Bicycle Facilities

COMPREHENSIVE TRANSPORTATION REVIEW

BOWIE REDEVELOPMENT SITE PUD 1339-1355 E STREET, SE

ZONING COMMISSION CASE NO. 15-33

WASHINGTON, DC

June 2, 2016

ZONING COMMISSION District of Columbia

Case No. 15-33 ZONING COMMISSION District of Columbia CASE NO.15-33 DeletedEXHIBIT NO.27A

Prepared by:

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Contents Figures Executive Summary ...... i Figure 1: Site Location ...... 3 Introduction ...... 1 Figure 2: Walkscore/Bikescore for Site Area ...... 5 Project Summary ...... 1 Figure 3: Major Regional Transportation Facilities ...... 8 Purpose of Study ...... 1 Figure 4: Major Local Transportation Facilities ...... 9 Contents of Study ...... 1 Figure 5: Planned Development Map ...... 10 Study Area Overview ...... 4 Figure 6: Site Plan ...... 14 Major Transportation Features ...... 4 Figure 7: Site Circulation Plan ...... 15 Future Regional Projects ...... 6 Figure 8: Study Area ...... 22 Project Design ...... 11 Figure 9: Existing Peak Hour Traffic Volumes ...... 23 Overview ...... 11 Figure 10: Existing Peak Hour Pedestrian Volumes ...... 24 Alley Operations...... 11 Figure 11: Background Peak Hour Traffic Volumes ...... 25 PARKING ...... 12 Loading and Trash ...... 12 Figure 12: Outbound Trip Distribution and Routing ...... 26 Bicycle Parking ...... 12 Figure 13: Inbound Trip Distribution and Routing ...... 27 Transportation Demand Management (TDM) ...... 13 Figure 14: Site-Generated Peak Hour Traffic Volumes ...... 28 Trip Generation ...... 16 Figure 15: Total Future Peak Hour Traffic Volumes ...... 29 Traffic Operations ...... 17 Figure 16: Current Lane Configuration and Traffic Control ... 30 Study Area, Scope, & Methodology ...... 17 Figure 17: Morning Peak Hour Capacity Analysis Results ...... 33 Transit ...... 35 Figure 18: Afternoon Peak Hour Capacity Analysis Results ... 34 Existing Transit Service...... 35 Figure 19: Existing Transit Service ...... 38 Proposed Transit Service...... 36 Figure 20: Pedestrian Pathways ...... 41 Site-Generated Transit Impacts ...... 36 Figure 21: Existing Pedestrian Infrastructure ...... 42 Pedestrian Facilities ...... 39 Figure 22: Existing Alley Pedestrian Counts ...... 43 Pedestrian Study Area ...... 39 Figure 23: Existing Bicycle Facilities ...... 46 Surrounding Pedestrian Infrastructure ...... 39 Site Impacts ...... 39 Bicycle Facilities ...... 44 Existing Bicycle Facilities ...... 44

Proposed Bicycle Facilities ...... 44 On-Site Bicycle Facilities ...... 45 Site Impacts ...... 45 Crash Data Analysis ...... 47 Summary of Available Crash Data ...... 47 Potential Impacts ...... 47 Summary and Conclusions ...... 48

Tables

Table 1: Carshare Locations and Vehicles ...... 5 Table 2: Trip Generation Summary ...... 16 Table 3: Summary of Background Development Trip Generation ...... 19 Table 4: Applied Growth Rates ...... 19 Table 5: LOS Results ...... 31 Table 6: Queuing Results ...... 32 Table 7: Existing Bus Lines ...... 35 Table 8: Sidewalk Requirements ...... 39 Table 9: Intersection Crash Rates ...... 47 Table 10: Crash Type Breakdown ...... 47

This north-south alley will serve as the major point of access to EXECUTIVE SUMMARY the existing 30 foot east-west alley off of which the entrances to the below-grade resident parking garage and loading dock The following report is a Comprehensive Transportation Review are to be situated. (CTR) for the redevelopment of the Bowie Site at 1339-1355 E Street, SE. This report reviews the transportation aspects of the Parking Planned Unit Development (PUD) application. The Zoning The building includes a below-grade parking garage with 90 Commission Case Number is 15-33. parking spaces accessed from the public alley south of the site. 89 of the parking spaces are planned for residential use and The purpose of this study is to evaluate whether the PUD will one parking space will be dedicated to the 1,200 sf seniors generate a detrimental impact to the surrounding facility, resulting in a parking ratio of 0.59 spaces per unit. This transportation network. This report concludes that the PUD amount of parking is typical and sufficient for new residential will not have a detrimental impact to the surrounding developments in the District, especially ones with multi-modal transportation network assuming that all planned site design transportation and transit access such as this project’s location. elements are implemented, and all mitigation measures are incorporated into the PUD application. Loading Facilities The loading area provided in the PUD is adequate to serve the Proposed PUD expected loading demand. While the Zoning Regulations state The 1339-1355 E Street SE PUD proposes to replace an existing that a building of this size should include one 55-foot berth and staging area for garbage collection trucks and auto collision a 20-foot service and delivery space, the PUD proposes one 30- repair center with a 4-story residential development containing foot berth and one 20-foot service and delivery space, which approximately 152 residential units and 1,200 sf of space to should be more than sufficient to meet this multifamily facilitate the delivery of programs and services assisting senior building’s needs. As is typical for exclusively multi-family citizens in the neighborhood. This new residential building will residential developments with similarly sized units, no include 90 below-grade parking spaces for the property’s residential units are anticipated to be large enough to demand residents and a 30-foot loading berth. Both of these will be a 55-foot truck for move-in/move-out purposes as compared to accessed from an existing 30 foot alley situated on the south a typical single-family home or to service retail uses. It should side of the development parcel. also be noted that the loading facilities proposed for this development are consistent with ZR16 requirements. Pedestrian access into the new building will occur from E Street SE. The project will improve the current pedestrian Trash operations will occur from the southern alley with trash infrastructure and public space along E Street by adding new trucks picking up bins that will be wheeled out to them and street trees, building a new six (6) foot sidewalk, creating an returned after collection. Trash facilities are located adjacent approximately five (5) foot continuous planting strip from the to the loading areas and at no time will trash bins be left new sidewalk to the street curb, installing short-term bike racks unaccompanied in the alley. and streetlights as well as eliminating three curb cuts that currently provide access to and front the site. All trucks can access the loading docks without negatively impacting public space between the docks and the nearest The PUD will also result in improving the conditions of the DDOT designated truck routes. All trucks will be able to north-south alley immediately to the west of the site. As part sufficiently maneuver in and out of the loading berth from the of the PUD, the building will be set back by five (5) feet from alley. the property’s western edge, effectively expanding the alley from a fifteen (15) foot width to a twenty (20) foot wide. This Vehicular Impacts will allow for better vehicular movement through the alley as The report includes an analysis of potential vehicular impacts of well as facilitate the creation of a delineated four-foot the 1339-1355 E Street SE development and recommendations pedestrian pathway in this space. The expanded alley will be for improvements and mitigation measures. The following repaved and new lighting will be added from E Street to the conclusions are reached: southern property boundary. i

. The existing study area roadways all operate under . Transit-trips generated by the site are not expected to acceptable capacity conditions during the morning and have a detrimental impact on the surrounding transit afternoon peak hour. This is based on a review of the system. following intersections: th Pedestrian o Pennsylvania Avenue/13 Street SE th Based on an analysis of the existing pedestrian conditions, a o E Street/13 Street SE th review of the background improvements, and planned site o E Street/14 Street SE design elements, the following conclusions were made: o E Street/Alley o G Street/Alley . The majority of pedestrian facilities within the site area, o Internal Alley intersection . Existing areas of concern for roadway capacity are including the Potomac Avenue Metro station provide a primarily focused along the Pennsylvania Avenue SE pedestrian friendly environment. . intersections, due to the minimal queuing storage space The existing sidewalk currently includes three curb cuts on available for vehicles turning through the median. E Street SE, in front of the development will be improved . Impacts attributable to the development are minimal and by the developer. All curb cuts will be removed and an have no significant effect on the surrounding roadway approximately five-foot green buffer will be installed in network. addition to a new six-foot sidewalk. . . Traffic calming measures such as speed tables, raised The site is not expected to generate a significant amount intersections, delineated pedestrian pathways and of pedestrian trips above those that are expected to be crosswalks, and/or mirrors are recommended for oriented toward transit facilities. . implementation within the alley network adjacent to the Currently the alley to the west of the property is used by site in coordination with DDOT. some neighborhood pedestrians as a route to and from . The 1339-1355 E Street SE development will have no Pennsylvania Avenue. The PUD plans to improve the detrimental impacts to the study area. pedestrian path through the alley by widening the alley and defining a pedestrian space within the alley. Crash Data Analysis Crash data for the past three years was analyzed at the study Bicycle intersections. The analysis came to the following conclusions: The bicycle facilities within the study area were evaluated and the following conclusions were made in regards to the existing . Of the three intersections in the study area where crash and proposed bicycle facilities and the overall impact of the site data was available, none exhibited an elevated crash rate on bicycle infrastructure: (or a rate of over 1.0 crashes per million entering vehicles . (MEV)). There are multiple high-quality bicycle facilities within the vicinity of the site. Transit . The development will include secure bicycle parking in the The following summarizes the site’s access to transit and the parking garage, and short-term bicycle racks along the expected site impacts: perimeter of the site. . There are several bicycle-focused elements of the . The site is served by the Blue, Orange, and Silver Lines via development plan that encourage cycling as a desirable the Potomac Avenue Station two blocks from the site, and and effective transportation option for residents and several Metrobus routes that travel along Pennsylvania patrons of the development. Avenue. . Given the existing and proposed bicycle infrastructure in . The Metrobus routes along Pennsylvania Avenue have the study area, the site-generated bicycle trips will not been studied by the District Department of Transportation result in detrimental impacts to the bicycle system. (DDOT) and the Washington Metropolitan Area Transit Authority (WMATA), with proposed recommendations for Transportation Demand Management improved service, including a Metro Express route with The PUD will include a TDM plan in order to help minimize its limited-stop service. potential traffic impacts to the surrounding neighborhood. The

following TDM plan is based on the DDOT expectations for TDM programs, modified to fit the specific needs of the PUD and transportation network. The Applicant proposes that upon construction, the project incorporates several TDM measures, including the following:

• Offer an annual Capital Bikeshare, or car sharing membership and usage credit, of approximate equivalent value for each residential unit for a period of five years from the opening of the development. • Printed materials related to local transportation alternatives will be distributed to each resident upon move-in that includes information such as: o Promotion for DDOT’s goDCgo website. o Brochures on carsharing, ridesharing, and bikesharing programs. o Tips on apps and websites to use to navigate public transportation. o Maps for nearby bicycle trail routes and bike lanes. o Maps for Metro, bus and streetcar routes. • Bicycle parking will be provided meeting current Zoning Requirements as well as those in the ZR16. A bicycle repair station with work bench and bicycle cleaning facilities will be provided within the bicycle storage room. • A cargo bicycle will be made available for residents to rent or borrow and use for errands. • Two grocery carts with wheels will be made available for residents to use for grocery shopping purposes. • The residential building lobby will display transit and other alternate mode information, using an electronic message board. . The development will be designed to enable residents to better work from home, thereby reducing commuter trips. This may include conference room facilities, copying/printing capabilities, free wifi in common area spaces, and common areas for meeting.

