16th Street NW Corridor Project - Final Report April 2013

7/29/2019 16th Street NW Corridor Project - Final Report April 2013

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16 th Street NW Corridor Project

Final Report

Washington, D.C.

Prepared For:District Department of Transportation 55 M Street, SEWashington, D.C, 20003(202) 478- 1458

Prepared By:Kittelson & Associates, Inc. 36 South Charles Street, Suite 1920Baltimore, MD 21201(410) 347-9610

Project Manager: Kevin Lee, P.E., PTOEProject Principal: Brandon Nevers, P.E., PTOEAnalyst: Caitlin Doolin and James Wong

Project No. 11066

April 2013


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Table of ContentsExecutive Summary ........................................................................................................................................ i

Section 1. Introduction ................................................................................................................................. 1

Section 2. Project Purpose and Need ........................................................................................................... 9

Section 3. Related Studies and Corridor Context ........................................................................................ 13

Section 4. Existing Conditions ..................................................................................................................... 20

Section 5. Corridor Level Alternatives ........................................................................................................ 42

Section 6. Intersection Level Alternatives .................................................................................................. 62

Section 7. Recommendations and Next Steps ............................................................................................ 79

Section 8. Coordination Activities ............................................................................................................... 82


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List of Tables and FiguresTable 1.Evaluation Criteria for Breakout Projects ...................................................................................... 11

Table 2. Previous Projects and Studies Recommendation Summary ......................................................... 15

Table 3. Summary of Breakout Project Descriptions .................................................................................. 18

Table 4. Summary of Key Traffic Operations at Key Intersections ............................................................. 27

Table 5. Existing Bus Schedule .................................................................................................................... 30

Table 6. Summary of TCQSM Analysis Results ............................................................................................ 32

Table 7. Assumptions for Vehicle-Throughput ........................................................................................... 34

Table 8. Summary of Existing Person-Throughput Demand ....................................................................... 35

Table 9. Summary of Challenges and Opportunities along the 16 th Street NW Corridor ........................... 40

Table 10. Summary of Traffic Operations at Key Intersections for Full Time Through Lanes Alternative .. 45

Table 11 Summary of Traffic Operations at Key Intersections for Two-way Left-Turn Lane Alternative ... 47Table 12 Summary of Traffic Operations at Key Intersections for Raised Median Alternative ................. 49

Table 13 Summary of Traffic Operations at Key Intersections for Part-Time Transit Lane Alternative .... 51

Table 14. Relative impacts of Typical Section Options for 16 th Street NW Peak ourTransit Lanes - South of U Street ....................................................................................................................................................... 53

Table 15. Summary of Traffic Operations at Key Intersections for Full-Time Transit Lanes Alternatives .. 54

Table 16. Evaluation Matrix ........................................................................................................................ 57

Table 17. Corridor Options and Potential Changes to the Columbia Road NW/Harvard Road NW/Irving

Street Study Area ........................................................................................................................................ 71Table 18. Existing Operations at the AM and PM Peak Hours at 16 th Street NW/Park Road ..................... 73

Table 19. Lane Configurations Alternatives for 16 th Street NW/Park Road ................................................ 74

Table 20. Existing Traffic Operations for 16 th Street NW/Arkansas Avenue ............................................... 76

Table 21. Coordination and Partner Meeting Summary ............................................................................. 87

Figure 1. Project Study Area ......................................................................................................................... 3

Figure 2. Map of Literature Reviews within Study Area ............................................................................. 16

Figure 3. Breakout Project Locations .......................................................................................................... 19

Figure 4. Existing Conditions Typical Cross Sections ................................................................................... 22

Figure 5. Aerial of 16 th Street NW/Columbia Road NW/ Harvard Road NW and 16 th Street NW/ArkansasAvenue ........................................................................................................................................................ 23

Figure 6. 16 th Street NW Volume Profiles ................................................................................................... 25

Figure 7. Lane Utilization Graph for AM Peak Hour North of Park Road .................................................... 26


