SIDWELL FRIENDS SCHOOL TRANSPORTATION STATEMENT
December 2019
Board of Zoning Adjustment District of Columbia CASE NO.17703C EXHIBIT NO.25A1
Sidwell Friends School Transportation Statement Washington, DC
December 2019
Prepared by:
Wells + Associates
(703) 917‐6620
www.WellsAndAssociates.com
@WellsAssoc @WellsandAssociates Wells + Associates
Sidwell Friends School Transportation Statement December 2019 TABLE OF CONTENTS PAGE INTRODUCTION ______1 OVERVIEW ...... 1 Table 1: Summary of Relevant Characteristics ...... 3 STUDY SCOPE ...... 4 EXISTING TRANSPORTATION FACILITIES ______5 ROADWAY NETWORK ...... 5 Table 2: Roadway Segment Details ...... 5 MULTI‐MODAL TRANSPORTATION FACILITIES ...... 5 Public Transportation Facilities and Services ...... 5 Existing Pedestrian Facilities ...... 6 Existing Bicycle Facilities ...... 6 Capital Bikeshare...... 7 EXISTING CONDITIONS ANALYSIS ______7 TRAFFIC VOLUMES ...... 7 OPERATIONAL ANALYSIS ...... 8 Capacity Analysis ...... 8 Table 3: Level of Service Summary ...... 8 Queue Analysis ...... 10 Table 4: Synchro 95th Percentile Queue Summary (in feet) ...... 11 FUTURE BACKGROUND CONDITIONS ______13 TRAFFIC VOLUMES ...... 13 Overview ...... 13 Regional Growth ...... 13 Pipeline Developments ...... 13 City Ridge (3900 Wisconsin Avenue) ...... 13 4000 Wisconsin Avenue ...... 14 Hearst Recreation Center Expansion ...... 14 Georgetown Day School ...... 14 Background Forecasts ...... 14 OPERATIONAL ANALYSIS ...... 14 Capacity Analysis ...... 14 Queue Analysis ...... 15 SITE ANALYSIS ______15 OVERVIEW ...... 15 SITE ACCESS ...... 16 Overview ...... 16 Pick‐up/Drop‐off Operations ...... 16 Upper School PUDO ...... 17 Upper + Middle School PUDO ...... 17 New Loop ...... 18 Loading Access ...... 18
i Sidwell Friends School Transportation Statement December 2019 TABLE OF CONTENTS (CONTINUED)
PROPOSESD PARKING ...... 18 Vehicular Parking ...... 18 Table 5: Parking Summary ...... 19 Bicycle Parking ...... 19 Table 6: Proposed Bicycle Parking Summary ...... 19 TRIP GENERATION ANALYSIS ...... 19 Existing Vehicular Trip Generation ...... 19 Table 7: Existing Site Trip Generation Summary ...... 20 Mode Split Survey ...... 20 Table 8: Summary of Mode Split Survey ...... 20 Proposed Vehicular Trip Generation ...... 21 Table 9: New Site Trip Generation Summary – Without TDM Plan ...... 21 Table 10: Trip Generation Goals – With TDM Plan ...... 22 Table 11: Trip Generation – Upton Site Only ...... 23 SITE TRIP DISTRIBUTION AND ASSIGNMENT ...... 23 Table 12: Site Trip Distributions ...... 23 TRANSPORTATION MANAGEMENT PLAN ______24 TRANSPORTATION DEMAND MANAGEMENT ...... 24 Overview ...... 24 Components of TDM Plan ...... 24 General ...... 24 Students ...... 25 Faculty/Staff ...... 26 OPERATIONS MANAGEMENT PLAN ...... 27 LOADING MANAGEMENT PLAN ...... 28 MONITORING PLAN ...... 29 TOTAL FUTURE CONDITIONS ______32 TRAFFIC FORECASTS ...... 32 OPERATIONAL ANALYSIS ...... 32 Capacity Analysis ...... 32 Table 13: Level of Service Summary ...... 33 Queue Analysis ...... 35 Table 14: Synchro 95th Percentile Queue Summary (in feet) ...... 35 IMPROVEMENT ANALYSIS ...... 38 CONCLUSION AND RECOMMENDATIONS ______39
ii Sidwell Friends School Transportation Statement December 2019 LIST OF FIGURES
FIGURE TITLE
1 Site Location Map 2 Proposed Site Plan 3 Multimodal Transportation Network 4 Quarter Mile Walk Shed 5 Pedestrian Deficiencies 6 One Mile Bike Shed 7 Existing Peak Hour Vehicle Volumes 8 Existing Lane Use and Traffic Control 9 Peak Hour Pipeline Traffic Volumes 10 2024 Background Peak Hour Traffic Volumes 11 Future Lane Use and Traffic Control 12 Approved PUDO Operations 13 Proposed PUDO Operations – AM Drop‐off 14 Proposed PUDO Operations – PM Pick‐up 15 Existing and Proposed Service/Delivery Areas 16A Student Population Distribution 16B Area Trip Distributions 16C Network Trip Distributions 17 Peak Hour Site Trip Assignments 18 2024 Total Future Peak Hour Traffic Volumes
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LIST OF APPENDICES
APPENDIX TITLE
A Scoping Document B Traffic Count Data C Existing Traffic Signal Timings D LOS Descriptions E Existing Level of Service and Queue Reports F 2024 Background LOS and Queue Reports G Mode Split Survey H Trip Generation, Distribution, and Assignment Analysis I 2024 Total Future LOS and Queue Reports
iv Sidwell Friends School Transportation Statement December 2019 INTRODUCTION
OVERVIEW
Sidwell Friends School (the Applicant) proposes to relocate its Lower School located at 5112 Edgemoor Lane in Bethesda, Maryland to its Middle/Upper School Campus, located at 3825 Wisconsin Avenue NW. The original plan, which was approved by the Board of Zoning Adjustment on April 1, 2016, contemplated the relocation of the Lower School to 3720 Upton Street NW (the Upton Site). Subsequent to the approval, Sidwell continued its master planning process and further evaluation of the original plan. Through further study and program planning, the School determined that changes were needed to the original plan. Specifically, the School now proposes to move its Upper School to the Upton Site. Following the relocation of the Upper School, Sidwell will renovate the former Upper School building (the Harrison Building) and move its Lower School from Bethesda to the Harrison Building.
The proposed site for the Upper School is zoned R‐1‐B and is located on Square 1825, Lot 816. The 5.7‐acre site is bounded by the Friendship Post Office to the west, 37th Street to the east, the existing Sidwell Friends Upper/Middle School campus to the south, and Upton Street to the north. The site location is shown on Figure 1 and the proposed site plan is shown on Figure 2.
As outlined in the School’s application for a modification of significance of an approved special exception, the overall number of students would be consistent with the original plan: 1,150 students once the lower school is moved with two incremental increases of 50 students after established trip reduction and monitoring conditions are met for two consecutive years before each incremental increase. The maximum potential enrollment would be up to 1,250 students subsequent to the satisfaction of the monitoring conditions. The current approval also allows for an increase in the faculty cap to 250 faculty/staff once the lower school relocates, which may be increased by an additional 10 faculty/staff after two years provided the trip reduction and monitoring conditions are met for two consecutive years. With the current modification, the Applicant is proposing to further increase the faculty/staff cap by an additional 50 faculty/staff that could be added at any time if trip reduction and monitoring conditions are met, resulting in a maximum faculty/staff cap of 310.
Consistent with the original plan, two new pick‐up/drop‐off (PUDO) areas are proposed to serve the School. However, due to the proposed changes (namely moving the Upper school to the Upton Site and the Lower School to the former Upper School building), the proposed site circulation will be modified slightly. A PUDO loop with servicing approximately 14 vehicles is proposed at the existing Upper School tennis courts. Families with Lower School only students would access the new loop via the garage, which would provide a queuing reservoir of 50 spaces. Families with only Middle School students or families with Middle School and Lower or Upper School students would access the new loop via the existing service drive, which would provide a queuing reservoir of 18 vehicles. All vehicles exiting the new loop would use the signalized driveway adjacent to the Post Office. An Upper School PUDO circle servicing seven vehicles is proposed on the Upton Site in front of the Upton building. Families with only Upper School
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students can access the circle via 37th Street. Vehicles exiting the Upper School Circle would egress via Upton Street. A queue reservoir with a capacity of 37 spaces would feed the Upper School PUDO circle. A Middle School PUDO circle servicing five vehicles is proposed on the southeast corner of the Upton Site, between the Middle School and the Upper School. Families with both Middle School and Upper School students can access the circle via 37th Street. Vehicles also would exit the Middle School Circle via 37th Street. A queue reservoir with a capacity of six vehicles would feed the Middle School Circle. All access and egress is proposed via existing curb cuts. No new curb cuts are proposed in conjunction with the redevelopment.
The current campus includes an existing below‐grade garage containing 307 parking spaces, and an additional 21 surface spaces also currently serve the campus. Seventy‐four surface spaces also are located on the Upton Site. Under the proposed campus unification plan, all faculty/staff will park in the below‐grade garage. Fifty‐one parking spaces (23 fewer than exist today) are proposed at the Upton Site to serve as short‐term/visitor parking, primarily for events at the school. Access to the short‐term/visitor parking would be provided via existing curb cut on Upton Street.
Table 1 summarizes pertinent information for existing conditions, the original plan, and the proposed conditions.
The campus unification previously was assessed through an extensive Comprehensive Transportation Review (CTR) in 2016 that analyzed the plan to relocate the Lower School to the Upton Site (BZA Case 17703A). The case was then granted a 2‐year extension in April 2018 (BZA Case 17703B). The currently proposed changes are not expected to result in an increase in vehicle site trip generation beyond that which was studied in the previously approved CTR study, nor would the proposed increase in faculty/staff result in greater than 100 additional person trips since the Applicant has agreed to adhere to the previously established trip caps.
Therefore, the purpose of this Transportation Statement is to evaluate impacts at the site access locations and the immediately adjacent intersections to determine what impact, if any, the proposed changes to site circulation would have.
In order to assess the impact of the proposed modification, this report: . Evaluates existing traffic operation and safety conditions, . Evaluates future traffic conditions without the proposed modification, . Evaluates future traffic conditions with the proposed modification, . Evaluate the appropriateness of the proposed parking and drop‐off/pick‐up areas, . Identifies any traffic operational impacts associated with the proposed modification, and . Recommends transportation improvements (including roadway, operational, and demand management strategies) to mitigate the impact of the project and promote the safe and efficient flow of vehicular and pedestrian traffic associated with the proposed redevelopment.
2 Sidwell Friends School Transportation Statement December 2019 Table 1 Summary of Relevant Characteristics Existing Original Proposed Characteristic Conditions Plan Plan Lower School Enrollment Cap 300 Initial: 1150 Initial: 1150 Middle/Upper School Enrollment 850 w/ TDM: 1250† w/ TDM: 1250† Cap Lower School Faculty/Staff Cap 50 Initial: 250 Initial: 250 Middle/Upper School Faculty Staff 190 w/ TDM: 260† w/ TDM: 310† Cap Upton Site: LS Only Garage: LS Only Lower School PUDO Location Bethesda Campus New Loop: LS+MS/US New Loop: LS+MS/US 5th/6th Grade: 37th Street New Loop: MS Only New Loop: MS Only and LS+MS Middle School PUDO Location 7th/8th Grade: Garage Garage: MS+US Upton Site: MS+US Garage: US Only and US+MS Upton Site: US Only and MS+US Upper School PUDO Location Garage New Loop: US+LS New Loop: LS+US Parking 402 348 379 Long‐term: 0 Long‐term: 40 Long‐term: 91 Bicycle Parking Short‐term: 54 Short‐term: 126 Short‐term: 100 939 vph – AM peak hour 939 vph – AM peak hour Overall Campus Trip Cap NA 510 vph – PM school peak hour 510 vph – PM school peak hour 220 vph – AM peak hour 220 vph – AM peak hour Upton Site Trip Cap NA 180 vph – PM school peak hour 180 vph – PM school peak hour † When the Lower School opens on the Wisconsin Avenue Campus, the opening day enrollment will be 1,150 students and 260 faculty/staff. Upon demonstration that the TDM Goals (outlined herein) are met for two consecutive years, the student enrollment may increase by an additional 50 students (1,200 total students) and faculty/staff may increase by an addition 60 employees (310 total faculty/staff). Upon successfully demonstrating that the TDM Goals are met for another two consecutive years, student enrollment can be increased by another 50 students (1,250 total students).
