COMPREHENSIVE TRANSPORTATION REVIEW 965 FLORIDA AVENUE PUD WASHINGTON , DC

April 22, 2016 (revised May 17, 2016)

ZONING COMMISSION District of Columbia

Case No. 15-34 ZONING COMMISSION District of Columbia CASE NO.15-34 DeletedEXHIBIT NO.23B

Prepared by:

1140 Connecticut Avenue NW 3914 Centreville Road 15125 Washington Street Suite 600 Suite 330 Suite 136 Washington, DC 20036 Chantilly, VA 20151 Haymarket, VA 20169 Tel: 202.296.8625 Tel: 703.787.9595 Tel: 703.787.9595 Fax: 202.785.1276 Fax: 703.787.9905 Fax: 703.787.9905

www.goroveslade.com

This document, together with the concepts and designs presented herein, as an instrument of services, is intended for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization by Gorove/Slade Associates, Inc., shall be without liability to Gorove/Slade Associates, Inc.

Contents

Executive Summary ...... 1 Introduction ...... 3 Purpose of Study ...... 3 Contents of Study ...... 3 Study Area Overview ...... 6 Major Transportation Features ...... 6 Future Regional Projects ...... 7 Project Design ...... 13 Site Access ...... 13 Loading ...... 13 Parking ...... 14 Bicycle and Pedestrian Facilities ...... 15 Transportation Demand Management (TDM) ...... 15 Trip Generation ...... 18 Traffic Operations ...... 20 Study Area, Scope, & Methodology ...... 20 Vehicular Analysis Results ...... 24 Transit ...... 40 Existing Transit Service ...... 40 Proposed Transit Service ...... 40 Site-Generated Transit Impacts ...... 41 Pedestrian Facilities ...... 46 Pedestrian Study Area...... 46 Pedestrian Infrastructure ...... 46 Site Impacts ...... 47 Bicycle Facilities ...... 50 Existing Bicycle Facilities ...... 50 Proposed Bicycle Facilities ...... 50 Site Impacts ...... 51 Crash Data Analysis ...... 53 Summary of Available Crash Data ...... 53 Potential Impacts ...... 53 Summary and Conclusions ...... 55

Figures

Figure 1: Site Location ...... 4 Figure 2: Site Aerial ...... 5 Figure 3: Summary of Walkscore and Bikescore ...... 8 Figure 4: Major Regional Transportation Facilities ...... 10 Figure 5: Major Local Transportation Facilities ...... 11 Figure 6: Planned Development Map ...... 12 Figure 7: Site Plan ...... 16 Figure 8: Circulation Plan ...... 17 Figure 9: Study Intersections ...... 26 Figure 10: Outbound Trip Distribution and Routing ...... 27 Figure 11: Inbound Trip Distribution and Routing ...... 28 Figure 12: Current Lane Configuration and Traffic Control ...... 29 Figure 13: 2020 Lane Configuration and Traffic Control without the Development ...... 30 Figure 14: 2020 Lane Configuration and Traffic Control with the Development ...... 31 Figure 15: Morning Peak Hour Capacity Analysis Results ...... 36 Figure 16: Afternoon Peak Hour Capacity Analysis Results ...... 37 Figure 17: Saturday Peak Hour Capacity Analysis Results ...... 38 Figure 18: Existing Transit Service ...... 44 Figure 19: Bus Headways and Frequency (weekdays) ...... 45 Figure 20: Pedestrian Pathways ...... 48 Figure 21: Existing Pedestrian Infrastructure ...... 49 Figure 22: Existing Bicycle Facilities ...... 52

Tables

Table 1: Car-share within 0.25 miles of the Site ...... 7 Table 2: Summary of Mode Split Assumptions ...... 18 Table 3: Multi-Modal Trip Generation Summary ...... 19 Table 4: Summary of Background Development Trip Generation ...... 21 Table 5: Applied Annual and Total Growth Rates ...... 22 Table 6: LOS Results ...... 32 Table 7: Queuing Results ...... 34 Table 8: Mitigated Capacity Analysis Results ...... 39 Table 9: Metrobus Route Information ...... 43 Table 10: Sidewalk Requirements ...... 46 Table 11: Intersection Crash Rates ...... 53 Table 12: Crash Type Breakdown ...... 54

Pedestrian access to the separate residential and grocery EXECUTIVE SUMMARY entrances will be along Florida Avenue. Pedestrian facilities along the perimeter of the site will be improved to include The following report is a Comprehensive Transportation Review sidewalks and buffer widths that meet or exceed DDOT (CTR) for the 965 Florida Avenue NW development. The report requirements. The residential garage will house up to 166 reviews the transportation aspects of the project’s Planned secure bicycle parking spaces. Furthermore, short-term bicycle Unit Development (PUD) application. The Zoning Commission parking spaces will be provided around the perimeter of the Case Number is 15-34. site.

The purpose of this study is to evaluate whether the project The parking and loading provided by the development will will generate a detrimental impact to the surrounding adequately serve the demands set forth by the development transportation network. This evaluation is based on a technical program. comparison of the existing conditions, background conditions, and total future conditions. This report concludes that the Multi-Modal Impacts and Recommendations project will not have a detrimental impact to the surrounding Transit transportation network assuming that all planned site design The site is well served by regional and local transit services such elements are implemented. as Metrorail and Metrobus. The site is less than 0.2 miles from the U Street/African American Civil War Memorial/Cardozo Proposed Project Metrorail station serving the Green and Yellow Lines. Metrobus The planned development will replace the unused parking lot stops are located near the site along Florida Avenue, Vermont and abandoned building on the southwest corner of the lot Avenue, U Street, 11th Street, Georgia Avenue, and at the U with a mixed-use project consisting of up to 490 residential Street Metrorail station. units and 51,540 square feet of grocery space. The site is located in the Shaw/Cardozo neighborhood, in the Northwest Although the development will be generating new transit trips, quadrant of Washington, DC. The site is generally bounded by existing facilities have sufficient capacity to handle the new Sherman Avenue and Florida Avenue to the west, Howard Plaza trips. Towers (as a part of Howard University) to the north, 9th Street to the east and a privately owned lot to the south. Pedestrian The site is surrounded by a well-connected pedestrian network. As part of the development, the intersection of Florida Avenue Almost all roadways within a quarter-mile walkshed provide and Sherman Avenue will be reconfigured. The signalized sidewalks and acceptable crosswalks and curb ramps, intersection will be realigned to improve operational efficiency, particularly along the primary walking routes. Under existing improve safety, and accommodate the extension of Bryant conditions there is a lack of crosswalks along Florida Avenue Street, a new private street that will run on the northern near the site, but this will be remedied by planned boundary of the site. This will improve porosity and improvements. Most sidewalks in the study area do not meet connectivity to the area surrounding the site. Additionally, as DDOT standards for minimum buffer width. part of the development the intersection of W Street and Florida Avenue will be signalized to further increase safety and As a result of the development, pedestrian facilities along the porosity near the site. perimeter of the site will be improved, particularly along Florida Avenue & 9th Street. The development will ensure that Vehicular access to the project will on the east side of the sidewalks and buffers along the site meet or exceed DDOT property from a single curb cut along 9th Street. Two levels of width requirements where possible and provide an adequate the below-grade parking garage will have 218 parking spaces pedestrian environment. The reconfiguration of the for the grocery store use with a third having 125 parking spaces intersection of Florida Avenue and Sherman Avenue will further for the residential use. All loading facilities and trash rooms will enhance pedestrian facilities near the site by adding be at the ground level of the building and accessed from Bryant crosswalks, upgrading the curb ramps, and adding a pedestrian Street.

1

plaza/pocket park on the southwestern corner of the Summary and Recommendations intersection. This report concludes that the proposed development will not have a detrimental impact to the surrounding transportation Bicycle network assuming that all planned site design elements are There site has access to existing bicycle on-street facilities that implemented. connect the site to areas within the District. North-south bicycle connectivity is achieved via bike lanes on 11th Street and The PUD has several positive elements contained within its 14th Street, sharrows on 11th Street and Sherman Avenue, and a design that minimize potential transportation impacts, signed route on 13th Street. East-west connectivity is provided including: via bike lanes on W Street, V Street, and T Street. . The site’s close proximity to Metrorail. The development will supply up to 166 secure long-term . The improvement of pedestrian facilities along the bicycle parking spaces within the below-grade parking garage, perimeter of the site so that the meet or exceed as well as short-term bicycle parking around the perimeter of DDOT and ADA standards, where possible. the site. . The reconfiguration of the intersection of Florida Avenue and Sherman Avenue will improve Vehicular operational efficiency, improve safety, and The proposed development is well-connected to regional accommodate the extension of Bryant Street, a new roadways such as I-395, primary and minor arterials such as private street that will run on the northern boundary Rhode Island Avenue, Florida Avenue, and Georgia Avenue, and of the site. This will improve porosity and an existing network of collector and local roadways. connectivity to the area surrounding the site. Furthermore, the reconfiguration of the intersection In order to determine if the proposed development will have a will enhance pedestrian facilities near the site by negative impact on this transportation network, this report adding crosswalks, upgrading the curb ramps, and projects future conditions with and without the development adding a pedestrian plaza/pocket park on the of the site and performs analyses of intersection delays. These southwestern corner of the intersection. delays are compared to the acceptable levels of delay set by . The addition of a new traffic signal at the Florida DDOT standards to determine if the site will negatively impact Avenue/W Street intersection to facilitate additional the study area. The analysis concluded that three (3) access to W Street and 9th Street, east of Florida intersections required mitigation as a result of the Avenue, as well as improved pedestrian crossings at development. Mitigation measures were proposed as follows: the intersection. . The inclusion of secure long-term bicycle parking . Florida Avenue & V Street & 9th Street NW spaces within the garage of the development. This report recommended signal timing changes for the background and future scenarios, which allowed the This report analyzed the potential impacts of the PUD, and intersection to operate under acceptable conditions. concluded that the PUD will not have a detrimental impact to the surrounding transportation network, as long as the project . Florida Avenue & Barry Street NW implements the recommendations as follows: This report recommended signal timing changes, which allowed the intersection to operate under acceptable . Planned Improvements to the intersection of Florida conditions during the afternoon study period. Avenue and Sherman Avenue NW. . Implementing the Transportation Demand Management . Georgia Avenue & V Street (TDM) plan detailed within the body of this report. This report recommended signal timing changes, which . Implementing the Loading Management Plan (LMP) allowed the intersection to operate under acceptable detailed within the body of this report. conditions during the morning study period.

2

INTRODUCTION . Trip Generation This section outlines the travel demand of the proposed PURPOSE OF STUDY project. It summarizes the proposed trip generation of the This report reviews the transportation elements of the 965 project. Florida Avenue NW PUD. The site, shown in Figure 1 and Figure 2, is located in the Shaw/Cardozo neighborhood in Northwest . Traffic Operations DC. This section provides a summary of the existing roadway facilities and an analysis of the existing and future roadway The purpose of this report is to: capacity in the study area. This section highlights the vehicular impacts of the project, including presenting 1. Review the transportation elements of the mitigation measures for minimizing impacts. development site plan and demonstrate that the site . Transit conforms to DDOT’s general polices of promoting non- This section summarizes the existing and future transit automobile modes of travel and sustainability. service adjacent to the site, reviews how the project’s 2. Provide information to the District Department of transit demand will be accommodated, outlines impacts, Transportation (DDOT) and other agencies on how the and presents recommendations as needed. development of the site will influence the local transportation network. This report accomplishes this . Pedestrian Facilities by identifying the potential trips generated by the site This section summarizes existing and future pedestrian on all major modes of travel and where these trips will access to the site, reviews walking routes to and from the be distributed on the network. project site, outlines impacts, and presents 3. Determine if development of the site will lead to recommendations as needed. adverse impacts on the local transportation network. . Bicycle Facilities This report accomplishes this by projecting future This section summarizes existing and future bicycle access conditions with and without development of the site to the site, reviews the quality of cycling routes to and and performing analyses of vehicular delays. These from the project site, outlines impacts, and presents delays are compared to the acceptable levels of delay recommendations as needed. set by DDOT standards to determine if the site will negatively impact the study area. The report discusses . Safety/Crash Analysis what improvements to the transportation network are This section reviews the potential safety impacts of the needed to mitigate adverse impacts.05 project. This includes a review of crash data at intersections in the study area and a qualitative discussion CONTENTS OF STUDY on how the development will influence safety. This report contains nine sections as follows: . Summary and Conclusions . Study Area Overview This section presents a summary of the recommended This section reviews the area near and adjacent to the mitigation measures by mode and presents overall report proposed project and includes an overview of the site findings and conclusions. location.

. Project Design This section reviews the transportation components of the project, including the site plan and access. This chapter also contains the proposed Transportation Demand Management (TDM) plan for the site.