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This north-south alley will serve as the major point of access to INTRODUCTION the existing 30 foot east-west alley off of which the entrances to the below-grade resident parking garage and loading dock This report is a Comprehensive Transportation Review (CTR) for are to be situated. the proposed 1339-1355 E Street SE Planned Unit Development (PUD) located north of the Potomac Avenue Metro station, in PURPOSE OF STUDY the Southeast quadrant of Washington DC. This CTR is This report reviews the transportation elements of the PUD, submitted into the Zoning Commission record for this case, as supplementing material provided in the Site Plan Package that an evaluation of the transportation impacts of construction of accompanied the Zoning Commission Application. Additionally, the application. The Zoning Commission Case Number is 15-33. this report determines whether the construction of the PUD Contained within this report are a review of the of the will or will not lead to adverse impacts on the transportation transportation components of the application and the network. development’s transportation impacts. The methodologies and analyses contained within this report are tailored to reach a conclusion on the impact of the PUD, PROJECT SUMMARY and thus this report is not a general neighborhood study that The 1339-1355 E Street SE PUD proposes to replace an existing makes recommendations to solve all existing and predicted staging area for garbage collection trucks and auto collision transportation concerns near the project. Nevertheless, some repair center with a 4-story residential development containing discussions within this report do discuss non-project generated approximately 152 residential units and 1,200 sf of space to impacts including planning level suggestions on improvements. facilitate the delivery of programs and services assisting senior citizens living in the neighborhood. This new residential CONTENTS OF STUDY building will include 90 below-grade parking spaces for the This report contains seven sections as follows: property’s residents and a 30-foot loading berth. Both of these . Study Area Overview will be accessed from an existing 30 foot alley situated on the This section reviews the area near and adjacent to the south side of the development parcel. proposed project and includes an overview of the site Pedestrian access into the new building will occur from E Street location. SE. The project will improve the current pedestrian . Project Design infrastructure and public space along E Street by adding new This section reviews the transportation components of the street trees, building a new six (6) foot sidewalk, creating an PUD, including the site plan and access. This chapter also approximately five (5) foot continuous planting strip from the contains the proposed Transportation Demand new sidewalk to the street curb, installing short-term bike racks Management (TDM) plan for the site. and streetlights as well as eliminating three curb cuts that . Trip Generation currently provide access to and front the site. This section outlines the travel demand of the proposed The PUD will also result in improving the conditions of the PUD. It summarizes the proposed trip generation of the north-south alley immediately to the west of the site. As part project of the PUD, the building will be set back by five (5) feet on the . Traffic Operations property’s western edge, effectively expanding the alley from a This section provides a summary of the existing roadway fifteen (15) foot width to a twenty (20) foot wide. This will facilities and an analysis of the existing and future roadway allow for better vehicular movement through the alley as well capacity in the study area. This section highlights the as facilitate the creation of a delineated four-foot pedestrian vehicular impacts of the project, including presenting pathway in this space. The expanded alley will be repaved and mitigation measures for minimizing impacts. new lighting will be added from E Street to the southern . Transit property boundary. This section summarizes the existing and future transit service adjacent to the site, reviews how the project’s

transit demand will be accommodated, outlines impacts, and presents recommendations as needed.

. Pedestrian Facilities This section summarizes existing and future pedestrian access to the site, reviews walking routes to and from the project site, outlines impacts, and presents recommendations as needed.

. Bicycle Facilities This section summarizes existing and future bicycle access to the site, reviews the quality of cycling routes to and from the project site, outlines impacts, and presents recommendations as needed.

. Crash Analysis This section reviews the potential impacts development of the project would have on intersection crash safety. This includes a review of crash data at intersections in the study area.

. Summary and Conclusions This section presents a summary of the recommended mitigation measures by mode and presents overall report findings and conclusions.

Figure 1: Site Location

Airport. Overall, the three lines provide connections to all STUDY AREA OVERVIEW additional Metrorail lines allowing for access to much of the DC Metropolitan area. This section reviews the study area and includes an overview of the site location, including a summary of the major Overall, the site has access to several regional roadways and transportation characteristics of the area and of future regional transit options, making it convenient to travel between the site projects. and destinations in the District, Virginia, and Maryland.

The following conclusions are reached within this chapter: Overview of Local Access There are several local transportation options near the site that . The site is surrounded by an extensive regional and local serve vehicular, transit, walking, and cycling trips, as shown on transportation system that accommodates the multi- Figure 4. The site is served by a local vehicular network that modal vision of the development. includes several principal and minor arterials such as . Walking and cycling conditions in the surrounding Pennsylvania Avenue, 8th Street, 11th Street, and Independence neighborhood are very good. Avenue, SE. In addition, there is an existing network of . This development will greatly improve the streetscape connector and local roadways that provide access to the site. surrounding the site to allow safer travel for all modes of transportation. The Metrobus system provides local transit service in the vicinity of the site. As shown in Figure 4, there are 12 bus MAJOR TRANSPORTATION FEATURES routes traveling along the Pennsylvania Avenue corridor, Overview of Regional Access including the 30N, 30S, 32, 34, 36, 39, M6, and DC Circulator The 1339-1355 E Street SE site has ample access to regional routes. These bus lines connect the site to many areas of the vehicular- and transit-based transportation options, as shown District including several Metrorail stations serving all six Lines. in Figure 3, that connect the site to destinations within the District, Virginia, and Maryland. There are several existing bike facilities that connect the site to areas within the District, including one-way bicycle lanes along The site is accessible from several Interstate and US highways, 15th Street that provide northern connectivity and two-way including the Southeast Freeway (I-695), which connects to DC- bicycle lanes on 11th and 14th Streets, with the 11th Street 295 and I-395 for access to the south, east, and west. These bicycle lanes providing a direct southern route to the Anacostia roadways also connect the site to the Capital Beltway (I-495) River Trail and direct northern route to West Virginia Avenue that surrounds Washington, DC and its inner suburbs. All of towards Maryland. All three north-south lanes provide these roadways bring vehicular traffic within a few miles of the northern connectivity to primary east-west bicycle lanes and site, at which point arterials and local roads can be used to signed routes such as East Capitol Street. Although there are access the site directly. some high-volume roadways near the site, such as Pennsylvania Avenue, the majority of the bike facilities can be The development is located two blocks from the Potomac accessed via local and residential roadways that facilitate Avenue Metro Station and six blocks from the Eastern Market cycling. Metro, both on the Blue, Orange, and Silver lines. The three lines provide service in the District core from Foggy Bottom to There are two Capital Bikeshare stations located within a Stadium-Armory. The Blue Line provides service from quarter-mile of the site: at the southern side of the Potomac Alexandria to Largo Town Center in Maryland, with the Orange Avenue and Pennsylvania Avenue intersection, supplying 15 Line providing service from New Carrolton to Vienna in Fairfax docks and on D Street SE between the public alley way and County. The Silver Line, which also provides eastbound service Kentucky Avenue, also supplying 15 docks. In addition, there to Largo Town Center, provides access to Wiehle-Reston East are two stations within a half mile that supply a total of 33 with a future extension further westward to Ashburn in docks: Massachusetts Avenue & Independence Avenue SE and Loudoun County, Virginia. Of particular importance, from this the Eastern Market Metro station. location the Blue Line provides a one-seat ride to Reagan National Airport, with the Silver Line eventually serving Dulles 4

Table 1: Carshare Locations and Vehicles

Carshare Location Number of Vehicles Zipcar 1355 Potomac Ave SE (Jenkins Row Harris Teeter) 6 vehicles Enterprise Carshare 14th Street SE and Potomac Ave SE 2 vehicles 14th Street SE and G Street SE (Potomac Ave Metro) 3 vehicles 1310 K Street SE (In alley, near Harris Teeter) 4 vehicles Total 15 vehicles Pedestrian facilities within the site area itself generally meet Car-sharing is also provided by Car2Go, which provides point- DDOT standards. The majority of the roadways in the area that to-point car sharing. Unlike Zipcar or Enterprise, which require do not meet typical DDOT standards usually do not have two-way trips, Car2Go can be used for one-way rentals. Car2Go sufficient buffer sidewalk widths or curb ramps that do not currently has a fleet of vehicles located throughout the District. feature detectable warning surfaces. A detailed review of Car2Go vehicles may park in any non-restricted metered existing and proposed pedestrian access and infrastructure is curbside parking space or Residential Parking Permit (RPP) provided in a later section of this report. location in any zone throughout the defined “Home Area”. Members do not have to pay the meters or pay stations. Overall, the 1339-1355 E Street SE site is surrounded by an Car2Go does not have permanent designated spaces for their extensive local network that allows for efficient transportation vehicles; however availability is tracked through their website, options via transit, bicycle, walking, or vehicular modes. which provides an additional option for car-sharing patrons.

