity to existing on-street bicycle facilities. NW. This proposed trail will directly affect north-south Residential low volume streets surrounding the Site provide connectivity adjacent to the Site. connectivity to existing bicycle facilities near the Site. Arterials surrounding the Site, including Alaska Avenue NW, Aspen Tier 2 Street NW, and Georgia Avenue NW are rated as good or fair Investments within this tier are not high priorities in the conditions for bicycling in the District of Columbia Bicycle Map. early years of MoveDC implementation. These investments th Bicycle lanes are available near the Site along 14 Street NW could begin moving through the Project Development south of the Site and along Butternut Street NW east of the Process if there are compelling reasons for their Site. advancement.
Under existing conditions there is no short-term bicycle parking Tier 3 located around the perimeter of the Site; however, short-term Investments within this tier are not priorities for DDOT-led bicycle parking will be installed in coordination with the LRA advancement in the early years of MoveDC’s Reuse Plan. implementation. They could move forward earlier under circumstances, such as real estate development initiatives In addition to personal bicycles, the Capital Bikeshare program and non-DDOT partnerships providing the opportunity for provides additional cycling options for residents, employees, non-District-led completion of specific funding. and visitors of the Project. The Bikeshare program has placed over 500 Bikeshare stations across the Washington, DC There is one Tier 3 addition that will positively affect metropolitan area with 4,300 bicycles provided. There are bicycle connectivity to and from the Site. A 0.8-mile bicycle three (3) existing Capital Bikeshare stations within one mile of
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lane along 14th Street NW between Alaska Avenue NW and visibility areas. The Project will also include secure long-term Eastern Avenue NW is planned, adding to the current bicycle parking. Based on the development program analyzed bicycle lane in place and improving the north-south bicycle in this report the zoning requirements for bicycle parking are connectivity near the Site. listed on
Tier 4 Table 18. Generally, investments within this tier are not priorities for DDOT-led advancement and are lower priority for project SITE IMPACTS development in the early years of implementation. Bicycle Trip Generation The Project is expected to generate 32 bicycle trips (24 There is one Tier 4 addition planned within the area of inbound, 8 outbound) during the morning peak hour and 33 future development of the LRA Reuse Plan that includes bicycle trips (7 inbound, 26 outbound) during the afternoon trails providing north-south and east-west connectivity peak hour. The number of anticipated bicycle site trips within the adjacent development. The proposed trails will indicates bicycling will be an important mode getting to and directly affect connectivity adjacent to the Site. from the Site. With adequate facilities located on site and existing routes to and from the Site, increased cycling demand Due to the timeline of the CNRIC development, this report is likely to occur in conjunction with the growing visibility and focuses on the Tier 1, Tier 2, and Tier 3 recommendations awareness of cycling as an attractive travel option. This will within the vicinity of the Site. This includes an extension of the increase bicycle activity along the majority of the study area 14th Street bike lane between Alaska Avenue and Eastern roadways. Currently, these routes pose some challenges to Avenue, which is a Tier 3 recommendation according to the cyclists that reduce the attractiveness of cycling, such as a study. limited connectivity between the Site and existing bike lanes, traffic volumes and speeds along Georgia Avenue and 16th On-Site Bicycle Elements Street, and limited connectivity between the Site and the The Project will meet or exceed zoning regulations surrounding neighborhood. requirements for short-term bicycle spaces placed in high-
Table 18: ZR16 Bicycle Parking Requirements ZR16 Bicycle Parking Minimum Building Land Use Size Long-Term Short-Term 3N Residential 50 du 17 3 3E Clinical Care 60,000 sf 6 2 3E R&D 220,000 sf 88 6 53S Conference Space 20,000 sf 2 2 54N Lab (R&D) 180,000 sf 72 5 54E Lab (R&D) 100,000 sf 40 3 54S Lab (R&D) 200,000 sf 80 5
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Figure 32: Existing Bicycle Facilities
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AFETY NALYSIS southbound through lanes. While providing crosswalks S A enhances the attractiveness of the walking environment at this intersection, it should be noted that the intersection This chapter qualitatively reviews any vehicle, pedestrian, or geometry may be detrimental to vehicle interactions with bicycle conflicts at the study area intersections or street links pedestrians and bicycles given the number of permitted within the study area. This review includes identifying any movements by each approach as pedestrians and bicycles intersections within the study area that have been identified by may be unable to effectively predict conflicting vehicle DDOT as high crash locations. movements. High vehicle speeds were also observed.