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STUDY SCOPE
This study was conducted to assess the impacts of the proposed modification on the surrounding roadway network. The scope of the study and proposed methodologies have been approved by the District Department of Transportation (DDOT). The agreed upon scoping document is included in Appendix A.
The study area was selected based on those intersections that potentially could be affected by the proposed modification. Accordingly, the following intersections were identified for detailed analysis and agreed to by DDOT: . Wisconsin Avenue/Upton Street, . Wisconsin Avenue/Service Driveway (Proposed Circle Driveway), . Wisconsin Avenue/Fannie Mae Driveway/Post Office Driveway/Sidwell Driveway, . Wisconsin Avenue/Rodman Street/Sidwell Driveway, . Wisconsin Avenue/Quebec Street, . 37th Street/Quebec Street, . 37th Street/Tilden Street/Upton Site Driveway, . 37th Street/Upton Street, . 38th Street/Upton Street, and . Upton Street/Upton Site Driveway.
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EXISTING TRANSPORTATION FACILITIES
ROADWAY NETWORK
General details regarding the surrounding roadway segments, including functional classification, average daily traffic volume (ADT), and speed limit are summarized in Table 2. All roadways in the study area operate as two‐way streets.
Table 2 Roadway Segment Details Functional Average Daily Traffic Speed Limit Roadway Classification (vehicles per day) (miles per hour) Wisconsin Avenue Principal Arterial 28,674* 30 Upton Street Local 855¥ 25 Rodman Street Local 1,670¥ 25† Quebec Street Local 1,960¥ 25‡ 37th Street Local 3,065¥ 25‡ Tilden Street Local 8,200* 25‡ 38th Street Local 700¥ 25 * The ADT volume is based on DDOT’s 2016 Traffic Volumes Map, which are the most recent data available. ¥ The ADT was estimated based on existing PM Commuter Peak Hour traffic volumes, using a k factor of 10%. † Speed limit unposted in the study area; assumed to be 25 mph. ‡ A 15 mph School Speed Limit When Children are Present is posted for traffic.
MULTI‐MODAL TRANSPORTATION FACILITIES
Public Transportation Facilities and Services
The subject site is well served by public transportation, including both bus and Metrorail, as shown on Figure 3. The subject site is just over ½ mile from the Tenleytown – AU Metro Station, which provides access to the Metro Red line. Riders can transfer to the Blue, Orange, and Silver lines at the Metro Center Metro Station or to the Green and Yellow lines at the Gallery Place‐ Chinatown Metro Station. The site also is within a ¼ mile radius of bus stops serving eight Metrobus routes (30N, 30S, 31, 33, 96, H3, H4, & X3).
5 Sidwell Friends School Transportation Statement December 2019
Existing Pedestrian Facilities
MoveDC is a 25‐year vision for the District’s Transportation Infrastructure. Priorities outlined in moveDC have been incorporated in the District of Columbia’s Statewide Transportation Improvement Program (DC STIP). MoveDC provides infrastructure and policy recommendations for all modes of transportation, including Pedestrians.
According to the Pedestrian Element of moveDC, several opportunities for improvement exist within the District, including: . Enhancing accessibility, which includes evaluating and improving uncontrolled crosswalks on high‐speed multi‐lane roadways and improving signalized intersections with high pedestrian crash rates; . Improving the pedestrian network outside of downtown, which includes providing pedestrian facility enhancements where sidewalks are lacking; . Making priority investments, which includes prioritizing pedestrian needs in critical locations near schools, transit stations, and high hazard locations; . Promoting enforcement, which includes enforcement policy changes; and . Improving intersection designs, which includes closing gaps in the pedestrian network and improvement in intersection lighting, crosswalks, signage, refuge islands, and pedestrian signalization/phasing.
The Pedestrian Element’s Recommended Pedestrian Network does not show any sidewalk or trail infrastructure proposed in the vicinity of the site.
As part of the CTR prepared for the original plan, an assessment of existing conditions was conducted. Pedestrian facilities and likely walking routes to the Metro Station and nearest bus stops within a ¼ mile of the site are shown on Figure 4. Figure 4 also shows pedestrian activity and deficiency according to the Pedestrian Master Plan. An inventory of existing deficiencies and gaps in the pedestrian network are presented on Figure 5.
Existing Bicycle Facilities
According to the Bicycle Element of moveDC, several opportunities for improvement exist within the District, including: . Improving the cycling experience on bridges and approaches to bridges; . Minimizing barriers such as complex intersections, security barriers, freeway ramps, and driveways; . Expanding investment in the bicycle network beyond downtown; and . Improving safety by educating all road users and increasing public awareness.
6 Sidwell Friends School Transportation Statement December 2019
The Bicycle Element’s Recommended Bicycle Network does not show any infrastructure proposed in the vicinity of the site.
Bicycle facilities and likely biking routes to the Metro Station and nearest bus stops within one mile of the site are shown on Figure 6. Figure 6 also shows the BLOS for roadways in the study area and the reported bicycle crashes in the study area, per the Bicycle Plan.
No dedicated bicycle lanes exist in the vicinity of the subject site. East of 38th Street, sharrows are painted on the north and south sides of Van Ness Street.
Capital Bikeshare
Capital Bikeshare is an automated bicycle rental or bicycle sharing program that provides 4,300 bicycles at over 500 stations across Washington, DC, Arlington, VA, Alexandria, VA, Montgomery County, MD, and Fairfax County, VA.
Membership, which is required to use Capital Bikeshare, includes five options for joining: single trip ($2), 24 hours ($8), three days ($17), 30 days ($28), or one year ($85). Under any membership option, the first 30 minutes of use are free; users then are charged a usage fee for each additional 30‐minute period. Bicycles can be returned to any station with an available dock.
As shown on Figure 3, the closest Bikeshare station is located within ¼ mile from the site at 39th Street/Veazey Street. This station includes 15 docks. Three additional Bikeshare stations are located roughly ½ mile from the site. One station at Wisconsin Avenue/Albemarle Street contains 15 docks, the station at Yuma Street and Tenley Circle and the station at Wisconsin Avenue/Newark Street each include 19 docks.
The District of Columbia Capital Bikeshare Development Plan identifies a new Bikeshare station on Wisconsin Avenue south of Macomb Street. That station has yet to be installed.
EXISTING CONDITIONS ANALYSIS
TRAFFIC VOLUMES
Existing vehicular turning movement, bicycle, and pedestrian counts were conducted at the study intersections on Wednesday, September 18, 2019 from 7:00 AM to 10:00 AM and from 3:00 PM to 7:00 PM. In accordance with DDOT guidelines, individual peak hours were used for each study intersection during the AM peak hour and PM commuter peak hour. However, in order to ensure that the peak hour for the school was captured, a common peak hour was selected for the PM school peak hour. The PM school peak hour was determined by summing the total volume of traffic entering and existing the campus and selecting the single hour that had the highest volume of traffic generated by the school.
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Existing vehicular peak hour traffic volumes are shown on Figure 7. Traffic count data are included in Appendix B.
OPERATIONAL ANALYSIS
Capacity Analysis
Capacity/level of service (LOS) analyses were conducted at the study intersections based on the existing lane use and traffic control shown on Figure 8, existing traffic volumes shown on Figure 7, and existing traffic signal timings obtained from DDOT, included in Appendix C.
Synchro software (Version 10) was used to evaluate levels of service at the study intersections during the peak hours. Synchro is a macroscopic model used to evaluate the effects of changing intersection geometrics, traffic demands, traffic control, and/or traffic signal settings and to optimize traffic signal timings. The levels of service reported were taken from the Highway Capacity Manual (HCM) 2000 reports generated by Synchro. Level of service descriptions are included in Appendix D. The results of the analyses are summarized in Table 3 and capacity analysis worksheets are included in Appendix E.
Table 3 Level of Service Summary Existing Conditions Background Conditions Approach PM School PM Comm PM School PM Comm AM Peak AM Peak Peak Peak Peak Peak 1. Wisconsin Avenue/Upton Street EB C C C D C C WB C C C C C C NB E (58.4) D C F (193.0) D E (67.6) SB C B C D B E (55.4) Overall D D C F (99.3) C E (60.3) 2. Wisconsin Avenue/Service Driveway (Proposed Circle Driveway) NBTR A A A A A A SBLT A A A A A A 3. Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway EB D D D F (97.6) D D WB E (66.6) F (260.9) F (455.4) C D D NB D A A C A F (181.3) SB A C C D A A SWB D D D D D D Overall C C C D A F (98.9) [x.x] = unsignalized intersection control delay in sec/veh (x.x) = signalized intersection control delay in sec/veh
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Table 3 (continued) Level of Service Summary Existing Conditions Background Conditions Approach PM School PM Comm PM School PM Comm AM Peak AM Peak Peak Peak Peak Peak 4. Wisconsin Avenue/Rodman Street/Sidwell Driveway EBLTR D D D F (240.1) D F (98.4) WBLTR D C C D D D NBLTR F (324.9) B A F (125.8) C D SBLTR B B B E (56.3) A A Overall F (137.3) B B F (92.1) C C 5. Wisconsin Avenue/Quebec Street WBLR C C E (37.1) C C F (188.2) NBTR A A A A A A SBLT A A A A A B 6. 37th Street/Quebec Street EBLTR A A A A A A WBLTR A A A A A A NBLTR B A A B A A SBLTR B A A B A A Overall B A A B A A 7. 37th Street/Tilden Street/Site Driveway EBLTR A A A A A A WBLTR A A A A A A NBLTR B A A B A A SBLTR B A A B A A Overall B A A B A A 8. 37th Street/Upton Street EBLTR B A A B A A WBLTR B A A B A A NBLTR B B A B B A SBLTR B A A B A A Overall B A A B A A [x.x] = unsignalized intersection control delay in sec/veh (x.x) = signalized intersection control delay in sec/veh
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Table 3 (continued) Level of Service Summary Existing Conditions Background Conditions Approach PM School PM Comm PM School PM Comm AM Peak AM Peak Peak Peak Peak Peak 9. 38th Street/Upton Street EBLT A A A A A A WBR A A A A A A SBLR A A A A A A Overall A A A A A A 10. Upton Street/Site Driveway EBTR A A A A A A WBLT A A A A A A NBLR A A A A A A 11. Wisconsin Avenue/City Ridge Driveway EB D D D NB A A A Future Intersection SB B A A Overall B A A [x.x] = unsignalized intersection control delay in sec/veh (x.x) = signalized intersection control delay in sec/veh
As shown in Table 3, under existing conditions, the Wisconsin Avenue/Rodman Street/Sidwell Driveway intersection operates at an overall LOS F during the AM peak hour. The remaining signalized intersections operate with acceptable overall levels of service (i.e. LOS D or better).
