Georgetown Visitation Preparatory School

COMPREHENSIVE TRANSPORTATION REVIEW

GEORGETOWN VISITATION PREPARATORY SCHOOL

WASHINGTON , DC

December 27, 2016

Board of ZoningBoard Adjustment of Zoning Adjustment District of ColumbiaDistrict of Columbia CASE NO.17549A Case No. 17549A EXHIBIT NO.41 41

Prepared by:

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Contents

Executive Summary ...... 1 Introduction ...... 2 Purpose of Study ...... 2 Contents of Study ...... 2 Study Area Overview ...... 5 Major Transportation Features ...... 5 Future Projects ...... 6 Project Design ...... 10 Site Access and Circulation ...... 10 Transportation Demand Management (TDM) ...... 11 Trip Generation ...... 14 Transit ...... 15 Existing Transit Service ...... 15 Proposed Transit Service ...... 15 Site-Generated Transit Impacts ...... 17 Pedestrian Facilities ...... 19 Pedestrian Study Area...... 19 Pedestrian Infrastructure ...... 19 Site Impacts ...... 20 Bicycle Facilities ...... 22 Existing Bicycle Facilities ...... 22 Proposed Bicycle Facilities ...... 22 Site Impacts ...... 23 Summary and Conclusions ...... 25

Figures

Figure 1: Site Location ...... 3 Figure 2: Site Aerial ...... 4 Figure 3: Summary of Walkscore and Bikescore ...... 6 Figure 4: Major Regional Transportation Facilities ...... 8 Figure 5: Major Local Transportation Facilities ...... 9 Figure 6: Site Plan ...... 12 Figure 7: Traffic Operations ...... 13 Figure 8: Existing Transit Service ...... 18 Figure 9: Pedestrian Pathways ...... 21 Figure 10: Existing Bicycle Facilities ...... 24

Tables

Table 1: Proposed Trip-Generation ...... 14 Table 2: Campus Entry by Mode ...... 14 Table 7: Metrobus Route Information ...... 16 Table 8: Transit Stop Requirements ...... 16 Table 9: Sidewalk Requirements ...... 19

Multi-Modal Impacts and Recommendations EXECUTIVE SUMMARY Transit The site is served by regional and local transit services via The following report is a Comprehensive Transportation Review Metrobus and Metrorail. The site is 1.0 miles from the Rosslyn (CTR) for the enrollment cap increase for the Georgetown Metrorail Station in Virginia and 1.4 miles from the Foggy Visitation Preparatory School. The report reviews the Bottom-GWU and Dupont Circle Stations in the District of transportation aspects of the project’s Board of Zoning Columbia. Two Metrobus stops and four Metrobus routes are Adjustment (BZA) application. The BZA Number is 17549A. located within a block of the site. There are four additional Metrobus routes within a quarter-mile of the site along The purpose of this study is to evaluate whether the project Wisconsin Avenue NW. will generate a detrimental impact to the surrounding transportation network. This report concludes that the project Although the development will be generating new transit trips, will not have a detrimental impact to the surrounding existing facilities have enough capacity to handle the new trips. transportation network assuming that all planned TDM measures are implemented. A Transportation Management Pedestrian Plan (TMP) was adopted in 2007 and is expected to be The site is surrounded by a well-connected pedestrian network. maintained and updated with the future additional students The roadways within a quarter-mile radius provide sidewalks and faculty. and acceptable crosswalks and curb ramps, particularly along the primary walking routes, all of which meet DDOT and ADA Proposed Project standards. The Georgetown Visitation Preparatory School site currently serves an all-female student population within grades 9 As a result of, there are no proposed improvements to through 12. The site is located at 1524 35th Street NW, and is pedestrian facilities along the perimeter of the site. generally bounded by the rear yards of private homes on Winfield Lane NW to the north, 35th Street NW to the east, P Bicycle Street NW to the south, and Georgetown University to the west The site is very well served by existing bicycle infrastructure. (Square 1292, Lot 202). The applicant is seeking a special The site is just blocks away from bicycle lanes and trails, such as exception to increase school student enrollment cap from 490 bicycle lanes on 33rd and 34th Streets NW and the Capital to 530, and to increase the cap on faculty and staff from 120 to Crescent Trail, C & O Canal Trail and bicycle facilities on the Key 125 with an expansion to one of the existing on-campus Bridge. Residential low volume street surrounding the site also buildings that will accommodate eight additional classrooms provide bicycle connectivity. and a student gathering area. The proposed enrollment cap would be used to accommodate the year-to-year fluctuations Vehicular in demand along with the expansion of the classroom building. The site is well-connected to regional roadways and principal The school’s hours of operation will remain to be from 8:00 AM arterials such as Wisconsin Avenue, M Street and Canal Road, to 3:00 PM, Monday through Friday. The school currently minor arterials such as Reservoir Road, P Street and Q Street, provides 277 on-campus parking spaces with all parking and an existing network of collector and local roadways. Since demand being accommodated on-site. No additional parking the expansion of the school is not expected to meet DDOT spaces are proposed. Pedestrian, bicycle, vehicle and loading thresholds for additional vehicular study, no development access will continue to be from a single ingress/egress point on scenarios are proposed to be examined. 35th Street at Volta Place NW. No changes to pedestrian, bicycle, or vehicular access are planned with the enrollment Summary and Recommendations cap increase or building expansion. The campus will be This report concludes that the proposed student enrollment maintained as a closed campus that does not allow its students and faculty cap increases will not have a detrimental impact to to leave the campus during the day. the surrounding transportation network. The traffic levels established in 2007 TMP, which was closely coordinated with ANC 2E, will not be exceeded with the additional students and staff proposed with this expansion. 1