SUMMARY OF SAFETY ANALYSIS This intersection has also been identified in the Rock Creek East I Livability Study as a location with issues that impact A safety analysis was performed to determine if there are any the safety and comfort of pedestrians, bicyclists, and intersections or street links that pose any obvious conflicts with drivers. Improvement measures that specifically address vehicles, pedestrians, or bicyclists. None of the study pedestrian safety, accessibility and connectivity, along with intersections have been identified as “high crash locations” in traffic calming improvements have been recommended at DDOT’s most recent Crash Statistics Report (2015-2017); this intersection. These measures are discussed in the however, a qualitive review of the crash data available through Future Projects section. the DDOT-maintained and publicly-available “Crashes in DC” database was performed to identify study intersections in An improvement that could be implemented prior to the which conditions for vehicles, pedestrians, and bicyclists can be full implementation of the recommendations made by the improved. Rock Creek East I Livability Study is the installation of “Yield to Pedestrian” signs and upgrading the crosswalks across The “Crashes in DC” data location heat maps for vehicular Georgia Avenue to high-visibility crosswalks. crashes, crashes involving pedestrians, and crashes involving Alaska Avenue, 13th Street & Hemlock Street NW bicycles are shown on Figure 33, Figure 34, and Figure 35, This intersection operates as a six-legged intersection with respectively. Only data from the past three years are shown. Hemlock Street operating as one-way streets in the These provide an overview of links and intersections that directions away from the intersection (one-way westbound should be examined for potential conflicts with vehicles, on the east side of the intersection and one-way pedestrians, or bicyclists. eastbound on the west side of the intersection). During the th Based on observations and familiarity with the area, in addition afternoon peak period, 13 Street operates as a to the overview provided by the heat maps, four (4) southbound one-way on the north side of the intersection; intersections were identified for further evaluation. The however, vehicles were observed ignoring this movement following section details the potential conflicts at the identified restriction. study area intersections. The complex intersection geometry poses potential issues to all users at this intersection. No improvements or POTENTIAL IMPACTS operational changes at this intersection have been This section reviews the four (4) intersections identified to pose identified. safety concerns to vehicles, pedestrians, or bicyclists. 16th Street & Alaska Avenue NW Alaska Avenue, Georgia Avenue & Kalmia Road NW This intersection operates as a three-legged intersection. Out of all study intersections, this intersection saw the Currently, the westbound approach provides a left-turn highest volume of pedestrian traffic along with high lane with a shared-left and right-turn lane. There are two volumes of vehicular traffic. This intersection operates as a travel lanes in the northbound and southbound directions. five-legged intersection. As it currently exists, crosswalks Both 16th Street and Alaska Avenue are arterials carrying are provided on every leg and across the east side of high volumes of traffic which limit pedestrian and bicycle Alaska Avenue to a pedestrian refuge island between the comfort and accessibility. While Rock Creek Park limits channelized southbound right-turn lane and the east-west connectivity, pedestrians who wish to cross 16th
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Street may only do so on the north leg of 16th Street to minimize conflicts with westbound traffic turning onto southbound 16th Street.
This intersection has also been identified in the Rock Creek East I Livability Study as a location with issues that impact the safety and comfort of pedestrians due to the large crossing distances.
Upgrading the crosswalk across the north leg of 16th Street to high-visibility crosswalks and extending the median north leg median to serve as a pedestrian refuge island would improve conditions for pedestrians at this intersection. Fern Street & Georgia Avenue NW This intersection currently operates as two-way stop- controlled intersection with a stop control on eastbound Fern Street and free flow traffic on Georgia Avenue. The traffic volumes on Georgia Avenue impact pedestrian and bicycle comfort and accessibility.