Queue Analysis
A queue analysis was conducted under existing conditions. The 95th percentile queue lengths were calculated using HCM methodologies, as reported by Synchro.1 The results are summarized in Table 4. Queue reports are provided in Appendix E.
As shown in Table 4, several lane groups at the study intersections along Wisconsin Avenue currently extend beyond their available storage. Queues that extend to adjacent intersections are typical in urban environments where intersections are closely spaced.
1 Since HCM 2000 methodologies do not provide queues for all‐way stop‐controlled intersections, HCM 2010 methodologies were used to calculate 95th percentile queues for the all‐way stop‐controlled intersections only.
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Table 4 Synchro 95th Percentile Queue Summary (in feet) Existing Conditions Background Conditions Available Approach Storage† PM PM PM PM AM AM School Comm School Comm 1. Wisconsin Avenue/Upton Street EBL 210/435 7 17 17 41 17 60 EBR 210 58 7 30 146 8 92 WBR 455 0 0 0 0 0 0 NBLT 295 256# 571#m 711m# 359# 435#m 175m# NBR 95 9m 19m 26m 0 SBTR 280 346 268 369 545# 273 681# 2. Wisconsin Avenue/Service Driveway (Proposed Circle Driveway) NBTR 355 0 0 0 0 0 0 SBLT 190 0 0 0 0 0 0 3. Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway EBLTR 520 72 24 15 206# 24 184 WBLTR 345 105 145# 202# 95 76 105 NBLTR 480 288m 533# 330 488# 375# 812# SBLT 300 406 466# 566# 345 631# 431m# SBR 170 0m 0m SWLR 75 0 0 0 0 0 0 4. Wisconsin Avenue/Rodman Street/Sidwell Driveway EBLTR 100 121 69 67 318# 75 199# WBLTR 95 81 63 67 87 68 74 NBLTR 490 751# 343 202 746# 549# 552# SBLTR 135 477# 714# 414# 665# 0 110 5. Wisconsin Avenue/Quebec Street WBLR 440 41 30 53 53 34 152 NBTR 265 0 0 0 0 0 0 SBLT 490 12 8 20 15 8 33 † All distances measured to nearest intersection or end of turn lane, as appropriate. Where two storage lengths are given, the first is the distance to the driveway, the second is the distance to the nearest intersection. m Volume for 95th percentile queue is metered by upstream signal. # 95th percentile volume exceeds capacity; queue may be longer.
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Table 4 (continued) Synchro 95th Percentile Queue Summary (in feet) Existing Conditions Background Conditions Available Approach Storage† PM PM PM AM AM PM Comm School Comm School 6. 37th Street/Quebec Street EBLTR 440 15 10 15 15 10 15 WBLTR 230 13 10 8 15 10 8 NBLTR 240 40 25 28 45 28 30 SBLTR 1065 43 15 13 45 18 13 7. 37th Street/Tilden Street/Site Driveway EBLTR 125 0 0 0 0 0 0 WBLTR 790 3 5 3 3 5 3 NBLTR 1065 55 35 28 58 35 30 SBLTR 280 48 18 10 53 18 13 8. 37th Street/Upton Street EBLTR 550 30 20 5 30 23 5 WBLTR 920 20 15 5 20 15 5 NBLTR 280 63 48 33 65 50 35 SBLTR 275 45 15 10 30 15 5 9. 38th Street/Upton Street EBLT 455 13 8 5 13 10 5 WBR 555 8 5 3 8 8 3 SBLR 285 18 8 3 18 8 3 10. Upton Street/Site Driveway EBTR 135 0 0 0 0 0 0 WBLT 370 0 0 0 0 0 0 NBLR 75 1 1 0 1 1 0 11. Wisconsin Avenue/City Ridge Driveway EBL NA 51 6 124 EBR NA 40 5 49 Future Intersection NBLT 135' 12m 33m 64m SBTR 400' 382m 49 21 † All distances measured to nearest intersection or end of turn lane, as appropriate. Where two storage lengths are given, the first is the distance to the driveway, the second is the distance to the nearest intersection. m Volume for 95th percentile queue is metered by upstream signal. # 95th percentile volume exceeds capacity; queue may be longer.
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FUTURE BACKGROUND CONDITIONS
TRAFFIC VOLUMES
Overview
In order to forecast year 2024 background traffic volumes in the study area without the proposed campus unification project, increases in traffic associated with growth outside the immediate site vicinity (regional growth) and increases in traffic associated with planned or approved but not yet constructed developments in the study area (pipeline developments) were considered.
Regional Growth
In order to account for potential increases in traffic associated with regional growth and developments outside of the study area, a growth rate was applied to existing traffic volumes. DDOT’s historical average daily traffic (ADT) volume maps were examined to determine an appropriate growth rate for the study area. The historical ADTs indicate that traffic volumes in the study area generally have a growth rate less than one percent per year. Therefore, in accordance with DDOT’s direction, a growth rate of ¼ percent per year was applied to Wisconsin Avenue and ½ percent per year was applied to all other roadways. The growth rates were compounded annually over four years (2019 to 2024).
Pipeline Developments
Four other developments that are planned in and around the study area were identified and considered in forecasting background traffic growth for the 2024 study year. Peak hour traffic volumes resulting from all pipeline developments combined are shown on Figure 9. A summary of each pipeline development is provided below.
City Ridge (3900 Wisconsin Avenue)
City Ridge is a proposed mixed‐use development currently under construction at 3900 Wisconsin Avenue. Upon completion, the project will include approximately 687 residential units, 162,000 SF of office space, and 153,000 SF of retail space. The project will include approximately 750 parking spaces, which will be accessed from the property’s existing, signalized driveway located on Wisconsin Avenue opposite the Sidwell/Post Office driveway, and a new signalized driveway on Wisconsin Avenue located just north of the Rodman Street/Sidwell Driveway intersection.
Site trip assignments associated with the project were taken from the Comprehensive Transportation Review for the 3900 Wisconsin Avenue Large Tract Review conducted by Gorove Slade, dated September 18, 2017.
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4000 Wisconsin Avenue
The proposed redevelopment at 4000 Wisconsin Avenue NW, which currently is vacant, is expected to begin construction in mid‐2020 and is expected to be completed by end of 2022. Upon completion, the project will include approximately 716 residential units, a 49,388 SF health club, and 82,798 SF of retail space. Site trip assignments for the proposed redevelopment were taken from the 4000 Wisconsin Avenue Revised Transportation Review dated August 2017, prepared by Wells + Associates.
Hearst Recreation Center Expansion
Hearst Recreation Center, located at 3950 37th Street NW, proposes to expand its current facility to include a six‐lane, 25‐meter pool, a high school regulation soccer field, and a pool house. No off‐street parking is proposed in conjunction with the project. Site trip assignments for the project were taken from the Traffic Impact Analysis for Hearst Park and Pool EISF dated July 6, 2018, prepared by Gorove/Slade.
Georgetown Day School
In December 2017, the Board of Zoning Adjustment approved an application by Georgetown Day School (GDS) to relocate its Lower and Middle divisions from the current location on MacArthur Boulevard to its High School campus on Davenport Street. The approval included an increase to the student cap from 500 to 1,200 and an increase in the faculty staff cap from 100 to 260. Site trip assignments for the campus consolidation project were taken from the Georgetown Day School Comprehensive Transportation Review conducted by Wells + Associates in September 2017.
Background Forecasts
Background 2024 traffic forecasts (without the proposed campus unification project) were developed by combining the existing traffic volumes, regional growth, and site trips for each of the pipeline projects. The resulting 2024 background traffic forecasts are shown on Figure 10.
OPERATIONAL ANALYSIS
Capacity Analysis
Capacity/level of service (LOS) analyses were conducted at the study intersections based on the future lane use and traffic control shown on Figure 11 and future background traffic forecasts shown on Figure 10. Due to the introduction of a new signalized intersection on Wisconsin Avenue associated with the City Ridge project, signal timings along Wisconsin Avenue were optimized under background conditions, maintaining the same cycle lengths as existing conditions.
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The level of service results for the 2024 background conditions without the proposed campus unification project are presented in Appendix F and summarized in Table 3. As shown in Table 3, under background conditions, many of the study intersections will experience increases in delay as a result of the background traffic growth and pipeline projects. The following intersections are projected to operate at an overall LOS E or LOS F: . Wisconsin Avenue/Upton Street – overall LOS F during the AM peak hour and overall LOS E during the PM commuter peak hour; . Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway – overall LOS F during the PM commuter peak hour; and . Wisconsin Avenue/Rodman Street/Sidwell Driveway – overall LOS F during the AM peak hour.
Queue Analysis
A queue analysis was conducted for 2024 conditions without the campus unification project. The 95th percentile queue lengths were calculated using HCM methodologies, as reported by Synchro.2 The results are summarized in Table 4. Queue reports are provided in Appendix F.
As shown in Table 4, similar to existing conditions, the 95th percentile queues at several study intersections along Wisconsin Avenue will extend beyond the available storage during peak hours.
SITE ANALYSIS
OVERVIEW
Sidwell proposes to unify its Lower, Middle, and Upper School divisions by relocating its Lower School located at 5112 Edgemoor Lane in Bethesda, Maryland, to its Wisconsin Avenue NW campus. To accommodate the Lower School, Sidwell will first renovate the former Washington Home building on the Upton Site. Following the Upper School’s move to the renovated building, the Harrison Building (the current Upper School Building) will then be renovated to accommodate the Lower School.
To accommodate the proposed addition of the Lower School to the Wisconsin Avenue campus and allow for future growth, Sidwell proposes to increase its current student cap from 850 to 1,250 students. The increase will accommodate the cap of 850 students currently in place for the Upper/Middle School Campus, the cap of 300 students currently in place at the Lower School Campus, plus an additional 100 students across the three divisions. Sidwell also proposes a corresponding increase in faculty/staff from its current cap of 190 to 310 employees. The increase will accommodate the cap of 190 faculty/staff currently in place at the Upper/Middle
2 Since HCM 2000 methodologies do not provide queues for all‐way stop‐controlled intersections, HCM 2010 methodologies were used to calculate 95th percentile queues for the all‐way stop‐controlled intersections only.
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School Campus, the cap of 50 faculty/staff currently in place at the Lower School Campus, plus an additional 70 employees across the three divisions. The proposed faculty/staff cap includes 50 additional faculty/staff beyond what was originally approved. The additional faculty/staff is needed to meet current teaching standards and best practices and will not cause an impact in traffic since Sidwell will adhere to the previously established trip caps (as discussed in detail in subsequent sections).
SITE ACCESS
Overview
Five curb cuts currently serve the Wisconsin Avenue campus and will continue to be used under proposed conditions: . Zartman Circle (Unsignalized Ingress), . Zartman Circle (Unsignalized Egress – right out only), . Rodman Street (Signalized Ingress/Egress), . Service Drive (Currently Unsignalized Ingress/Egress for service vehicles only; under proposed conditions, this curb cut will provide unsignalized ingress to the New Loop), and . Shared Driveway with Post Office and City Ridge.
Two existing curb cuts serve the Upton Site and will continue to be used under proposed conditions: . 37th Street (Ingress only for Upper School Circle and Ingress and Egress for Upper + Middles School Circle during PUDO operations; service and delivery vehicles all other times) and . Upton Street (Egress only during PUDO operations; full access all other times).
Note that the existing driveway on 37th Street that serves the Upton Site will be shifted to the north to align better with Tilden Street, in accordance with the current approval.