. NTRODUCTION Trip Generation I This section outlines the travel demand of the proposed project. It summarizes the proposed trip generation of the PURPOSE OF STUDY project. This report reviews the transportation elements of the student . Transit enrollment cap increase, faculty/staff cap increase and This section summarizes the existing and future transit expansion of the Georgetown Visitation Preparatory School. service adjacent to the site, reviews how the project’s The site, shown in Figure 1 and Figure 2, is located at 1524 35th transit demand will be accommodated, outlines impacts, Street in the Georgetown neighborhood of Northwest DC, is and presents recommendations as needed. adjacent to Georgetown University. It is generally bounded by the rear yards of private homes on Winfield Lane NW to the . Pedestrian Facilities north, 35th Street NW to the east, P Street NW to the south, This section summarizes existing and future pedestrian and Georgetown University to the west, in Square 1292, Lot access to the site, reviews walking routes to and from the 202. The BZA Case Number is 17549A. project site, outlines impacts, and presents recommendations as needed. The purpose of this report is to: . Bicycle Facilities This section summarizes existing and future bicycle access 1. Review the transportation elements of the site plan to the site, reviews the quality of cycling routes to and and demonstrate that the site conforms to DDOT’s from the project site, outlines impacts, and presents general policies of promoting non-automobile modes recommendations as needed. of travel and sustainability. 2. Provide information to DDOT and other agencies on . Summary and Conclusions how the expansion of the site will influence the local This section presents a summary of the recommended transportation network. This report accomplishes this mitigation measures by mode and presents overall report by identifying the potential trips generated by the site findings and conclusions. on all major modes of travel and where these trips will be distributed on the network. 3. Determine if expansion of the site will lead to adverse impacts on the local transportation network. The report discusses what, if any, improvements to the transportation network are needed to mitigate adverse impacts.

CONTENTS OF STUDY This report contains nine sections as follows:

. Study Area Overview This section reviews the area near and adjacent to the proposed project and includes an overview of the site location.

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

Figure 1: Site Location

Figure 2: Site Aerial

TUDY REA VERVIEW George’s County, Maryland and Fairfax County, Virginia, while S A O providing access to the District core and the Red Line connects Montgomery County, MD to the District core. In addition, the This section reviews the study area and includes an overview of Blue, Orange, Silver, and Red Lines provide connections to all the site location, including a summary of the major additional Metrorail lines allowing for access to much of the DC transportation characteristics of the area and of future regional Metropolitan area. projects. Overall, the site has access to several regional roadways and The following conclusions are reached within this chapter: transit options, making it convenient to travel between the site and destinations in the District, Virginia, and Maryland. . The site is surrounded by an extensive regional and local transportation system that will connect the Overview of Local Access students, faculty/staff, and visitors of the site to the The site is served by a local vehicular network that includes rest of the District and surrounding areas. several primary and minor arterials such as Wisconsin Avenue, . The site is served by public transportation with access Reservoir Road, M Street, Canal Road, and the Key Bridge. In to eight local Metrobus lines. addition, there is an existing network of connector and local . There are several bicycle facilities in the vicinity of roadways that provide access to the site. the site. . Pedestrian conditions are generally good, particularly The Metrobus system provides local transit service in the along anticipated major walking routes. vicinity of the site, including connections to several neighborhoods within the District and additional Metrorail MAJOR TRANSPORTATION FEATURES stations. As shown in Figure 5, there are four bus routes that Overview of Regional Access service the site. Within a quarter-mile of the site, there are four The Georgetown Visitation Preparatory School site has ample additional bus routes that travel along Wisconsin Avenue. access to regional vehicular- and transit-based transportation These bus routes connect the site to many areas of the District. options, as shown in Figure 4, that connect the site to A detailed review of transit stops within a quarter-mile walk of destinations within the District, Virginia, and Maryland. the site is provided in a later section of this report.

The site is accessible from 35th Street which connects to several There are several bicycle facilities in the vicinity of the site. principal and minor arterials such as Wisconsin Avenue, There are bicycle lanes on 33rd Street and 34th Street. Reservoir Road, M Street, Canal Road, and the Key Bridge. The Residential low volume streets surrounding the site also roadways create connectivity to the Capital Beltway (I-495) that provide connectivity to other official bicycle facilities near the surrounds Washington, DC and its inner suburbs, as well as site. These bicycle facilities connect the site to the Capital providing connectivity to the District core. Crescent Trail, C & O Canal Trail and bicycle facilities on the Key Bridge, providing connectivity to areas within the District, In the vicinity of the site, there are several local bus stops that Maryland and Virginia. A detailed review of existing and connect the city limits with the innermost roads of Washington, proposed bicycle facilities and connectivity is provided in a later DC. The multiple bus route options allow for more frequent bus section of the report. pickups, and specified travel destination options, as shown in Figure 5. Anticipated pedestrian routes, such as those to public transportation stops, retail zones, and community amenities, The site is located 1.0 miles from the Rosslyn Metrorail station provide well-connected pedestrian facilities. Overall, existing in Virginia and 1.4 miles from the Foggy Bottom-GWU and pedestrian facilities are adequate; however, there are some Dupont Circle Metrorail Stations in the District. These stations sidewalks and curb cuts that do not meet DDOT standards. provide access to the Blue, Orange, Silver, and Red Lines which provides connections to areas in the District, Maryland, and Overall, the Georgetown Visitation School site is surrounded by Virginia. The Blue, Orange, and Silver lines connects Prince a good local transportation network that allows for efficient

transportation options via transit, bicycle, walking, or vehicular shows the neighborhood borders in relation to the site location modes. and displays a heat map for walkability and bikeability.