Car-sharing and Ridesharing The property is also located within several ridesharing service Three car-sharing companies provide service in the District: areas, including Uber, Lyft and Sidecar. These ridesharing Zipcar, Enterprise Carshare, and Car2Go. All three services are services provide an abundance of on-demand transportation private companies that provide registered users access to a options to destinations throughout Washington, DC. variety of automobiles. Of these, Zipcar and Enterprise Carshare have designated spaces for their vehicles. Carshare Walkscore locations located within a half-mile of the site are listed in Walkscore.com is a website that provides scores and rankings Table 1. for the walking, biking, and transit conditions within neighborhoods of the District. Based on this website, the 1339-

Figure 2: Walkscore/Bikescore for Site Area

1355 E Street SE development has a walk score of 91 (or a the Potomac Avenue Metrorail Station and the numerous area “walker’s paradise”), transit score of 82 (“excellent”), and a bus stops. bike score of 92 (“biker’s paradise”). Figure 2 displays a heat map for walkability and bikeability in the Capital Hill Despite numerous crosswalk locations, pedestrians traverse the neighborhood around the development, with borders as intersection through the grassed median of Pennsylvania defined by Walkscore.com. Avenue SE. The proposed intersection improvement project would remove some of the current conflicting pedestrian FUTURE REGIONAL PROJECTS crossings and replace them with more direct routes for There are several District initiatives and background pedestrians and transit users. developments located in the vicinity of the site. These planned and proposed projects are summarized below. Currently, three alternatives are being assessed by DDOT, but no alternative has been selected as of this report. It is our Local Initiatives understanding that DDOT is continuing to work on this to moveDC: Multimodal Long-Range Transportation Plan identify funding and preferred alternatives. MoveDC is an implementation-based plan that provides a vision for the future of DC’s transportation system. As the Planned Developments District grows, so must the transportation system, specifically There are several potential development projects in the vicinity in a way that expands transportation choices while improving of the 1339-1355 E Street SE site. For the purpose of this the reliability of all transportation modes. analysis, only approved developments expected to be complete prior to the planned development with an origin/destination The moveDC report outlines recommendations by mode with within the study area were included. A detailed list of the the goal of completing them by 2040. The plan hopes to background developments considered and a description of achieve a transportation system for the District that includes: their applicability for incorporation in the study is included in the Technical Attachments. Of the background developments . 70 miles of high-capacity transit (streetcar of bus) considered, five were ultimately included and are described . 200 miles of on-street bicycle facilities or trails below. It should be noted that the existing Safeway located . Sidewalks on at least one side of every street across E Street from the site is expected to be redeveloped in . New street connections the future. This has not been included since the development . Road management/pricing in key corridors and the program and proposed access is currently unknown and the Central Employment Area Bowie Redevelopment Site PUD is expected to be completed . A new downtown Metrorail loop prior to the planned Safeway development. Figure 5 shows the . Expanded commuter rail location of these developments in relations to the proposed . Water taxis development.

In direct relation to the proposed development, the MoveDC Watkins Alley plan outlines recommended transit and bicycle Located just west of the public alley which vehicles will utilize improvements such as a high-capacity surface transit route to access 1339-1355 E Street SE, this redevelopment of an auto and new bicycle trails and cycle tracks. These repair shop and warehouse at 1311 E Street SE will contain 44 recommendations would create additional multi-modal residential units and parking in the form of townhouses, flats, capacity and connectivity to the proposed development and and lofts. are discussed further down in the report. Watkins Alley lies in the study area and is expected to open Pennsylvania and Potomac Avenues Intersection Improvement before the completion of 1339-1355 E Street SE and is included Project in the analysis. The Pennsylvania and Potomac Avenues Intersection Improvement Project proposes to enhance safety at the street intersections for neighborhood pedestrians and transit users of

Buchanan School Located on the block of 13th Street SE between E Street SE and D Street SE, the former Buchanan School will be converted into approximately 41 one-family townhomes along 13th and D Streets SE. The project also includes the conversion of two existing buildings into 41 condominium units along E Street SE.

Buchanan School lies in the study area and is expected to open in 2017 and is included in the analysis.

1401 Pennsylvania Avenue SE South of the Potomac Avenue/Pennsylvania Avenue intersection, the site occupied by a pizzeria, parking lot, four vacant parcels, and a two-story multi-unit residential building will be replaced by a mixed-use development consisting of 174 dwelling units, below-grade parking, and 23,502 square feet of ground-floor retail.

1401 Pennsylvania Avenue SE lies in the study area and is expected to open by 2018 and is included in the analysis

1101 Pennsylvania Avenue SE The redevelopment of the former Frager’s hardware site will consist of 35 residential units, a 7,000 square feet hardware store, and 8,000 square feet of retail.

1101 Pennsylvania Avenue SE lies in the study area and is expected to open by 2018 and is included in the analysis.

1330 Pennsylvania Avenue SE A property currently housing a restaurant at 1330 Pennsylvania Avenue SE will see an addition of 10 condominium units built above the restaurant and a 1,000 square foot expansion to the restaurant.

The construction of the finished property is expected to open before the completion of 1339-1355 E Street SE and is included in the analysis.

Figure 3: Major Regional Transportation Facilities

Figure 4: Major Local Transportation Facilities

Figure 5: Planned Development Map

of these curb cuts will add curbside parking for approximately PROJECT DESIGN six additional vehicles that does not exist today on E Street.

This section reviews the transportation components of the ALLEY OPERATIONS 1339-1355 E Street SE PUD, including the proposed site plan The property is bounded by alleys on its east, south and west and access. It includes descriptions of the site’s vehicular sides. The north-south alley on the property’s western edge, access, loading, and parking. This chapter also includes the serves as a cut through from E Street to Pennsylvania Avenue project’s Transportation Demand Management (TDM) plan. as well as providing access to a series of warehouses that are situated mid-block. Trucks, cars and pedestrians are observed OVERVIEW using this alley. Currently, the northern portion of this alley is The 1339-1355 E Street SE PUD proposes to replace an existing 15 feet wide, while the southern portion of the alley (where staging area for garbage collection trucks and auto collision the existing warehouses are accessed) is approximately 20 feet repair center with a 4-story residential development containing wide. approximately 152 residential units and 1,200 sf of space to facilitate the delivery of programs and services assisting senior This north-south alley is intersected at approximately its citizens living in the neighborhood. This new residential midpoint by an east-west alley that stands on the southern side building will include 90 below-grade parking spaces for the of the proposed PUD. This thirty-foot-wide alley provides property’s residents and a 30-foot loading berth. Both of these access to the garages of a series of single family homes located will be accessed from an existing 30 foot alley situated on the to the east of the PUD on 14th Streets and E Streets and also south side of the development parcel. provides access to a mid-block warehouse currently utilized by DDOT. This east-west alley crosses the north-south alley and Pedestrian access into the new building will occur from E Street extends west, providing access to the rears of homes and SE. The project will improve the current pedestrian buildings located at 13th Street and Pennsylvania Avenue. infrastructure and public space along E Street by adding new street trees, building a new six (6) foot sidewalk, creating an A separate PUD application has been made by another approximately five (5) foot continuous planting strip from the developer (Watkins Alley at 1311 E Street SE) for the new sidewalk to the street curb, installing short-term bike racks redevelopment of several parcels of land situated on the west and streetlights as well as eliminating three curb cuts that side of the north-south alley. This project contemplates the currently provide access to and front the site. development of 45 residential units and will also rely on the alley for vehicular access to its garage and loading dock. The The PUD will also result in improving the conditions of the Watkins PUD site is currently largely used as a warehouse north-south alley immediately to the west of the site. As part facility and a car repair shop. of the PUD, the building will be set back by five (5) feet on the property’s western edge, effectively expanding the alley from a Both the Bowie PUD and the Watkins PUD will use the existing fifteen (15) foot width to a twenty (20) foot wide. This will alley network for vehicular accesses to their respective allow for better vehicular movement through the alley as well buildings, as shown in Figure 7. The proposed five-foot as facilitate the creation of a delineated four-foot pedestrian expansion of the north-south alley on the western side of the pathway in this space. The expanded alley will be repaved and Bowie project should contribute to better vehicular circulation new lighting will be added from E Street to the southern through the alley as these two projects are brought on line. property boundary. Furthermore, the proposed four-foot delineated pedestrian path, which does not exist now, will create a more rational and This north-south alley will serve as the major point of access to safer interaction between pedestrians and vehicles using this the existing 30 foot east-west alley off of which the entrances space. Additionally, the proposed Bowie PUD proposes to the below-grade resident parking garage and loading dock delineating the area where the expanded twenty-foot alley are to be situated. intersects with the thirty-foot east-west alley with a distinct paving pattern. Finally, additional lighting and security as well Currently the site is accessed via three curb cuts on E Street SE, as additional mitigations as are discussed further in the Traffic which will all be removed as part of the project. The removal 11

Operations section of this report are proposed. These proposed for the development are consistent with the ZR16 measures are intended to help slow traffic as it moves through requirements that eliminate the need for a 55-foot berth. this intersection. Trash operations will also occur from the southern alley, next PARKING to the loading area, with trash trucks entering the site, picking As stated above, the PUD will include a below-grade parking up, and leaving via the same entrance. Trash facilities are garage with 90 parking spaces accessed from an existing thirty located adjacent to the loading areas. (30) foot wide public alley. The 89 parking spaces are planned All trucks can access the loading docks without negatively to be for residential use, which equates to a parking ratio of impacting public space between the docks and the nearest 0.59 spaces per unit. One space will be dedicated to employees DDOT designated truck routes. All trucks will be able to of the 1,200 sf intended to facilitate the delivery of programs sufficiently maneuver in and out of the alley and loading docks. and services assisting seniors living in the neighborhood. Maneuvering diagrams showing truck swept path analyses for As supported by DDOT’s Park Right DC guide, this project would all loading berths are contained in the technical appendix of be expected to provide approximately 84 parking spaces based this document. on the unit mix, distance from transit, and Capitol Hill parking This report concludes that since loading operations occur on- characteristics as noted in the District’s parking optimization site, because there are sufficient loading docks, and because model. Park Right DC is a tool supported by DDOT that was the building is close to several major truck routes, an extensive developed based on extensive studies of residential loading management plan is not required for this PUD. developments throughout the District to determine if the However, the loading management plan for the development number of parking spaces would adequately serve a should include the following elements: development based on unit mix, levels of affordability, proximity to non-auto modes, and in comparison with actual . A designated loading facility manager. The loading facility parking utilization at similar developments throughout the manager will coordinate with residents to schedule District. As a result, the 90 parking spaces proposed for this deliveries and to ensure conflicts with pedestrians who development will adequately serve the property and is in may be in the alley will be minimized. keeping with similar developments in the District. . Scheduled deliveries. All residents will be required to schedule deliveries that utilize the loading docks – defined LOADING AND TRASH here as any loading operation conducted using a truck 20 The loading and trash areas are situated adjacent to the thirty- feet in length or larger. foot-wide public alley situated directly to the south of the proposed building. Figure 7 provides loading circulation. BICYCLE PARKING 51 secure bicycle spaces will be provided in an enclosed and The loading area provided in the PUD is adequate to serve the secure bicycle area in the parking level of the building, adjacent expected loading demand. While Zoning Regulations state that to the parking ramp leading to street level with convenient a building of this size should include one 55 foot berth and one access to the first floor via an adjacent staircase and elevator. 20 foot service and delivery space, the PUD seeks flexibility to The PUD meets the existing requirements to provide bicycle provide a 30 foot berth and 20 foot service/delivery space parking for the site (combination of the DC Zoning Regulations rather than the required 55 foot berth and 20 foot and the Bicycle Commuter and Parking Expansion Act of 2007) service/delivery space given the entirely multifamily residential as well as the ZR16 regulations for bicycle parking. The uses in this building, which typically do not demand larger sized residential component is required to provide 1 space for every trucks for move-ins. Based on typical residential turnover 3 units, or 51 spaces. rates, a daily rate of 0.56 trucks per day will utilize the loading berth. As a result, the loading facilities proposed for this In addition, the property will include bicycle maintenance development will be sufficient to accommodate the needs of facilities including tools, a work bench, and a bike cleaning area the building. It should also be noted that the loading facilities within the bicycle storage room. The property will also