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Figure 8. Lane Utilization Graph for PM Peak Hour North of Park Road .................................................... 26

Figure 9. Existing on-street Parking Restrictions ........................................................................................ 29

Figure 10. Existing Bus Frequency ............................................................................................................... 30

Figure 11. Map of Existing Bus Stops and Services ..................................................................................... 31

Figure 12. Steps for Calculating Existing Person-Throughput Demand ...................................................... 35

Figure 13. Annual Frequecy of Crashes Along 16 th Street NW, 3006-2010 ................................................ 36

Figure 14. Severity Crash Analysis............................................................................................................... 37

Figure 15. Crash Type Analysis .................................................................................................................... 38

Figure 16. Summary Overview of Typical Sections Alternatives ................................................................. 44

Figure 17. Overview of Full Time Through Lanes Alternative ..................................................................... 58

Figure 18. Overview of Peak Hour Transit Lanes Alternative ..................................................................... 59

Figure 19. Overview of Raised Median Alternative .................................................................................... 60Figure 20. Existing Geometry and Circulation at CHI .................................................................................. 65

Figure 21. Option 1: Geometry and Circulation at CHI ............................................................................... 66





Figure 26. Columbia-Harvard-Irving: Issues/Opportunities Map ................................................................ 70

Figure 27. Westbound approach on Park Road .......................................................................................... 72

Figure 28. Concept Design for 16 th Street NW/Arkansas Avenue ............................................................... 78


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Executive Summary


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INTRODUCTION

The goal of the 16th Street NW corridor project is to identify physical and operational improvements for

person mobility and safety along the corridor. 16 th Street NW is a vital corridor for moving people into and

out of downtown (north-south) and to and from adjacent neighborhoods (east-west). It is relied upon

heavily by motorists, pedestrians, and transit riders. WMATA has identified the corridor as a priority bus

corridor, and DDOT has identified the corridor as a key pedestrian safety corridor, major arterial, and

evacuation route.

Currently the corridor experiences extensive vehicle queuing during peak periods, limited east-west

connectivity for all users, and relatively high transit delay. As demand along the corridor continues to

grow, it will become even more challenging to meet both local and regional mobility needs for the

corridors wide range of users and uses.

Through a collaborative investigation and evaluation process, the DDOT project team has identified

improvements to meet these challenges. Key recommendations include:

Implement peak-hour peak-direction transit lanes from Arkansas Avenue NW to H Street NW

and

Improve pedestrian safety with intersection modifications at Park Road NW, Irving Street/15th

Street NW, and Arkansas Avenue NW.

Transit lanes along the corridor can increase person throughput and reduce transit travel times. The

project team has conducted technical analysis to support the feasibility of these recommendations. A

summary of the analysis, next steps, and an implementation plan is provided in the following

memorandum.

EXISTING TYPICAL SECTION

The 16th

Street NW corridor has a minimum of a 50 foot curb-to-curb section throughout the study limitswhich extends 6.4 miles between H Street NW and Eastern Avenue NW. However, within these limits 16 th

Street NW has three distinct typical sections: a raised landscape median on the north end, a center

reversible lane in the mid-section, and a four-lane section (two travel lanes in each direction) on the south

end.


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Alternatives Evaluation

Three typical section options were taken forward in the evaluation process and compared to no-build

conditions (1) Full-time Through Lanes, (2) Peak-hour Peak-direction Transit Lane, and (3)

Raised/Landscaped Median. Each option was evaluated relative to the existing corridor conditions for four

major criteria: Safety, Mobility, Community, and Feasibility. The results of the qualitative comparison are

shown in the following table:

Each option considered for 16 th Street NW presents tradeoffs. The Raised/Landscaped Median option

provides the highest safety and community benefits, but has significant negative impacts on mobility. The

Full-Time Through lane option is the most feasible option in terms of implementation, but the option does

not meet future demand for person throughput along corridor. The Peak-hour Peak-direction Transit lane

option balances mobility and community needs but impacts auto mobility.