Because signalization will be implemented at this intersection, an improved pedestrian environment is expected as a result. Therefore, no additional improvements are recommended at this intersection as it relates to the safety analysis component of this report.
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Figure 33: Number of Vehicle Crashes around Project Site
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Figure 34: Number of Vehicle Crashes involving Pedestrians around Project Site
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Figure 35:Number of Vehicle Crashes involving Bicycles around Project Site
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UMMARY AND ONCLUSIONS Street will provide another access point for vehicles, S C pedestrians, and bicycles.
This report reviews the transportation aspects of the As part of the Project, pedestrian facilities surrounding the Site development of the Project on the Site, which Site is the will be improved to meet DDOT and ADA standards. Sidewalks subject of Z.C. Cases Number 19-24 and 19-24A. will be improved along the frontage of the Site to meet or exceed the width requirements. The purpose of this CTR is to evaluate whether the Project will generate a detrimental impact to the transportation network There are existing bicycle facilities near the Site, including surrounding the Site. This evaluation is based on a technical bicycle lanes along 14th Street NW south of the Site and along comparison of the existing conditions, background conditions, Butternut Street NW. Residential low volume streets and total future conditions. This report concludes that the surrounding the Site provide additional bicycle connectivity. Project will not have a detrimental impact to the surrounding transportation network assuming the proposed Multi-Modal Impacts and Recommendations recommendations and TDM measures are implemented. Trip Generation The Project is expected to generate new trips on the Analyzed Project surrounding transportation network across all modes. The AM The Site is part of the former Walter Reed Medical Center and peak hour trip generation is projected to include 316 is currently occupied by four (4) structures being renovated as vehicles/hour, 246 transit riders/hour, 32 bicycle trips/hour, part of the Phase I of the CNRIC development. The Site is and 36 walking trips/hour. The PM peak hour trip generation is located in the northwest quadrant of Washington, DC. The Site projected to include 331 vehicles/hour, 258 transit riders/hour, is bounded by Fern Street NW to the north, Dahlia Street NW 33 bicycle trips/hour, and 37 walking trips/hour. to the south, LRA Reuse Plan property to the east, and US Department of State property to the west. Transit The Site is served by regional and local transit services via The proposed zoning text and map amendments support the Metrobus and Metrorail. The Site is located approximately 0.8 development of the Site with six (6) additional buildings. The miles from the Takoma Metrorail Station; with several development program analyzed in this report is the following: Metrobus routes accessible within a 12-minute walk of the Site ▪ 50 dwelling units along 16th Street, Alaska Avenue, and Georgia Avenue. ▪ 700,000 square feet of R&D office space that will serve research, clinical, and laboratory uses Multiple transit improvements are proposed in the vicinity of ▪ 60,000 square feet of outpatient, ambulatory care the site including a Streetcar line along Georgia Avenue and clinic space dedicated Metrobus lanes along 16th Street. The Site is ▪ 20,000 square feet of conference space expected to generate a significant amount of transit trips and ▪ 500 below-grade vehicle parking spaces (distributed the existing service with the proposed improvements can among the buildings) handle these new trips.
The analyzed program does not include Phase I of the campus Pedestrian which is currently under construction. Phase I of the project is The Site is surrounded by a quality pedestrian network. Most detailed in the Planned Developments section of this report. roadways within the study area provide sidewalks, crosswalks, and curb ramps that meet DDOT standards, particularly along th Vehicular access to the Site will be available from 13 Place primary walking routes. There are some existing pedestrian using the existing curb cut from Fern Street. Pedestrian and barriers surrounding the site such as limited connectivity to the bicycle access to the Site will be available from Fern Street. west due to Rock Creek Park and the ongoing adjacent development as the implementation of the LRA Reuse Plan As the implementation of the LRA Reuse Plan and DoS FMC progresses. The LRA Reuse Plan implementation will progress, Dahlia Street will be opened to provide east-west significantly improve connectivity and enhance the pedestrian connectivity from Alaska Avenue to Georgia Avenue. Dahlia network.