3

Figure 1: Site Location

4

Figure 2: Site Aerial

5

Shaw-Howard University Metrorail station is also within STUDY AREA OVERVIEW walking distance of the site. The proposed development has access to the Green and Yellow Lines which provide This section reviews the study area and includes an overview of connections to areas in the District, Maryland, and Virginia. The the site location, including a summary of the major Green Line connects Greenbelt, MD with Suitland, MD while transportation characteristics of the area and of future regional the Yellow Line connects Fort Totten, DC with Alexandria, VA. projects. Of particular importance, the Green Line provides a direct rail connection throughout Southeast Washington, which includes The following conclusions are reached within this chapter: the neighborhoods of Navy Yard, Anacostia, and Congress Heights – in addition to connecting with additional Metrorail . The site is surrounded by an extensive regional and lines at other Green Line stations, allowing for access to much local transportation system that will connect the of the DC Metropolitan Area. residents, employees, and patrons of the proposed development Overall, the site has access to several regional roadways and . The site is well-served by public transportation with transit options, making it convenient to travel between the site access to Metrorail, and several local and limited stop and destinations in the District, Virginia, and Maryland. Metrobus lines. . There is existing bicycle infrastructure including a mix Overview of Local Access of bike lanes and shared lanes in the vicinity of the There are several local transportation options near the site that site. serve vehicular, transit, walking, and cycling trips, as shown on . Pedestrian conditions are generally good, particularly Figure 5. along anticipated major walking routes. The site is served by a local vehicular network that includes MAJOR TRANSPORTATION FEATURES several primary and minor arterials such as U Street, Georgia Overview of Regional Access Avenue (US-29), Vermont Avenue, and 14th Street. In addition, The 965 Florida Avenue NW site has ample access to regional there is an existing network of connector and local roadways vehicular- and transit-based transportation options, as shown that provide access to the site. in Figure 4, that connect the site to destinations within the District, Virginia, and Maryland. The Metrobus system provides local transit service in the vicinity of the site, including connections to several The site is accessible from several interstates and principal neighborhoods within the District and additional Metrorail arterials such as I-395, Georgia Avenue, and Rhode Island stations. As shown in Figure 5, there are nine routes that Avenue. The interstate and arterials create connectivity to the service the site, including one MetroExtra line. Additional I-695, I-295, and ultimately to the Capital Beltway (I-495) that services outside of Metrobus includes the Howard University surrounds Washington, DC and its inner suburbs as well as shuttles. In the vicinity of the site, the majority of routes travel regional access to I-95. All of these roadways bring vehicular along U Street. These bus lines connect the site to many areas traffic within a mile of the site, at which point arterials and of the District and suburban Maryland. local roads can be used to access the site directly. There are existing bicycle facilities that connect the site to Along this site there are several local and regional bus stops areas within the District. North-south bicycle connectivity is that connect the city limits with the innermost roads of achieved via 14th Street, 13th Street, 11th Street, and Sherman Washington, DC. The multiple bus route options allow for more Avenue. East-west connectivity is made via W Street, V Street, frequent bus pickups, and specified travel destination options, and T Street. A detailed review of existing and proposed bicycle as shown in Figure 5. facilities and connectivity is provided in a later section of the report. The site is located nearby the U Street/African-American Civil War Memorial/Cardozo Metrorail station. Additionally, the

6

In the vicinity of the site, most sidewalks do not meet DDOT vehicles; however availability is tracked through their website, standards, primarily due to lacking the minimum buffer width. which provides an additional option for car-sharing patrons. Anticipated pedestrian routes, such as those to public transportation stops, retail zones, and community amenities, Walkscore provide acceptable pedestrian facilities. There are few to no Walkscore.com is a website that provides scores and rankings pedestrian barriers in the area that limit the overall for the walking, biking, and transit conditions within connectivity to and from the site; however, background neighborhoods of the District. Based on this website the developments may improve upon some of these deficiencies. A planned development is located in the U Street neighborhood. detailed review of existing and proposed pedestrian access and The site location has a walk score of 97 (or “Walker’s infrastructure is provided in a later section of this report. Paradise”), a transit score of 85 (or “Excellent Transit”), and a bike score of 93 (or “Biker’s Paradise”). Figure 3 shows the Although there are some minor issues, overall the 965 Florida neighborhood borders in relation to the site location and Avenue site is surrounded by an expansive local transportation displays a heat map for walkability and bikeability. network that allows for efficient transportation options via transit, bicycle, walking, or vehicular modes. The site is situated in an area with good walk scores because of the abundance of neighborhood serving retail locations, where Carsharing most errands can be completed by walking. Three carsharing companies provide service in the District: Zipcar, Enterprise Carshare, and Car2Go. All three services are The site is situated in an area with good bike scores due to its private companies that provide registered users access to a proximity to roadways with bike lanes and a flat topography. variety of automobiles. Of these, Zipcar and Enterprise The high transit score was based on the proximity to the U Carshare have designated spaces for their vehicles. There are Street/African-American Civil War Memorial/Cardozo Metrorail five carshare locations within a quarter-mile of the site. Table 1 station, car share, and multiple bus lines. breaks down the different location that are made available to the public. Overall, the U Street neighborhood has high walk, high transit, and high bike scores. Additionally, other planned developments Carsharing is also provided by Car2Go, which provides point-to- and roadway improvements will help increase the walk and point carsharing. Unlike Zipcar or Enterprise Carshare, which bike scores in the U Street neighborhood. require two-way trips, Car2Go can be used for one-way rentals. Car2Go currently has a fleet of vehicles located throughout the FUTURE REGIONAL PROJECTS District. Car2Go vehicles may park in any non-restricted There are a few District initiatives and background metered curbside parking space or Residential Parking Permit developments located in the vicinity of the site. These planned (RPP) location in any zone throughout the defined “Home and proposed projects are summarized below. Area”. Members do not have to pay the meters or pay stations. Car2Go does not have permanent designated spaces for their

Table 1: Car-share within 0.25 miles of the Site

Carshare Location Number of Vehicles Zipcar Howard University/8th Street NW (between Barry and V Streets) 3 vehicles 1315 W Street NW (14W Apartments) (between 14th and 13th Streets) 2 vehicles Howard University (6th/Bryant Streets NW) 1 vehicle Howard University (515 W Street NW) 2 vehicles Enterprise Carshare 14th Street & Chapin Street 2 vehicles Total 10 vehicles

7

Figure 3: Summary of Walkscore and Bikescore

Local Initiatives report proposes a 20-year timeframe to answer challenges in MoveDC: Multimodal Long-Range Transportation Plan areas of: (1) Jobs & the economy; (2) Health & Wellness; (3) MoveDC is a long-range plan that provides a vision for the Equity & Diversity; (4) Climate & Environment; (5) Built future of DC’s transportation system. As the District grows, so Environment; (5) Energy; (6) Food; (7) Nature; (8) must the transportation system, specifically in a way that Transportation; (9) Waste; and (10) Water. With respect to expands transportation choices while improving the reliability transportation, the sustainability goals targeted in 20 years of all transportation modes. include:

The MoveDC report outlines recommendations by mode with . Improving connectivity and accessibility through efficient, the goal of having them completed by 2040. The plan hopes to integrated, and affordable transit systems achieve a transportation system for the District that includes: . Expanding provision of safe, secure infrastructure for cyclists and pedestrians . 70 miles of high-capacity transit (streetcar or bus) . Reducing traffic congestion to improve mobility . 200 miles of on-street bicycle facilities or trails . Improving air quality along major transportation routes . Sidewalks on at least one side of every street . New street connections A combination of increasing public transit and decreasing . Road management/pricing in key corridors and the vehicular mode shares has been suggested to meet the Central Employment Area transportation targets. The high walk and bike scores in the U . A new downtown Metrorail loop Street neighborhood are examples of the reduction in vehicle . Expanded commuter rail use and the need to expand safe and secure infrastructure for . Water taxis cyclists and pedestrians.

In direct relation to the proposed development, the MoveDC Lower Georgia Avenue Transportation and Streetscape plan outlines recommended transit and bicycle improvements Improvements such as a high-frequency bus corridor improvements along The purpose of this DDOT study was to provide a way of Georgia Avenue. These recommendations would create understanding the current and future transportation system additional multi-modal capacity and connectivity to the along the Lower Georgia Avenue Corridor. Improvements could proposed development and are discussed further down in the then be made along the Georgia Avenue corridor, while report. enhancing the public realm with efficient and aesthetic streetscapes. To this end, the project will: (1) develop a plan to SustainableDC: Sustainable DC Plan address pedestrian street crossing hazards at intersections and SustainableDC is planning effort initiated by the Department of encourage greater pedestrian convenience and appeal; (2) Energy & Environment and the Office of Planning that provides examine modes of transportation such as bicycling, walking, the District with a framework of leading Washington DC to and mass transit and how these may impact lane become the most sustainable city in the nation. The 2012 configurations, safety, and parking along the corridor; (3)

8

provide options for resolving narrow sidewalks and tree spaces which local businesses are provided enhanced services; and on Georgia Avenue and Sherman Avenue; and (4) develop a opportunities and the best in new retail ideas are supported; plan that will serve as the guide for the implementation of and (6) Ensuring that existing residents receive opportunities streetscape, transit, safety, and adjacent roadway and a voice in shaping how the destination district develops. improvements. A transportation management and right-of-way plan that supports economic development and local mobility, As part of the PUD, the extension of Bryant Street along the where also developed as part of this study. northern edge of the site is in accordance with the DUKE Small Area Plan to facilitate the east-west connection between Howard University Master Plan Sherman Avenue/Florida Avenue and Georgia Avenue. In 2011, Howard University released a master plan of its Central Campus, located to the east of the project site. The Planned Developments plan included the following planning principles: (1) Supporting There are several potential development projects in the vicinity Howard University’s Academic Mission; (2) Improving the of the 965 Florida Avenue site. For the purpose of this analysis, University Community’s Quality of Life; (3) Implementing good only approved developments expected to be complete prior to and smart urban design; (4) Enhancing connectivity and the planned development with an origin/destination within the walkability; (5) Improving the public realm; (6) Developing the study area were included. A detailed list of the background campus edge; (7) Embracing sustainability; (8) Preserving and developments considered and a description of their protecting historic legacy; and (9) Fostering community applicability for incorporation in the study is included in the engagement. Over a 7-year period, the university planned a Technical Attachments. Of the background developments combination of new and renovated facilities on its campus, considered, two were ultimately included and are described including the western and southern peripheries which are in below. Figure 6 shows the location of these developments in the immediate vicinity of the project site. The university relations to the proposed development. proposed a mixed-use real estate strategy along Georgia Avenue, including a proposal to designate the section of Atlantic Plumbing (Parcel C) Georgia Avenue between Florida Avenue and Barry Place a core The 10-story building will include one mixed-use development retail and mixed-use district. of residential (120 condominium units), hotel (144 rooms), office space (26,000 sf), and a 140-space below-grade parking DUKE Small Area Plan garage. A neighborhood revitalization plan was implemented in 2004 by the DC Office of Planning and community stakeholders in Atlantic Plumbing lies in the study area and is expected to open the U Street neighborhood. The plan addressed existing before the completion of 965 Florida Avenue and will be neighborhood needs and redevelopment opportunities while included in the analysis. building upon the neighborhood’s cultural and historic Sherman Avenue Apartments resources. Principles guiding the shape of the plan included: (1) The apartment project from Howard University and partners Creating a cohesive and memorable place with diverse sub- call for 319 residential units with more than 11,000 square feet areas whose primary functions and/or focus may be somewhat of retail. Consolidated PUD application made by the developer different; (2) Knitting new development with surrounding was approved by ZC Order 14-21 in June 2015. neighborhoods and the Howard University campus to respect their character and to honor the pedestrian in this transit Sherman Avenue Apartments lie in the study area and is oriented development; (3) Promoting cultural tourism expected to open before the completion of 965 Florida Avenue initiatives based on the rich African American historical and and will be included in the analysis. cultural assets of the area that will bring economic development opportunities for local residents and businesses; (4) Allowing for the active expression and appreciation of music with particular emphasis upon the area’s jazz heritage; (5) Fostering a spirited environment of local entrepreneurship in

9

Figure 4: Major Regional Transportation Facilities

10

Figure 5: Major Local Transportation Facilities

11

Figure 6: Planned Development Map

12

Atlantic Plumbing Parcel C project, and will provide one-way PROJECT DESIGN eastbound circulation.

This section reviews the transportation components of the 965 The development proposes making adjustments to the Florida Avenue development, including the proposed site plan Sherman Avenue NW/Florida Avenue NW intersection. The and access points. It includes descriptions of the site’s vehicular proposed roadway realignment would modify the existing access, loading, parking, bicycle, pedestrian facilities, and intersection, which currently operates as a non-standard Transportation Demand Management (TDM) plan. It signalized T-intersection into a more standard signalized four- supplements the information provided in the site’s plan leg intersection, with access to a new private street on the package that accompanied the Zoning Application, which eastern leg of the intersection. The reconfiguration of the includes several illustrations of site circulation and layout. intersection of Sherman Avenue and Florida Avenue will allow for two-way circulation along the proposed extension of Bryant The planned development will replace the existing building and Street. Additionally, the Applicant will construct a signal at the surface parking lot with one mixed-use building. There are intersection of W Street and Florida Avenue. currently five curb cuts that access the existing site: one along th 9 Street and four along Florida Avenue that provide access to A circulation plan with vehicular, bicycle, pedestrian and the surface parking lot. The site is primarily surrounded by a loading routes is shown on Figure 8. low fence along Florida Avenue and 9th Street. LOADING The planned development will replace the unused parking lot The proposed loading facilities in the PUD should and abandoned building on the southwest corner of the site accommodate all delivery demand without detrimental with a mixed-use project consisting of up to 490 residential impacts. According to DC zoning requirements the site is units, 51,450 sf of grocery space, and a below-grade parking required to provide one 30-foot and two 55-foot loading bays, garage with 341 parking spaces. Figure 7 shows an overview of as well as two 20-foot service and delivery spaces. The the development program and site plan elements. Applicant is seeking relief from the requirements set forth by District zoning laws for loading and service space. The proposed SITE ACCESS development will contain one 40-foot and two 70-foot loading Pedestrian Access bays as well as one 20-foot service and delivery space, which Pedestrian access to the residential component of the will be sufficient to accommodate the practical loading needs development will occur predominately via the Florida Avenue of the PUD. entrance, with an additional access point on 9th Street. For the grocery component, pedestrian access will be on Florida The proposed development is expected to generate six (6) to Avenue. Pedestrian access points are shown on the site plan in seven (7) truck trips per day. This includes daily trash removal Figure 7. services, mail and parcel delivery, grocery delivery, and residential move-in and move-out trips. One (1) trash removal Bicycle Access truck, two (2) mail and parcel delivery trucks, two (2) grocery th Most bicycle access to the site will be off 9 Street that links to trucks, and one (1) to two (2) residential move-in and –out the 126-160 long-term secure bicycle parking in the below- trucks (calculated using an average of 18 months average grade parking garage. Short-term bicycle racks will be placed turnover per unit), will service the development on a daily around the perimeter of the site along Florida Avenue. basis. The loading facilities provided by the development will be sufficient to accommodate this demand. Vehicular Access th Most vehicular access to the site will be off 9 Street, which is a Truck routing to the site will be focused on 9th Street, which local roadway. The extension of Bryant Street, which will be a connects the site to U Street, Florida Avenue, and Georgia newly constructed private street along the northern boundary Avenue, all of which are DDOT designated truck routes. Truck of the site will provide two-way circulation. The extension of W routing from the site will be along Florida Avenue and Sherman Street to the south of the site will be constructed as part of the Avenue, which connect to the same truck routes discussed