purchase a cargo bicycle for residents to use for errands in the commuter trips. This may include conference room neighborhood. facilities, copying/printing capabilities, free wifi in common area spaces, and common areas for meeting. TRANSPORTATION DEMAND MANAGEMENT (TDM) TDM is the application of policies and strategies used to reduce travel demand or to redistribute demand to other times or spaces. TDM typically focuses on reducing the demand of single-occupancy, private vehicles during peak period travel times or on shifting single-occupancy vehicular demand to off- peak periods.

The 1339-1355 E Street SE PUD will include a TDM plan in order to help minimize its potential traffic impacts to the surrounding neighborhood. The following TDM plan is based on the DDOT expectations for TDM programs, modified to fit the specific needs of the PUD and transportation network. The Applicant proposes that upon construction, the project incorporate several TDM measures, including the following:

• Offer an annual Capital Bikeshare, or car sharing membership and usage credit, of approximate equivalent value for each residential unit for a period of five years from the opening of the development. • Printed materials related to local transportation alternatives will be distributed to each resident upon move-in that includes information such as: o Promotion for DDOT’s goDCgo website. o Brochures on carsharing, ridesharing, and bikesharing programs. o Tips on apps and websites to use to navigate public transportation. o Maps for nearby bicycle trail routes and bike lanes. o Maps for Metro, bus and streetcar routes. • Bicycle parking will be provided meeting current and proposed requirements. A bicycle repair station with work bench and bicycle cleaning facilities will be provided within the bicycle storage room. • A cargo bicycle will be made available for residents to rent or borrow and use for errands. • Two grocery carts with wheels will be made available for residents to use for grocery shopping purposes. • The residential building lobby will display transit and other alternate mode information, using an electronic message board. • The development will be designed to enable residents to better work from home, thereby reducing 13

Figure 6: Site Plan

Figure 7: Site Circulation Plan

Residential trip generation was calculated based on ITE land TRIP GENERATION use 220, Apartment, with mode splits developed using other nearby TIS as a basis. This analysis does not take into account This section outlines the transportation demand of the the internal capture calculations, pass-by, and diverted link trip proposed 1339-1355 E Street PUD. It summarizes the projected percentages used in that study because those reductions are trip generation of the site by mode, which forms the basis for already included in the peak hour commuting mode splits and the chapters that follow. including them would result in an underestimation of the Traditionally, weekday peak hour trip generation is calculated expected future residential vehicle trip volumes. based on the methodology outlined in the Institute of A summary of the multimodal trip generation is provided in Trip Generation Manual th Transportation Engineers’ (ITE) , 9 Table 2. Detailed calculations are included in included in the Edition. This methodology was supplemented to account for Technical Appendix. the urban nature of the site (the Trip Generation Manual provides data for non-urban, low transit use sites) and to generate trips for multiple modes.

Table 2: Trip Generation Summary AM Peak Hour PM Peak Hour Mode In Out Total In Out Total Auto 6 veh/hr 21 veh/hr 27 veh/hr 22 veh/hr 12 veh/hr 34 veh/hr Transit 9 ppl/hr 31 ppl/hr 40 ppl/hr 32 ppl/hr 17 ppl/hr 49 ppl/hr Bike 2 ppl/hr 7 ppl/hr 9 ppl/hr 8 ppl/hr 3 ppl/hr 11 ppl/hr Walk 2 ppl/hr 7 ppl/hr 9 ppl/hr 8 ppl/hr 3 ppl/hr 11 ppl/hr

The scope of the analysis contained within this report was TRAFFIC OPERATIONS discussed with DDOT. The general methodology of the analysis follows national and DDOT guidelines on the preparation of This section provides a summary of an analysis of the existing transportation impact evaluations of site development. and future roadway capacity in the study area. Included is an analysis of potential vehicular impacts of the 1339-1355 E Capacity Analysis Scenarios Street SE PUD project and a discussion of potential The vehicular analyses are performed to determine if the improvements. proposed development of the 1339-1355 E Street SE PUD will lead to adverse impacts on traffic operations. (A review of The purpose of the capacity analysis is to: impacts to each of the other modes is outlined later in this . Determine the existing capacity of the study area report.) This is accomplished by comparing future scenarios: (1) roadways; without the proposed development (referred to as the . Determine the overall impact of the proposed Background condition) and (2) with the development approved development on the study area roadways; and and constructed (referred to as the Future condition). . Discuss potential improvements and mitigation measures to accommodate the additional vehicular trips Specifically, the roadway capacity analysis examined the if any. following scenarios:

This analysis was accomplished by determining the traffic 1. 2016 Existing Conditions volumes and roadway capacity for the following scenarios: 2. 2019 Background Conditions without the development (2019 Background) 1. 2016 Existing Conditions 3. 2019 Future Conditions with the development (2019 2. 2019 Future Conditions without the development Total Future) (2019 Background) 3. 2019 Future Conditions with the development (2019 Study Area Future) The study area of the analysis is a set of intersections where detailed capacity analyses are performed for the scenarios The capacity analysis focuses on the morning and afternoon listed above. The set of intersections decided upon during the commuter peak hours, as determined by the existing traffic study scoping process with DDOT are those intersections most volumes in the study area. likely to have potential impacts or require changes to traffic operations to accommodate the proposed development. The following conclusions are reached within this chapter: Although it is possible that impacts will occur outside of the study area, those impacts are not significant enough to be . All intersections within the study area operate at an considered a detrimental impact nor worthy of mitigation acceptable level of service during all analysis scenarios for measures. both the morning and afternoon peak hours. . There are no study intersections that operate at an Based on the projected future trip generation and the location unacceptable level of service as a result of the proposed of the site access points, the following intersections were development. chosen for analysis: . Overall, this report concludes that the project will not have a detrimental impact to the surrounding 1. 13th Street SE and Southeastbound Pennsylvania transportation network. Avenue SE/G Street SE 2. 13th Street SE and Northwestbound Pennsylvania Avenue SE STUDY AREA & METHODOLOGY 3. 13th Street SE and E Street SE This section outlines the vehicular trips generated in the study 4. 14th Street SE and E Street SE area along the vehicular access routes and defines the analysis 5. Public Alley and E Street SE assumptions. 6. Public Alley and G Street SE 7. Intersection of Public Alleys 17

Figure 8 shows a map of the study area intersections. . Be located in the study area, defined as having an origin or destination point within the cluster of study area Traffic Volume Assumptions intersections; The following section reviews the traffic volume assumptions . Have entitlements; and and methodologies used in the roadway capacity analyses. . Have a construction completion date prior or close to the proposed development. Existing Traffic and Pedestrian Volumes The existing traffic and pedestrian volumes are comprised of Based on these criteria, and as discussed previously, five vehicular turning movement and pedestrian count data for developments were included in the 2019 Background scenario. intersections 1-6, which was collected on Tuesday, May 10, These developments are: 2016. Counts reported at intersection 7 (the internal alley intersection) were taken on Tuesday, June 30, 2015 and 1. Watkins Alley provided from the Watkins Alley Transportation Overview study 2. Buchanan School performed by Wells + Associates. The results of the traffic 3. 1401 Pennsylvania Avenue SE counts are included in the Technical Attachments. The existing 4. 1101 Pennsylvania Avenue SE peak hour traffic volumes are shown on Figure 9. For all 5. 1330 Pennsylvania Avenue SE intersections the individual morning and afternoon peak hours were used. Existing pedestrian crossing volumes, including the Where available, trip generation was calculated using existing alleys, are presented in Figure 10. studies for these developments. Trip generation was calculated based on the Institute of Transportation Engineers’ Trip Alley observations noted some pedestrian activity in the alley Generation Manual, 9th Edition, with mode splits based on during peak periods. Alley vehicular traffic was noted to those used for similar developments in the Capitol Hill primarily be associated with the DDOT offices that occupy the neighborhood. Trip distribution assumptions for the southern portion of the block as well as a warehouse currently background developments were based on those determined housing food trucks that will be redeveloped as a part of the for the 1339-1355 E Street SE PUD development and altered Watkins Alley PUD. Other vehicular traffic volumes associated where necessary based on anticipated travel patterns. Mode with surrounding homes and a parking area for the Bowie Trash split and trip generation assumptions for the background site were noted as well. It was noted that DDOT employed a developments are shown in Table 3. security officer at times in an effort to slow vehicular traffic through the alley which is expected to remain as long as DDOT While the background developments represent local traffic continues its presence in the alley. changes, regional traffic growth is typically accounted for using percentage growth rates. The growth rates used in this analysis 2019 Background Traffic Volumes (without the project) are derived using the Metropolitan Washington Council of The traffic projections for the 2019 Background conditions Government’s (MWCOG) currently adopted regional consist of the existing volumes with two additions: transportation model, comparing the difference between the year 2015 and 2020 model scenarios. The growth rates . Traffic generated by developments expected to be observed in this model served as a basis for analysis completed prior to the project (known as background assumptions, and where negative growth was observed, a developments); and conservative 0.5 percent annual growth rate was applied to the . Inherent growth on the roadway (representing regional roadway, as with the local streets. The applied growth rates are traffic growth). shown in Table 4.