Car-sharing The site is situated in an area with good walk scores because of Four car-sharing companies provide service in the District: the abundance of neighborhood amenities and retail locations, Zipcar, Enterprise Carshare, Maven, and Car2Go. All four where most errands can be completed by walking. services are private companies that provide registered users access to a variety of automobiles. Of these, Zipcar, Enterprise The transit score was based on the proximity to multiple bus Carshare, and Maven have designated spaces for their vehicles. lines, and distance to the nearest Metrorail stop which is While there are no car-share locations within a quarter-mile of located 1.0 miles from the site. the site, there are four car-share locations located just over a quarter-mile of the site. The closest car-share location to the The site is situated in an area with good bike scores due to its site is located at Wisconsin Avenue and O Street NW. proximity to official bicycle facilities and residential low volume roadways. Overall, the Georgetown neighborhood has high Car-sharing is also provided by Car2Go, which provides point- walk, good transit, and good bike scores. to-point car-sharing. Car2Go currently has a fleet of vehicles located throughout the District and Arlington. Car2Go vehicles FUTURE PROJECTS may park in any non-restricted metered curbside parking space There are a few District initiatives located in the vicinity of the or Residential Parking Permit (RPP) location in any zone site. These initiatives are summarized below. throughout the defined “Home Area”. Members do not have to pay the meters or pay stations. Car2Go does not have Local Initiatives permanent designated spaces for their vehicles; however, MoveDC: Multimodal Long-Range Transportation Plan availability is tracked through their website and mobile phone MoveDC is a long-range plan that provides a vision for the application, which provides an additional option for car-sharing future of DC’s transportation system. As the District grows, so patrons. must the transportation system, specifically in a way that expands transportation choices while improving the reliability Walkscore of all transportation modes. Walkscore.com is a website that provides scores and rankings for the walking, biking, and transit conditions within neighborhoods of the District. Based on this website, the Georgetown Visitation Preparatory School has a walk score of 90 (or “Walker’s Paradise”), a transit score of 65 (or “Good Transit”), and a bike score of 88 (or “Very Bikeable”). Figure 3

Figure 4: Summary of Walkscore and Bikescore

Figure 3: Summary of Walkscore and Bikescore

The MoveDC report outlines recommendations by mode with Georgetown Transportation Study the goal of having them completed by 2040. The plan hopes to Published in 2008, the purpose of this DDOT study was to achieve a transportation system for the District that includes: evaluate the transportation conditions in response to citizen concerns regarding the volume of pedestrians and vehicles and . 70 miles of high-capacity transit (streetcar or bus) the effects these have on pedestrian safety. Existing . 200 miles of on-street bicycle facilities or trails transportation conditions were examined related to AM peak, . Sidewalks on at least one side of every street PM peak, and Saturday evening peak traffic. The study area . New street connections includes the neighborhoods of Georgetown, Hillandale, and . Road management/pricing in key corridors and the Burleith areas of Northwest Washington, DC. Central Employment Area . A new downtown Metrorail loop A number of transportation issues in the study area were . Expanded commuter rail identified by DDOT and residents, including: narrow sidewalks . Water taxis at selected locations, conflicts between pedestrians and vehicles and bicycle and vehicles, speeding, cut-through traffic, In direct relation to the proposed development, the MoveDC and non-optimized signal timings. These conditions cause plan outlines recommended pedestrian and bicycle pedestrians and bicycle safety issues, particularly for the improvements such as new sidewalks, and new bicycle trails elderly and children. and bicycle lanes. These recommendations would create additional multi-modal capacity and connectivity to the To accomplish this, the Study identifies the following proposed development and are discussed further down in the recommendations: report. . Repair/replace sidewalks SustainableDC: Sustainable DC Plan . Bicycle, pedestrian, and vehicle signing SustainableDC is a planning effort initiated by the Department . Adding bicycle facilities such as shared-lane (“Sharrow”) of Energy & Environment and the Office of Planning that facilities, bike lanes, or cycle tracks provides the District with a framework of leading Washington . Alterations to traffic signal operation DC to become the most sustainable city in the nation. The 2012 report proposes a 20-year timeframe to answer challenges in In direct relation to the area in the vicinity of Georgetown areas of: (1) Jobs & the economy; (2) Health & Wellness; (3) Visitation Preparatory School, the Georgetown Transportation Equity & Diversity; (4) Climate & Environment; (5) Built Study acknowledged pedestrian mobility issues associated with Environment; (5) Energy; (6) Food; (7) Nature; (8) the intersections of 35th Street and Reservoir Road NW and 35th Transportation; (9) Waste; and (10) Water. With respect to Street and Volta Place NW and traffic calming devices, transportation, the sustainability goals targeted in 20 years enforcement, and signal timing were being analyzed in the include: options.

. Improving connectivity and accessibility through efficient, integrated, and affordable transit systems . Expanding provision of safe, secure infrastructure for cyclists and pedestrians . Reducing traffic congestion to improve mobility . Improving air quality along major transportation routes

A combination of increasing public transit and decreasing vehicular mode shares has been suggested to meet the transportation targets.