13

above. Turning maneuvers into and out of the site for each regulations set forth in DDOT’s Freight Management loading area are included in the Technical Attachments. and Commercial Vehicle Operations document, and the primary access routes listed in the DDOT Truck Loading Management Plan (LMP) and Bus Route System. The Applicant has proposed the following measures to offset . The dock manager(s) will be responsible for any potential impacts that the loading activities of the disseminating suggested truck routing maps to the proposed development might have on the surrounding building’s tenants and to drivers from delivery intersections and neighborhoods: services that frequently utilize the loading dock. The dock manager(s) will also distribute flyers materials . A loading dock manager will be designated by the as DDOT’s Freight Management and Commercial building management. The dock manager will Vehicle Operations document to drivers as needed to coordinate with vendors and tenants to schedule encourage compliance with idling laws. The dock deliveries and will be on duty during delivery hours. A manager(s) will also post these documents in a separate manager may be designated for each of the prominent location within the service area residential and retail loading docks and the two loading dock managers will coordinate their activities PARKING per the plan. The parking provided by the PUD should accommodate all . All tenants will be required to schedule deliveries parking needs on site. that utilize the loading docks – defined here as any loading operation conducted using a truck 20’ in On-Site Parking length or larger. Based on current District zoning laws, the following outlines the . The dock manager(s) will schedule deliveries such parking requirements for all land uses of the development: that the dock’s capacity is not exceeded. In the event that an unscheduled delivery vehicle arrives while the . Residential dock is full, that driver will be directed to return at a 1 space per 3 dwelling units, amounting to a minimum of later time when a berth will be available so as to not 164 parking spaces impede the drive aisle that passes in front of the loading dock. . Grocery . The dock manager(s) will monitor inbound and 1 space per 750 square feet of grocery space in excess of outbound truck maneuvers and will ensure that 3,000 square feet, amounting to a minimum of 66 spaces trucks accessing the loading dock do not block vehicular traffic except during those times when a 343 parking spaces will be supplied in a below-grade parking truck is actively entering or exiting the alley. garage, with 125 parking spaces being for residential use and . The loading dock operation will be limited to daytime 218 parking spaces for grocery use. The development will be 40 hours of operation, with signage indicating these parking spaces short of satisfying zoning requirements for the hours posted prominently at the loading dock and at residential component of the development. The Applicant is both entrances to the garage. The loading dock will seeking relief for the requirements set forth by current District be open seven days a week from 7:00 am to 10:00 zoning laws for on-site parking. pm. Service vehicle traffic interfacing with other vehicular traffic will be monitored during peak Typically, developments nearby Metrorail stations generate a periods and management measures will be taken if parking demand in the range of 0.25 to 0.50 spaces per necessary to reduce conflicts between truck and residential unit, and 0.25 to 1.00 spaces per thousand square vehicular movements. feet. Based on these ranges the proposed development will . Trucks using the loading dock will not be allowed to generate around 135 to 296 spaces of demand. The proposed idle and must follow all District guidelines for heavy supply of 343 spaces will meet these demands. vehicle operation including but not limited to DCMR 20 – Chapter 9, Section 900 (Engine Idling), the

14

BICYCLE AND PEDESTRIAN FACILITIES . The Applicant will unbundle the cost of residential Bicycle Facilities parking from the cost of lease or purchase. . Exact numbers and locations of short-term bicycle racks have The Applicant will identify TDM Leaders (for planning, not yet been determined; however bicycle racks will be located construction, and operations) for the residential and along the perimeter of the site on Florida Avenue. These short grocery uses. The TDM Leaders will work with term spaces will include inverted U-racks placed in high- residents in the building to distribute and market visibility areas. The Applicant is working in conjunction with various transportation alternatives and options. . DDOT in selecting locations for the racks in public space. The Applicant will provide TDM materials to new residents in the Residential Welcome Package The project will also include secure long-term bicycle parking. materials. The plans identify up to 166 spaces in the proposed . The Applicant will install a Transportation development. According to the DC Zoning Regulations and the Information Center Display (electronic screen) within Bicycle Commuter and Parking Expansion Act of 2007, all the residential lobby containing information related residential developments must provide at least one secure to local transportation alternatives. bicycle parking space for each 3 residential units. In addition . The Applicant will provide bicycle repair stations the number of bicycle parking spaces for all other land uses within the bicycle rooms in the development amount to 5 percent of the automobile parking spaces required. Based on these regulations the development must provide up to 166 bicycle parking spaces (depending on the number of residential units). The Applicant will meet the requirements set forth by current District regulations for on- site bicycle parking.

Pedestrian Facilities Pedestrian facilities will be improved around the site. Under existing conditions, sidewalk widths and buffers do not meet DDOT standards for pedestrian facilities. The proposed development will improve sidewalks around the perimeter of the site to meet or exceed DDOT standards for sidewalk widths and buffers where possible. Furthermore, the proposed improvements to the intersection of Sherman Avenue and Florida Avenue and the intersection of W Street and Florida Avenue will improve pedestrian connectivity by adding crosswalks where none exist currently.

TRANSPORTATION DEMAND MANAGEMENT (TDM) TDM is the application of policies and strategies used to reduce travel demand or to redistribute demand to other times or spaces. TDM typically focuses on reducing the demand of single-occupancy, private vehicles during peak period travel times or on shifting single-occupancy vehicular demand to off- peak periods.

The Transportation Demand Management (TDM) plan for the 965 Florida Avenue development is based on the DDOT expectations for TDM programs. The Applicant proposes the following TDM measures:

15

Figure 7: Site Plan

16

Figure 8: Circulation Plan

17

TRIP GENERATION

This section outlines the transportation demand of the proposed 965 Florida Avenue project. It summarizes the projected trip generation of the site by mode, which forms the basis for the chapters that follow.

Traditionally, weekday peak hour trip generation is calculated based on the methodology outlined in the Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 9th Edition. This methodology was supplemented to account for the urban nature of the site (the Trip Generation Manual provides data for non-urban, low transit use sites) and to generate trips for multiple modes.

Residential trip generation was calculated based on ITE land use 220, Apartment, splitting trips into different modes using assumptions derived from census data for the residents that currently live near the site. The vehicular mode split was then adjusted to reflect the parking supply and other developments with similar proximity to Metrorail.

Grocery trip generation was calculated based on ITE land use 850, Supermarket. Mode splits for the grocery portion of the site were based on information contained in WMATA’s 2005 Development-Related Ridership Survey and mode splits used for retail uses of nearby developments that have recently been studied, with a higher walk share due to grocery stores attracting trips from the immediate vicinity.

The mode split assumptions for all land uses within the development is summarized in Table 2. A summary of the multimodal trip generation for the development is shown on Table 3. Detailed calculations are included in the Technical Appendix.

Table 2: Summary of Mode Split Assumptions Mode Land Use Auto Transit Bike Walk Residential 35% 45% 5% 20% Grocery 35% 15% 5% 45%

18

Table 3: Multi-Modal Trip Generation Summary AM Peak Hour PM Peak Hour Sat Peak hour Mode Land Use In Out Total In Out Total In Out Total Apartments 17 veh/hr 69 veh/hr 86 veh/hr 65 veh/hr 35 veh/hr 100 veh/hr 44 veh/hr 45 veh/hr 89 veh/hr Auto Grocery 38 veh/hr 23 veh/hr 61 veh/hr 85 veh/hr 82 veh/hr 167 veh/hr 110 veh/hr 106 veh/hr 216 veh/hr Total 55 veh/hr 92 veh/hr 147 veh/hr 150 veh/hr 117 veh/hr 267 veh/hr 154 veh/hr 151 veh/hr 305 veh/hr Apartments 25 ppl/hr 99 ppl/hr 124 ppl/hr 95 ppl/hr 51 ppl/hr 146 ppl/hr 65 ppl/hr 65 ppl/hr 130 ppl/hr Transit Grocery 29 ppl/hr 18 ppl/hr 47 ppl/hr 65 ppl/hr 62 ppl/hr 127 ppl/hr 84 ppl/hr 81 ppl/hr 165 ppl/hr Total 54 ppl/hr 117 ppl/hr 171 ppl/hr 160 ppl/hr 113 ppl/hr 273 ppl/hr 149 ppl/hr 146 ppl/hr 295 ppl/hr Apartments 3 ppl/hr 11 ppl/hr 14 ppl/hr 11 ppl/hr 5 ppl/hr 16 ppl/hr 7 ppl/hr 7 ppl/hr 14 ppl/hr Bike Grocery 10 ppl/hr 6 ppl/hr 16 ppl/hr 22 ppl/hr 20 ppl/hr 42 ppl/hr 28 ppl/hr 27 ppl/hr 55 ppl/hr Total 13 ppl/hr 17 ppl/hr 30 ppl/hr 33 ppl/hr 25 ppl/hr 58 ppl/hr 35 ppl/hr 34 ppl/hr 69 ppl/hr Apartments 11 ppl/hr 44 ppl/hr 55 ppl/hr 42 ppl/hr 23 ppl/hr 65 ppl/hr 29 ppl/hr 29 ppl/hr 58 ppl/hr Walk Grocery 87 ppl/hr 53 ppl/hr 140 ppl/hr 195 ppl/hr 187 ppl/hr 382 ppl/hr 252 ppl/hr 243 ppl/hr 495 ppl/hr Total 98 ppl/hr 97 ppl/hr 195 ppl/hr 237 ppl/hr 210 ppl/hr 447 ppl/hr 281 ppl/hr 272 ppl/hr 553 ppl/hr

19

TRAFFIC OPERATIONS STUDY AREA, SCOPE, & METHODOLOGY This section outlines the vehicular trips generated in the study This section provides a summary of an analysis of the existing area along the vehicular access routes and defines the analysis and future roadway capacity in the study area. Included is an assumptions. analysis of potential vehicular impacts of the 965 Florida The scope of the analysis contained within this report was Avenue project and a discussion of potential improvements. discussed with and agreed to with DDOT. The general methodology of the analysis follows national and DDOT The purpose of the capacity analysis is to: guidelines on the preparation of transportation impact . Determine the existing capacity of the study area evaluations of site development. roadways; . Determine the overall impact of the proposed Capacity Analysis Scenarios development on the study area roadways; and The vehicular analyses are performed to determine if the . Discuss potential improvements and mitigation proposed development will lead to adverse impacts on traffic measures to accommodate the additional vehicular trips operations. (A review of impacts to each of the other modes is outlined later in this report.) This is accomplished by comparing This analysis was accomplished by determining the traffic future scenarios: (1) without the proposed development volumes and roadway capacity for the following scenarios: (referred to as the Background condition) and (2) with the development approved and constructed (referred to as the 1. 2016 Existing Conditions Future condition). 2. 2020 Future Conditions without the development (2020 Background) Specifically, the roadway capacity analysis examined the 3. 2020 Future Conditions with the development (2020 following scenarios: Future) 1. 2016 Existing Conditions The capacity analysis focuses on the morning and afternoon 2. 2020 Future Conditions without the development commuter peak hours as well as the Saturday mid-day peak (2020 Background) hour, as determined by the existing traffic volumes in the study 3. 2020 Future Conditions with the development (2020 area. Future)

The following conclusions are reached within this chapter: Study Area The study area of the analysis is a set of intersections where . The majority of intersections operate at an detailed capacity analyses were performed for the scenarios acceptable level of service during all analysis listed above. The set of intersections decided upon during the scenarios for the morning, afternoon, and Saturday study scoping process with DDOT are those intersections most peak hours. likely to have potential impacts or require changes to traffic . There are two study intersection that operate at operations to accommodate the proposed development. unacceptable levels of service as a result of the Although it is possible that impacts will occur outside of the proposed development. study area, those impacts are not significant enough to be . Mitigation measures were analyzed and discussed for considered a detrimental impact nor worthy of mitigation two intersections, which improve their overall measures. operations. . Overall, this report concludes that the project will not Based on the projected future trip generation and the location have a detrimental impact to the surrounding of the site access points, the following intersections were transportation network. chosen for analysis:

1. Florida Avenue NW & 9th Street NW & U Street NW 2. Florida Avenue NW & 9th Street NW & V Street NW 20

3. Florida Avenue NW & Vermont Avenue NW . Traffic generated by developments expected to be 4. Vermont Avenue & V Street NW completed prior to the project (known as background 5. Florida Avenue NW & W Street NW developments); and 6. Florida Avenue NW & Sherman Avenue NW . Inherent growth on the roadway (representing regional 7. Florida Avenue NW & 10th Street NW & Barry Place NW traffic growth). 8. Sherman Avenue NW & Barry Place NW 9. 9th Street NW & Barry Place NW Following national and DDOT methodologies, a background 10. Georgia Avenue NW & Barry Place NW development must meet the following criteria to be 11. Georgia Avenue NW & V Street NW incorporated into the analysis: 12. U Street NW & Vermont Avenue NW 13. W Street NW & 10th Street NW . Be located in the study area, defined as having an origin 14. Howard Plaza Towers Garage Ramp (east) or destination point within the cluster of study area 15. Howard Plaza Towers Garage Ramp (west) intersections; 16. Howard University Parking Lot . 17. Rhapsody Apartment Garage Have entitlements; and . Have a construction completion date prior or close to the Figure 9 shows a map of the study area intersections. proposed development.