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PROJECT EVALUATION PROCESS SUMMARY

The project team worked closely with DDOT staff from PPSA, IPMA, TOA,

and PTSA to establish a range of improvement options for the corridor and

conducted an evaluation using both qualitative and quantitative measures.

Since the start of the project in July 2010, the Project Team has worked

closely with DDOT through 11 progress and working meetings to refine the

evaluation process and its results.

The flow chart to the right describes the steps undertaken by the project

team. A summary of each of these steps follows.

Issues and Opportunities

The project team utilized past projects within the study area, field visits,

and DDOT staff to assess the key issues and opportunities along the

corridor. It was determined that the critical areas for improvement were

within the existing reversible lane section between U Street NW and

Arkansas Avenue NW. Key elements included the operations and safety of

the reversible lane at the Columbia/Harvard/Irving intersections as well as

pedestrian safety at Arkansas Avenue.

Alternatives Development

The project team identified a wide-range of potential options for reconfiguring 16 th Street NW, with a

focus on the reversible lane section between U Street NW and Arkansas Avenue NW. The full set of typical

section options include:

No Build

Removing the Reversible Lane

Full-time through/general purpose lane

Two-way Left-turn lane

Raised/Landscaped median

Median with full time transit lanes

Median with full time transit/HOV lanes

Reversible Lane with Transit Options

Full time transit lanes

Peak-hour Peak-direction transit lanes

Extend the Reversible Lane

Identify Issues andOpportunities

DevelopAlternatives

EvaluateAlternatives

Select PreferredAlternative


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Preferred Alternative

Technical analysis was performed to support the operational feasibility of the options analyzing person

throughput, intersection and corridor operations, safety, and transit operations. Based on the results,

the project team determined that the Peak-hour Peak-direction Transit lane option provided the

greatest potential for improving person mobility along the corridor while meeting DDOT and WMATA

goals. This option would extend for 2.7 miles between H Street NW and Arkansas Avenue NW.

Based on the project teams analysis, the Peak -hour Peak-direction Transit lanes are estimated to have

the following benefits:

Increase transit travel speeds by 30-percent; and

Accommodate up to a 10-percent increase in person demand.

Drawbacks to the implementation of this option include:

Increase in vehicular delays at critical intersections along the corridor, including U Street,

the Columbia/Harvard/Argonne intersections and R Street; and

Inability to reduce crossing distances and vehicle exposure for pedestrians crossing 16 th

Street.

While this alternative is technically feasible, there are, however, some substantial challenges to thisalternative. Decisions about how to proceed need to be made in coordination with DDOTs long term

planning activities.


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Conceptual Layouts

The following figure provides an illustration of the typical section for 16 th Street NW for the section

between Arkansas Avenue and Park Road NW for both existing conditions and with implementation of

the Peak-hour Peak-direction Transit lanes.

Existing Typical Section Between Arkansas Avenue to Park Road NW

Peak-hour Peak-direction Transit Lane Between Arkansas Avenue to Park Road NW

On-street parking is currently permitted on portions of 16 th Street NW in off-peak time periods and peak

periods in the opposite direction. To address potential mobility concerns, on-street parking could be

restricted to provide additional vehicular capacity. As the project moves forward, the project team will

evaluate parking management strategies and their associated trade-offs.

ADDITIONAL SAFETY IMPROVEMENTS

In addition to identifying improvements to the typical section for 16 th Street NW, the project team

identified opportunities to improve pedestrian safety at critical locations identified in the Pedestrian

Master Plan, including the intersections of Arkansas Avenue, Park Road, and Irving Street at 16 th Street

NW. Improvements include reducing side-street crossing distances and reducing intersection skews. A

schematic showing improvements to the Arkansas Avenue/16 th Street NW intersection is shown in the

figure below.


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NEXT STEPS

The project team recommends advancing the Peak-hour Peak-direction Transit lane option by

conducting additional analysis to address specific questions raised during the DDOT review process anddeveloping an Implementation Plan that describes the steps and approvals needed for full

implementation and operation.