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The Site will improve the overall pedestrian environment on identified at this intersection by the Rock Creek East I Livability site by providing improved or new sidewalks along the interior Study to enhance the transit and pedestrian environment and frontage of the Site that meet DDOT and ADA standards. around the Site in addition to coordinating with DDOT signal timing adjustments to ensure the most efficient operation in Bicycle the future following the construction of the CNRIC The Site has access to several on-street bicycle facilities within development. the study area. Residential low volume streets surrounding the Site provide connectivity to existing bicycle facilities near the Alaska Avenue & Dahlia Street NW Site. Bicycle lanes are available near the Site along 14th Street Gorove Slade recommends implementing peak period parking NW south of the Site and along Butternut Street NW. restrictions along the north side of Alaska Avenue (on the southwestbound approach) from Dahlia Street to 16th Street. The Project will provide secure long-term bicycle parking for employees and short-term bicycle parking in the form of racks Georgia Avenue & Dahlia Street NW for visitors in high visibility areas. The amount of bicycle Gorove Slade recommends that signal timing and phasing parking provided is expected to meet or exceed zoning adjustments be coordinated with DDOT to ensure the most requirements. efficient operation in the future following the construction of the CNRIC development. The Project is expected to generate a moderate number of bicycle trips; and it is anticipated the existing infrastructure 16th Street & Main Drive NW with improvements will support site-generated trips. Gorove Slade recommends improvements to the pedestrian environment such as high-visibility crosswalks and Vehicular implementing LPIs. The Site is well-connected to regional roadways such as I-495, as well as arterials such as 16th Street and Georgia Avenue, and Safety an existing network of collector and local roadways. A qualitive review of study area intersections was performed to identify areas of concern due to vehicular, pedestrian, and In order to determine if the Project will have a negative impact bicycle interactions. on this transportation network, this report projects future conditions with and without the CNRIC development and with Gorove Slade analysis concluded that conditions may be and without the adjacent DoS FMC development. Capacity improved at two (2) intersections with improvements to analyses of intersection delays were conducted, and the delays further enhance the multi-modal network surrounding the Site. associated with each analysis scenario are compared to the Improvements are recommended as follows: acceptable levels of delay set by DDOT standards to determine if the site will negatively impact the study area. Alaska Avenue, Georgia Avenue & Kalmia Road NW An improvement that could be implemented at this Gorove Slade analysis concluded that four intersections intersection is the installation of “Yield to Pedestrian” signs and required mitigation as a result of the development due to delay upgrading the crosswalks across Georgia Avenue to high- impacts. Mitigation measures are proposed as follows: visibility crosswalks.
Georgia Avenue/Alaska Avenue & Kalmia Road NW 16th Street & Alaska Avenue NW Gorove Slade recommends that signal timing adjustments be Upgrading the crosswalk across the north leg of 16th Street to coordinated with DDOT to ensure the most efficient operation high-visibility crosswalks and extending the median north leg in the future following the construction of the CNRIC median to serve as a pedestrian refuge island would improve development. conditions for pedestrians at this intersection.
16th Street & Alaska Avenue NW Transportation Demand Management (TDM) Gorove Slade recommends the Applicant consider Per the DDOT CTR guidelines, the goal of TDM measures is to implementing the transit and pedestrian related improvements reduce the number of single occupancy vehicles and vehicle
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ownership within the District. The promotion of various programs and existing infrastructure includes maximizing the use of transit, bicycle, and pedestrian facilities. DDOT has outlined expectations for TDM measures in their CTR guidelines, and this project has proposed a TDM plan based on these guidelines.
Summary and Recommendations This report concludes that the Project will not have a detrimental impact on the surrounding transportation network assuming the proposed mitigation and TDM measures are implemented.
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