Traffic Volume Assumptions Based on these criteria, and as discussed previously, two The following section reviews the traffic volume assumptions developments were included in the 2020 Background scenario. and methodologies used in the roadway capacity analyses. These developments are:

Existing Traffic Volumes 1. Atlantic Plumbing Parcel C The existing traffic volumes are comprised of turning 2. Sherman Avenue Apartments movement count data, which was collected on Thursday, February 11, 2016, Saturday, February 20, 2016, Saturday, Existing studies were available for both background February 27, 2016, Tuesday March 1, 2016, and Tuesday, developments. Trip distribution assumptions for the March 8, 2016 background development was based on those determined for the 965 Florida Avenue NW development and altered where The results of these traffic counts are included in the Technical necessary, based on anticipated travel patterns. Mode split and Attachments. For all intersections the individual weekday trip generation assumptions for the background developments morning, weekday afternoon, and Saturday mid-day peak are shown in Table 4. hours were used. While the background developments represent local traffic 2020 Background Traffic Volumes (without the project) changes, regional traffic growth is typically accounted for using The traffic projections for the 2020 Background conditions percentage growth rates. The growth rates used in this analysis consist of the existing volumes with two additions: are derived using the Metropolitan Washington Council of Government’s (MWCOG) currently adopted regional transportation model, comparing the difference between the year 2015 and 2020 model scenarios. The growth rates Table 4: Summary of Background Development Trip Generation Saturday Peak AM Peak Hour PM Peak Hour Background Development Hour In Out Total In Out Total In Out Total Atlantic Plumbing (Parcel C) Based on EISF analysis 49 34 83 58 79 137 58 49 107 Sherman Ave Apartments Based on approved TIS 17 51 68 58 38 96 38 37 75 Net Background Site Trips 66 85 151 116 117 233 96 86 182

21

Table 5: Applied Annual and Total Growth Rates Total Growth Proposed Annual Growth Rate between 2016 and 2020 Road AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak Hour Hour Hour Hour Hour Hour Sherman Avenue NW – Northbound 0.15% 0.15% 0.15% 0.60% 0.60% 0.60% Sherman Avenue NW – Southbound 0.15% 0.15% 0.15% 0.60% 0.60% 0.60% Florida Avenue NW – Northwestbound 0.25% 0.10% 0.25% 1.26% 0.50% 1.26% Florida Avenue NW – Southeastbound 0.10% 0.10% 0.25% 0.50% 0.50% 1.26% Georgia Avenue NW – Northbound 3.75% 3.50% 3.25% 14.75% 15.87% 13.65% Georgia Avenue NW – Southbound 3.75% 3.50% 3.25% 14.75% 15.87% 13.65% U Street NW – Eastbound 2.25% 2.00% 1.75% 9.31% 8.24% 7.19% U Street NW – Westbound 2.00% 2.00% 1.75% 8.24% 8.24% 7.19%

observed in this model served as a basis for analysis The grocery distribution was mostly based on locations and assumptions, and where negative growth was observed, a proximity of other grocery centers, with some influence on the conservative 0.10 percent annual growth rate was applied to CTPP TAZ flow data for drivers commuting to the site’s TAZ the roadway. The applied growth rates are shown in Table 5. (representing retail employees on that drive). Thus, the grocery trip distribution is weighted more towards nearby residential The traffic volumes generated by the inherent growth along the areas than on regional origins. The origins of outbound and network were added to the existing traffic volumes in order to destinations of inbound retail vehicular trips was the below- establish the 2020 Background traffic volumes. The traffic grade parking garages. volumes for the 2020 Background conditions are included in the Technical Appendix. Based on this review and the site access locations, the site- generated trips were distributed through the study area 2020 Future Traffic Volumes (with the project) intersections. A summary of trip distribution assumptions and The 2020 Future traffic volumes consist of the 2020 specific routing is provided on Figure 10 for outbound trips and Background volumes with the addition of the traffic volumes on Figure 11 for inbound trips. generated the proposed development (site-generated trips). Thus, the 2020 Future traffic volumes include traffic generated The traffic volumes for the 2020 Future scenario were by: the existing volumes, background developments, the calculated by adding the development-generated traffic inherent growth on the study area roadways, and the proposed volumes to the 2020 Background traffic volumes. Thus, the project. future condition with the proposed development scenario includes traffic generated by: existing volumes, background Trip distribution for the site-generated trips was determined developments through the year 2020, inherent growth on the based on: (1) US Census Transportation Planning Products network, and the proposed 965 Florida Avenue development. Traffic Analysis Zone (CTPP TAZ) data, (2) existing travel The site-generated traffic volumes are the 2021 Future traffic patterns in the study area, and (3) the allotted parking volumes are included in the Technical Appendix. locations of various users of the development. Geometry and Operations Assumptions The residential trip distribution was significantly influenced by The following section reviews the roadway geometry and the CTPP TAZ flow data for drivers commuting from the site’s operations assumptions made and the methodologies used in TAZ, and adjusted based on traffic volumes and patterns. The the roadway capacity analyses. origins of outbound and destinations of inbound residential vehicular trips was the below-grade parking garage.

22

Existing Geometry and Operations Assumptions Additionally, extension of W Street as a private street through The geometry and operations assumed in the existing the Atlantic Plumbing Parcel C site is included in the 2020 conditions scenario are those present when the main data Background scenario. The intersection of W Street and Florida collection occurred. Gorove/Slade made observations and Avenue will remain unsignalized and operate as right-in/right- confirmed the existing lane configurations and traffic controls out, with two-way traffic on the extension of W Street. The at the intersections within the study area. Existing signal private portion of W Street through the Atlantic Plumbing timings and offsets were obtained from DDOT and confirmed Parcel C is planned to include a 15 to 20 foot shared street with during field reconnaissance. 10 to 12.5 foot sidewalks on either side (without curbs) such that vehicular traffic would be slow moving and yield to The lane configurations and traffic controls for the Existing pedestrians. conditions are shown on Figure 12. Lane configurations and traffic controls for the 2020 2020 Background Geometry and Operations Assumptions Background conditions are shown in Figure 13. (without the project) Following national and DDOT methodologies, a background 2020 Future Geometry and Operations Assumptions (with the improvement must meet the following criteria to be project) incorporated into the analysis: The geometry and operations assumed in the 2020 Future conditions are based on the 2020 Background conditions with . Be funded; and the following improvement: . Have a construction completion date prior or close to the proposed development. . The geometry and realignment improvements to the intersection of Sherman and Florida Avenue. Howard Based on these criteria, the improvements based on the plans Plaza garage entrances are expected to be converted for the reconstruction of Florida Avenue from Sherman Avenue from two-way access from Sherman Avenue and 9th to U Street, the Georgia Avenue Bus Lane Project, and Street to outbound-only access to Sherman Avenue and extension of W Street were included in the background inbound-only access from 9th Street. Signal timing scenario. Detailed plans are attached in the Appendix. changes were made to reflect the extension of Bryant Street as a private street through the site as two-way. The reconstruction of Florida Avenue, between Sherman The signal timing for the added westbound approach Avenue and U Street will address safety and operational issues mirrors the existing eastbound approach’s signal timing that are present under existing conditions. The signalizations of under existing conditions. th the intersection of Florida Avenue and 9 Street/V Street will . The signalization of the intersection of W Street and improve safety for pedestrians and vehicles, while improving Florida Avenue and the reconfiguration of the extension th vehicular throughput from 9 Street and V Street. The of W Street to operate as one-way eastbound. A signal intersection of Florida Avenue and Vermont Avenue will be warrant analysis was conducted, and it was found that a improved with a northbound left lane, and a pocket park where signal may be warranted under existing, background, and the existing channelized southbound is. North of Vermont future conditions. The Peak Hour Signal Warrant Analysis Avenue, on Florida Avenue, a median will be added that for the intersection of Florida Avenue and W Street is stretches up to W Street. DDOT provided the proposed signal included in the Technical Appendix. timing and plans for the planned corridor improvements. The specific circulation scheme of Bryant Street as two-way and The Georgia Avenue Bus Lane Project will add dedicated bus W Street as one-way eastbound was decided through a lanes along Georgia Avenue NW from Florida Avenue to Barry preliminary circulation analysis that was presented and agreed Place, reducing the travel lanes to one vehicular lane and one upon with DDOT prior to this report. The preliminary bus lane in either direction from 7:00AM to 10:00PM, Monday circulation analysis memorandum is included in the Technical to Saturday. Center turn lanes will be provided at the Appendix. intersections of Georgia Avenue and Barry Place and Bryant Street. 23

Lane configurations and traffic controls for the 2020 Future . Florida Avenue & V Street & 9th Street NW conditions are shown Figure 14. . Florida Avenue & W Street NW . Georgia Avenue & Barry Place NW VEHICULAR ANALYSIS RESULTS . Georgia Avenue & V Street NW Intersection Capacity Analysis Intersection capacity analyses were performed for the three Queuing Analysis scenarios outlined previously at the intersections contained In addition to the capacity analyses presented above, a queuing within the study area during the morning and afternoon peak analysis was performed at the study intersections. The queuing hours. Synchro version 9.1 was used to analyze the study analysis was performed using Synchro software. The 50th intersections based on the Highway Capacity Manual (HCM) percentile and 95th percentile queue lengths are shown for 2000 methodology. each lane group at the study area signalized intersections. The 50th percentile queue is the maximum back of queue on a The results of the capacity analyses are expressed in level of median cycle. The 95th percentile queue is the maximum back service (LOS) and delay (seconds per vehicle) for each of queue that is exceeded 5% of the time. For unsignalized two- approach. A LOS grade is a letter grade based on the average way stop intersections, only the 95th percentile queue is delay (in seconds) experienced by motorists traveling through reported for each lane group (including free-flowing left turns an intersection. LOS results range from “A” being the best to and stop-controlled movements) based on the HCM “F” being the worst. LOS D is typically used as the acceptable calculations. HCM does not report queuing for all-way stops. LOS threshold in the District; although LOS E or F is sometimes accepted in urbanized areas if vehicular improvements would Table 7 shows the queuing results for the study area be a detriment to safety or non-auto modes of transportation. intersections. Several of the study intersections have a lane group that exceeds its storage length during at least one peak The LOS capacity analyses were based on: (1) the peak hour hour in all of the study scenarios. These intersections are as traffic volumes; (2) the lane use and traffic controls; and (3) the follows: Highway Capacity Manual (HCM) methodologies (using the Synchro software). The average delay of each approach and . 9th Street & U Street & Florida Avenue NW LOS is shown for the signalized intersections in addition to the . Florida Avenue & V Street & 9th Street NW overall average delay and intersection LOS grade. The HCM . Florida Avenue & Vermont Avenue NW does not give guidelines for calculating the average delay for a . Florida Avenue & W Street NW two-way stop-controlled intersection, as the approaches . Sherman Avenue & Barry Place NW without stop signs would technically have no delay. Detailed . Georgia Avenue & Barry Place NW LOS descriptions and the analysis worksheets are contained in . Georgia Avenue & V Street NW the Technical Attachments. . Vermont Avenue & U Street NW

Table 6 shows the results of the capacity analyses, including LOS and average delay per vehicle (in seconds) for the Existing, With the addition of the site-generated traffic, queues are 2020 Background, and 2020 Future scenarios. The capacity slightly increased at all of the study intersections, but no major analysis results are shown on Figure 15 for the morning peak impacts are seen as a result of the development. hour, Figure 16 for the afternoon peak hour, and Figure 17 for the Saturday peak hour. Mitigations Generally speaking, the proposed development is considered to The majority of study intersections operate at acceptable have an impact at an intersection within the study area if the conditions during the morning, afternoon, and Saturday peak capacity analyses show an LOS E or F at an intersection or along hours for the Existing, 2020 Background, and 2020 Future an approach in the future conditions with the proposed scenarios. However, three (3) intersections operates under development where one does not exist in the existing or unacceptable conditions during one or more peak hour: background conditions. The development is also considered to have an impact if there is an increase in delay at any approach

24

or the overall intersection operating under LOS E or F of greater will provide pedestrians ample time to cross and not than 5%, when compared to the background condition. deteriorate pedestrian conditions. Following these guidelines there are impacts to three (3) intersections as a result of the development. Mitigation . Georgia Avenue & Barry Street NW measures were tested at this intersection and the following Under the 2020 Future conditions, the overall delay of the conclusions were made: intersection and eastbound approach increase by more than 5% in comparison to the 2020 Background conditions . Florida Avenue & V Street & 9th Street NW for the afternoon study period. Under the 2020 Future conditions, the overall delay for the westbound and southbound approaches increase by more The intersection can be improved by adjusting signal than 5% in comparison to the 2020 Background conditions timings such that the eastbound approach receives more for all the study periods. green time. Synchro files were provided to DDOT and detailed analysis worksheets are included in the Technical As mentioned previously, this intersection is planned to be Attachments. improved by DDOT’s Florida Avenue Corridor improvements, and as such, DDOT requested that this The proposed mitigations have no negative impact on the report examine what improvements to the signal timing crossing time that pedestrians need at this intersection. provided by DDOT could be made, if the intersection operates under unacceptable conditions in the background . Georgia Avenue & V Street NW scenario. As such, this report recommends increasing the Under the 2020 Future conditions, the overall delay of the total cycle length to 110s from the proposed 100s during intersection and northbound approach increase by more the weekday peak hours, changing the offsets in the AM to than 5% in comparison to the 2020 Background conditions 5s, PM to 35s, and Saturday to 40s, and increasing the for the morning study period. amount of green time associated with the westbound The intersection can be improved by adjusting signal approach. Synchro files were provided to DDOT and timings such that the northbound and southbound detailed analysis worksheets are included in the Technical approaches receive more green time. Synchro files were Attachments. provided to DDOT and detailed analysis worksheets are Mitigations were also studied for the future scenario. As included in the Technical Attachments. there is an expected increase in southbound traffic at this The proposed mitigations have no negative impact on the intersection due to the roadway reconfigurations at W crossing time that pedestrians need at this intersection. Street, this report recommends the same mitigations as proposed for the background conditions with the addition

of increasing the amount of green time associated with the th 9 Street southbound approach in favor of the approaches along Florida Avenue. Synchro files were provided to DDOT and detailed analysis worksheets are included in the Technical Attachments.