The key next steps are as follows:

Review preferred alternative in the context of DDOTs long -range plan.

Implement short-term safety improvements using low-cost techniques that do not preclude

mid- to long-term corridor level improvements. Locations identified in this study for potential

short-term improvements include:

16 th Street NW/Columbia Road NW/Harvard Road NW. This location requires further

study to refine improvements.

16 th Street NW/Arkansas Avenue.


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Obtain approval for DDOT s preferred alternative

Complete preliminary design for preferred alternative including:

Refine detailed traffic operations analysis to determine the preferred intersection

treatments, lane configurations, and parking management at key sections along thecorridor.

Conduct micro-simulation modeling at select intersections such as Columbia/Harvard,

Irving/15 th Street, and Arkansas Avenue.

Assess impact to on-street parking along the corridor and evaluate options for

removing/relocating parking.

Prepare a design plan to determine how the corridor and intersections will look and

function.

Solicit feedback through a public open house to gain public and political input and the

determine level of support for the proposed recommendations. The open house should describe

the purpose and need of the project, the alternatives that were evaluated along with the

evaluation results, and the recommended improvements and implementation plan.

Build partnerships for implementation with WMATA, Maryland SHA, and MTA.

WMATA : Success of the project depends largely on the number of buses that use the peak

hour transit lane. Under current service levels, approximately 25 buses per hour would

travel in the transit lane during the peak hours; this is generally considered the minimum

threshold for a dedicated transit lane. In order to realize the full potential of person

throughput, an increase in transit service along the corridor above the current levels will be

necessary by WMATA. Further, the addition of transit lane corridors along H Street, I Street,

and K Street would build a critical mass of transit lanes in the District and improve

network-wide performance for transit riders.

Maryland SHA and MTA : Coordination with Maryland SHA and MTA provides theopportunity to create a regionally connected transit network. The northern portions of the

WMATA S-line routes connect to the Silver Spring transit center and coordination with SHA

and MTA will allow a seamless continuation of transit preferential treatments to a major

hub.


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MWCOG : Coordination with MWCOG will be necessary through the implementation process

to define analysis requirements for assessing impacts to air quality, and regional travel

patterns.

Develop 30-percent design plans to be approved by PPSA, TOA, and IPMA prior to final design.

Thirty-percent design plans will address intersection lane configurations, traffic control, striping,

and transit treatments along the corridor and refined estimates of implementation costs.

Prepare final design plans upon approval of 30-percent plans (to be led by IPMA).

Coordinate with partner agencies such as the Metropolitan Police Department, TOA, and DDOT

Roadway Maintenance to determine needs and protocols for key operational elements such as

enforcement, signal operation/transit priority, maintenance, and evacuation procedures.


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Section 1 Introduction


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16 th Street NW Corridor Project Final Report

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Introduction

The 16 th Street NW Corridor is a heavily traveled urban arterial in Washington, DC with high traffic and

commuter volumes, high ridership bus routes and Metro stations, and varying roadway cross-sections

and functions. The study area covers three wards (Wards 1, 2, and 4), ten Advisory Neighborhood

Committees (ANC) (including 1A-D, 2A-F and 4 A-D and 4G), and a wide range of land uses: the southern

portion consists predominantly of office, retail, hotels, and government uses and the northern portion is

primarily low-density residential in nature. 16 th Street NW is a vital corridor for moving people into and

out of downtown (north-south) and to and from adjacent neighborhoods (east-west). It is relied upon

heavily by motorists, pedestrians, and transit riders. WMATA has identified the corridor as a priority bus

corridor, and DDOT has identified the corridor as a key pedestrian safety corridor, major arterial, and

evacuation route. The goal for the 16th Street NW corridor project is to identify physical and operationalimprovements for person mobility and safety along the corridor. This project focuses on the operations

and safety along the 16 th Street NW corridor; however the project limits follow these general

boundaries:

Eastern Avenue to the north

H Street to the South

Georgia Avenue to the East

Beach Drive / Rock Creek Parkway to the West

Figure 1 illustrates the project study area as described.