Following national and DDOT methodologies, a background The traffic volumes generated by the inherent growth along the development must meet the following criteria to be network were added to the existing traffic volumes in order to incorporated into the analysis: establish the 2019 Background traffic volumes. The traffic volumes for the 2019 Background conditions are shown on Figure 11.

Table 3: Summary of Background Development Trip Generation ITE Land Use Code AM Peak Hour PM Peak Hour Background Development Quantity Trip Generation, 9th Ed. In Out Total In Out Total Watkins Alley 230 Townhomes 44 dwelling units 5 22 27 21 10 31 Non-Auto Reduction: 45% -2 -10 -12 -9 -5 -14 Trips 3 12 15 12 5 17 Existing Trips -4 -12 -16 -3 -1 -4 Net Trips -1 0 -1 9 4 13 Buchanan School 220 Apartment 41 dwelling units 4 17 21 16 9 25 Non-Auto Reduction: 65% -2 -11 -14 -10 -6 -16 Trips 2 6 7 6 3 9 230 Townhomes 41 dwelling units 3 15 18 14 7 21 Non-Auto Reduction: 65% -2 -10 -12 -9 -5 -14 Trips 1 5 6 5 2 7 Total Trips 3 11 14 11 6 16 1401 Pennsylvania Avenue SE 220 Apartment 174 dwelling units 18 71 89 73 40 113 Non-Auto Reduction: 67% -12 -48 -60 -49 -27 -76 Trips 6 23 29 24 13 37 820 Retail 23,502 sf 14 9 23 42 45 87 Non-Auto Reduction: 70% -10 -6 -16 -29 -32 -61 Trips 4 3 7 13 13 26 Total Trips 10 26 36 37 26 63 1101 Pennsylvania Avenue SE 220 Apartment 40 dwelling units 5 18 23 26 14 40 Non-Auto Reduction: 55% -2 -10 -12 -14 -8 -22 Trips 3 8 11 12 6 18 816 Hardware/Paint Store 7,000 sf 4 4 8 16 18 34 Non-Auto Reduction: 65% -3 -2 -5 -10 -12 -22 Trips 1 2 3 6 6 12 820 Retail 8,000 sf 5 3 8 14 16 30 Non-Auto Reduction: 65% -3 -2 -5 -9 -10 -19 Trips 2 1 3 5 6 11 Total Trips 6 11 17 23 18 41 1330 Pennsylvania Avenue SE 220 Apartment 10 dwelling units 2 7 9 15 8 23 Non-Auto Reduction: 65% -1 -5 -6 -10 -5 -15 Trips 1 2 3 5 3 8 931 Quality Restaurant 2,600 sf 1 1 2 13 6 19 Non-Auto Reduction: 80% -1 -1 -2 -10 -5 -15 Trips 0 0 0 3 1 4 Total Trips 1 2 3 8 4 12 Net Background Site Trips 19 54 69 92 58 145

Table 4: Applied Growth Rates Proposed Annual Growth Rate Road Direction AM Peak Hour PM Peak Hour Pennsylvania Avenue SE SEB 0.75% 0.75% Pennsylvania Avenue SE NWB 1.00% 1.50% Local Streets -- 0.50% 0.50% 2019 Total Future Traffic Volumes (with the project) the inherent growth on the study area roadways, and the The 2019 Total Future traffic volumes consist of the 2019 proposed project. Background volumes with the addition of the traffic volumes generated by the proposed development (site-generated trips). Trip distribution for the site-generated trips was determined Thus, the 2019 Total Future traffic volumes include traffic based on: (1) CTPP TAZ data, (2) existing travel patterns in the generated by: the existing volumes, background developments,

study area, and (3) the allotted parking locations of various Future Geometry and Operations Assumptions users of the development. Following national and DDOT methodologies, a background improvement must meet the following criteria to be The residential trip distribution was significantly influenced by incorporated into the analysis: the CTPP TAZ flow data for drivers commuting from the site’s TAZ, and adjusted based on traffic volumes and patterns. The . Be funded; and origin of outbound and destination of inbound residential . Have a construction completion date prior or close to the vehicular trips was the below-grade parking garage along the proposed development. public alley to the south of the development. The planned operations of this alley would have vehicles entering and Based on these criteria, no background improvements were exiting from the northern access point on E Street SE or included in the future scenarios. southern access point of G Street SE. Of note, the proposed improvements to the Pennsylvania and Based on this review and the site access locations, the site- Potomac Avenues SE intersection, which are currently being generated trips were distributed through the study area studied by DDOT, are planned to significantly improve the intersections. A summary of trip distribution assumptions and operations and safety of the Pennsylvania and Potomac specific routing is provided on Figure 12 for outbound trips and Avenues intersections. Currently, three alternatives are being on Figure 13 for inbound trips. assessed, but since no alternative has been selected no geometry and operations assumptions were incorporated into The traffic volumes for the 2019 Total Future conditions were the analysis. calculated by adding the development-generated traffic volumes to the 2019 Background traffic volumes. Thus, the Vehicular Analysis Results future condition with the proposed development scenario Intersection Capacity Analysis includes traffic generated by: existing volumes, background Intersection capacity analyses were performed for the three developments through the year 2019, inherent growth on the scenarios outlined previously at the intersections contained network, and the proposed 1339-1355 E Street SE within the study area during the morning and afternoon peak development. The site-generated traffic volumes are shown on hours. Synchro version 9.1 was used to analyze the study Figure 14 and the 2019 Total Future traffic volumes are shown intersections based on the Highway Capacity Manual (HCM) on Figure 15. 2010 (unsignalized) methodology, or HCM 2000 (signalized) methodology. Geometry and Operations Assumptions The following section reviews the roadway geometry and The results of the capacity analyses are expressed in level of operations assumptions made and the methodologies used in service (LOS) and delay (seconds per vehicle) for each the roadway capacity analyses. approach. A LOS grade is a letter grade based on the average delay (in seconds) experienced by motorists traveling through Existing Geometry and Operations Assumptions an intersection. LOS results range from “A” being the best to The geometry and operations assumed in the existing “F” being the worst. LOS D is typically used as the acceptable conditions scenario are those present when the main data LOS threshold in the District; although LOS E or F is sometimes collection occurred. Gorove/Slade made observations and accepted in urbanized areas if vehicular improvements would confirmed the existing lane configurations and traffic controls be a detriment to safety or non-auto modes of transportation. at the intersections within the study area. Existing signal timings and offsets were obtained from DDOT and confirmed The LOS capacity analyses were based on: (1) the peak hour during field reconnaissance. traffic volumes; (2) the lane use and traffic controls; and (3) the Highway Capacity Manual (HCM) methodologies (using the The lane configurations and traffic controls for the Existing Synchro software). The average delay of each approach and conditions are shown on Figure 16. LOS is shown for the signalized intersections in addition to the overall average delay and intersection LOS grade. The HCM does not give guidelines for calculating the average delay for a 20

two-way stop-controlled intersection, as the approaches have an impact if there is an increase in delay at any approach without stop signs would technically have no delay. Detailed or the overall intersection operating under LOS E or F of greater LOS descriptions and the analysis worksheets are contained in than 5 seconds, when compared to the background condition. the Technical Attachments. Following these guidelines there are no impacts to the study area intersections as a result of the development. Table 5 shows the results of the capacity analyses, including LOS and average delay per vehicle (in seconds) for the Existing, As is noted in Table 2, the PUD is expected to add 27 AM peak 2019 Background, and 2019 Future scenarios. The capacity hour vehicular trips and 34 PM peak hour vehicular trips to the analysis results are shown on Figure 17 for the morning peak alley network. Given the additional traffic that will be hour and Figure 18 for the afternoon peak hour. introduced into the alley, it is recommended that traffic calming measures be implemented along the north-south alley All seven study intersections operate at acceptable conditions in an effort to slow through traffic and provide for a safer during the morning and afternoon peak hours for the Existing, environment for pedestrians. These measures could include 2019 Background, and 2019 Future scenarios. speed tables or raised intersections at the center alley intersection and Watkins Alley intersection immediately north Queuing Analysis of the center alley intersection. In addition, signage alerting In addition to the capacity analyses presented above, a queuing drivers to the presences of pedestrians is recommended at analysis was performed at the study intersections. The queuing alley entrances as well as crosswalk or textured pavement at th analysis was performed using Synchro software. The 50 pedestrian crossing locations in the center alley intersection as th percentile and 95 percentile queue lengths are shown for well as at the Watkins Alley intersection immediately north of each lane group at the study area signalized intersections. The the alley intersection. Finally, mirrors could be mounted to the th 50 percentile queue is the maximum back of queue on a 1339-1355 E Street building (or adjacent buildings with th median cycle. The 95 percentile queue is the maximum back agreement from those building owners) to assist motorists in of queue that is exceeded 5% of the time. For unsignalized seeing oncoming vehicles or pedestrians in the east-west and th intersections, only the 95 percentile queue is reported for north-south alleys at the center alley intersection. These each lane group (including free-flowing left turns and stop- improvements are recommended in coordination with controlled movements) based on the HCM calculations. discussions with DDOT for appropriateness of treatment. The Applicant is committed to implementing the above traffic Table 6 shows the queuing results for the study area calming treatments with DDOT’s approval. intersections. While queuing throughout the study area is generally accommodated within the existing queuing area, theoretical queues within the center portion of Pennsylvania Avenue extend beyond the available median storage at the 13th Street/Pennsylvania Avenue/G Street intersection. This is an existing condition that will continue to occur even without construction of the PUD.

With the addition of the site-generated traffic, queues are slightly increased at all of the study intersections, but no major impacts are seen as a result of the development.