In all three study periods, the increased time that the westbound and southbound phases receive increases the amount of crossing time of pedestrians receive at the corresponding movements. As such, pedestrians crossing the eastern leg of the intersection will receive less time, but the relatively small crossing distance combined with the abundant remaining crossing time (at least 35 seconds)

25

Figure 9: Study Intersections

26

Figure 10: Outbound Trip Distribution and Routing

27

Figure 11: Inbound Trip Distribution and Routing

28

Figure 12: Current Lane Configuration and Traffic Control

29

Figure 13: 2020 Lane Configuration and Traffic Control without the Development

30

Figure 14: 2020 Lane Configuration and Traffic Control with the Development

31

Table 6: LOS Results Existing Conditions (2016) Background Conditions (2020) Future Conditions (2020) Intersection Approach AM Peak Hour PM Peak Hour Sat Peak Hour AM Peak Hour PM Peak Hour Sat Peak Hour AM Peak Hour PM Peak Hour Sat Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 1. 9th Street & U Street & Florida Avenue NW Overall 20.9 C 25.8 C 18.7 B 25.7 C 27.4 C 19.4 B 26.1 C 28.0 D 19.9 B Eastbound 17.1 B 24.9 C 23.7 C 17.0 B 27.1 C 25.4 C 17.3 B 28.2 C 26.3 C Westbound 20.6 C 24.5 C 21.9 C 20.6 C 24.8 C 22.2 C 21.1 C 24.9 C 22.2 C Northbound 50.1 D 44.9 D 27.4 C 50.9 D 46.4 D 27.5 C 51.6 D 47.9 D 27.7 C Southbound 15.0 B 14.9 B 8.2 A 26.3 B 17.8 B 7.9 A 27.0 B 18.6 B 9.6 A 2. Florida Avenue & V Street NW Westbound 16.5 C 29.7 D 42.7 E ------Southbound Left 2.7 A 3.2 A 2.0 A ------Florida Avenue & 9th Street NW Westbound 10.5 B 14.6 B 16.1 C ------Southbound Left 0.5 A 0.9 A 0.1 A ------Florida Avenue & V Street & 9th Street NW Overall ------28.0 C 37.0 D 20.9 C 29.3 C 47.1 D 23.7 C Westbound ------78.2 E 120.7 F 70.5 E 80.3 F 125.0 F 70.9 E Southbound ------42.2 D 57.4 F 42.8 D 48.0 D 153.1 F 58.4 E Southeastbound ------15.0 B 13.7 B 4.4 A 15.0 B 13.5 B 7.0 A Northwestbound ------14.6 B 15.7 B 13.7 B 14.5 B 16.1 B 11.2 B 3. Florida Avenue & Vermont Avenue NW Overall 12.3 B 7.3 A 14.7 B 16.4 B 16.5 B 15.7 B 15.9 B 13.2 B 9.5 A Northbound 11.9 B 5.5 A 10.6 B 17.5 B 22.0 C 23.0 C 17.6 B 19.0 A 10.0 A Southbound 14.3 B 11.2 B 20.8 C 18.6 B 19.0 B 9.9 A 17.8 C 15.9 B 11.8 B Eastbound 0.4 A 0.7 A 1.1 A 0.5 A 2.0 A 1.2 A 0.6 A 0.9 B 1.5 B 4. Vermont Avenue & V Street NW Overall 6.5 A 21.2 C 7.6 A 6.5 A 21.4 C 8.0 A 6.6 A 21.1 C 7.9 A Northbound 16.3 B 31.0 C 12.3 B 16.5 B 31.1 C 12.8 B 16.4 B 31.4 C 13.1 B Southbound 0.2 A 0.1 A 0.1 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 5. Florida Avenue & W Street NW Overall ------10.3 B 13.1 B 10.7 B Eastbound 18.9 C 18.4 C 15.0 B 188.6 F 280.3 F 43.6 E 40.2 D 44.7 D 36.3 D Westbound ------13.0 B 18.2 C 13.1 B ------Northbound ------6.8 A 11.7 B 7.1 A Southbound ------7.0 A 6.2 A 6.5 A 6. Florida Avenue & Sherman Avenue NW Overall 13.2 B 21.1 C 14.8 B 22.3 C 23.9 C 18.9 B ------Southbound 2.5 A 14.3 B 5.0 A 12.2 B 27.5 C 23.8 C ------Southeastbound 28.4 C 23.2 C 18.9 B 32.9 C 28.8 C 20.7 C ------Northeastbound 26.6 C 34.7 C 16.9 B 28.7 C 14.2 B 5.6 A ------Florida Avenue & Sherman Avenue & Bryant Street NW & Overall ------14.3 B 13.8 B 16.3 B Howard Plaza Eastbound ------43.8 D 39.6 D 32.1 C Westbound ------45.9 D 45.4 D 35.3 D Northbound ------11.0 B 4.5 A 7.0 A Southbound ------2.7 A 9.1 A 2.4 A Southwestbound ------54.3 D 54.3 D 49.3 D 7. Florida Avenue & 10th Street & Barry Place NW Eastbound 9.1 A 8.9 A 8.8 A 9.5 A 9.2 A 8.9 A 9.5 A 9.3 A 9.0 A Westbound 10.8 B 9.3 A 8.7 A 11.4 B 9.8 A 9.0 A 11.4 B 9.8 A 9.1 A Northbound 11.0 B 10.7 B 9.9 A 11.4 B 11.2 B 10.2 B 11.6 B 11.5 B 10.5 B Southbound 11.5 B 10.0 A 9.1 A 12.6 B 10.5 B 9.5 A 12.7 B 10.6 B 9.7 A 8. Sherman Avenue & Barry Place NW Overall 19.2 B 18.9 B 16.8 B 16.4 B 19.5 B 15.9 B 15.1 B 22.0 C 15.8 B Eastbound 32.5 C 31.0 C 22.1 C 32.8 C 32.0 C 22.3 C 32.8 C 32.0 C 22.3 C Westbound 36.7 D 26.4 C 21.1 C 39.1 D 27.1 C 21.6 C 39.1 D 27.1 C 21.6 C Northbound 16.9 B 16.6 B 15.8 B 6.3 A 17.7 B 13.4 B 2.1 A 24.2 C 13.4 B Southbound 10.0 B 13.0 B 13.0 B 11.0 B 13.3 B 14.3 B 11.0 B 13.6 B 14.6 B 9. Barry Street & 9th Street NW Eastbound 8.5 A 9.4 A 8.1 A 8.8 A 10.1 B 8.5 A 8.9 A 10.3 B 8.6 A Northbound 9.0 A 8.1 A 7.9 A 9.3 A 8.4 A 8.0 A 9.3 A 8.4 A 8.1 A Southbound 8.1 A 8.0 A 7.8 A 8.4 A 8.2 A 7.9 A 8.4 A 8.3 A 8.0 A

32

Existing Conditions (2016) Background Conditions (2020) Future Conditions (2020) Intersection Approach AM Peak Hour PM Peak Hour Sat Peak Hour AM Peak Hour PM Peak Hour Sat Peak Hour AM Peak Hour PM Peak Hour Sat Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 10. Georgia Avenue & Barry Place NW Overall 20.7 C 19.3 B 16.3 B 70.3 E 34.9 C 24.3 C 70.2 E 36.2 D 24.6 C Eastbound 37.7 D 57.1 E 33.0 C 38.5 D 74.7 E 33.6 C 38.9 D 80.1 F 34.6 C Northbound 22.1 C 8.2 A 9.9 A 94.7 F 15.8 B 14.0 B 94.6 F 16.6 B 14.2 B Southbound 14.2 B 18.4 B 18.7 B 18.4 B 41.7 D 31.3 C 18.5 B 42.0 D 31.5 C 11. Georgia Avenue & V Street NW Overall 13.6 B 10.8 B 8.0 A 83.5 F 11.5 B 7.4 A 93.2 F 12.2 B 7.3 A Eastbound 20.0 B 44.4 D 37.4 D 30.9 C 37.9 D 44.4 D 31.0 C 39.2 D 37.9 D Westbound 29.7 C 33.2 C 34.0 C 29.7 C 33.0 C 34.0 C 29.7 C 33.2 C 34.0 C Northbound 9.9 A 9.0 A 8.3 A 212.3 F 13.9 B 8.8 A 254.8 F 15.3 B 9.1 A Southbound 13.3 B 1.7 A 3.1 A 48.9 D 1.6 A 1.2 A 48.9 D 1.6 A 1.2 A 12. Vermont Avenue & U Street NW Overall 15.9 B 17.3 B 14.9 B 15.5 B 16.7 B 15.0 B 15.6 B 17.2 B 15.4 B Eastbound 9.8 A 12.6 B 8.8 A 10.2 B 13.2 B 9.0 A 10.2 B 13.6 B 9.2 A Westbound 15.8 B 15.3 B 12.0 B 16.0 B 14.3 B 12.9 B 16.1 B 14.1 B 13.0 B Northbound 31.6 C 32.1 C 31.7 C 31.7 C 32.3 C 31.8 C 31.7 C 32.6 C 32.1 C Southbound 18.1 B 13.0 B 30.5 C 14.9 B 9.8 A 28.2 C 15.0 B 12.8 B 27.1 C 13. 10th Street & W Street NW Eastbound 8.5 A 8.4 A 8.3 A 8.5 A 8.5 A 8.3 A 8.5 A 8.6 A 8.4 A Northbound 7.3 A 7.3 A 7.4 A 7.3 A 7.4 A 7.4 A 7.3 A 7.4 A 7.5 A Southbound 7.9 A 7.7 A 7.7 A 7.9 A 7.8 A 7.8 A 7.9 A 7.9 A 7.8 A 14. Sherman Avenue NW & Howard Plaza Driveway Westbound 10.6 B 12.6 A 0.0 A 9.6 A 10.3 A 8.8 A ------15. 9th Street NW & Howard Plaza Driveway Eastbound 8.9 A 8.7 A 9.0 A 8.9 A 8.7 A 9.0 A ------Westbound 9.1 A 9.0 A 9.5 A 9.1 A 9.0 A 9.5 A ------Northbound 7.2 A 0.0 A 1.1 A 7.2 A 0.0 A 1.1 A ------9th Street & Bryant Street NW & Howard Plaza Driveway Eastbound ------8.6 A 8.5 A 8.9 A Northbound Left ------6.4 A 6.8 A 7.0 A 16. 9th Street NW & Howard Parking Lot Westbound 8.5 A 8.7 A 8.3 A 8.5 A 8.7 A 8.4 A 9.2 A 10.0 B 9.0 A Southbound Left 0.0 A 0.0 A 2.4 A 0.0 A 0.0 A 2.4 A 0.0 A 0.0 A 0.1 A 17. Florida Avenue NW & Rhapsody Apartments Driveway Eastbound 13.9 B 11.3 B 12.7 B 15.5 C 11.8 B 12.7 B 11.7 B 10.2 B 13.3 B Northbound Left 0.0 A 0.1 A 0.0 A ------16. 9th Street NW & Site Driveway Eastbound 8.5 A 8.7 A 8.3 A 8.5 A 8.7 A 8.4 A 9.1 A 10.3 B 10.4 B Northbound Left 0.0 A 0.0 A 2.4 A 0.0 A 0.0 A 2.4 A 5.7 A 6.5 A 7.2 A

33

Table 7: Queuing Results Storage Existing Conditions (2016) Background Conditions (2020) Future Conditions (2020) Intersection Lane Group Length AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak (ft) 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 1. 9th Street & U Street & Florida Avenue NW Eastbound TR 275 77 102 115 172 100 156 75 100 127 194 114 174 83 109 134 200 117 177 Westbound Thru 200 176 230 126 171 140 187 176 230 138 185 151 201 195 251 138 185 151 201 Westbound Right 200 0 35 0 44 0 37 0 35 0 45 0 39 0 38 0 50 0 43 Northbound LTR 420 105 156 188 236 60 95 107 159 193 242 62 97 108 #162 198 248 65 101 Southbound Left 175 64 90 73 147 33 50 134 203 84 132 43 m66 148 223 100 154 68 m98 Southbound TR 175 107 127 86 98 35 47 245 310 143 186 45 m62 253 321 152 198 63 m84 2. Florida Avenue & V Street NW & 9th Street NW Westbound LTR 200 -- 80 -- 133 -- 148 ------Southbound LTR 450 -- 3 -- 11 -- 5 ------Northbound TR 180 -- 0 -- 0 -- 0 ------Southeastbound LT 125 -- 1 -- 2 -- 4 ------

Westbound LTR 200 ------175 #358 183 330 113 #235 176 #360 ~186 #335 114 #244 Southbound LTR 450 ------0 9 16 105 0 18 18 68 ~59 #201 26 #115 Southeastbound Left 65 ------30 62 33 71 5 11 23 50 28 61 6 m12 Southeastbound Thru 125 ------181 232 114 152 32 40 181 232 114 152 50 56 Northbound Thru 180 ------145 202 196 285 92 150 145 202 196 285 95 155 Northbound Right 180 ------0 0 8 38 0 0 0 7 26 78 1 21 3. Florida Avenue & Vermont Avenue NW Northbound Thru 105 58 125 46 56 52 83 177 256 231 328 135 m211 180 261 231 328 139 m217 Northbound Left 65 ------5 18 5 16 0 m0 5 18 5 16 0 m0 Southbound TR 205 131 156 146 196 113 141 217 347 284 360 219 296 373 473 280 370 140 221 Northeastbound LR 350 1 0 0 0 0 0 1 0 4 6 0 0 1 0 0 0 0 0 4. Vermont Avenue & V Street NW Northbound LT 350 62 95 153 203 22 34 64 98 157 209 24 38 67 101 168 221 27 53 Southbound TR 85 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5. Florida Avenue & W Street NW Eastbound LR 240 -- 51 -- 55 -- 39 ------Westbound LTR 100 ------Northbound Thru 380 -- 0 -- 0 -- 0 ------Southbound Thru 490 -- 0 -- 0 -- 0 ------