Pick‐up/Drop‐off Operations
Three existing PUDO areas currently serve the Wisconsin Avenue campus, including: . Garage off Wisconsin Avenue at Rodman Street – currently provides PUDO operations for Upper School families (grades 9‐12) and Middle School families whose youngest children are in 7th and 8th grade; . On‐Street School Zone on west side of 37th Street between Upton Street and Quebec Street – currently provides PUDO operations for Middle School families whose youngest children are in 5th and 6th grade; and
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. Zartman House circle off Wisconsin Avenue between Quebec Street and Rodman Street – currently provides limited PUDO operations, primarily for students involved in after school activities.
As a condition of approval of the previous Special Exception application, Sidwell agreed to relocate all PUDO operations currently using public streets to locations on‐campus. To accommodate all PUDO operations internally, two additional PUDO areas were proposed. Both used existing curb cuts: . A new PUDO circle on the Upton Campus for Lower School students with vehicles entering via 37th Street and exiting via Upton Street and . A new loop located in the area now occupied by tennis courts with vehicles entering via the existing service drive and exiting via the signal at the Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway intersection.
The previously approved PUDO scheme is shown on Figure 12.
As detailed in the CTR conducted in conjunction with the previous Special Exception application, sufficient space exists to accommodate all PUDO operations on campus. With the relocation of the Upper School to the Upton site (in lieu of the Lower School) and with the relocation of the Lower School to the Harrison Building, the PUDO operations simply needed to be shifted so that students could be picked‐up and dropped‐off in areas that are proximate to their division. Accordingly, the PUDO scheme was modified, and three new PUDO locations now are proposed (rather than two as previously proposed):
Upper School PUDO
The circle immediately in front of the Upton Site building will be used by vehicles carrying only Upper School students. This traffic will enter via 37th Street and exit via Upton Street. Note that since the Upper School PUDO operation results in fewer queued vehicles than the Lower School would have, the entire Upton Site does not need to be used to accommodate this operation, allowing space for a second PUDO location on the Upton Site, as described below.
Upper + Middle School PUDO
The second PUDO area at the Upton Site, located in the southeast corner of the site, will be used by vehicles carrying both Upper School and Middle School students (minimum of at least one Upper School plus one Middle School child in the vehicle). Traffic using this PUDO area will enter and exit via 37th Street. This PUDO area also will be used by Middle School students who have specific accessibility needs and cannot walk long distances.
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New Loop
Consistent with the approved plan, the new loop will be located at the existing tennis courts and will be accessed via Rodman Street through the existing garage and via the existing service drive on Wisconsin Avenue. Traffic control will be provided at the intersection of the service drive and the exit from the garage to direct vehicles into the new loop to perform loading/unloading operations. Traffic will exit the new loop using the signalized driveway on Wisconsin Avenue adjacent to the Post Office. Under the proposed plan, the new loop has been extended further into campus than it was under the original plan to accommodate additional queueing capacity. The entrance to the loop via the existing service drive will be used by vehicles carrying only Middle School students, or families that have a combination of Middle School and Lower School Students or Lower School and Upper School students. The entrance via Rodman Street through the garage will be used by families with only Lower School students.
Figures 13 and 14 show the PUDO operations for the campus unification project.
Loading Access
Regular deliveries to the Wisconsin Avenue campus currently occur in five general locations. Non‐food deliveries, including FedEx, UPS, office supplies, furniture, and cleaning supplies occur at the main distribution point on the north side of the Upper School garage. Food deliveries associated with the kitchen and Fox Den (café and school store) occur on the north side of the main Upper School building. Food composting is picked‐up at the rear (east side) of the main Upper School building, trash and recycling is picked‐up adjacent to the tennis courts, and bulk trash and garden composting is picked‐up behind the gym and Fox Den. All regular deliveries currently enter and exit the campus via Wisconsin Avenue.
At the Upton Campus, general service deliveries and trash service associated with the Upper School will enter and exit the site via 37th Street.
Existing and proposed service/delivery locations are shown on Figure 15.
PROPOSED PARKING
Vehicular Parking
Based on parking requirements prescribed in the 2016 Zoning Regulations of the District of Columbia (ZR16), a total of 253 parking spaces are required for the unified Sidwell Friends School campus. A summary of the parking required and provided is shown in Table 5.
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Table 5 Parking Summary Provided Spaces Required Existing Proposed 2 per 3 teachers + MAX(1 per 20 classroom seats or 1 per 10 seats in 328 Middle/Upper Campus 328 Middle/Upper Campus largest area usable for public assembly) + 74 Upton Site + 51 Upton Site 2*(260/3) + (800/10) = 402 = 379 =253 spaces
Parking at the Upton Site primarily will be used for visitors, particularly during special events. Faculty, staff, and students will be required to park in the existing parking garage, with the exception those individuals with ADA tags.
Bicycle Parking
Currently, 54 short‐term bicycle parking spaces are provided on campus. Under the current approval, another 72 short‐term bicycle parking spaces were proposed, including some at the Upton Site and some on the Upper/Middle School site. Additionally, 40 long‐term bicycle spaces were incorporated into the approved plan. To satisfy the requirements of ZR16, the number of long‐term bicycle spaces now proposed has increased, as shown in Table 6.
Table 6 Proposed Bicycle Parking Summary Type Required Existing Proposed 1 sp/7,500 SF = Long‐term 992,078/7500 = 132* 0 91 (132‐50)/2+50 = 91 1 sp/2,000 SF = Short‐term 54 100 992,078/2,000 = 496** * Per §802.2, after the first 50 bicycle spaces are provided additional spaces are required at ½ the rate. ** Per §802.3, no property shall be required to provide more than 100 short‐term bicycle spaces.
TRIP GENERATION ANALYSIS
Existing Vehicular Trip Generation
In conjunction with the original Special Exception application, Wells + Associates conducted traffic counts at the Lower School Campus and Middle/Upper School Campus to determine the number of trips generated by the Lower, Middle, and Upper Schools. The counts were conducted at the Lower School on May 27 and June 3, 2015, from 7:00 AM to 9:00 AM and from 2:30 PM to 6:30 PM. Counts for the Middle and Upper Schools were conducted on October 28 and 29, 2015, from 7:00 AM to 9:00 AM and from 3:00 PM to 6:30 PM. The number of vehicles entering and exiting campus were recorded during each count period. For consistency, the trip generation
19 Sidwell Friends School Transportation Statement December 2019 used for the previous CTR was used for this update. The existing trip generation for the Wisconsin Avenue campus is summarized in Table 7.
Table 7 Existing Site Trip Generation Summary AM Peak PM School Peak PM Commuter Peak Trip Type In Out Total In Out Total In Out Total Sidwell Friends Upper School Existing 463 267 730 148 221 369 105 169 274 Trips/student 0.92 0.53 1.45 0.29 0.44 0.73 0.21 0.34 0.54 Sidwell Friends Middle School1 Existing 139 138 277 46 62 108 25 36 61 Trips/student 0.40 0.40 0.80 0.13 0.18 0.31 0.07 0.10 0.18 Total 602 405 1,007 194 283 477 130 205 335 1 At the Middle School, it was observed that some parents using the Sidwell drop‐off/pick‐up zone on the west side of 37th Street were affiliated with Hearst Elementary School directly across the street. These parents using the drop‐off/pick‐up zone were not included in the Middle School trip generation count. A smaller number of Sidwell parents were observed using the east side of 37th Street to drop‐off/pick‐up children at the Middle School. Those Sidwell parents were included in the Middle School trip generation count.
Mode Split Survey
At DDOT’s request, a survey was conducted in November 2015 of both the parents and faculty/staff to determine travel characteristics for the school. Out of 888 families, 430 responded to the survey resulting in a 48 percent response rate. Out of 240 faculty/staff, 120 responded to the survey resulting in a 50 percent response rate. The results are summarized in Table 8 and are included in Appendix G.
Table 8 Summary of Mode Split Survey Metrobus/ Travel Mode Car Walk Bike School Bus Metrorail Lower School Students 73.8% 5.4% 1.5% 0.8% 18.5% Faculty/Staff 86.4% 0% 4.5% 9.1% ‐‐‐ Middle/Upper School Students 86.3% 5.0% 2.7% 2.0% 4.0% Faculty/Staff 77.7% 10.7% 0% 11.6% ‐‐‐
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Proposed Vehicular Trip Generation
The proposed trip generation for the Wisconsin Avenue campus is summarized in Table 9. The number of trips added as a result of the proposed student and faculty/staff cap increases are also included in Table 9.
Table 9 New Site Trip Generation Summary – Without TDM Plan AM PM School PM Commuter Trip Type In Out Total In Out Total In Out Total Sidwell Friends Lower School Total Existing Trips 157 178 335 103 148 251 42 21 63 Trips/student1 0.52 0.59 1.12 0.34 0.49 0.84 NA NA NA Trips/student‐faculty‐staff1 NA NA NA NA NA NA 0.12 0.06 0.18 Proposed Cap Increase2 14 15 29 9 13 22 5 2 7 Sidwell Friends Upper School Trips/student1 0.92 0.53 1.45 0.29 0.44 0.73 NA NA NA Trips/student‐faculty‐staff1 NA NA NA NA NA NA 0.17 0.27 0.45 Proposed Cap Increase2 41 23 64 13 19 32 13 21 34 Sidwell Friends Middle School Trips/student1 0.40 0.40 0.80 0.13 0.18 0.31 NA NA NA Trips/student‐faculty‐staff1 NA NA NA NA NA NA 0.06 0.08 0.14 Proposed Cap Increase2 12 12 24 4 5 9 3 4 7 Total 187 215 402 111 152 263 63 48 111 1 When the original CTR was conducted, the percent increase in the student population was slightly higher than for the staff/faculty (a 47.1% increase for students compared to a 36.8% increase for faculty/staff). As such, the proposed trips were calculated based on trips/student. With the proposed increase in faculty/staff cap associated with this modification, the percent increase faculty/staff population is now higher than for the student population (a 63.2% increase for faculty/staff compared to a 47.1% increase for students). Since the peak hour trip generation for the AM and PM school peaks are overwhelming made up of student trips, the proposed trips were calculated based on trips/student. For the PM commuter peak hour, the proposed trips were calculated based on composite rate taking into account students and faculty‐staff. 2 It was assumed the cap increases at each school would be proportional to the existing number of students at each school.
As a condition of the previous approval, Sidwell committed to reduce AM peak hour and PM school peak hour vehicle trips by 30 percent (from existing trip generation volumes) through implementation of the TDM plan. Table 10 summarizes the trip generation goals that would result from the 30 percent reduction of AM and PM School peak hour vehicular traffic volumes. The trip generation goals presented in Table 10 are unchanged from those approved under the original plan, despite the increase in faculty/staff now proposed (i.e. Sidwell has agreed to adhere to the originally established trip goals even though they are increasing their faculty/staff cap by an additional 50 employees).
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Also note that, as under the previously approved plan, Sidwell proposes no change to the Trip Generation Goals with the proposed increases in cap beyond 1,150 students.
Table 10 Trip Generation Goals – With TDM Plan AM PM School Trip Type In Out Total In Out Total Existing Trips Upper/Middle Schools (from original CTR) 602 405 1,007 194 283 477 Lower School (from Original CTR) 157 178 335 103 148 251 Subtotal – All Divisions 759 583 1,342 297 431 728 (1,150 students and 190 faculty/staff) Incremental Increase Associated with Proposed Cap Increase (without TDM) Upper/Middle School +53 +35 +88 +17 +24 +41 Lower School +14 +15 +29 +9 +13 +22 Sub‐total – All Divisions +67 +50 +117 +26 +37 +63 Proposed Trips (without TDM) Proposed Upper/Middle Schools 655 440 1,095 211 307 518 Proposed Lower School 171 193 364 112 161 273 Subtotal – All Divisions 826 633 1,459 323 468 791 (1,250 students and 260 faculty/staff) Proposed Trips (with TDM) 1 Proposed Upper/Middle Schools 421 283 704 136 198 334 30% off Existing Trips Proposed Lower School 110 125 235 72 104 176 30% off Existing Trips Subtotal – All Divisions (1,150 – 1,250 students and 190 – 260 531 408 939 208 302 510 faculty/staff) Trip Gen Goal – All Divisions 939 510 1 Note that there will be no trips added for the “incremental increase associated with the proposed cap increase” when the TDM program is in place.