Mitigations Generally speaking, the proposed development is considered to have an impact at an intersection within the study area if the capacity analyses show an LOS E or F at an intersection or along an approach in the future conditions with the proposed development where one does not exist in the existing or background conditions. The development is also considered to

Figure 8: Study Area

Figure 9: Existing Peak Hour Traffic Volumes

Figure 10: Existing Peak Hour Pedestrian Volumes

Figure 11: Background Peak Hour Traffic Volumes

Figure 12: Outbound Trip Distribution and Routing

Figure 13: Inbound Trip Distribution and Routing

Figure 14: Site-Generated Peak Hour Traffic Volumes

Figure 15: Total Future Peak Hour Traffic Volumes

Figure 16: Current Lane Configuration and Traffic Control

Table 5: LOS Results

Existing Conditions (2016) Future Background Conditions (2019) Total Future Conditions (2019) Intersection Approach AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 1. 13th Street SE/SEB Pennsylvania Avenue SE Overall 12.5 B 11.8 B 12.5 B 12.5 B 12.7 B 12.7 B Southeastbound 6.5 A 9.2 A 6.6 A 9.5 A 6.6 A 9.6 A Northbound 35.9 D 39.8 D 36.2 D 41.8 D 36.3 D 42.4 D Southbound 19.2 B 16.4 B 18.5 B 16.6 B 19.2 B 17.0 B 2. 13th Street SE/NWB Pennsylvania Avenue SE Overall 12.8 B 16.0 B 13.1 B 16.7 B 13.2 B 17.7 B Northwestbound 9.8 A 6.0 A 10.0 B 6.1 A 10.1 B 6.1 A Northbound 19.2 B 23.8 C 19.2 B 25.9 C 20.0 B 28.5 C Southbound 40.4 D 38.4 D 41.5 D 38.9 D 41.6 D 38.9 D 3. 13th Street SE/E Street SE Overall 9.2 A 8.7 A 9.3 A 8.9 A 9.4 A 9.0 A Eastbound 8.3 A 8.7 A 8.4 A 8.8 A 8.4 A 8.9 A Westbound 9.9 A 8.7 A 10.0 A 8.9 A 10.2 B 9.0 A Northbound 8.8 A 8.8 A 8.9 A 9.1 A 9.0 A 9.3 A Southbound 8.8 A 8.3 A 8.9 A 8.4 A 9.0 A 8.5 A 4. 14th Street SE/E Street SE Overall 8.8 A 8.6 A 8.9 A 8.7 A 8.9 A 8.7 A Eastbound 8.1 A 8.7 A 8.2 A 8.8 A 8.2 A 8.8 A Westbound 9.1 A 7.9 A 9.1 A 7.9 A 9.1 A 8.0 A Southbound 8.9 A 8.7 A 9.0 A 8.8 A 9.0 A 8.8 A 5. Public Alley/E Street SE Overall 2.8 A 2.5 A 2.8 A 2.6 A 3.1 A 2.7 A Eastbound 8.0 A 7.6 A 8.0 A 7.6 A 8.0 A 7.6 A Westbound 7.7 A 7.7 A 7.7 A 7.8 A 7.7 A 7.8 A Northbound 11.8 B 11.3 B 11.8 B 11.5 B 12.3 B 12.1 B Southbound 10.8 B 9.8 A 10.9 B 9.8 A 10.9 B 9.8 A 6. Public Alley/G Street SE Overall 1.2 A 1.7 A 1.2 A 1.8 A 1.5 A 2.2 A Eastbound 7.8 A 7.4 A 7.8 A 7.4 A 7.8 A 7.4 A Westbound 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A Southbound 9.9 A 8.9 A 10.0 B 8.9 A 10.0 B 8.9 A 7. Public Alley/Public Alley SE Overall 6.9 A 6.9 A 6.9 A 6.9 A 7.0 A 7.1 A Eastbound 6.7 A 6.4 A 6.7 A 6.9 A 6.7 A 7.0 A Westbound 6.6 A 6.4 A 6.6 A 6.4 A 6.9 A 6.8 A Northbound 7.1 A 7.0 A 7.1 A 7.0 A 7.1 A 7.0 A Southbound 7.0 A 6.9 A 7.0 A 6.8 A 7.2 A 7.2 A

Table 6: Queuing Results

Existing Conditions (2016) Future Background Conditions (2019) Total Future Conditions (2019) Storage Intersection Lane Group Length (ft) AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 50th % 95th % 1. 13th Street SE/SEB Pennsylvania Avenue SE Southeastbound LT 530 40 50 195 232 42 53 210 249 42 53 212 251 Southeastbound Right 100 0 1 0 13 0 2 0 13 0 2 0 13 Northbound TR 630 56 99 82 134 59 103 99 156 60 105 104 162 Southbound LTR 35 32 52 26 38 32 52 27 40 34 55 28 40 2. 13th Street SE/NWB Pennsylvania Avenue SE Northwestbound LT 720 206 244 31 43 219 258 34 46 221 260 34 47 Northwestbound Right 100 10 23 8 19 11 24 8 20 11 24 8 20 Northbound LT 35 32 49 55 78 32 49 62 85 34 52 71 144 Southbound TR 375 86 142 67 115 94 153 71 121 95 154 71 121 3. 13th Street SE/E Street SE Eastbound LTR 470 -- 8 -- 15 -- 8 -- 18 -- 8 -- 18 Westbound LTR 720 -- 33 -- 15 -- 33 -- 15 -- 35 -- 18 Northbound LTR 375 -- 18 -- 25 -- 18 -- 28 -- 20 -- 30 Southbound LTR 385 -- 18 -- 10 -- 18 -- 10 -- 18 -- 10 4. 14th Street SE/E Street SE Eastbound TR 720 -- 10 -- 20 -- 10 -- 23 -- 10 -- 23 Westbound LT 210 -- 25 -- 5 -- 25 -- 8 -- 28 -- 8 Southbound LTR 350 -- 25 -- 23 -- 25 -- 23 -- 25 -- 25 5. Public Alley/E Street SE Eastbound LTR 340 -- 3 -- 3 -- 3 -- 3 -- 3 -- 3 Westbound LTR 355 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 Northbound LTR 120 -- 5 -- 3 -- 5 -- 3 -- 8 -- 5 Southbound LTR 50 -- 5 -- 5 -- 5 -- 5 -- 5 -- 5 6. Public Alley/G Street SE Eastbound LT 50 -- 0 -- 0 -- 0 -- 0 0 -- 0 Westbound TR 350 -- 0 -- 0 -- 0 -- 0 -- 0 -- 0 Southbound LR 85 -- 3 -- 3 -- 3 -- 3 -- 5 -- 3 7. Public Alley/Public Alley SE Eastbound LTR 75 -- 0 -- 3 -- 0 -- 0 -- 3 -- 0 Westbound LTR 75 -- 0 -- 0 -- 0 -- 0 -- 3 -- 0 Northbound LTR 85 -- 0 -- 0 -- 0 -- 0 -- 0 -- 3 Southbound LTR 45 -- 3 -- 3 -- 3 -- 3 -- 3 -- 5

Figure 17: Morning Peak Hour Capacity Analysis Results

Figure 18: Afternoon Peak Hour Capacity Analysis Results

TRANSIT EXISTING TRANSIT SERVICE The study area is well served by Metrorail and Metrobus. This section discusses the existing and proposed transit Combined, these transit services provide local, city wide, and facilities in the vicinity of the site, accessibility to transit, and regional transit connections and link the site with major evaluates the overall transit impacts due to the 1339-1355 E cultural, residential, employment, and commercial destinations Street SE development. throughout the region. Figure 19 identifies the major transit routes, stations, and stops in the study area. The following conclusions are reached within this chapter: The Potomac Avenue Metrorail station is located two blocks . The site is served by the Metrorail Blue, Orange, and (approximately 0.2 miles) from the development site and the Silver Lines via the Potomac Avenue Station and twelve Easter Market Metro is located within 6 blocks of the site, both Metrobus routes that travel along Pennsylvania Avenue serving the Orange, Blue, and Silver lines. The three lines SE. provide service in the District core from Foggy Bottom to . The Metrobus routes along Pennsylvania Avenue have Stadium-Armory. The Blue Line provides service from been studied by DDOT and WMATA, with proposed Alexandria to Largo Town Center in Maryland, with the Orange recommendations for improved service including a Metro Line providing service from New Carrolton to Vienna in Fairfax Express route with limited-stop service. County. The Silver Line, which also provides eastbound service . Transit-trips generated by the site are not expected to to Largo Town Center, provides access to Wiehle-Reston East have a detrimental impact on the surrounding transit with a future extension further westward to Ashburn in system. Loudoun County, Virginia. Blue Line and Orange/Silver Line

Table 7: Existing Bus Lines Walking Distance to Route Number Route Name Service Hours Headway Nearest Bus Stop Weekdays: 4:24 AM – 2:29 AM 30N, 30S Friendship Heights-Southeast Line 20-39 min 0.2 miles, 3 minutes Weekends: 4:30 AM – 2:48 AM

Weekdays: 4:43 AM – 11:58 PM 32, 34, 36 Pennsylvania Avenue Line 1-33 min 0.2 miles, 3 minutes Weekends: 5:10 AM – 12:20 AM

Westbound: 6:18 AM – 9:23 AM 39 Pennsylvania Avenue Limited Line 7-22 min 0.2 miles, 4 minutes Eastbound: 4:04 PM – 7:13 PM

Weekdays: 4:46 AM – 1:23 AM B2 Bladensburg Road-Anacostia Line 5-35 min 0.3 miles, 5 minutes Weekends: 4:44 AM – 2:13 AM

Northbound: 8:20 AM – 8:36 AM C40 Capitol Hill Cluster Line 6 min 0.2 miles, 3 minutes Southbound: 3:16 PM – 3:32 PM

J13 Marlboro Pike Line Saturdays: 6:30 AM -- 0.2 miles, 4 minutes

K11 Forestville Line Sundays: 7:14 AM -- 0.2 miles, 4 minutes

Westbound: 5:21 AM – 9:12 AM V1 Benning Heights-M Street Line 20-33 min 0.3 miles, 6 minutes Eastbound: 3:23 PM – 7:25 PM

Weekdays: 4:34 AM – 2:32 AM V4 Capitol Heights-Minnesota Avenue Line 14-42 min 0.3 miles, 6 minutes Weekends: 4:52 AM – 2:27 AM