Eastbound LTR 240 ------259 -- 338 -- 120 49 120 70 153 37 105 Westbound LTR 200 ------1 -- 5 -- 2 ------Northbound TR 170 ------0 -- 0 -- 0 194 247 336 404 152 197 Southbound LT 190 ------0 -- 0 -- 0 131 137 211 84 66 122 6. Florida Avenue & Sherman Avenue NW Southbound LR 200 17 m18 150 m189 10 14 38 46 149 195 11 16 ------Southeastbound Thru 205 80 116 49 76 87 122 174 261 168 250 201 295 ------Northwestbound 280 125 185 174 241 148 217 127 187 174 255 163 234 ------Thru

Florida Avenue & Sherman Avenue & Bryant Street Eastbound TR 290 ------4 87 17 103 8 91 NW & Howard Plaza Westbound LTR 260 ------26 61 53 105 52 103 Northbound LTR 190 ------107 142 27 58 26 37 Southbound LT 210 ------30 40 140 203 7 11 Southwestbound 120 ------0 0 0 0 0 0 Right 7. Florida Avenue & 10th Street & Barry Place NW Eastbound LTR 400 ------Westbound LTR 120 ------Northbound LTR 220 ------Southbound Left 220 ------Southbound TR 220 ------

34

Storage Existing Conditions (2016) Background Conditions (2020) Future Conditions (2020) Intersection Lane Group Length AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak (ft) 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 8. Sherman Avenue & Barry Place NW Eastbound LTR 120 78 135 133 210 59 105 81 139 144 226 65 113 81 139 144 226 65 113 Eastbound Right 70 -- -- 5 18 ------0 6 ------0 6 -- -- Westbound LTR 230 ~340 #495 ~181 #305 41 80 155 244 71 124 51 95 155 244 71 124 51 95 Northbound Left 120 10 m17 3 m6 1 m6 4 m10 3 m5 1 m5 2 m4 3 m7 1 m4 Northbound Thru 280 146 173 237 308 145 208 67 86 224 282 119 165 24 35 241 326 116 175 Northbound Right 280 5 m9 20 m36 0 14 0 3 11 29 0 12 0 1 14 54 1 16 Southbound Left 110 6 17 10 26 7 20 20 42 12 30 7 21 20 42 12 30 7 21 Southbound TR 1100 122 163 100 138 84 120 114 148 93 125 80 111 117 152 103 137 90 124 9. Barry Street & 9th Street NW Eastbound LTR 230 ------Westbound LTR 220 ------Southbound LTR 1100 ------10. Georgia Avenue & Barry Place NW Eastbound LTR 240 51 102 157 #283 41 95 ------Northbound TL 230 258 324 104 125 155 213 ------Southbound TR 440 106 142 198 253 330 475 ------

Eastbound LTR 240 ------57 113 171 #330 47 105 62 120 180 #344 59 120 Northbound Left 100 ------69 m92 12 m26 18 m35 69 m90 12 m26 18 m35 Northbound Thru 230 ------~1106 m#1139 302 436 183 244 ~1105 m#1112 297 460 183 251 Southbound Thru 440 ------260 369 581 #871 401 #626 260 369 581 #871 401 #626 Southbound Right 100 ------0 21 6 34 0 25 0 20 6 33 0 24 11. Georgia Avenue & V Street NW Eastbound LTR 220 32 m70 88 m142 13 50 30 70 74 137 17 62 30 70 77 142 13 m58 Westbound LTR 200 17 37 32 62 11 28 17 37 32 61 11 28 17 37 32 62 11 28 Northbound LT 430 63 90 87 117 129 192 ~439 #407 259 372 154 230 ~458 #442 277 406 161 243 Northbound Right 65 ------0 0 0 3 0 0 0 0 0 3 0 0 0 0 Southbound LT 370 320 406 26 24 26 25 ~926 #1188 45 m43 28 m23 ~926 #1187 43 m42 31 m21 Southbound Right 65 ------0 m1 27 51 0 m0 0 m0 27 51 1 m1 0 m0 12. Vermont Avenue & U Street NW Eastbound LTR 75 72 100 120 159 77 107 81 111 133 177 85 117 82 112 138 185 88 121 Westbound LTR 260 273 346 221 284 192 250 290 369 233 296 216 283 303 387 231 292 217 282 Northbound LTR 470 40 67 102 144 54 87 41 68 105 148 56 90 43 71 111 155 61 96 Southbound LTR 340 79 119 13 22 33 60 77 98 9 15 36 65 78 100 12 22 38 70 13. 10th Street & W Street NW Eastbound LTR 230 ------Northbound LR 320 ------Southbound TL 400 ------14. Sherman Avenue NW & Howard Plaza Driveway Westbound Right 200 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 ------Northbound TR 75 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 ------15. 9th Street NW & Howard Plaza Driveway Eastbound TR 140 -- 0 -- 1 -- 0 -- 0 -- 1 -- 0 ------Westbound LT 150 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 ------Northbound LR 780 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 ------9th Street & Bryant Street NW & Howard Plaza Eastbound LR 300 ------2 -- 4 -- 5 Driveway Northbound LT 300 ------2 -- 4 -- 5 Southbound TR 80 ------0 -- 0 -- 0 16. 9th Street NW & Howard Parking Lot Westbound LR 70 -- 0 -- 1 -- 1 -- 1 -- 1 -- 0 -- 0 -- 1 -- 1 Northbound TR 250 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 Southbound LT 500 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 17. Florida Avenue NW & Rhapsody Apartments Eastbound LR 110 -- 4 -- 1 -- 3 -- 4 -- 1 -- 3 -- 3 -- 1 -- 3 Driveway Northbound LR 75 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 Southbound TL 230 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 18 9th Street NW & Howard Parking Lot Eastbound Left ------3 -- 10 -- 13 Eastbound Right ------5 -- 4 -- 6 Northbound LT 250 ------2 -- 7 -- 7

35

Figure 15: Morning Peak Hour Capacity Analysis Results

36

Figure 16: Afternoon Peak Hour Capacity Analysis Results

37

Figure 17: Saturday Peak Hour Capacity Analysis Results

38

Table 8: Mitigated Capacity Analysis Results Background Conditions (2020) Background Conditions (2020) with Mitigations Future Conditions (2020) Future Conditions (2020) with Mitigations Intersection Approach AM Peak Hour PM Peak Hour Sat Peak Hour AM Peak Hour PM Peak Hour Sat Peak Hour AM Peak Hour PM Peak Hour Sat Peak Hour AM Peak Hour PM Peak Hour Sat Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 2. Florida Avenue & V Street Westbound ------NW Southbound Left ------Florida Avenue & 9th ------Street NW Westbound Southbound Left ------Florida Avenue & V Street Overall 28.0 C 37.0 D 20.9 C 21.2 C 18.8 B 18.0 B 29.3 C 47.1 D 23.7 C 20.9 C 23.5 C 18.4 C & 9th Street NW Westbound 78.2 E 120.7 F 70.5 E 51.1 D 49.7 D 31.6 C 80.3 F 125.0 F 70.9 E 46.4 D 49.8 D 44.9 D Southbound 42.2 D 57.4 F 42.8 D 42.6 D 51.3 D 40.8 D 48.0 D 153.1 F 58.4 E 46.9 D 52.5 D 48.2 D Southeastbound 15.0 B 13.7 B 4.4 A 10.7 B 9.0 A 9.6 A 15.0 B 13.5 B 7.0 A 9.6 A 12.5 B 6.0 B Northwestbound 14.6 B 15.7 B 13.7 B 17.7 B 7.5 A 20.2 C 14.5 B 16.1 B 11.2 B 18.0 B 14.5 B 12.9 C 10. Georgia Avenue & Barry Overall 70.3 E 34.9 C 24.3 C 70.2 E 36.2 D 24.6 C 38.3 D Place NW Eastbound 38.5 D 74.7 E 33.6 C 38.9 D 80.1 F 34.6 C 51.2 D No Mitigation No Mitigation No Mitigation Northbound 94.7 F 15.8 B 14.0 B 94.6 F 16.6 B 14.2 B 24.2 C Southbound 18.4 B 41.7 D 31.3 C 18.5 B 42.0 D 31.5 C 47.7 D 11. Georgia Avenue & V Overall 83.5 F 11.5 B 7.4 A 93.2 F 12.2 B 7.3 A 31.2 C Street NW Eastbound 30.9 C 37.9 D 44.4 D 31.0 C 39.2 D 37.9 D 29.0 C Westbound 29.7 C 33.0 C 34.0 C No Mitigation 29.7 C 33.2 C 34.0 C 34.5 C No Mitigation Northbound 212.3 F 13.9 B 8.8 A 254.8 F 15.3 B 9.1 A 38.6 D Southbound 48.9 D 1.6 A 1.2 A 48.9 D 1.6 A 1.2 A 28.8 C

39

be seen, 65 buses serve the site in the AM peak hour and 64 TRANSIT buses serve the site in the PM peak hour. A detailed list of Metrobus stops within a quarter-mile walkshed of the site, This section discusses the existing and proposed transit detailing individual bus stop amenities and conditions is facilities in the vicinity of the site, accessibility to transit, and included in the Technical Appendix. evaluates the overall transit impacts due to the 965 Florida Avenue project. PROPOSED TRANSIT SERVICE The following conclusions are reached within this chapter: Due to growth of population, jobs, and retail in several neighborhoods in the District and the potential for growth in . The development has excellent access to transit other neighborhoods, the District’s infrastructure is challenged . The development site is surrounded by several with the need for transportation investments to support the Metrobus routes that travel along multiple primary recent growth and to further strengthen neighborhoods. In corridors order to meet these challenges and capitalize on future . The site is expected to generate a manageable opportunities, DDOT has developed a plan to identify transit amount of transit trips, and the existing service is challenges and opportunities and to recommend investments. capable of handling these new trips MoveDC is a long-range plan that provides a vision for the future of DC’s transportation system. As the District grows, so EXISTING TRANSIT SERVICE must the transportation system, specifically in a way that expands transportation choices while improving the reliability The study area is well served by Metrobus and Metrorail. of all transportation modes. Combined, these transit services provide local, city wide, and regional transit connections and link the site with major The MoveDC report outlines recommendations by mode with cultural, residential, employment, and commercial destinations the goal of having them completed by 2040. The plan hopes to throughout the region. Figure 18 identifies the major transit achieve a transportation system for the District that includes: routes, stations, and stops in the study area. . 70 miles of high-capacity transit (streetcar or bus) The U Street Metrorail station is located 0.2 miles from the . 200 miles of on-street bicycle facilities or trails development site and is served by the Green Line, which . Sidewalks on at least one side of every street provides direct connections to areas in the District and . New street connections Maryland, and the Yellow Line, which provides direct . Road management/pricing in key corridors and the connections to National Airport and areas in Virginia. The Central Employment Area Green Line connects Greenbelt with Branch Avenue while . A new downtown Metrorail loop providing access to the southeastern quadrant of the District. . Expanded commuter rail Yellow Line connects Fort Totten with Huntington, with . Water taxis northbound Rush Hour service to Greenbelt. Both Green and Yellow Line trains run approximately every six minutes during In direct relation to the proposed development, the MoveDC the morning and afternoon peak hours. The two lines runs plan outlines recommended transit and bicycle improvements about every 12 minutes during weekday non-peak hours, every such as a high-frequency bus corridor improvements along 20 minutes on weekday evenings after 9:30 pm and 12 to 20 Georgia Avenue. The Georgia Avenue Bus Lane Project will add minutes on the weekends. dedicated bus lanes along Georgia Avenue NW from Florida Avenue to Barry Place, improving bus speeds and service The site is also serviced by Metrobus along multiple primary reliability. Furthermore, the District is implementing transit corridors. These bus lines connect the site to many areas of the signal prioritization at intersections in key corridors around the District, Maryland, and Virginia, including several Metrorail city, which Georgia Avenue is included in Phase 2 of the stations. Table 9 shows a summary of the bus route implementation. information for the routes that serve the site, including service hours, headway, and distance to the nearest bus stop. Figure 19 shows the frequency of bus service servicing the site. As can 40