In addition to the trip generation for the overall campus, the neighborhood surrounding the campus is particularly concerned about the number of trips using the neighborhood streets. As a result, Sidwell agreed to commit to a second set of trip generation goals based on traffic that is projected to enter and exit the Upton site. Table 19 summarizes the trip generation for the Upton Site, consistent with the original approval.
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Table 11 Trip Generation – Upton Site Only AM Peak Hour PM School Peak Hour Land Use In Out Total In Out Total Upper School Only Trips 40 35 75 5 6 11 Upper School + Middle School Trips 109 95 204 63 73 136 Subtotal Upton Site 149 130 279 68 79 147 30% TDM Reduction ‐45 ‐39 ‐84 ‐20 ‐24 ‐44 Lower School Trips with TDM 105 91 195 48 55 103 Trip Gen Goals – Upton Site1 220 180 1 Trip generation goal for the Upton Site taken from the Zoning Order for the approved Special Exception.
SITE TRIP DISTRIBUTION AND ASSIGNMENT
As part of the CTR conducted for the original application, a detailed trip distribution analysis was conducted in close consultation with DDOT. The home zip code locations of Sidwell students were used for the analysis, which is summarized in Figures 16A, 16B, and 16C (taken from original CTR). The end link trip distributions are shown in Table 12.
Table 12 Site Trip Distributions AM Outbound Roadway Direction Distribution Distribution North 43.5% 35% Wisconsin Avenue South 14% 19% East 18% 24% Van Ness Street West 14.5% 12% Porter Street East 5% 5% Idaho Avenue West 5% 5%
The distributions were applied to the trip generation to determine the site trip assignments for each division. Details of the analysis are included in Appendix H. The combined site trips assignments are shown on Figure 17.
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TRANSPORTATION MANAGEMENT PLAN
To help facilitate ingress to, egress from, and the flow of traffic on campus and to reduce the impact of the proposed development, Sidwell will implement a Transportation Management Plan that will consist of a Transportation Demand Management (TDM) Plan, an Operations Management Plan, a Loading Management Plan, and a Monitoring Plan. Each plan is summarized below and is consistent with the current approval.
TRANSPORTATION DEMAND MANAGEMENT
Overview
Traffic and parking congestion can be solved in one of two ways: 1) increase supply or 2) decrease demand. Increasing supply requires building new roads, widening existing roads, building more parking spaces, or operating additional transit service. These solutions are often infeasible in constrained conditions in urban environments and, where feasible, can be expensive, time consuming, and in many instances, unacceptable to businesses, government agencies, and/or the general public. The demand for travel and parking can be influenced by Transportation Demand Management (TDM) plans. Typical TDM measures include incentives to use transit or other non‐auto modes of transportation, bicycle and pedestrian amenities, parking management, alternative work schedules, telecommuting, and better management of existing resources. TDM plans are most effective when tailored to a specific project or user group. The TDM Plan is summarized below.
Components of TDM Plan
Sidwell proposes the following strategies as part of their TDM plan:
General: 1. Designate a TDM coordinator who will be responsible for organizing, marketing, and accomplishing the tasks in the TDM plan and who will act as a liaison with DDOT. The TDM coordinator position may be part of other duties assigned to the individual. 2. Create a transportation section on the school’s website with up‐to‐date information regarding transportation options available to students, parents/guardians, and employees. 3. Install a Transit Screen in a common area. 4. Hold meetings with the community twice per year to garner feedback on traffic and parking related issues for the length of the performance monitoring program. 5. Provide a bike maintenance facility in the garage or other easily accessible area for students and faculty/staff.
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6. Make showers and lockers available to students and faculty/staff who jog or bike to school. 7. Provide one 200V electric vehicle charging station in the parking garage. 8. Explore potential partnership opportunities with other businesses and institutions in the area to potentially install a Capital Bikeshare station nearby. Work with DDOT during the public space process to identify an appropriate location for a future Capital Bikeshare station on campus. 9. Track parking permits and tie issued permits to a specific vehicle. 10. Designate six to ten parking spaces on the first level of the garage near the pedestrian exit for faculty, staff, and students who carpool to school. The parking spaces will clearly be identified as reserved parking for carpools. The number of carpool spaces will be adjusted based on actual demand.
Students:
Rideshare 1. Provide carpool matching assistance for parents to increase the Average Vehicle Occupancy (AVO) for the school. Assistance programs would include: . Creation of an online, interactive map for parents to see what other Sidwell families live near them and are interested in carpooling, as well as provide contact information. . Register with and promote Commuter Connections School Pool Program to assist parents in finding other parents in their neighborhood to form carpools, walking groups, or biking groups.
Transit Provided by Sidwell 2. Provide a shuttle to the nearby Tenleytown Metro Station for faculty, staff, and students. The stop location will be subject to DDOT approval and require a Public Space Permit. 3. Provide a bus to Bethesda and two other other off‐site locations, as determined based on addresses of students taking the bus. 4. Explore a potential partnership with Bridj or other private shuttle/micro‐transit company to provide transportation from areas that are not serviced by a school bus or public transportation. Incentives 5. Provide transit/alternate commute incentives to encourage students to use non‐auto modes of transportation to travel to school. Incentives would include: . Encourage District of Columbia students to take advantage of the School Transit Subsidy Program, which allows students at private schools to receive discounted transit passes for rail and bus;
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. Provide $100 monthly SmarTrip cards to Virginia and Maryland financial aid students who take public transportation; Outreach and Education 6. Provide outreach and education events to stress the importance of using non‐auto modes of transportation and make information more readily available. Outreach and educational events would include: . Hold a “Transportation to School” event at the beginning of each semester, stressing the importance of public transportation, carpooling, biking, etc.; . Participate in DDOT’s Safe Routes to School Program – The program encourages students and their parents to walk and bicycle to school by examining conditions around schools and conducting projects and activities to improve safety and accessibility. The program also provides pedestrian and bicycle safety training in the classroom; . Participate in Walk to School/Bike to School Day; . Start weekly “Walking Fridays;” . Promote walking/biking in communications with parents; and . Have students track walking/biking and its benefits. 7. Pre‐install transportation‐related apps on school provided electronic devices provided to students beginning in Middle School.
Faculty/Staff
Rideshare 1. Provide carpool matching assistance for faculty/staff to increase the Average Vehicle Occupancy (AVO) for the school. Assistance programs would include: . Creation of an online, interactive map for faculty/staff to see what other Sidwell employees live near them and are interested in carpooling, as well as provide contact information. Transit Provided by Sidwell 2. Provide a shuttle to the nearby Tenleytown Metro Station for faculty, staff, and students. The stop location will be subject to DDOT approval and require a Public Space Permit. Incentives 3. Provide transit/alternate commute incentives to encourage faculty/staff to use non‐auto modes of transportation to travel to school. Incentives would include: . Provide $135 monthly SmarTrip cards for faculty/staff who take public transportation;
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. Allow employees to set aside $225/month in pre‐tax funds through their paycheck for transit or vanpool expenses, as allowed by Federal law; . Enroll in Guaranteed Ride Home, which provides employees who regularly take transit, vanpool, carpool, walk, or bike to work with a reliable ride home when an unexpected emergency arises; and . Provide $240 annually to faculty/staff who bike to campus the majority of the time. Outreach and Education 4. Provide training for the faculty/staff at the beginning of each year to implement and enforce the TDM Plan.
OPERATIONS MANAGEMENT PLAN
In addition to the TDM plan, Sidwell will implement an Operations Management Plan for the Lower School to improve PUDO procedures. The following are the components of the plan (additions are shown in bold italics): 1. Expand the pick‐up window at the Lower School from 15 minutes to 30 minutes to help reduce queuing and allow parents a longer amount of time to pick‐up their child(ren). 2. Establish a clear PUDO protocol for parents. The protocol will be as follows: . PUDO for the Lower School will occur in the new loop approaching through and stacking within the garage. . PUDO for vehicles that are transporting Middle School or both Lower School students and Middle or Upper School students will occur in the new loop approaching via and stacking on the existing service drive. . PUDO for the Upper School will occur on the Upton Site in the primary PUDO circle in front of the Upper School or in the secondary PUDO circle between the Middle School and Upper School for vehicles transporting both Upper and Middle School Students. - Traffic using the primary PUDO area on the Upton Site will enter via 37th Street and exit via Upton Street. The 37th Street driveway will be open to general traffic only during PUDO periods. At all other times during the school day, the driveway will be open only to service traffic. - Traffic using the secondary PUDO area on the Upton Site will enter and exit via 37th Street. . Parents/guardians will be assigned a PUDO location and must use the assigned area. Parents/guardians will be given a color‐coded tag. The color will correspond to their assigned PUDO location. For parents picking up at the Lower School, the tag also will have a number, which will correspond to their student(s). The tag must be placed in the windshield of the vehicle picking up the student(s). A member of staff will note the number as the vehicle enters the pick‐up line and
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radio the number back to the school as the vehicles enter campus. Staff at the school then will shepherd the appropriate students to the awaiting vehicles once they stop in the circle. Note that color coded tags may be replaced be an app‐ based system or something similar as technological advances allow. . Parents using any the PUDO areas must remain in their vehicles. All parents who must leave their vehicle to drop‐off/pick up students during regular drop‐off/pick‐ up times, must park in a designated parking space. . Staff members will be stationed at each drop‐off/pick‐up location to direct traffic and to assist students in getting to the appropriate vehicle. . A Traffic Control Officer will be employed at the 37th Street/Upton Street intersection during PUDO times. . The student handbook will be updated to indicate that parents/guardians are prohibited from dropping‐off or picking‐up students on public streets, including 37th Street and Rodman Street. 3. Faculty and staff are prohibited from parking on‐street.
LOADING MANAGEMENT PLAN
In order to ensure that the loading activities do not adversely impact the surrounding roadway network, a loading management plan will be implemented for the site. The goals of this plan are to maintain a safe environment for all users of the site, loading dock, street, and nearby intersection; minimize undesirable impacts to pedestrians and to building tenants; reduce conflicts between truck traffic using the loading facilities and other street users; and ensure smooth operation of the loading facilities through appropriate levels of management and scheduled operations. The following are the components of the Loading Management Plan, consistent with the current approval:
. A loading dock manager will be designated (duties may be part of other duties assigned to the individual). He or she will coordinate with vendors to schedule deliveries and will be on duty from 8:00 AM to 5:00 PM during regular school days and will coordinate with the community and neighbors to resolve any conflicts should they arise. . The dock manager will schedule deliveries such that the dock’s capacity is not exceeded. In the event that an unscheduled delivery vehicle arrives while the dock is full, that driver will be directed to return at a later time when a berth will be available so as not to compromise safety or impede street or intersection function. . As per the current practice, the dock manager will schedule loading activities such that deliveries and trash pick‐up do not occur during the drop‐off/pick‐up periods for the Lower, Middle, and Upper Schools. . The dock manager will monitor inbound and outbound truck maneuvers and will ensure that trucks accessing the loading dock do not block vehicular, bike, or pedestrian traffic
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along 37th Street and Wisconsin Avenue except during those times when a truck is actively entering or exiting a loading berth.