Potomac Avenue Metro-Skyland via Barracks Row Weekdays: 6:00 AM – 9:00 PM DC Circulator 10 min 0.2 miles, 4 minutes Line Saturdays: 7:00 AM – 9:00 PM

Weekdays: 5:18 AM – 1:00 AM M6 Fairfax Village Line 8-43 min 0.2 miles, 4 minutes Weekends: 5:30 AM – 1:00 AM

trains run approximately every 12 and 6 minutes, respectively and Friendship Heights. Crosstown service to during the morning and afternoon peak hours. Trains run about Friendship Heights is now replaced by the new Route 30N. every 12 minutes during weekday non-peak hours, every 20 These changes were designed to provide more reliable and minutes on weekday evenings after 9:30 pm and 12 to 20 frequent bus service to the majority of riders. In addition to the minutes on the weekends. 30N, 30S, 32, 34, and 36, the M6 was studied in the same report, but no changes were recommended. The site is also serviced by Metrobus along Pennsylvania Avenue. The routes serving this area connect the site to many WMATA and DDOT published the 2010 Metrobus Evaluation stations in the Metrorail system and with various locations Studies in July 2011, which discusses recommendations for the throughout all quadrants of the District. Table 7 shows a B2 Metrobus route. The report cites the need for improved summary of the bus route information for the four routes that service and reliability as well as the need for improved bus stop serve the site, including service hours, headway, and distance amenities. As a possible solution, the report proposes to the nearest bus stop. segmenting the B2 route into three shorter variants of the existing route, with Stadium Armory acting as a transfer point. The nearest westbound and eastbound bus stops are located Since the length of the B2 route is causing delay and reliability on Pennsylvania Avenue at 13th Street SE. While the westbound issues, the segmenting of the route would improve reliability stop offers a bus shelter, the eastbound stop does not. More while maintaining exiting frequency of service, but may stops are found in the area around the Potomac Avenue Metro necessitate more transfers. As of this report, the station. recommendations outlined in the WMATA Metrobus study for the B2 route have not been enacted. PROPOSED TRANSIT SERVICE Pennsylvania Avenue was identified as a corridor in need of a WMATA and DDOT published the service recommendations Metro Express by the Transit Future System Plan report. In section of the Metrobus Service Evaluation Study: U-V Lines in 2008 Metro Express Route 39 began running on Pennsylvania March 2015, which discusses route changes and improvements Avenue connecting the Downtown core with the to Metrobus Routes U2, U4, U5/6, U8 and V7, 8, 9. Issues neighborhoods east of the Anacostia River. regarding reliability and crowding were cited as potential areas of concern. In June 2015 changes to the U and V lines were Additionally, WMATA and local transportation agencies in the made, which were designed to improve service and better District, Maryland, and Virginia have begun reviewing match the travel needs of riders. These changes included the Metrobus lines and system wide facilities for service elimination of routes U2, V7, V8, shortening U8, extending V9, improvements since 2009. In direct relation to this and the establishment of new routes U7, V1, V2, and V4. development, routes 30N, 30S, 32, 34, 36, B2, M6, V1, and V4 were studied. The developer in cooperation with two other applicants proposing PUD’s in the area vicinity are working with the local WMATA and DDOT published the Metrobus 30s Line Study in ANC, DC government, and WMATA to make physical February 2008. At the time of the report (2008), the 30s line improvements at the Potomac Avenue Metro station. had the highest ridership of any Metrobus line at almost 20,000 daily riders. The report cites the need for improved customer SITE-GENERATED TRANSIT IMPACTS experience, and improved reliability and travel times. As a The trip generation estimates for the 1339-1355 E Street SE possible solution, the report proposes enhanced service development show that new transit riders will be generated. supervision, adding new routes, and modifying existing routes. The proposed development is projected to generate 40 transit In 2014 changes were made to routes 32, 34, and 36. Route 32 trips (9 inbound, 31 outbound) during the morning peak hour no longer provides crosstown service between Southern and 49 transit trips (32 inbound, 17 outbound) during the Avenue and Friendship Heights. Buses now operate between afternoon peak hour. Southern Avenue and Foggy Bottom. Crosstown service to Friendship Heights was replaced by the new Route 30S. Route U.S. Census data was used to determine the distribution of 36 no longer provides crosstown service between Naylor Road those taking Metrorail and those taking Metrobus. The site lies

in U.S. Census Tract 69. Based on data from this census tract, it is expected that over 90% of the transit trips will be attributed to Metrorail and the remainder to Metrobus.

WMATA studied capacity of Metrorail stations in its Station Access & Capacity Study (April, 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 the capacity of stations to process riders at fare card gates. For both of these analyses, WMATA calculated vertical transportation, fare card gates, and volume-to-capacity ratios for existing data (from 2005) and projections for the year 2030. According to the study, high volume-to-capacity ratios were not observed at the Potomac Avenue station in 2005, nor are they expected by 2030. Therefore, the Potomac Avenue station can accommodate the additional riders generated by the 1339-1355 E Street SE development.

WMATA also studied capacity along Metrobus routes. DC’s Transit Future System Plan (April, 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, most Metrobus lines running along Pennsylvania Avenue (30, 32, 34, 36) near the site reach a load factor of 1.2 during peak hours.

Figure 19: Existing Transit Service

Existing Conditions PEDESTRIAN FACILITIES A review of pedestrian facilities surrounding the site shows that many facilities meet DDOT standards and provide a quality This section summarizes the existing and future pedestrian walking environment. Figure 21 shows a detailed inventory of access to the site and reviews walking routes to and from the the existing pedestrian infrastructure in the study area. site. Sidewalks, crosswalks, and curb ramps are evaluated based on the guidelines set forth by DDOT’s Public Realm Design Manual The following conclusions are reached within this chapter: (July, 2011) in addition to ADA standards. Sidewalk widths and requirements for the District are shown below in Table 8. . The majority of pedestrian facilities in the study area provide a good walking environment. Within the area shown, most roadways are considered . The site is not expected to generate a significant amount residential with a low to moderate density. Most of the of pedestrian trips above those that are expected to be sidewalks surrounding the site comply with these standards. oriented toward transit facilities. ADA standards require that all curb ramps be provided . Currently the alley to the west of the property is used by wherever an accessible route crosses a curb and must have a existing neighborhood pedestrians as a route to and from detectable warning. While some curb ramps are present near Pennsylvania Avenue. The PUD plans to improve the the site that do not include detectable warnings, curb ramps pedestrian path through the alley by widening the alley are nonetheless present and present an adequate walking and defining a pedestrian space within the alley. environment for all pedestrians. It should be noted that improvements to sidewalks and curb ramps along E Street and PEDESTRIAN STUDY AREA 13th Street in the vicinity of the site are anticipated with the This CTR evaluated pedestrian facilities within a quarter-mile of development of the adjacent Watkins Alley project as well as the site and pedestrian routes to nearby transit facilities. The the Buchanan School site redevelopment across E Street from site is easily accessible to transit options such as bus stops on the site. As shown in Figure 21, under existing conditions, Pennsylvania Avenue and the Potomac Avenue Blue, Orange, there are some existing non-conforming curb ramps near the and Silver Line Metrorail Station portal at the northwest corner site. of Potomac Avenue SE and Pennsylvania Avenue SE. The site is also within walking distance of Eastern Market, the Eastern SITE IMPACTS Market Metro Station, Barracks Row, and Congressional This section summarizes the impacts of the development on Cemetery. There are few barriers and areas of concern within the overall pedestrian operations within and surrounding the the study area that negatively impact the quality and Market. attractiveness of the walking environment, including roadway conditions that reduce the quality of walking conditions, Pedestrian Trip Generation narrow or nonexistent sidewalks, and incomplete or insufficient The 1339-1355 E Street SE development is expected to crossings at busy intersections. Figure 20 shows suggested generate 9 walking trips (2 inbound, 7 outbound) during the pedestrian pathways, walking time and distances, and barriers morning peak hour and 11 walking trips (8 inbound, 3 and areas of concern. outbound) during the afternoon peak hour, beyond those expected to be oriented toward transit facilities. The origins SURROUNDING PEDESTRIAN INFRASTRUCTURE and destinations of these trips are likely to be: This section outlines the existing and proposed pedestrian infrastructure surrounding the site area. Table 8: Sidewalk Requirements

. Employment opportunities where residents can walk to work. . Retail locations, such as Safeway and other retail sites within Capitol Hill and near Pennsylvania Avenue.

In addition to these trips, the transit trips generated by the site will also generate pedestrian demand between the 1339-1355 E Street SE site and nearby transit stops. The majority of these transit riders will be walking to Pennsylvania Avenue to access Metrobus Service or to the Metrorail portals at 14th Street SE and G Street SE.

Based on these origins/destinations, most pedestrian trips generated by the development will be traveling south of the site, along Pennsylvania Avenue or 14th Street.

Pedestrian and Vehicular Interactions Vehicular access to the site, including passenger cars and trucks, will utilize the existing north-south public alley located immediately west of the property. Pedestrian access will primarily take place off E Street SE. Existing neighborhood pedestrian pathways currently extend through the alley network within the block as a cut-through route to and from Pennsylvania Avenue, as seen in Figure 22

With the development of the 1339-1355 E Street PUD, an expanded alley and delineated path will be established along the east side of the alley, which abuts the PUD property on the west in order to present a safer walking environment for pedestrians through the alley. In addition, this path will be marked with differing pavement materials from the remainder of the alley and will be along a four-foot section of the alley on the PUD’s property that effectively widens the alley adjacent to the site to accommodate pedestrians. It should be noted that since the PUD’s pedestrian access is directly from the E Street frontage, this improvement will primarily serve existing pedestrians in the alley as well as Watkins Alley PUD pedestrians that may use the alley in an effort to protect these pedestrians from the additional traffic that may use the alley from both PUDs.

Ultimately, the delineation of pedestrian pathways through the alley will lead to a safer condition for pedestrians and motorists in a manner consistent with other spaces shared between motorists and pedestrians.