Metrobus Priority Corridor Network (PCN) proposal to convert parts of U Street between 18th Street NW Published in 2011, the Metrobus Priority Corridor Network is a and 9th Street NW into a dedicated bus lane would allow strategy for improving bus service in the Washington region operations to be less susceptible to traffic-related delays. quickly and efficiently. It will provide a flexible plan that can be implemented in stages, with immediate payoff. The Metrobus WMATA and DDOT also commissioned a study on the Benning Priority Corridor Network will improve bus service travel times, Road/H Street route, which includes the X3 line that runs reliability, capacity, productivity and system access. The plan through the site area. The January 2010 report recommended includes 24 corridors across the region and will impact half of establishing an express X9 line that would provide limited stops all bus riders in the current Metrobus system. for the X1, X2, and X3 lines. However in order to absorb the additional cost of X9 service, the study recommended THE PCN will provide a faster and more comfortable service by eliminating X3 service due to its route overlap with the 90, 92, improving and providing: (1) bus running ways, signal priorities, and 93 lines. and bus-only lanes or queue jumpers; (2) better passenger amenities, access, information, and service reliability; (3) new As part of Metrobus Service Evaluation Study East Capitol buses with low floors and hybrid technology; and (4) new Street-Cardozo Line (Route 96/97) WMATA and DDOT proposed limited stop services. service and physical improvements for the crosstown line. With respect to Route 96 bus stops on U Street near the site Georgia Avenue was identified as one such corridor. The location, the study recommended: (1) beginning Saturday service concept for the Georgia Avenue Rapid route is as morning eastbound service earlier; (2) evaluating the need to follows: (1) limited stop bus service between Archives and add run time to the schedule; (3) dedicated supervision on the Silver Spring; (2) high frequencies of service; (3) service only route to adhere to schedule and headway separation; (4) during peak travel times during weekdays, which will eventually splitting Route 96 into two overlapping sections in order to be expanded to all day service; (4) improved passenger resolve on-time performance problems; (5) simplify route facilities; (5) running way improvements to improve travel alignments; (6) creating skip-stop service on Route 96 between speed and reliability; (6) extensive branding for corridor the Duke Ellington Bridge and New Jersey Avenue, which service; and (7) no reduction in underlying (existing) local bus includes stops at 9th Street and Florida Avenue; (7) service in the corridor. consolidation of bus stops, including the U & 9th and Florida & 6th stops; (8) adding shelters and benches to bus stops, The MetroEXTRA route 79 was implemented in 2007. including at U and 13th Streets; (9) adding information cases, including at U and 11th Streets; and (10) installation of trash WMATA Metrobus Studies receptacles, including at U and 13th Streets. WMATA and local transportation agencies in the District, Maryland, and Virginia have begun reviewing Metrobus lines SITE-GENERATED TRANSIT IMPACTS and system-wide facilities for service improvements since 2007. The proposed development is projected to generate 171 transit In direct relation to this development, routes 90, 92, 93, 96, X3 trips (54 inbound, 117 outbound) during the morning peak were studied by WMATA and DDOT. hour, 273 trips (160 inbound, 113 outbound) during the afternoon peak hour, and 295 trips (149 inbound, 146 WMATA and DDOT published the 90-92-93 Metrobus U Street- outbound) during the Saturday peak hour. Garfield Line Study in March 2011. The report studied the needs required to improve operational improvements to the US Census data was used to determine the distribution of those routes. To that end, a study process and public involvement taking Metrorail and those taking Metrobus. The site straddles phase was conducted, with the following needs cited: (1) the border of TAZ’s 10170 and 10189. Using an aggregate of provide immediate operational improvements to the lines, the TAZ’s shows that approximately 26 percent of transit riders including bus driver training and additional dedicated use Metrorail and the remainder use Metrobus. That said, with supervisory staff; (2) implementation of Metro Express Route the residential portion of the development, approximately 94 99; (3) recalibration of running times on underlying local 90s people will use Metrorail and 32 will use Metrobus during the Line service; and (4) increased enforcement of parking morning peak hour; approximately 108 people will use restrictions. In direct relation to the proposed development, a 41

Metrorail and 38 will use Metrobus during the afternoon peak hour. The grocery portion of the development will see approximately 35 people using Metrorail and 12 using Metrobus during the morning peak hour, with approximately 94 people using Metrorail and 33 using Metrobus during the afternoon peak hour. The full buildout of the proposed development will see approximately 129 people use Metrorail and 44 use Metrobus during the morning peak hour and approximately 202 people use Metrorail and 71 use Metrobus during the afternoon peak hour.

WMATA studied capacity of Metrorail stations in its Station Access & Capacity Study (2008). The study analyzed the capacity of Metrorail stations for their vertical transportation, such as the capacity of the station at elevators, stairs, and escalators to shuttle patrons between the street, mezzanine, and platforms. The study also analyzed a station’s capacity to process riders at fare card gates. For both analyses (vertical transportation and fare card gates) volume-to-capacity ratios were calculated for existing data (from 2005) and projections for the year 2030. According to the study, the U Street station can currently accommodate future growth at all access points.

WMATA studied capacity along Metrobus routes. The 2010 Metrobus Fleet Plan lists the bus routes with the highest load factor (a ratio of passenger volume to bus capacity). A load factor is considered unacceptable if it is over 1.2 during peak periods or over 1.0 during for peak-period express and all off- peak/weekend periods. According to this study Metrobus routes that travel near the site operate at an acceptable load factor during all periods of the day, except for express route 79, which critically exceed capacity. Based on this information and the extensive Metrobus and Metrorail service surrounding the site, site-generated transit trips will not cause detrimental impacts to Metrobus or Metrorail service.

42

Table 9: Metrobus Route Information Route Walking Distance to Route Name Service Hours Headway Number Nearest Bus Stop

Weekdays: 4:55 AM – 6:53 PM 63 Takoma-Petworth Line 8-28 Minutes <0.1 miles, 2 minutes Weekends: 5:11 AM – 7:04 AM

Weekdays: 5:31 AM – 1:07 AM 64 Fort Totten-Petworth Line 10-45 Minutes 0.1 miles, 3 minute Weekends: 5:28 AM – 2:08 AM

Weekdays: 4:09 AM – 3:14 AM 70 Georgia Avenue-7th Street Line 11-36 Minutes 0.2 miles, 4 minutes Weekends: 4:27 AM – 3:23 AM

Weekdays: 6:15 AM – 7:32 PM 79 Georgia Avenue Limited Line 6-19 Minutes 0.3 miles, 6 minutes Weekends: 6:14 AM – 7:34 PM

Weekdays: 4:34 AM – 2:55 AM 90, 92, 93 U-Street-Garfield Line 4-44 Minutes 0.2 miles, 4 minutes Weekends: 4:25 AM – 2:31 AM

East Capitol Street-Cardozo Weekdays: 4:48 AM – 1:54 AM 96 15-60 Minutes 0.2 miles, 4 minutes Line Weekends: 4:54 AM – 3:17 AM

X3 Benning Road Line Weekdays: 6:24 AM – 6:10 PM 20-36 Minutes 0.2 miles, 4 minutes

Woodley Park-Adams Morgan- Sun-Thu: 7:00 AM – 12:00 AM CIRC McPherson Square (14th & U 10 Minutes 0.5 miles, 11 minutes Fri-Sat: 7:00 AM – 3:30 AM Street Stop)

Howard University-West Weekdays: 7:10 AM – 10:10 PM WEST 60 minutes 0.2 miles, 3 minutes Campus Line Saturdays 10:10 AM – 4:10 PM

43

Figure 18: Existing Transit Service

44

63 Southbound 63 Northbound 64 Southbound 64 Northbound 70 Southbound 70 Northbound 90 Southbound 90 Northbound 92 Southbound 92 Northbound 93 Southbound 93 Northbound 96 Westbound 96 Eastbound X3 Westbound X3 Eastbound Howard U Westbound

3:00 AM 6:00 AM 9:00 AM 12:00 PM 3:00 PM 6:00 PM 9:00 PM 12:00 AM 3:00 AM

Figure 19: Bus Headways and Frequency (weekdays)

45

Most major north-south streets do not meet DDOT standards PEDESTRIAN FACILITIES for sidewalks due to a lack of adequate buffer between sidewalk and street. The Lower Georgia Avenue Transportation This section summarizes the existing and future pedestrian and Streetscape Improvements will address some of these access to the site and reviews walking routes to and from the concerns. site. PEDESTRIAN INFRASTRUCTURE The following conclusions are reached within this chapter: This section outlines the existing and proposed pedestrian . The existing pedestrian infrastructure surrounding infrastructure within the pedestrian study area. the site provides a relatively good walking environment. There are some gaps in the system, but Existing Conditions there are sidewalks along all primary routes to A review of pedestrian facilities surrounding the proposed pedestrian destinations. development shows that most facilities meet DDOT standards and provide a quality walking environment. Figure 21 shows a . The site is expected to generate a large amount of pedestrian trips; however, facilities within and detailed inventory of the existing pedestrian infrastructure surrounding the site have the ability to absorb these surrounding the site. Sidewalks, crosswalks, and curb ramps are Public additional trips. evaluated based on the guidelines set forth by DDOT’s Realm Design Manual, in addition to ADA standards. Sidewalk . The development will improve the overall pedestrian environment by providing improved or new sidewalks widths and requirements for the District are shown below in along the interior and perimeter of the site, most Table 10. notably on-site, where few to no pedestrian facilities Within the area shown, most roadways are considered and amenities exist. commercial (non-downtown) or residential with a low to moderate density. The areas along U Street and Florida Avenue PEDESTRIAN STUDY AREA are considered commercial and thus require wider sidewalks. Facilities within a quarter-mile of the site were evaluated as Most of the sidewalks surrounding the site comply with DDOT well as routes to nearby transit facilities and prominent retail standards in terms of sidewalk width; however there are many and neighborhood destinations. The site is easily accessible to areas which have lack the minimum buffer widths as reported th transit options, such as bus stops along U Street, 11 Street, in Table 10. All primary pedestrian destinations are accessible Florida Avenue, Georgia Avenue, and the U Street Metrorail via routes with sidewalks, some of which meet DDOT Station. There are some barriers and areas of concern within standards. the study area that negatively impact the quality of and attractiveness of the walking environment. This includes ADA standards require that all curb ramps be provided roadway conditions that reduce the quality of walking wherever an accessible route crosses a curb and must have a conditions, narrow or nonexistent sidewalks, and incomplete or detectable warning. Additionally, curb ramps shared between insufficient crossings at busy intersections. Figure 20 shows two crosswalks is not desired. As shown in Figure 21, under suggested pedestrian pathways, walking time and distances, existing conditions there are some issues with crosswalks and and barriers and areas of concern. curb ramps near the site, primarily along W Street, V Street, and 10th Street. Pedestrian facilities connecting the site and the campus of Howard University were also examined as part of this report.

Table 10: 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) 8 ft 4 ft (6 ft preferred for tree space) Commercial (Non-downtown) 10 ft 4 ft Downtown 16 ft 6 ft 46

Pedestrian Infrastructure Improvements Pedestrian facilities will be improved around the site. Under existing conditions, sidewalk widths and buffers do not meet DDOT standards for pedestrian facilities.

The proposed development will improve sidewalks around the perimeter of the site to meet or exceed DDOT standards for sidewalk widths and buffers where possible. Furthermore, the proposed improvements to the intersection of Sherman Avenue and Florida Avenue and the intersection of W Street and Florida Avenue will improve pedestrian connectivity by adding crosswalks where none exist currently.

SITE IMPACTS This section summarizes the impacts of the development on the overall pedestrian operations in the vicinity of the site.

Pedestrian Trip Generation The 965 Florida Avenue development is expected to generate 195 walking trips (98 inbound, 97 outbound) during the morning peak hour, 447 walking trips (237 inbound, 210 outbound) during the afternoon peak hour, and 553 walking trips (281 inbound, 272 outbound) during the Saturday peak hour. The origins and destinations of these trips are likely to be:

. Employment opportunities where residents can walk to work; . Employees and patrons of the 965 Florida Avenue development; . Retail locations outside of the site; and . Neighborhood destinations such as Howard University, schools, libraries, and parks in the vicinity of the site.

In addition to these trips, the transit trips generated by the site will also generate pedestrian demand between the site and nearby transit stops.

47

Figure 20: Pedestrian Pathways

48

Figure 21: Existing Pedestrian Infrastructure

49

work program development, if they are not already BICYCLE FACILITIES included. Some projects may be able to move directly into construction, while others become high priorities for This section summarizes existing and future bicycle access, advancement through the Project Development Process. reviews the quality of cycling routes to and from the site, and th presents recommendations. A 0.5 mile bicycle track on 14 Street NW will be built from Florida Avenue to Columbia Road. It is unfunded and The following conclusions are reached within this chapter: expected to cost $1.1 million. An additional cycle track on Florida Avenue between Vermont Avenue and 11th Street . The site has access to several on-street bicycle is scheduled as a Tier 1 investment, however it too is facilities including streets with bicycle lanes. unfunded. . The site is not expected to generate a significant . Tier 2 amount of bicycle trips, therefore all site-generated Investments within this tier are not high priorities in the bike trips can be accommodated on existing early years of MoveDC implementation. These investments infrastructure. could begin moving through the Project Development . The development will include secure bicycle parking Process if there are compelling reasons for their on site, and short-term bicycle racks along the advancement. perimeter of the site. There are a couple Tier 2 additions that will positively EXISTING BICYCLE FACILITIES affect bicycle connectivity to and from the site. Bicycle The site has access to existing on-street bicycle facilities. The lanes are planned along Florida Avenue from Vermont th 965 Florida Avenue development is located adjacent to shared Avenue to 11 Street, and along Vermont Avenue from V th lanes on Sherman Avenue and additional bicycle lanes on 11th Street to 12 Street. These facilities will greatly improve Street and nearby east-west streets. Figure 22 illustrates the the bicycle connectivity near the site. existing bicycle facilities in the area. . Tier 3 Investments within this tier are not priorities for DDOT-led No bicycle parking is provided along the perimeter of the site advancement in the early years of MoveDC’s under existing conditions. 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 patrons of the planned development. The Bikeshare program has placed over 350 Bikeshare stations across . Tier 4 Washington DC, Arlington, and Alexandria, VA, and most Generally, investments within this tier are not priorities for recently Montgomery County, MD, with over 3000 bicycles DDOT-led advancement and are lower priority for project provided. Within a quarter-mile of the site, there are six development in the early years of implementation. Bikeshare stations that house a total of 118 bikes. Figure 22 Due to the timeline of the proposed development, this report illustrates the existing Capital Bikeshare facilities in the area. will focus on the Tier 1 and Tier 2 recommendations within the vicinity of the site. PROPOSED BICYCLE FACILITIES The MoveDC plan outlines several bicycle improvements in the Although these projects are discussed in the MoveDC plan, vicinity of the site. These improvements are broken up into they are not currently funded nor included in DDOT’s four tiers that rank the priority for implementation. The four Transportation Improvement Plan thus they will not be tiers are broken down as follows: assumed as complete for this analysis.

. Tier 1 Investments should be considered as part of DDOT’s 6-year Transportation Improvement Program (TIP) and annual 50

SITE IMPACTS This section summarizes the impacts of the development on the overall bicycle operations surrounding the site and develops recommendations for connectivity improvements.