. Service vehicle/truck traffic interfacing with 37th Street traffic will be monitored during peak periods and management measures will be taken, if necessary, to reduce conflicts between truck and vehicular movements. . Trucks on campus will not be allowed to idle and must follow all District guidelines for heavy vehicle operation including but not limited to DCMR 20 – Chapter 9, Section 900 (Engine Idling), the regulations set forth in DDOT’s Freight Management and Commercial Vehicle Operations document, and the primary access routes listed in the DDOT Truck and Bus Route Map (godcgo.com/truckandbusmap). . The dock manager will monitor the timing of the Lower, Middle, and Upper School deliveries to see if any adjustments need to be made to ensure any conflicts are minimized or consolidate loading activities when possible. . The dock manager will be responsible for disseminating suggested truck routing maps to drivers from delivery services that frequently deliver to campus as well as notifying all drivers of any access or egress restrictions. The dock manager will also distribute materials as DDOT’s Freight Management and Commercial Vehicle Operations document to drivers as needed to encourage compliance with idling laws. The dock manager will also post these documents and notices in a prominent location within the service area. . The dock manager will ensure that vendors making deliveries to the Upton site will not regularly use tractor‐trailers. Trucks larger than a WB‐40 will be prohibited from making deliveries to the Upton site. WB‐40 trucks will not be used for regular deliveries but may be necessary on occasion.
MONITORING PLAN
To ensure that the TDM and Operations Management plans are functioning as intended, Sidwell will conduct annual monitoring studies, which will be submitted to DDOT and ANC 3F. . Elements of the Monitoring Study: - The number of vehicle trips generated by the school during the AM peak hour and PM School peak hour. - Traffic counts shall be conducted when Sidwell, DC Public Schools, and Congress are in session. - Counts shall be conducted during the month of October at the driveways to the school on a typical weekday (a Wednesday or Thursday) from 7:00 AM to 9:00 AM and from 2:30 PM to 4:30 PM. During the first year, counts shall be conducted in January, March, and May in addition to October. Counts shall be conducted on days when no adverse weather impacts travel conditions. If weather prohibits counts being conducted during the
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indicated months on a typical school day, counts may be conducted the following month. - The number of trips generated by the school shall be determined as follows: AM peak hour shall be determined by selecting the single highest hourly inbound plus outbound volume (for all driveways combined) between 7:00 AM and 9:00 AM. PM School peak hour shall be determined by selecting the single highest hourly inbound plus outbound volume (for all driveways combined) between 2:30 PM and 4:30 PM. - A queue analysis to evaluate whether the Lower School, Middle School and Upper School PUDO locations are accommodated in their respective designated locations. - The queue study shall be conducted when Sidwell, DC Public Schools and Congress are in session. - The queue study shall be conducted in October on a typical weekday (a Tuesday, Wednesday, or Thursday) from 7:00 AM to 9:00 AM and from 2:30 PM to 4:30 PM. During the first year, the queue study shall be conducted in January, March, and May in addition to October. The queue study shall be conducted on days when no adverse weather impacts travel conditions. If weather prohibits the queue study being conducted during the indicated months on a typical school day, the queue study may be conducted the following month. - A mode split survey (conducted approximately one month after the start of the school year) to determine the mode of transportation for students and faculty/staff. - A list of TDM measures in effect at the time the study was conducted and the number of students enrolled and faculty/staff employed at the time the study was conducted. . Trip Generation Goals: - Sidwell has established a goal of reducing peak hour vehicular traffic currently generated by the school by 30 percent (compared to existing trip generation for all three division) through implementation of a TDM plan. The vehicular trip generation goals are provided in Tables 10 (for entire campus) and 11 (for the Upton Site only). . Sequencing of Monitoring Studies - During the first year the Lower School is open at the Wisconsin Avenue campus, the monitoring will be conducted two times per semester.
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- After the first year, the monitoring study shall be conducted during the Fall semester each year. If goals, are not met during the Fall semester, a second monitoring study shall be conducted during the Spring semester of that year. If goals are met during the Fall semester, the Spring semester monitoring study will not be required. - The monitoring study shall be conducted for a minimum of two consecutive years. In the event that the actual AM or PM School peak hour vehicle trip generation is less than the established Trip Generation Goal for 1,150 students (identified in the Table 10) for two consecutive years, monitoring will be conducted biennially (every two years). - In the event that the actual AM or PM School peak hour vehicle trip generation is less than the established Trip Generation Goal for two consecutive biennial studies, monitoring may cease until such time as Sidwell increases its student enrollment, as allowed below. - Sidwell must demonstrate, through the monitoring studies, that Trip Generation Goal is met at an enrollment of 1,150 students for two consecutive years prior to increasing its student enrollment. After Sidwell has successfully demonstrated that the goals have been met for two consecutive years, the student enrollment may be increased by 50 students (to 1,200 students) and the number of faculty/staff may increase to 310 (from an opening day staff count of 240). - Upon increase of the enrollment to 1,200 students, Sidwell shall continue with the annual monitoring studies for a minimum of an additional two years, measuring against the Trip Generation Goal. - Once Sidwell demonstrates, through the monitoring studies, that the Trip Generation Goal at an enrollment of 1,200 students has been met for two consecutive years, the student enrollment may be increased by an additional 50 students (to 1,250 students). - Upon increase of the enrollment to 1,250 students, Sidwell shall continue with the annual monitoring studies for a minimum of an additional two years, measuring against the Trip Generation Goal. - In the event that the actual AM or PM School peak hour vehicle trip generation exceeds the established Vehicle Trip Generation Goal, Sidwell shall continue to perform the monitoring until the vehicle trip generation for the site is less than the established Vehicle Trip Generation Goal for two consecutive years. At such time, Sidwell will perform the monitoring study biennially. If the studies show that the goals continue to be met for two consecutive biennial studies, monitoring may cease. Based on the proposed sequencing, Sidwell will perform a minimum of 11 monitoring studies over a minimum of 10 years, assuming they increase their cap by 100 students in that timeframe. If Sidwell does not increase their cap within the first six years, they will be required to
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perform a minimum of seven reports in six years and then would be required to resume monitoring reports once they increase their student cap. - If the AM or PM peak hour Vehicle Trip Generation Goal is not met, Sidwell will include, in the monitoring study, additional TDM measures to be implemented prior to the next monitoring period. In addition, Sidwell will meet with DDOT to explore, develop, and implement new TDM strategies such as parking pricing and/or SmarTrip cards for all students who take transit.
TOTAL FUTURE CONDITIONS
TRAFFIC FORECASTS
Total future traffic forecasts with the proposed campus unification project were determined by combining the background volumes shown on Figure 10 with the site traffic volumes shown on Figure 17 yield the 2024 total future traffic forecasts shown on Figure 18.
OPERATIONAL ANALYSIS
Capacity Analysis
Capacity analyses were performed at the study intersections using the future lane use and traffic control shown on Figure 11, the total future peak hour traffic forecasts shown on Figure 18 (which include the 30 percent TDM reduction), and traffic signal timings consistent with background conditions. The level of service results for the 2024 total future conditions with the proposed redevelopment are included in Appendix I and summarized in Table 13. For comparative purposes, the Background levels of service also are presented again in Table 13.
By comparing total future levels of service (with the proposed project) to background levels of service (without the proposed project), the impact of the proposed development can be identified. In accordance with DDOT methodology, an impact is defined as follows: . Degradation in approach level of service to LOS E or LOS F or . Increase in approach delay by more than five percent when compared to background conditions for intersection approaches operating at an overall LOS E or LOS F under background conditions.
As shown in Table 13, where overall and approach levels of service under background conditions are projected to be at a LOS D or better, overall and approach levels of service under total future conditions also are projected to be at a LOS D or better with one exception. At the Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway intersection, the westbound (Sidwell Driveway) level of service is projected to drop from a LOS C to a LOS E during the AM peak hour.
32 Sidwell Friends School Transportation Statement December 2019
Table 13 Level of Service Summary Background Conditions Total Future Conditions Approach PM School PM Comm PM School PM Comm AM Peak AM Peak Peak Peak Peak Peak 1. Wisconsin Avenue/Upton Street EB D C C D C C WB C C C C C C NB F (193.0) D E (67.6) F (198.3) D E (56.8) SB D B E (55.4) D B E (55.6) Overall F (99.3) C E (60.3) F (105.1) C D 2. Wisconsin Avenue/Service Driveway (Proposed Circle Driveway) NBTR A A A A A A SBLT A A A A A A 3. Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway EB F (97.6) D D F (172.7) D D WB C D D E (79.1) D D NB C A F (181.3) C B F (175.6) SB D A A D A A SWB D D D D D D Overall D A F (98.9) D B F (96.0) 4. Wisconsin Avenue/Rodman Street/Sidwell Driveway EBLTR F (240.1) D F (98.4) F (141.0) D E (76.1) WBLTR D D D D D D NBLTR F (125.8) C D F (106.9) C D SBLTR E (56.3) A A E (58.0) A A Overall F (92.1) C C E (79.4) B C 5. Wisconsin Avenue/Quebec Street WBLR C C F (188.2) C C F (133.7) NBTR A A A A A A SBLT A A B A A B 6. 37th Street/Quebec Street EBLTR A A A B A A WBLTR A A A A A A NBLTR A A A B A A SBLTR B A A B A A Overall B A A B A A [x.x] = unsignalized intersection control delay in sec/veh (x.x) = signalized intersection control delay in sec/veh
33 Sidwell Friends School Transportation Statement December 2019
Table 13 (continued) Level of Service Summary Background Conditions Total Future Conditions Approach PM School PM Comm PM School PM Comm AM Peak AM Peak Peak Peak Peak Peak 7. 37th Street/Tilden Street/Site Driveway EBLTR A A A A A A WBLTR A A A A A A NBLTR A A A B A A SBLTR B A A B A A Overall A A A B A A 8. 37th Street/Upton Street EBLTR B A A C B A WBLTR B A A B B A NBLTR B B A C B A SBLTR B A A B A A Overall B A A C B A 9. 38th Street/Upton Street EBLT A A A A A A WBR A A A A A A SBLR A A A A A A Overall A A A A A A 10. Upton Street/Site Driveway EBTR A A A A A A WBLT A A A A A A NBLR A A A B A A 11. Wisconsin Avenue/City Ridge Driveway EB D D D D D D NB A A A A A A SB B A A C A A Overall B A A B A A [x.x] = unsignalized intersection control delay in sec/veh (x.x) = signalized intersection control delay in sec/veh
In addition, a few approaches that are projected to operate at a LOS E or F under background conditions, would have an increase in delay by five percent or more. Those approaches include: . Wisconsin Avenue/Upton Street – The overall intersection delay is projected to increase by 5.8 percent during the AM peak hour; . Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway – The eastbound approach delay is projected to increase by 77 percent during the AM peak hour.
34 Sidwell Friends School Transportation Statement December 2019
The rerouting of traffic associated with the reconfigured PUDO operations on campus also would have a positive impact on delays at certain locations. Specifically, the following approaches are projected to operate with delays that are at least five percent lower under total future conditions than under background conditions:
. Wisconsin Avenue/Rodman Street/Sidwell Driveway – The eastbound, northbound, and overall delays are projected to decrease by 43 percent, 15 percent, and 14 percent, respectively during the AM peak hour; . Wisconsin Avenue/Rodman Street/Sidwell Driveway – The eastbound delay is projected to decrease by 23 percent during the PM commuter peak hour; and . Wisconsin Avenue/Quebec Street – The westbound approach delay is projected to decrease by 29 percent during the PM commuter peak hour.