Figure 5: Major Regional Transportation Facilities

Figure 6: Major Local Transportation Facilities

PROJECT DESIGN

This section reviews the transportation components of the SITE ACCESS AND CIRCULATION Georgetown Visitation Preparatory School site, including the Pedestrian Access proposed site plan and access points. It includes descriptions of Pedestrian access to the site will continue to be from the the site’s vehicular access, parking, bicycle and pedestrian existing single entry/egress point on 35th Street NW at Volta facilities, and Transportation Demand Management (TDM) Place NW. No additional pedestrian access to the campus is plan. planned with the student population increase.

The site currently serves an all-female student population Bicycle Access within grades 9 through 12. It is generally bounded by the rear Bicycle access to the site will continue to be from the existing yards of private homes on Winfield Lane NW to the north, 35th single entry/egress point on 35th Street NW at Volta Place NW. Street NW to the east, P Street NW to the south, and Residential roadways can be used to reach the site from official Georgetown University to the west. The proposed project will bicycle facilities on 33rd and 34th Streets. No additional bicycle increase the school enrollment cap from 490 to 530, and access to the campus is planned with the student population increase the cap on faculty and staff from 120 to 125 with an increase. expansion to the existing building that will accommodate eight additional classrooms and a student gathering area. The Vehicular Access proposed enrollment cap would be used to accommodate the Vehicular access to the site will continue to be from the existing year-to-year fluctuations in demand along with the expansion single entry/egress point on 35th Street NW at Volta Place NW. of the classroom building. Student drop-off/pick-up currently occurs in a designated parking area within the campus just inside of the Main Gate. The School’s hours of operation will remain to be from 8:00 AM The peak student arrival/drop-off time is between 7:00 – 8:00 to 3:00 PM, Monday through Friday, with some after-school AM and peak student dismissal/pick-up time is between 2:45 – activities on weekdays, and limited activities on Saturdays. 3:45 PM. The school has no significant traffic impacts to the After-school activities include athletic practices and events, afternoon peak period since the afternoon dismissal of the extra-curricular clubs/societies, and parent-teacher school does not coincide with the PM peak commuter period. conferences. To keep queues to a minimum, vehicles are typically double- parked during the arrival and dismissal periods within the There are currently 277 parking spaces located on the site. All parking area on-campus, as shown on Figure 7. The drop- parking for the school is accommodated on the campus. There off/pick-up arrangement will remain as existing. are no additional parking spaces proposed. Visitor parking is located just inside the Main Gate. Permits are required by Commercial vehicle access to the site for loading will also be students and faculty/staff for on-campus parking and cost $400 from the existing single entry/egress point on 35th Street NW per year for students and are provided for faculty/staff as a at Volta Place NW. part of benefit packages. The maximum observed parking occupancy was 86%, occurring between 11:00AM and noon. No additional points of ingress and egress to the campus are The average occupancy between the peak arrival and proposed for the site because of efforts to maintain a secure departure periods (7:00 AM – 4:00 PM) is 65%. Since parking campus and from limitations by means of obstructions facilities on the campus currently do not reach maximum surrounding the perimeter of the site, such as a stone and brick capacity, no additional parking is planned with the expansion of wall, private homes, and Georgetown University. The campus the school building. will be maintained as a closed campus that does not allow its students to leave the campus during the day.

TRANSPORTATION DEMAND MANAGEMENT (TDM) 300 and 284, consistent with 2016 traffic counts Transportation Demand Management (TDM) is the as well as previous studies conducted for the application of policies and strategies used to reduce travel school. . demand or to redistribute demand to other times or The School will assign a staff member to serve as spaces. TDM typically focuses on reducing the demand of Transportation Management Coordinator (TMC) single-occupancy, private vehicles during peak period who will be responsible for oversight of the TDM travel times or on shifting single-occupancy vehicular plan, the distribution of parking permits, demand to off-peak periods. adherence to driving and parking regulations, and encourage and facilitate car-pooling. A TDM plan for the Georgetown Visitation Preparatory . The School will stagger the hours of faculty and School was developed in 2007, in close coordination with staff to reduce the number of cars entering the ANC 2E, to reduce vehicular traffic generated by the School campus during peak hours. by promoting increased vehicle occupancies. Many aspects . The School will encourage carpooling by offering of that plan will be incorporated into a new TDM plan that a rebate to any parent who regularly drives 3 or will be based on the DDOT expectations for TDM more students to school. programs, modified to fit the specific needs of the . The School will offer subsidies to students, development and transportation network. The new TDM faculty and staff to encourage the use of public plan will supersede the pervious plan from 2007. In order transportation. to help minimize the potential traffic impacts to the . The School will implement new policies for buses surrounding neighborhood, the school will incorporate the and deliveries to the campus to minimize the following TDM measures: impact of this traffic on the neighborhood. . The School will develop a series of Safe Driving . The School currently employs an off-duty MPD Presentations with the MPD with students in an officer to assist with morning traffic operations effort to increase the level of safety and at the intersection of 35th Street and Volta Place attention paid by student drivers. NW. The main priorities of the off-duty officer . Require all drop-off and pick-up activities to be will be to enhance pedestrian and traffic safety within areas specifically designated on campus. at this intersection and to ensure efficient . Students shall only drive to school if the vehicle movement along 35th Street during morning is registered with the School, has been assigned carpool operations. a parking permit, and assigned an on-site parking . Similarly in the afternoon, the School employs an space. off-duty MPD officer to assist with the on-site . Only junior and senior students with valid traffic management of the afternoon carpool parking permits are eligible to park on campus. operations and, as necessary, traffic operations . Violation of the driving and parking policies will at the intersection of 35th Street and Volta Place result in monetary fines and eventual revocation NW. The main priorities of the off-duty officer of driving and parking privileges on campus. will be to enhance pedestrian and traffic safety on-site and to ensure efficient afternoon carpool operations. . The School will take actions that will maintain or lessen the number of entries to the campus reflected on November 17, 2016 traffic count at the site. Accordingly, the expected range for the maximum number of vehicles entering the campus during the morning peak hour at 35th Street and Volta Place NW should be between