Bicycle Trip Generation The 965 Florida Avenue development is expected to generate 30 bicycle trips (13 inbound, 17 outbound) during the morning peak hour, 58 bicycle trips (33 inbound, 25 outbound) during the afternoon peak hour, and 69 bicycle trips (35 inbound, 34 outbound) during the Saturday peak. Although bicycling will be an important mode for getting to and from the site, with significant facilities located on site and existing and planned routes to and from the site, the impacts from bicycling will be relatively less than impacts to other modes.

On-Site Bicycle Elements The project will provide amenities that cater to cyclists, including short-term bicycle racks around the perimeter of the site and on-site secure long-term bicycle parking within the development’s garage. The development will supply up to 166 secure long-term bicycle spaces.

Exact numbers and locations of short-term bicycle racks have not yet been determined; however it is expected that bicycle racks will be located along the perimeter of the site on Florida Avenue. Each inverted “U” shaped bicycle rack will comply with DDOT’s Bicycle Rack Design and Placement Guidelines. The Applicant is working in conjunction with DDOT to determine the exact locations of bicycle racks within public space.

51

Figure 22: Existing Bicycle Facilities

52

A rate over 1.0 does not necessarily mean there is a significant CRASH DATA ANALYSIS problem at an intersection, but rather it is a threshold used to identify which intersections may have higher crash rates due to This section of the report reviews available crash data within operational, geometric, or other deficiencies. Additionally, the the study area, reviews potential impacts of proposed crash data does not provide detailed location information. In development on crash rates, and makes recommendations for some cases, the crashes were located near the intersections mitigation measures where needed. and not necessarily within the intersection.

SUMMARY OF AVAILABLE CRASH DATA For these four intersections, the crash type information from A crash analysis was performed to determine if there was an the DDOT crash data was reviewed to see if there is a high abnormally high crash rate at any study area intersection. percentage of certain crash types. Generally, the reasons for DDOT provided the last three years of intersection crash data, why an intersection has a high crash rate cannot be derived from 2013 to 2015 for the study area. Study intersections not from crash data, as the exact details of each crash are not included in this analysis were driveways to private represented. However, some summaries of crash data can be developments, such as Howard Plaza Towers and the Rhapsody used to develop general trends or eliminate possible causes. Apartments. This data was reviewed and analyzed to determine Table 12 contains a breakdown of crash types reported for the the crash rate at each location. For intersections, the crash rate five intersections with a crash rate over 1.0 per MEV. is measured in crash per million-entering vehicles (MEV). The crash rates per intersections are shown in Table 11. POTENTIAL IMPACTS This section reviews the five locations with existing crash rates According to the Institute of Transportation Engineers’ over 1.0 MEV and reviews potential impacts of the proposed Transportation Impact Analysis for Site Development , a crash development. rate of 1.0 or higher is an indication that further study is required. Four intersections in this study area meet this . Florida Avenue & 9th Street & U Street NW criterion (as shown in red in Table 11 and detailed in Table 12). This intersection is over the threshold of 1.0 crashes per The 965 Florida Avenue development should be developed in a MEV, with a rate of approximately 2.56 crashes per MEV manner to help alleviate, or at minimum not add to, the over the course of the 3-year study period. The majority of conflicts at these intersections. crashes at this intersection were either rear-end crashes or

Table 11: Intersection Crash Rates

Intersection Total Crashes Ped Crashes Bike Crashes Rate per MEV* Florida Avenue & 9th Street & U Street NW 93 5 3 2.56 Florida Avenue & 9th Street & V Street NW 10 1 1 0.45 Florida Avenue & Vermont Avenue NW 10 0 2 0.42 Vermont Avenue & V Street NW 2 1 1 0.25 Florida Avenue & W Street NW 7 0 0 0.29 Florida Avenue & Sherman Avenue 3 0 0 0.20 Florida Avenue & 10th Street & Barry Place NW 6 2 1 0.50 Sherman Avenue & Barry Place NW 19 1 0 0.90 9th Street & Barry Place NW 8 0 0 1.26 Georgia Avenue & Barry Place NW 56 5 9 2.05 Georgia Avenue & V Street NW 57 4 3 2.31 U Street & Vermont Avenue NW 14 0 3 0.56 W Street & 10th Street NW 1 0 0 0.26 Sherman Avenue NW & Howard Plaza Driveway 0.00 9th Street NW & Howard Plaza Driveway 0.00 9th Street NW & Howard Parking Lot 0.00 Florida Avenue NW & Rhapsody Apartments Driveway 0.00 * - Million Entering Vehicles; Volumes estimated based on turning movement count data 53

side swipes, with 2/3 of all accidents occurring in the end crashes are more typical at signalized intersections evening hours. High rear-end crashes are more typical at and may be elevated due to the T-shaped geometry of the signalized intersections and may be elevated due to the intersection and vehicles stopping short at the signalized presence of buildings with no setback from the corners, intersection. limiting sight distance for cross streets. This may be due to parked vehicles entering the roadway, traveling vehicles . Georgia Avenue & V Street NW avoiding parked cars, or vehicles trying to move around This intersection is over the threshold of 1.0 crashes per turning vehicles. MEV, with a rate of approximately 2.31 crashes per MEV over the course of the 3-year study period. The majority of This report does not recommend mitigation measures at crashes at this intersection are rear end crashes, side this intersection as the proposed development is not swipes, and unspecified crashes. Higher number of rear- projected to make changes to the commuting patterns, end crashes are more typical at signalized intersections operations, or geometry of this intersection that could and may be elevated due to the proximity of vehicles negatively influence safety. entering and exiting Howard University Hospital. Sideswipes may occur due to the presence of bus stops th . Barry Place & 9 Street NW along Georgia Avenue at the NW and SE corners. This intersection is over the threshold of 1.0 crashes per MEV, with a rate of approximately 1.26 crashes per MEV. This report does not recommend mitigation measures at The majority of crashes at this intersection were side this intersection as the proposed development is not swiped vehicles. The intersection includes the Howard projected to make changes to the commuting patterns, Plaza Towers which is adjacent to the T-intersection. A operations, or geometry of this intersection that could majority of sideswipes could be due to vehicles negatively influence safety. loading/unloading on Barry Place adjacent to the Howard Plaza Towers.

This report does not recommend mitigation measures at this intersection as the proposed development is not projected to make changes to the commuting patterns, operations, or geometry of this intersection that could

negatively influence safety.

. Georgia Avenue & Barry Place NW This intersection is over the threshold of 1.0 crashes per

MEV, with a rate of 2.05 crashes per MEV. The majority of crashes at this intersection are rear end crashes, side swipes, and unspecified crashes. Higher number of rear-

Table 12: Crash Type Breakdown

Intersection Rate MEV per Angle Right Left Turn Turn Right RearEnd Swiped Side Head On Parked Object Fixed RanOff Road Ped. Involved Backing Non-Collision Under/Over Ride Unspecified Total Florida Avenue & 9th Street 2.56 5 4 4 17 41 1 4 1 0 5 2 2 0 7 93 & U Street NW 5% 4% 4% 18% 44% 1% 4% 1% 0% 5% 2% 2% 0% 8% 9th Street & Barry Place NW 1.26 1 0 0 1 3 0 1 0 0 0 1 0 0 1 8 13% 0% 0% 13% 38% 0% 13% 0% 0% 0% 13% 0% 0% 13% Georgia Avenue & Barry 2.05 3 3 2 13 15 0 5 0 0 3 2 0 0 10 56 Place NW 5% 5% 4% 23% 27% 0% 9% 0% 0% 5% 4% 0% 0% 18% Georgia Avenue & V Street 2.31 1 1 3 17 16 4 2 1 0 3 2 0 0 7 57 NW 2% 2% 5% 30% 28% 7% 4% 2% 0% 5% 4% 0% 0% 12% 54

requirements. The residential garage will house up to 166 SUMMARY AND CONCLUSIONS secure bicycle parking spaces. Furthermore, short-term bicycle parking spaces will be provided around the perimeter of the This report presents the findings of a Comprehensive site. Transportation Review (CTR) for the 965 Florida Avenue NW development. The purpose of this study is to evaluate whether The parking and loading provided by the development will the project will generate a detrimental impact to the adequately serve the demands set forth by the development surrounding transportation network. This evaluation is based program. on a technical comparison of the existing conditions, two background conditions, and two future conditions. This report Multi-Modal Impacts and Recommendations concludes that the project will not have a detrimental impact Transit to the surrounding transportation network assuming that all The site is well served by regional and local transit services such planned site design elements are implemented. as Metrorail and Metrobus. The site is less than 0.2 miles from the U Street/African American Civil War Memorial/Cardozo Proposed Project Metrorail station serving the Green and Yellow Lines. Metrobus The planned development will replace the unused parking lot stops are located near the site along Florida Avenue, Vermont and abandoned building on the southwest corner of the lot Avenue, U Street, 11th Street, Georgia Avenue, and at the U with a mixed-use project consisting of up to 490 residential Street Metrorail station. units and 51,540 square feet of grocery space. The site is located in the Shaw/Cardozo neighborhood, in the Northwest Although the development will be generating new transit trips, quadrant of Washington, DC. The site is generally bounded by existing facilities have sufficient capacity to handle the new Sherman Avenue and Florida Avenue to the west, Howard Plaza trips. Towers (as a part of Howard University) to the north, 9th Street to the east and a privately owned lot to the south. Pedestrian The site is surrounded by a well-connected pedestrian network. As part of the development, the intersection of Florida Avenue Almost all roadways within a quarter-mile walkshed provide and Sherman Avenue will be reconfigured. The signalized sidewalks and acceptable crosswalks and curb ramps, intersection will be realigned to improve operational efficiency, particularly along the primary walking routes. Under existing improve safety, and accommodate the extension of Bryant conditions there is a lack of crosswalks along Florida Avenue Street, a new private street that will run on the northern near the site, but this will be remedied by planned boundary of the site. This will improve porosity and improvements. Most sidewalks in the study area do not meet connectivity to the area surrounding the site. Additionally, as DDOT standards for minimum buffer width. part of the development the intersection of W Street and Florida Avenue will be signalized to further increase safety and As a result of the development, pedestrian facilities along the porosity near the site. perimeter of the site will be improved, particularly along Florida Avenue & 9th Street. The development will ensure that Vehicular access to the project will on the east side of the sidewalks and buffers along the site meet or exceed DDOT th property from a single curb cut along 9 Street. Two levels of width requirements where possible and provide an adequate the below-grade parking garage will have 218 parking spaces pedestrian environment. The reconfiguration of the for the grocery store use with a third having 125 parking spaces intersection of Florida Avenue and Sherman Avenue will further for the residential use. All loading facilities and trash rooms will enhance pedestrian facilities near the site by adding be at the ground level of the building and accessed from Bryant crosswalks, upgrading the curb ramps, and adding a pedestrian Street. plaza/pocket park on the southwestern corner of the intersection. Pedestrian access to the separate residential and grocery entrances will be along Florida Avenue. Pedestrian facilities Bicycle along the perimeter of the site will be improved to include There site has access to existing bicycle on-street facilities that sidewalks and buffer widths that meet or exceed DDOT connect the site to areas within the District. North-south 55

bicycle connectivity is achieved via bike lanes on 11th Street and The PUD has several positive elements contained within its 14th Street, sharrows on 11th Street and Sherman Avenue, and a design that minimize potential transportation impacts, signed route on 13th Street. East-west connectivity is provided including: via bike lanes on W Street, V Street, and T Street. . The site’s close proximity to Metrorail. The development will supply up to 166 secure long-term . The improvement of pedestrian facilities along the bicycle parking spaces within the below-grade parking garage, perimeter of the site so that the meet or exceed as well as short-term bicycle parking around the perimeter of DDOT and ADA standards, where possible. the site. . The reconfiguration of the intersection of Florida Avenue and Sherman Avenue will improve Vehicular operational efficiency, improve safety, and The proposed development is well-connected to regional accommodate the extension of Bryant Street, a new roadways such as I-395, primary and minor arterials such as private street that will run on the northern boundary Rhode Island Avenue, Florida Avenue, and Georgia Avenue, and of the site. This will improve porosity and an existing network of collector and local roadways. connectivity to the area surrounding the site. Furthermore, the reconfiguration of the intersection In order to determine if the proposed development will have a will enhance pedestrian facilities near the site by negative impact on this transportation network, this report adding crosswalks, upgrading the curb ramps, and projects future conditions with and without the development adding a pedestrian plaza/pocket park on the of the site and performs analyses of intersection delays. These southwestern corner of the intersection. delays are compared to the acceptable levels of delay set by . The addition of a new traffic signal at the Florida DDOT standards to determine if the site will negatively impact Avenue/W Street intersection to facilitate additional the study area. The analysis concluded that three (3) access to W Street and 9th Street, east of Florida intersections required mitigation as a result of the Avenue, as well as improved pedestrian crossings at development. Mitigation measures were proposed as follows: the intersection. . The inclusion of secure long-term bicycle parking . Florida Avenue & V Street & 9th Street NW spaces within the garage of the development. This report recommended signal timing changes for the background and future scenarios, which allowed the This report analyzed the potential impacts of the PUD, and intersection to operate under acceptable conditions. concluded that the PUD will not have a detrimental impact to the surrounding transportation network, as long as the project . Florida Avenue & Barry Street NW implements the recommendations as follows: This report recommended signal timing changes, which allowed the intersection to operate under acceptable . Planned Improvements to the intersection of Florida conditions during the afternoon study period. Avenue and Sherman Avenue NW. . Implementing the Transportation Demand Management . Georgia Avenue & V Street (TDM) plan detailed within the body of this report. This report recommended signal timing changes, which . Implementing the Loading Management Plan (LMP) allowed the intersection to operate under acceptable detailed within the body of this report. conditions during the morning study period.

Summary and Recommendations This report concludes that the proposed development will not have a detrimental impact to the surrounding transportation network assuming that all planned site design elements are implemented.

56