Figure 20: Pedestrian Pathways

Figure 21: Existing Pedestrian Infrastructure

Figure 22: Existing Alley Pedestrian Counts

of the site: at the southern side of the Potomac Avenue and BICYCLE FACILITIES Pennsylvania Avenue intersection, supplying 15 docks and on D Street SE between the public alley way and Kentucky Avenue, This section summarizes existing and future bicycle access, also supplying 15 docks. In addition, there are two stations reviews the quality of cycling routes to and from the site, and within a half mile that supply a total of 33 docks: presents recommendations. Massachusetts Avenue & Independence Avenue SE and the The following conclusions are reached within this chapter: Eastern Market Metro station. Figure 23 identifies existing station locations in the study area. . There are multiple high-quality bicycle facilities within the vicinity of the site. PROPOSED BICYCLE FACILITIES . The development will include secure bicycle parking on moveDC site, and short-term bicycle racks along the perimeter of The plan outlines several other bicycle improvements the site. in the vicinity of the site. These improvements are broken up into four tiers that rank the priority for implementation. The . There are several bicycle-focused elements of the development plan that will encourage cycling as a four tiers are broken down as follows: transportation option for residents and patrons of the . Tier 1 development. Investments should be considered as part of DDOT’s 6-year . Given the existing and proposed bicycle infrastructure in TIP and annual work program development, if they are not the study area, the site-generated bicycle trips will not already included. Some projects may be able to move result in detrimental impacts to the bicycle system. directly into construction, while others become high priorities for advancement through the Project EXISTING BICYCLE FACILITIES Development Process. The site has excellent connectivity to existing on- and off-street bicycle facilities. Northbound bicycle lanes along 15th Street SE . Tier 2 and north-south bicycle lanes along 11th and 14th Streets SE Investments within this tier are not high priorities in the provide two-way bicycle circulation between the site points of early years of moveDC implementation. They could begin interest. The 11th Street bicycle lanes provide a direct southern moving through the Project Development Process if there route to the Anacostia River Trail and direct northern route to are compelling reasons for their advancement. West Virginia Avenue towards Maryland. All three bicycle lanes . Tier 3 provide northern connectivity to the East Capitol Street bicycle Investments within this tier are not priorities for DDOT-led lanes, which provide east-west connectivity towards the advancement in the early years of moveDC’s National Mall and Benning Road. Figure 23 illustrates existing implementation. They could move forward earlier under and planned bicycle facilities in the area. circumstances such as real estate development initiatives and non-DDOT partnerships providing the opportunity for Given the existing use of the site, little bike traffic is currently non-District-led completion of specific funding. observed and thus no bike parking is currently provided in the direct vicinity of the site. Cyclists that do bike to the existing . Tier 4 site are observed using street signs or similar objects to secure Generally, investments within this tier are not priorities for their bicycles. DDOT-led advancement and are lower priority for project development in the early years of implementation.

In addition to personal bicycles, the Capital Bikeshare program Due to the timeline of the 1339-1355 E Street SE development, provides an additional cycling option for residents and patrons this report will focus on the Tier 1 recommendations within the of the 1339-1355 E Street SE development. The Bikeshare vicinity of the site. There are currently no Tier 1 program has placed over 300 bicycle-share stations across recommendations that exist in the study area. Washington, DC, Arlington and Alexandria, VA, and most recently Montgomery County, MD with over 2,500 bicycles provided. There are two stations located within a quarter-mile

ON-SITE BICYCLE FACILITIES The site will provide a substantial amount of short- and long- term bicycle parking. Short-term bicycle parking will be placed along the sidewalk of E Street SE near western alley, with a final location to be determined in coordination with DDOT. The development will provide 51 long-term secure bicycle parking spaces, located in the parking garage level of the development, adjacent to entrance/exit ramp, with convenient access to the first floor via staircase adjacent to the alley. These numbers are based on the Wells Law, which state that new residential building owners shall provide at least one secure bicycle parking space for every 3 residential units and which is consistent with upcoming new zoning requirements. In addition, the property will include bicycle maintenance facilities including tools, a work bench, and a bike cleaning area within the bicycle storage room. The property will also purchase a cargo bicycle for residents to use for errands in the neighborhood.

SITE IMPACTS The 1339-1355 E Street SE site is expected to generate 9 bicycle trips (2 inbound, 7 outbound) during the morning peak hour and 11 bicycle trips (8 inbound, 3 outbound) during the afternoon peak hour. Although bicycling will be an important mode for getting to and from the site, with significant bicycle facilities located on site and quality routes to and from the site, the impacts from bicycling will be relatively less than impacts to other modes due to the low overall volumes of bicyclists. Overall, the development is not expected to have a negative impact on bicycle facilities in the area.

Figure 23: Existing Bicycle Facilities

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

SUMMARY OF AVAILABLE CRASH DATA For the non-alley intersections, the crash type information A crash analysis was performed to determine if there was an from the DDOT crash data was reviewed to see if there is a high abnormally high crash rate at any study area intersection. percentage of certain crash types. Generally, the reasons for DDOT provided the last three years of intersection crash data, why an intersection has a high crash rate cannot be derived from 2013 to 2015 for the study area. Crash data provided was from crash data, as the exact details of each crash are not for non-alley intersections. DDOT does not provide crash data represented. However, some summaries of crash data can be for alleys. This data was reviewed and analyzed to determine used to develop general trends or eliminate some possible the crash rate at each location. For intersections, the crash rate causes. Table 10 contains a breakdown of crash types reported is measure in crash per million-entering vehicles (MEV). The for the three major intersections in the study area, none of crash rates per intersections are shown in Table 9. which contain a crash rate over 1.0 per MEV.

According to the Institute of Transportation Engineer’s POTENTIAL IMPACTS Transportation Impact Analysis for Site Development , a crash After review of crash rates, there are no locations with existing rate of 1.0 or higher is an indication that further study is crash rates over 1.0 MEV, which could potentially impact the required. None of the intersections in this study area meet this proposed development. criterion (as shown in Table 9 and detailed in Table 10). The 1339-1355 E Street SE development should be developed in a manner to help alleviate, or at minimum not add to, the conflicts at these intersections.

Table 9: Intersection Crash Rates

Intersection Total Crashes Ped Crashes Bike Crashes Rate per MEV* 1. Pennsylvania Ave & 13th St SE 26 0 0 0.73 2. E St & 13th St SE 3 1 0 0.41 3. E St & 14th St SE 0 0 0 0.00 * - Million Entering Vehicles; Volumes estimated based on turning movement count data

Table 10: Crash Type Breakdown

Collision - Total Parked Backing Head On Rear End Left Turn Right Turn Right Right Angle Right Unspecified SideSwiped Fixed Object Fixed Ran Off Road Non Ped. Involved

Intersection Under/Over Ride 1. Pennsylvania Ave & 13th 0 1 0 7 18 1 0 0 0 0 0 0 0 0 27 St SE 0% 4% 0% 26% 67% 4% 0% 0% 0% 0% 0% 0% 0% 0% 2. E St & 13th St SE 0 0 0 1 0 0 1 0 0 1 0 0 0 0 3 0% 0% 0% 33% 0% 0% 33% 0% 0% 33% 0% 0% 0% 0% 3. E St & 14th St SE 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% 47

This north-south alley will serve as the major point of access to SUMMARY AND CONCLUSIONS the existing 30 foot east-west alley off of which the entrances to the below-grade resident parking garage and loading dock The following report is a Comprehensive Transportation Review are to be situated. (CTR) for the redevelopment of the Bowie Site at 1339-1355 E Street, SE. This report reviews the transportation aspects of the Parking Planned Unit Development (PUD) application. The Zoning The building includes a below-grade parking garage with 90 Commission Case Number is 15-33. parking spaces accessed from the public alley south of the site. 89 of the parking spaces are planned for residential use and The purpose of this study is to evaluate whether the PUD will one parking space will be dedicated to the 1,200 sf seniors generate a detrimental impact to the surrounding facility, resulting in a parking ratio of 0.59 spaces per unit. This transportation network. This report concludes that the PUD amount of parking is typical and sufficient for new residential will not have a detrimental impact to the surrounding developments in the District, especially ones with multi-modal transportation network assuming that all planned site design transportation and transit access such as this project’s location. elements are implemented, and all mitigation measures are incorporated into the PUD application. Loading Facilities The loading area provided in the PUD is adequate to serve the Proposed PUD expected loading demand. While the Zoning Regulations state The 1339-1355 E Street SE PUD proposes to replace an existing that a building of this size should include one 55-foot berth and staging area for garbage collection trucks and auto collision a 20-foot service and delivery space, the PUD proposes one 30- repair center with a 4-story residential development containing foot berth and one 20-foot service and delivery space, which approximately 152 residential units and 1,200 sf of space to should be more than sufficient to meet this multifamily facilitate the delivery of programs and services assisting senior building’s needs. As is typical for exclusively multi-family citizens in the neighborhood. This new residential building will residential developments with similarly sized units, no include 90 below-grade parking spaces for the property’s residential units are anticipated to be large enough to demand residents and a 30-foot loading berth. Both of these will be a 55-foot truck for move-in/move-out purposes as compared to accessed from an existing 30 foot alley situated on the south a typical single-family home or to service retail uses. It should side of the development parcel. also be noted that the loading facilities proposed for this development are consistent with ZR16 requirements. Pedestrian access into the new building will occur from E Street SE. The project will improve the current pedestrian Trash operations will occur from the southern alley with trash infrastructure and public space along E Street by adding new trucks picking up bins that will be wheeled out to them and street trees, building a new six (6) foot sidewalk, creating an returned after collection. Trash facilities are located adjacent approximately five (5) foot continuous planting strip from the to the loading areas and at no time will trash bins be left new sidewalk to the street curb, installing short-term bike racks unaccompanied in the alley. and streetlights as well as eliminating three curb cuts that currently provide access to and front the site. All trucks can access the loading docks without negatively impacting public space between the docks and the nearest The PUD will also result in improving the conditions of the DDOT designated truck routes. All trucks will be able to north-south alley immediately to the west of the site. As part sufficiently maneuver in and out of the loading berth from the of the PUD, the building will be set back by five (5) feet from alley. the property’s western edge, effectively expanding the alley from a fifteen (15) foot width to a twenty (20) foot wide. This Vehicular Impacts will allow for better vehicular movement through the alley as The report includes an analysis of potential vehicular impacts of well as facilitate the creation of a delineated four-foot the 1339-1355 E Street SE development and recommendations pedestrian pathway in this space. The expanded alley will be for improvements and mitigation measures. The following repaved and new lighting will be added from E Street to the conclusions are reached: southern property boundary.