Figure 7: Site Plan

Figure 8: Traffic Operations

RIP ENERATION school and would not meet DDOT thresholds for further study, T G therefore no capacity analysis is proposed to be studied. It should be noted that, consistent with previous studies for the This section outlines the transportation demand of the school, the AM peak hour was used as the basis for vehicular proposed Georgetown Visitation Preparatory School student impact assumptions since the afternoon dismissal of the school enrollment cap increase and faculty/staff increase. It does not coincide with the PM peak commuter hour. summarizes the projected trip generation of the site by mode, which forms the basis for the chapters that follow. The mode split assumptions for the site is summarized in Table 1. Vehicle occupancy is linked to TDM measures. Table 2 shows Trip generation was calculated based on data collection at the vehicle occupancy and arrival mode collected at the school’s site entrance on Thursday, November 17, 2016. As noted in the entrance during the morning arrival/drop-off period. trip generation table below, this would result in 32 additional Approximately 65% of vehicles that arrive to drop off students AM school peak hour trips (23 inbound and 9 outbound) and 16 on campus enter with more than one student or via a non-auto additional PM school peak hour trips (6 inbound and 10 mode. Detailed calculations are included in the Technical outbound) associated with the 40-student increase at the Appendix.

Table 1: Proposed Trip-Generation AM School Peak Hour (7:00-8:00am) PM School Peak Hour (3:15-4:15pm) Scenario Quantity (x) In Out Total In Out Total November 2016 Count 490 students 279 veh/hr 112 veh/hr 391 veh/hr 78 veh/hr 119 veh/hr 197 veh/hr Calculation Details: 0.57 veh/hr 0.23 veh/hr 0.80 veh/hr 0.16 veh/hr 0.24 veh/hr 0.40 veh/hr Proposed 530 Students 302 veh/hr 121 veh/hr 423 veh/hr 84 veh/hr 129 veh/hr 213 veh/hr Calculation Details: 0.57 veh/hr 0.23 veh/hr 0.80 veh/hr 0.16 veh/hr 0.24 veh/hr 0.40 veh/hr Net New 40 Students 23 veh/hr 9 veh/hr 32 veh/hr 6 veh/hr 10 veh/hr 16 veh/hr Calculation Details: 0.57 veh/hr 0.23 veh/hr 0.80 veh/hr 0.16 veh/hr 0.24 veh/hr 0.40 veh/hr

Table 2: Campus Entry by Mode Campus Entry Mode Vehicles Students Single-Occupant Vehicles 165 165 48% 2-persons per vehicle 101 202 29% 3-persons or more per vehicle 13 39 4% Walkers and Bicyclists 66 19% Total 279 472 100%

RANSIT hours between 5:00 AM to 9:30 AM and 3:00 PM to 7:00 PM. T Blue, Orange, Silver, and Red Line trains run approximately every 12 minutes during the weekday midday hours from 9:30 This section discusses the existing and proposed transit AM to 3:00 PM and every 12 to 20 minutes during the weekday facilities in the vicinity of the site, accessibility to transit, and off-peak periods and on weekends. evaluates the overall transit impacts of the enrollment cap increase at Georgetown Visitation Preparatory School. The site is also serviced by Metrobus along multiple primary corridors. These bus routes connect the site to the downtown The following conclusions are reached within this chapter: core of the District, including a couple of Metrorail stations which provide further connections to Virginia and Maryland. . The site has adequate access to transit Table 7 shows a summary of the bus route information for the . The site is located 1.0 miles from the Rosslyn routes that serve the site, including service hours, headway, Metrorail station and 1.4 miles from the Foggy and distance to the nearest bus stop. Bottom-GWU and Dupont Circle Metrorail Stations . The site is close to eight Metrobus routes that travel Figure 17 shows a detailed inventory of the existing Metrobus along multiple primary corridors stops within a quarter-mile walkshed of the site. Each stop is . The site is expected to generate a manageable evaluated based on the guidelines set forth by WMATA’s number of transit trips, and the existing service can Guidelines for the Design and Placement of Transit Stops, as handle these new trips detailed in Table 8.