Queue Analysis
A queue analysis was conducted for 2024 total future conditions. The 95th percentile queue lengths were calculated using HCM methodologies, as reported by Synchro.3 The results are summarized in Table 14 and queue reports are provided in Appendix I. For comparative purposes, the Background queues also are presented again in Table 14.
Table 14 Synchro 95th Percentile Queue Summary (in feet) Background Conditions Total Future Conditions Available Approach Storage† PM PM PM PM AM AM School Comm School Comm 1. Wisconsin Avenue/Upton Street EBL 210/435 41 17 60 41 17 60 EBR 210 146 8 92 134 6 90 WBR 455 0 0 0 32 24 5 NBLT 295 711m# 359# 725m# 377# 175m# 173m# NBR 95 26m 0 34m 0 SBTR 280 545# 273 681# 579# 290 682# 2. Wisconsin Avenue/Service Driveway (Proposed Circle Driveway) NBTR 355 0 0 0 0 0 0 SBLT 190 0 0 0 14 2 2 † All distances measured to nearest intersection or end of turn lane, as appropriate. Where two storage lengths are given, the first is the distance to the driveway, the second is the distance to the nearest intersection. m Volume for 95th percentile queue is metered by upstream signal. # 95th percentile volume exceeds capacity; queue may be longer.
3 Since HCM 2000 methodologies do not provide queues for all‐way stop‐controlled intersections, HCM 2010 methodologies were used to calculate 95th percentile queues for the all‐way stop‐controlled intersections only.
35 Sidwell Friends School Transportation Statement December 2019
Table 14 (continued) Synchro 95th Percentile Queue Summary (in feet) Background Conditions Total Future Conditions Available Approach Storage† PM PM PM AM AM PM Comm School Comm School 3. Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway EBLTR 520 206# 24 184 227# 24 184 WBLTR 345 95 76 105 315# 131 85 NBLTR 480 488# 375# 812# 464# 382# 802# SBLT 300 466# 489# 631# 431m# 624m# 430m# SBR 170 0m 0m SWLR 75 0 0 0 0 0 0 4. Wisconsin Avenue/Rodman Street/Sidwell Driveway EBLTR 100 318# 75 199# 239# 67 180# WBLTR 95 87 68 74 43 69 35 NBLTR 490 746# 549# 552# 705# 514# 531# SBLTR 135 665# 0 110 673# 12 86 5. Wisconsin Avenue/Quebec Street WBLR 440 53 34 152 72 35 142 NBTR 265 0 0 0 0 0 0 SBLT 490 15 8 33 16 9 32 6. 37th Street/Quebec Street EBLTR 440 15 10 15 23 13 15 WBLTR 230 15 10 8 13 10 8 NBLTR 240 45 28 30 53 28 30 SBLTR 1065 45 18 13 55 18 13 7. 37th Street/Tilden Street/Site Driveway EBLTR 125 0 0 0 3 3 0 WBLTR 790 3 5 3 3 5 3 NBLTR 1065 58 35 30 73 40 30 SBLTR 280 53 18 13 95 28 15 8. 37th Street/Upton Street EBLTR 550 30 23 5 73 38 8 WBLTR 920 20 15 5 53 23 8 NBLTR 280 65 50 35 95 60 38 SBLTR 275 30 15 5 50 20 5 † All distances measured to nearest intersection or end of turn lane, as appropriate. Where two storage lengths are given, the first is the distance to the driveway, the second is the distance to the nearest intersection. m Volume for 95th percentile queue is metered by upstream signal. # 95th percentile volume exceeds capacity; queue may be longer.
36 Sidwell Friends School Transportation Statement December 2019
Table 14 (continued) Synchro 95th Percentile Queue Summary (in feet) Background Conditions Total Future Conditions Available Approach Storage† PM PM PM AM AM PM Comm School Comm School 9. 38th Street/Upton Street EBLT 455 13 10 5 23 13 5 WBR 555 8 8 3 15 10 5 SBLR 285 18 8 3 18 8 5 10. Upton Street/Site Driveway EBTR 135 0 0 0 0 0 0 WBLT 370 0 0 0 0 0 0 NBLR 75 1 1 0 16 5 4 11. Wisconsin Avenue/City Ridge Driveway EBL NA 51 6 124 51 6 124 EBR NA 40 5 49 40 5 49 NBLT 135' 12m 33m 64m 9m 29m 68m SBTR 400' 382m 49 21 386m 42 24 † All distances measured to nearest intersection or end of turn lane, as appropriate. Where two storage lengths are given, the first is the distance to the driveway, the second is the distance to the nearest intersection. m Volume for 95th percentile queue is metered by upstream signal. # 95th percentile volume exceeds capacity; queue may be longer.
By comparing total future queues to background queues, the impact of the proposed development can be identified. In accordance with DDOT guidelines, an impact is defined as follows: . If the 95th percentile queue exceeds available capacity of approach or turn lane under Total Future Conditions, or . If the 95th percentile queue increases by 150 feet or more from Background to Total Future Conditions.
As shown in Table 14, three lane groups would be have an impact, as defined above:
. Wisconsin Avenue/Upton Street – During the PM school peak hour, the southbound queue is expected to exceed the available storage by 10 feet, an increase of less than one car length over background conditions; . Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway – During the AM peak hour, the westbound (Sidwell Driveway approach) is projected to increase by 220 feet when compared to background conditions but would remain within the available storage area.
37 Sidwell Friends School Transportation Statement December 2019
. Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway – During the PM school peak hour, the northbound approach is projected to exceed the available storage by just seven feet, also an increase of just seven feet when compared to background conditions.
IMPROVEMENT ANALYSIS
As under the approved plan, impacts associated with the proposed, modified plan would be significantly offset as a result of the proposed TDM Plan and trip reduction commitment. Under the current approval, a number of physical improvements were identified to further mitigate remaining impacts. Consistent with previous conditions of approval, Sidwell agrees to construct or fund some improvements, as determined by DDOT, necessary or desired for life/safety of District residents up to a monetary value of $100,000.
In addition, to the physical improvements indicated above, Sidwell requests that DDOT evaluate the feasibility of modifying the traffic signal timings at the Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway and Wisconsin Avenue/Rodman Street/Sidwell Driveway intersections to provide additional time for key phases during short windows of time that coincide with the peak PUDO times for the school. The peak hours for Sidwell occur from 7:30 to 8:30 AM and from 3:15 to 4:15 PM. A few additional seconds of green time on the side street phase at the Wisconsin Avenue/City Ridge/Post Office/Sidwell Driveway intersection and a few additional seconds of green time for the southbound left turn phase at the Wisconsin Avenue/Rodman Street/Sidwell Driveway intersection during these hour long windows could provide some additional decrease in delay during these critical times without significantly impacting the operation of Wisconsin Avenue due to the limited timeframe.
38 Sidwell Friends School Transportation Statement December 2019
CONCLUSIONS AND RECOMMENDATIONS
The conclusions and recommendations of this study are as follows:
1. A detailed Comprehensive Transportation Review (CTR) was prepared previously in conjunction with the original Special Exception application that sought to relocate Sidwell Friends Lower School from its Bethesda Campus to the Wisconsin Avenue Campus. The CTR identified a number of improvements, including an aggressive Transportation Management Plan and physical improvements to offset the impact of the project. 2. Under the proposed modification, Sidwell will adhere to all of the same transportation commitments and trip caps that were established in conjunction with the original application. As such, the number of trips generated by the modification will remain unchanged from the approved plan. 3. Because the location of PUDO areas for specific divisions were shifted on‐campus (e.g. the Upper School PUDO will now be located on the Upton Site and the Lower School PUDO will now be located in the new loop via the garage), an updated analysis was conducted to evaluate the impacts of those shifts on the intersections immediately surrounding the Wisconsin Avenue campus. 4. As with the original proposal, the modification will have some impact to the operations of the intersections. However, the proposed Transportation Management Plan, which includes a Transportation Demand Management Plan, an Operations Plan, a Loading Management Plan, and a Monitoring Plan along with the contribution of $100,000 toward physical infrastructure improvements identified by DDOT will mitigate the impact of the proposed project.