EXISTING TRANSIT SERVICE PROPOSED TRANSIT SERVICE The study area is well served by Metrobus, providing access to Due to growth of population, jobs, and retail in several Metrorail. Combined, these transit services provide local, city neighborhoods in the District and the potential for growth in wide, and regional transit connections and link the site with other neighborhoods, the District’s infrastructure is challenged major cultural, residential, employment, and commercial with the need for transportation investments to support the destinations throughout the region. Figure 17 identifies the recent growth and to further strengthen neighborhoods. In major transit routes, stations, and stops in the study area. order to meet these challenges and capitalize on future opportunities, DDOT has developed a plan to identify transit The nearest Metrorail station to the site is Rosslyn, located challenges and opportunities and to recommend investments. approximately 1.0 miles away, across the Potomac River in MoveDC is a long-range plan that provides a vision for the Virginia. The nearest Metrorail stations in the District of future of DC’s transportations system, specifically in a way that Columbia are Foggy Bottom-GWU at 23rd and I Streets NW and expands transportation choices while improving the reliability Dupont Circle, both located approximately 1.4 miles from the of all transportation modes. site. These stations are accessible by foot or by Metrobus. The Rosslyn and Foggy Bottom-GWU stations are served by the The MoveDC report outlines recommendations by mode with Blue, Orange, and Silver Lines, and Dupont Circle is served by the goal of having them complete by 2040. The plan hopes to the Red Line. These lines provide direct connections to areas in achieve a transportation system for the District that includes: the District, Maryland and Virginia. The Blue Line connects Largo, MD with the Franconia-Springfield area of Virginia while . 70 miles of high-capacity transit (streetcar or bus) providing access to and Ronald Reagan Washington National . 200 miles of on-street bicycle facilities or trails Airport. The Orange Line connects New Carrollton, MD to the . Sidewalks on at least one side of every street cities of Vienna and Fairfax, Virginia. The Silver Line connects . New street connections Largo, MD to Reston, VA (Weihle-Reston East). The Red Line . Road management/pricing in key corridors and the connects Rockville, MD (Shady Grove) areas north of Silver Central Employment Area Spring in Maryland (Glenmont). All four lines provide access to . A new downtown Metrorail loop the downtown core of the District. Metrorail trains run . Expanded commuter rail frequently during the weekday morning and afternoon peak . Water taxis

No transit related improvements were outlined in the MoveDC plan that directly affect the proposal. To the east of the site, High-Capacity Transit service is proposed for Wisconsin Avenue NW between Tenleytown and Georgetown.

Table 3: Metrobus Route Information Route Walking Distance to Route Name Service Hours Headway Number Nearest Bus Stop Friendship Heights – Southeast Weekdays: 4:02 AM – 2:49 AM 0.3 miles, 5 30N, 30S 18-30 min Line Weekends: 4:10 AM – 3:09 AM minutes Weekdays: 5:05 AM – 12:18 AM 0.3 miles, 5 31, 33 Wisconsin Avenue Line 18-35 min Weekends: 5:43 AM – 1:09 AM minutes Weekdays: 5:10 AM – 12:50 AM <0.1 miles, 1 G2 P Street – LeDroit Park Line 15-40 min Weekends: 6:05 AM – 1:25 AM minute Weekdays: 7:10 AM – 9:42 AM Eastbound & 4:40 PM – 6:40 PM Glover Park – Franklin Square Westbound 0.1 miles, 2 D1 10-30 min Line Weekends: 7:10 AM – 8:55 AM minutes Eastbound & 4:40 PM – 6:40 PM Westbound Weekdays: 5:34 AM – 1:18 AM 0.1 miles, 2 D2 Glover Park – Dupont Circle Line 10-40 min Weekends: 6:33 AM – 2:32 AM minutes Sibley Hospital – Stadium- Weekdays: 4:10 AM – 2:42 AM 0.1 miles, 2 D6 8-50 min Armory Line Weekends: 4:45 AM – 2:14 AM minutes

Table 4: Transit Stop Requirements Enhanced Service Feature Basic Stop Transit Center Bus Stop Bus Stop Sign Yes Yes Yes ADA 5'x8' Landing Pad - at a minimum, a clear, unobstructed, paved boarding area that is 8 feet deep (perpendicular to the curb) by Yes Yes Yes 5 feet wide (parallel to the curb) and compliant with the ADA Accessibility Guidelines (ADAAG) Sidewalk - connected by a paved sidewalk that is at least 4 feet Yes Yes Yes wide Lighting - adequate lighting either from street lights, lights from an adjacent business, or shelter lighting (particularly stops that are Evening Service Yes Yes served in the evenings) Seating Trip Generator Based Yes Yes Information Case - detailed schedule information on services Yes Yes Yes Trash Receptacle - trash receptacle (particularly at locations that Site Specific Yes Yes are close to fast food establishments and convenient stores) Shelter(s) - shelter with interior seating if there are 50 or more boardings per day 1 (50+ boardings/day) 1 2+ (including transfers) System Map Contingent on Shelter Yes Yes Real-time Display (LED + Audio) Optional Yes Yes Interactive Phone System On-Site - real time bus arrival information through an interactive phone and push button audio No No Yes system Expanded Boarding & Alighting Area (Rear-door Access) No Site Specific Yes Bus Bay (Pull Off) No Site Specific Yes

SITE-GENERATED TRANSIT IMPACTS Transit site-generated impacts are expected to be insignificant during the arrival/drop-off peak period.

WMATA studied capacity of Metrorail stations in its Station Access & Capacity Study (2008). The study analyzed the capacity of Metrorail stations for their vertical transportation, for example the capacity of the station at elevators, stairs, and escalators to shuttle patrons between the street, mezzanine, and platforms. The study also analyzed stations capacity to process riders at fare card gates. For both analyses, vertical transportation and fare card gates, volume-to-capacity ratios were calculated for existing data (from 2005) and projections for the year 2030. According to the study, the Foggy Bottom- GWU station has a capacity issue and will need an additional mezzanine and access point to accommodate future growth.

In 2007, WMATA initiated the Foggy Bottom-GWU Station Second Entrance Demand Analysis to identify station access improvements to improve the emergency egress capabilities and accommodate projected ridership increases at this station. Passenger volumes at the station are anticipated to increase by approximately 15 percent by the year 2030. The study specifically examined the addition of a second entrance at the intersection of 22nd and I Streets NW. The study recommended a second entrance at the southeast corner of the intersection, which would be integrated into future redevelopment of this block by The George Washington University. As it is expected that the majority of new trips will be made via automobile, future capacity issues at the Foggy Bottom-GWU station will not present an issue.

WMATA studied capacity along Metrobus routes. DC’s Transit Future System Plan (2010) lists the bus routes with the highest load factor (a ratio of passenger volume to bus capacity). A load factor is considered unacceptable if it is over 1.2 during peak periods or over 1.0 during off-peak or weekend periods. According to this study, Metrobus routes that travel near the site operate at a load factor that at or below its capacity during peak periods of the day. As it is expected that the majority of new trips will be made via automobile, Metrobus capacity will not present an issue.

Figure 9: Existing Transit Service

EDESTRIAN ACILITIES travel way. Sidewalk widths and requirements for the District P F are shown below in Table 5.

This section summarizes the existing and future pedestrian Within the vicinity of the site, the majority of roadways are access to the site and reviews walking routes to and from the considered residential with a low to moderate density. The site. sidewalks surrounding the site comply with DDOT standards. All primary pedestrian destinations are accessible via routes with The following conclusions are reached within this chapter: sidewalks, most of which meet DDOT standards.

. The existing pedestrian infrastructure surrounding ADA standards require that all curb ramps be provided the site provides an adequate walking environment. wherever an accessible route crosses a curb and must have a There are sidewalks along all primary routes to detectable warning. Additionally, curb ramps shared between pedestrian destinations. two crosswalks is not desired. Under existing conditions, . The site is expected to generate a manageable crosswalks and curb ramps are present near the site. number of pedestrian trips. Pedestrian Infrastructure Improvements PEDESTRIAN STUDY AREA Since the existing pedestrian infrastructure surrounding the site Facilities within a quarter-mile of the site were evaluated as provides an adequate walking environment and there are well as routes to nearby transit facilities and prominent and sidewalks along all primary routes to pedestrian destinations, neighborhood destinations. The site is easily accessible to bus there no proposed pedestrian infrastructure improvements as stops along 35th Street and Wisconsin Avenue. There are some a result of the development. areas of concern away from the school’s campus but within the study area that negatively impact the quality of and attractiveness of the walking environment. This includes roadway conditions that reduce the quality of walking conditions, narrow or nonexistent sidewalks, dilapidated ADA ramps, and incomplete or insufficient crossings at busy intersections. Figure 10 shows suggested pedestrian pathways, walking time and distances, and barriers and areas of concern.

PEDESTRIAN INFRASTRUCTURE This section outlines the existing and proposed pedestrian infrastructure within the pedestrian study area.

Existing Conditions A review of pedestrian facilities surrounding the proposed development shows that most facilities meet DDOT standards and provide a quality walking environment. The presence of on-street parking along one or both sides of many roadways in the site vicinity act as a buffer between the sidewalk and the

Table 5: Sidewalk Requirements

Street Type Minimum Sidewalk Width Minimum Buffer Width Residential (Low to Moderate Density) 6 ft 4 ft (6 ft preferred for tree space) Residential (High Density) 8 ft 4 ft (6 ft preferred for tree space) Commercial (Non-downtown) 10 ft 4 ft Downtown 16 ft 6 ft

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

Pedestrian Trip Generation The increase in the Georgetown Visitation student enrollment and faculty/staff caps is expected to generate an insignificant number of entries during the arrival/drop-off peak period. The origins and destinations are likely to be:

. Students and faculty/staff who can walk to the site; . Retail locations outside of the site; and . Neighborhood destinations such as libraries, and parks in the vicinity of the site.

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

Currently the existing pedestrian network has the capacity to absorb the newly generated trips from the site.

Figure 10: Pedestrian Pathways

ICYCLE ACILITIES Process if there are compelling reasons for their B F advancement.

This section summarizes existing and future bicycle access, There is a Tier 2 addition that will positively affect bicycle rd reviews the quality of cycling routes to and from the site, and connectivity to and from the site. 33 Street and presents recommendations. Wisconsin Avenue NW between the Georgetown Canal and R Street NW, gaps in the existing bicycle facility are The following conclusions are reached within this chapter: planned to be filled. . Tier 3 . There are several bicycle facilities in the vicinity of Investments within this tier are not priorities for DDOT-led the site. advancement in the early years of MoveDC’s . The site is not expected to generate a significant implementation. They could move forward earlier under amount of bicycle trips; therefore all site-generated circumstances, such as real estate development initiatives bike trips can be accommodated on the residential and non-DDOT partnerships providing the opportunity for low-volume streets surrounding the site. non-District-led completion of specific funding.