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39 Sidwell Friends School Transportation Statement December 2019
FIGURES
Albemarle Street 38th Street 37th Street
Van Ness Street
Upton Street SITE
Quebec Street
Figure 1 Site LocaƟon NORTH Sidwell Friends School Washington, DC Source: Perkins Eastman
Figure 2 Site Plan NORTH Sidwell Friends School Washington, DC 39th Street Windom Place 30N 30S 31 33 38th Street
96 H2 37th Street H3 H4 Warren Street
Veazey Street 15
Van Ness Street H2
Upton Street SITE
Rodman Street
* Share Now (formerly Car2Go) and Free2Move Carsharing both operate in the District. Since their vehicles can be 30N 30S Quebec Street returned to any legal on-street parking space in the 31 33 District or certain approved parking garages, their 96 H3 locations could not be shown on this map. H4
XX Metrobus Route # Capital Bikeshare Locations (Number of Docks) Bus Stops Figure 3 MulƟmodal TransportaƟon Network NORTH Sidwell Friends School Washington, DC 39th Street Windom Place 38th Street 37th Street
Warren Street
Veazey Street
Van Ness Street
Upton Street SITE
Rodman Street
Quebec Street
Bus Stops High Pedestrian Activity and Deficiency Likely Walking Routes to/from Bus Stops Figure 4 Sidewalk Crosswalk Low Pedestrian Activity and Deficiency Quarter Mile Walk Shed NORTH Sidwell Friends School Washington, DC Warren Street NW 38th Street NW
Veazey Street NW
Van Ness Street NW
Upton Street NW TO RENO ROAD
Tilden Street NW 37th Street NW
Quebec Street NW
Porter Street NW
Sidewalk Analysis Pedestrian Ramp Analysis Narrow Sidewalk due to tree encroachment Pedestrian Ramp with no tactile warning strips No Sidewalk provided One Pedestrian Ramp provided on Southeast Corner (ADA ramps were recently upgraded to provide two ramps on three corners and tactile strips on all four corners. However, upgrade failed to provide two ramps on the Southeast corner) Figure 5 Pedestrian Deficiencies NORTH Sidwell Friends School Washington, DC Fessenden Street
Ellicott Street
Tenleytown-AU Metrorail Station (Red Line) 36th Street
42nd Street M Albemarle Street 38th Street
46th Street Van Ness-UDC Metrorail Station (Red Line)
M Veazey Street
Van Ness Street
Upton Street SITE
37th Street Tilden Street
Quebec Street
Porter Street
34th Street Cleveland Park M Metrorail Station (Red Line)
Macomb Street Bicycle LOS A Bicycle LOS B Foxhall Road Bicycle LOS C Bicycle LOS D Bicycle LOS E Bicycle LOS F Cathedral Avenue Reported Bike Crashes (2000-2002) 1 Crash 2-3 Crashes
Garfield Street
Dedicated Bike Lane M Metrorail Station Figure 6 Likely Bike Routes to/from Transit Stops Bus Stop One Mile Bike Shed NORTH Sidwell Friends School Washington, DC 1550(866)[1084]
38th
106(57)[26] 106(57)[26]
Street 36(27)[19] 13(7)[5] 12(6)[12] 2(0)[0] 13(7)[5] 1(0)[0]
32(31)[19] 36(27)[19] 71(58)[37] 45(38)[20] 2(2)[2] 31(34)[20] 5(2)[0] 46(35)[16] 3(5)[1] 1(0)[1] 3(9)[0] 21(19)[10] Upton 1 9 10 8 Street 2(9)[9] 1(0)[0] 1(0)[1] 1(0)[0]
1(0)[1] 87(78)[37] 0(4)[0]
1011(1109)[1409] 4(9)[0]
21(23)[17] 0(1)[0] 209(178)[211]
37(32)[20] 152(105)[53] 12(30)[5] 24(32)[27] 64(82)[94] 104(42)[72] 3(2)[0] 51(47)[29] 9(1)[1] 73(46)[23] 64(48)[24]
1624(898)[1137]
Driveway
13(7)[8] 5(4)[7] Post Office
4(1)[4] 0(0)[0] 22(3)[0] Driveway 1(7)[13] 0(0)[0] 0(0)[0] 57(56)[85] 0(0)[0]
28(9)[11] Street
City Ridge Sidwell 37th 3 North Driveway 0(1)[0] Driveway
37(6)[4] 1(1)[4] 26(4)[24] 1075(1194)[1445] 0(0)[0] 17(1)[0] 0(0)[0] 1(1)[1] 19(5)[0]
1665(939)[1155] 230(107)[104]
0(0)[0]
2(0)[0]
11(12)[3] 0(0)[0] 0(0)[0] 1(6)[2] 0(0)[0] 0(0)[0] City Ridge Service 7(19)[11] 2 12(10)[4] Middle Driveway 0(0)[0] Driveway 0(0)[0] Driveway 7 14(32)[18] 1163(1295)[1520] 1(0)[0] 0(0)[0]
SITE 0(0)[3]
1(0)[0]
251(205)[234] 0(0)[0]
0(0)[0] 15(8)[2] 0(0)[0] O:\PROJECTS\6500-7000\6510B SIDWELL MASTER PLAN\GRAPHICS\REPORT GRAPHICS\6510B VOLUME GRAPHIC.DWG Tilden Street
1482(826)[1030]
133(48)[48]
46(42)[80]
12(38)[33] 14(12)[16] 46(29)[30] Rodman Sidwell 4 Street Driveway 45(37)[39] 138(47)[43] 1012(1163)[1380] 49(9)[8] 10(12)[16] 10(11)[8]
1511(814)[969] 116(46)[55]
69(63)[30] 50(15)[14]
84(53)[97] 2(1)[1] 1(2)[2]
40(39)[32] 116(100)[70] 43(31)[31] 13(4)[15] 4(3)[1] 0(1)[1] Quebec 5 6 Street 17(28)[17]
14(21)[10]
15(19)[24] 212(146)[170] 63(31)[74] 0(4)[3] 972(1104)[1362] Wisconsin 14(13)[21] Avenue
Figure 7 AM PEAK HOUR Existing Peak Hour Traffic Volumes PM SCHOOL PEAK HOUR NORTH PM COMMUTER PEAK HOUR 000 (000) [000] Sidwell Friends School Washington, DC 38th Street
PM-S PM-C
AM Upton 1 9 10 8 AM Street PM-S
PM-C
Driveway Post Office Driveway
PM-S
AM
Street
City Ridge PM-C Sidwell 37th 3 North Driveway AM Driveway PM-S PM-C
PM-S
AM City Ridge PM-C Service 2 Middle Driveway AM Driveway PM-S SITE Driveway 7 PM-C O:\PROJECTS\6500-7000\6510B SIDWELL MASTER PLAN\GRAPHICS\REPORT GRAPHICS\6510B VOLUME GRAPHIC.DWG Tilden Street
PM-S
AM Rodman PM-C Sidwell 4 Street AM Driveway PM-S
PM-C
PM-S
AM Quebec PM-C 5 6 AM Street PM-S
Wisconsin PM-C Avenue
Figure 8 Represents One Travel Lane Existing Lane Use and Traffic Control Signalized Intersection NORTH Stop Sign Sidwell Friends School Washington, DC 211(10)[312] 38th
24(0)[49] Street
0(0)[0]
0(0)[0] 0(0)[0]
0(0)[0] 4(0)[3] 0(0)[0]
0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 2(0)[1] Upton 1 9 10 8 Street 28(0)[45] 0(0)[0] 0(0)[0] 0(0)[0]
0(0)[0] 0(0)[0]
0(0)[0] 0(0)[0]
0(0)[0] 2(0)[4] 0(0)[0] 0(0)[0] 0(0)[0] 1(0)[1] 151(10)[235] 93(0)[85] 42(0)[128] 1(0)[1]
231(10)[261]
Driveway
73(0)[136] 0(0)[0] Post Office 0(0)[0] 0(0)[0] 0(0)[0] Driveway 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0]
0(0)[0] Street
City Ridge Sidwell 37th 3 North Driveway 30(0)[92] Driveway 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] 163(10)[271] 44(0)[86] 59(0)[122]
275(10)[344]
0(0)[0]
0(0)[0]
0(0)[0] 7(0)[5] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] City Ridge Service 0(0)[0] 2 0(0)[0] Middle Driveway 2(0)[1] Driveway 0(0)[0] Driveway 7 0(0)[0] 220(10)[338] 7(0)[3] 0(0)[0] SITE 0(0)[0]
224(10)[231]
0(0)[0] 3(0)[6] 0(0)[0] 0(0)[0]
58(0)[116] 0(0)[0]
O:\PROJECTS\6500-7000\6510B SIDWELL MASTER PLAN\GRAPHICS\REPORT GRAPHICS\6510B VOLUME GRAPHIC.DWG City Ridge 11 Tilden South Driveway 35(0)[108] Street 70(0)[111] 185(10)[284] 53(0)[123]
229(10)[271]
65(0)[71] 0(0)[0]
0(0)[0] 0(0)[0] 0(0)[0] Rodman Sidwell 4 Street Driveway 65(0)[54] 0(0)[0] 173(10)[353] 0(0)[0] 10(0)[28] 21(0)[19]
250(10)[190]
2(0)[3] 1(0)[1] 1(0)[2] 0(0)[0]
3(0)[2] 0(0)[0] 0(0)[0] 0(0)[0] 0(0)[0] Quebec 5 6 Street 2(0)[1]
0(0)[0]
0(0)[0] 3(0)[2] 0(0)[0] 0(0)[0] 183(10)[381] Wisconsin 0(0)[0] Avenue
Figure 9 AM PEAK HOUR Peak Hour Pipeline Traffic Volumes PM SCHOOL PEAK HOUR NORTH PM COMMUTER PEAK HOUR 000 (000) [000] Sidwell Friends School Washington, DC 1780(887)[1410]
38th
109(58)[27] 109(58)[27]
Street 37(28)[19] 13(7)[5] 36(6)[61] 2(0)[0] 17(7)[8] 1(0)[0]
33(32)[19] 37(28)[19] 73(59)[38] 46(39)[21] 2(2)[2] 31(35)[20] 5(2)[0] 47(36)[16] 3(5)[1] 1(0)[1] 3(9)[0] 24(19)[11] Upton 1 9 10 8 Street 30(9)[54] 1(0)[0] 1(0)[1] 1(0)[0]
1(0)[1] 88(79)[37] 0(4)[0]
1175(1133)[1662] 4(9)[0]
22(24)[18] 0(1)[0] 216(182)[220]
38(33)[21] 156(108)[54] 12(31)[5] 26(33)[29] 107(83)[223] 200(43)[159] 3(2)[0] 52(48)[30] 9(1)[1] 75(47)[24] 67(49)[26]
1875(919)[1412]
Driveway 16(8)[10] 95(3)[136] 5(4)[7] Post Office 4(1)[4] 0(0)[0] Driveway 1(7)[13] 0(0)[0] 0(0)[0] 57(56)[85] 0(0)[0]
28(9)[11] Street
City Ridge Sidwell 37th 3 North Driveway 0(1)[0] Driveway
67(6)[96] 1(1)[4] 26(4)[24] 1252(1219)[1734] 0(0)[0] 76(1)[122] 0(0)[0] 1(1)[1] 63(5)[86]
1961(961)[1514] 243(110)[112]
0(0)[0]
2(0)[3]
11(12)[3] 0(0)[0] 7(31)[21] 1(6)[2] 0(0)[0] 0(0)[0] City Ridge Service 7(19)[11] 2 12(10)[4] Middle Driveway 2(0)[1] Driveway 0(0)[0] Driveway 7 14(32)[18] 1398(1321)[1877] 8(0)[4] 0(0)[0]
1909(950)[1403] SITE 0(0)[3]
1(0)[0]
260(210)[246] 0(0)[0]
0(0)[0] 15(8)[2]
58(0)[116] 0(0)[0]
O:\PROJECTS\6500-7000\6510B SIDWELL MASTER PLAN\GRAPHICS\REPORT GRAPHICS\6510B VOLUME GRAPHIC.DWG City Ridge 11 Tilden South Driveway 35(0)[108] Street 70(0)[111] 1322(1309)[1798] 53(0)[123]
1730(846)[1314]
133(48)[48] 112(43)[152]
12(38)[33] 14(12)[16] 46(29)[30] Rodman Sidwell 4 Street Driveway 111(38)[94] 138(47)[43] 1198(1188)[1750] 49(9)[8] 20(12)[44] 31(11)[27]
1780(834)[1271]
121(47)[59]
72(65)[32] 52(15)[16]
85(54)[98] 2(1)[1] 1(2)[2]
44(40)[35] 119(103)[72] 44(32)[32] 13(4)[15] 4(3)[1] 0(1)[1] Quebec 5 6 Street 19(29)[18]
14(21)[10]
15(19)[25] 220(150)[176] 65(32)[76] 0(4)[3] 1167(1128)[1760] Wisconsin 14(13)[22] Avenue
Figure 10 AM PEAK HOUR 2024 Background Peak Hour Traffic Volumes PM SCHOOL PEAK HOUR NORTH PM COMMUTER PEAK HOUR 000 (000) [000] Sidwell Friends School Washington, DC 38th Street
PM-S PM-C
AM Upton 1 9 10 8 Street AM PM-S PM-C
Driveway Post Office Driveway PM-C PM-S
AM Street
City Ridge 37th 3 Sidwell North Driveway Driveway
City Ridge Service 2 Middle Driveway Driveway SITE Driveway 7
O:\PROJECTS\6500-7000\6510B SIDWELL MASTER PLAN\GRAPHICS\REPORT GRAPHICS\6510B VOLUME GRAPHIC.DWG City Ridge 11 Tilden South Driveway Street
Rodman Sidwell 4 Street Driveway
PM-C PM-S
AM Quebec 5 6 Street
Wisconsin Avenue
Figure 11 Represents One Travel Lane Future Lane Use and Traffic Control Signalized Intersection NORTH Stop Sign Sidwell Friends School Washington, DC Figure 12 Approved PUDO Opera ons NORTH Sidwell Friends School Washington, DC Figure 13 Proposed PUDO Opera ons NORTH AM Drop‐off Sidwell Friends School Washington, DC Figure 14 Proposed PUDO Opera ons NORTH PM Pick‐up Sidwell Friends School Washington, DC
DC
School
NORTH Special Special events loading Friends
37th Street Washington,
Sidwell
Compost Compost Proposed Proposed Existing Delivery Area to be replaced Existing Delivery Area to continue be used Proposed Delivery Area Bulk Bulk Composting, Composting, Den delivery, Fox Food delivery, Kitchen pick-up Trash compactor and recycling Main delivery distribution point
15
ng and Proposed Service/Delivery Areas Areas ng and Proposed Service/Delivery Ɵ Exis Figure Figure 16A Student PopulaƟon DistribuƟon NORTH Sidwell Friends School Washington, DC