EXISTING BICYCLE FACILITIES There are two Tier 3 additions that will positively affect The site is in the vicinity of several bicycle facilities. There are bicycle connectivity to and from the site. A cycle track th bicycle lanes on 33rd and 34th Streets NW. Residential low along R Street and 28 Street NW extending from Q Street th volume streets surrounding the site also provide connectivity NW to 37 Street NW is planned. A cycle track is also th to other official bicycle facilities near the site. These bicycle planned for Reservoir Road NW from 37 Street NW to facilities connect the site to the Capital Crescent Trail, C & O Foxhall Road NW. These facilities will greatly improve the Canal Trail and bicycle facilities on the Key Bridge, providing bicycle connectivity near the site. connectivity to areas within the District, Maryland and Virginia. . Tier 4 Figure 11 illustrates the existing bicycle facilities in the area. Generally, investments within this tier are not priorities for DDOT-led advancement and are lower priority for project Under existing conditions, there are 10 short-term bicycle development in the early years of implementation. parking spaces located within the campus. Due to the timeline of the proposed development, this report PROPOSED BICYCLE FACILITIES will focus on the Tier 1 and Tier 2 recommendations within the vicinity of the site. MoveDC The MoveDC plan outlines several bicycle improvements in the Although these projects are discussed in the MoveDC plan, vicinity of the site. These improvements are broken up into they are not currently funded nor included in DDOT’s four tiers that rank the priority for implementation. The four Transportation Improvement Plan thus they will not be tiers are broken down as follows: assumed as complete for this analysis. . Tier 1 Capital Bikeshare Investments should be considered as part of DDOT’s 6-year The Capital Bikeshare program provides additional cycling Transportation Improvement Program (TIP) and annual options for residents, employees, and patrons of the planned work program development, if they are not already development. The Bikeshare program has placed over 400 included. Some projects may be able to move directly into Bikeshare stations across Washington, DC, Arlington, and construction, while others become high priorities for Alexandria, VA, Montgomery County, MD, and most recently advancement through the Project Development Process. Fairfax County, VA, with over 3,500 bicycles provided. Capital . Tier 2 Bikeshare currently has two existing Capital Bikeshare stations Investments within this tier are not high priorities in the with 41 available bicycle docks just over a quarter-mile biking early years of MoveDC implementation. These investments distance of the site at the intersections of Wisconsin Avenue could begin moving through the Project Development

and O Street NW, and 37th Street and O Street NW at the entrance to Georgetown University.

Figure 11 illustrates the existing Capital Bikeshare facilities in the area.

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

Bicycle Trip Generation The Georgetown Visitation site is expected to generate 1 additional bicycle trip (1 inbound, 0 outbound) during the morning peak hour. Although bicycling will be an important mode for getting to and from the site, with significant facilities located on site and existing and planned routes to and from the site, the impacts from bicycling will be relatively less than impacts to other modes.

Figure 11: Existing Bicycle Facilities

UMMARY AND ONCLUSIONS Pedestrian S C The site is surrounded by a well-connected pedestrian network. The roadways within a quarter-mile radius provide sidewalks This report presents the findings of a Comprehensive and acceptable crosswalks and curb ramps, particularly along Transportation Review (CTR) for the enrollment cap increase the primary walking routes. There are some pedestrian for the Georgetown Visitation Preparatory School. The purpose barriers, such as Georgetown University and the wall around of this study is to evaluate whether the proposal will have a the perimeter of the site, creating limited connectivity to the detrimental impact to the surrounding transportation network. west. This evaluation is based on data collection at the site entrance on Thursday, November 17, 2016. This report concludes that Since the pedestrian infrastructure surrounding the site meet the project will not have a detrimental impact to the or exceed DDOT requirements, no improvements to the surrounding transportation network assuming that all planned pedestrian environment are proposed as a result of the TDM measures are implemented. development.

The site currently serves an all-female student population Bicycle within grades 9 through 12. The site is located at 1524 35th The site is very well served by existing bicycle infrastructure. Street NW, and is generally bounded by the rear yards of The site is just blocks away from bicycle lanes and trails, such as private homes on Winfield Lane NW to the north, 35th Street bicycle lanes on 33rd and 34th Streets, and the Capital Crescent NW to the east, P Street NW to the south, and Georgetown and C & O Canal Trails. University to the west. The resulting proposal is for a special exception to increase school student enrollment cap from 490 Vehicular to 530, and to increase the cap on faculty and staff from 120 to The site is well-connected to an existing network of collector 125 with an expansion to one of the existing on-campus and local roadways, such as 35th Street, Wisconsin Avenue, buildings that will accommodate eight additional classrooms Reservoir Road, M Street, Canal Road, and the Key Bridge, and a student learning area. The school’s hours of operation which create connectivity to the Capital Beltway (I-495). Since will remain to be from 8:00 AM to 3:00 PM, Monday through the expansion of the school is not expected to meet DDOT Friday. The school currently provides 277 on-campus parking thresholds for additional vehicular study, no development spaces with all parking demand being accommodated on-site. scenarios are proposed to be examined. No additional parking spaces are proposed. Pedestrian, bicycle, vehicle and loading access will continue to be from a single Summary and Recommendations ingress/egress point on 35th Street at Volta Place NW. No This report concludes that the proposed student enrollment changes to pedestrian, bicycle, or vehicular access are planned and faculty cap increases will not have a detrimental impact to with the enrollment cap increase or building expansion. The the surrounding transportation network, assuming that all campus will be maintained as a closed campus that does not planned TDM measures are utilized. The proposal has several allow its students to leave the campus during the day. positive elements that minimize potential transportation impacts, including: Multi-Modal Impacts and Recommendations Transit . The site’s close proximity to Metrobus stops with The site is served by regional and local transit services such as connections to Metrorail. Metrorail and Metrobus. The site is 1.0 miles from the Rosslyn . A robust Transportation Demand Management and 1.4 miles from the Foggy Bottom-GWU and Dupont Circle (TDM) plan to reduce the demand of single- Metrorail stations. Many Metrobus stops are located within a occupancy vehicles, private vehicles during peak block of the site along 35th Street with additional routes along period travel times or shifts single-occupancy Wisconsin Avenue. Although the development will be vehicular demand to off-peak periods. The traffic generating new transit trips, existing facilities have enough levels established in 2007 TMP, which was closely capacity to handle the new trips. coordinated with ANC 2E, will not be exceeded with the additional students and staff proposed with this expansion. 25