Background

Several planning efforts have already been completed along and around the 16th Street NW corridor,

including the Columbia Heights Transportation Study, the Mount Pleasant Transportation Study, the

WMATA Metrobus 16th Street Line Study, and the WMATA Priority Corridor Network. While theneighborhood studies have involved in depth evaluation, they are limited in geographic scope. The

transit studies, in contrast, have been larger in geographic scope but are limited in technical analysis and

design. The purpose of this project builds upon the previous studies by incorporating previous findings

and recommendations as a guide and base for alternatives that were developed and evaluated as part of

this project.


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Study Area

16th Street Corridor StudyWashington, D.C

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Study Area Characteristics

The thoroughfare is also used by several different modes, providing four bus routes, heavy private auto

demand and significant pedestrian activity in certain locations throughout the corridor. However, its

existing facilities favor the private automobile significantly. The majority of the pavement space is

dedicated to cars and the reversible lane favors peak hour private auto demand.

REGIONAL IMPORTANCE

The 16 th Street NW Corridor is an urban arterial that serves local and regional trips alike through various

modes of travel. Commuters from the greater DC and Maryland area use it daily as a significant north-

south thoroughfare. These commuters contribute to the economic growth and development of the area

and it is important to maintain acceptable travel conditions for long-distance travel. Along with Georgia

Avenue/US 29 it is one of the routes for north-south travel, particularly for commuters traveling

between the Capital Beltway to the north and downtown Washington. It is also a designated evacuation

route for the White House, increasing it s important identity in DCs network.

LOCAL IMPORTANCE

People who live nearby and use the corridor locally traverse the different neighborhoods in the east-

west direction. The combination of east-west and north-south movements creates conflicts of activity

along the corridor. The 16 th Street NW corridor traverses several different wards of the city. The

thoroughfare acts as a barrier for many of the District s neighborhoods. The corridor serves as a

boundary between neighborhoods because it is busy, large and difficult to cross. This results in diversity

of land use throughout the corridor. The northern end of the corridor has areas dedicated to residential

land use while the southern end acts more as a central business district with commercial and office uses.

Rock Creek Park to the west is a major draw for visitors within and outside of the study area. Other

parks and recreational areas in or adjacent to the study area include Scott Circle Park, Meridian Hill Park,

National Zoological Park, Beach Parkway Park, and North Portal Park. Other notable uses include Walter

Reed Army Medical Center, Walter E. Washington Convention Center, Howard University, numerous

foreign embassies, and a multitude of religious institutions.

Connectivity in the east-west direction is limited by Rock Creek Park to the west along the northern

portion of the study area. The major east-west routes are K Street, Massachusetts Avenue, Rhode Island

Avenue NW, U Street, Columbia Road, and Military Road NW, each having direct access to the west


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through Rock Creek Park or south of the Park boundary. Neighborhoods that lie along the eastern edge

of Rock Creek Park, such as Crestwood, Mount Pleasant, and Adams Morgan have few points of access

to the west and are generally funneled east to the 16th Street Corridor or beyond.

Transportation Context

The study area includes multiple facilities that provide connectivity in the north-south direction, with

the principal arterials, 16th Street NW and Georgia Avenue/US 29, accommodating a large percentage of

commuters, running continuous from Montgomery County and I-495/Capital Beltway directly into

downtown. The connectivity in the east-west direction however, is severely disrupted by Rock Creek

Park to the west along the northern portion of the study area.

ROADWAY CROSS SECTION

From north to south, the cross section of 16 th Street varies between four lanes with peak hour on-street

parking restrictions (one travel lane per direction during off-peak periods with adjacent on-street

parking), five lanes with on-street parking on one side (two travel lanes per direction), five lanes with a

reversible lane and peak hour on-street parking restrictions (two to three lanes per direction), and six-

lanes with on-street parking (two travel lanes per direction).

TRANSIT ACTIVITY

The study area is served by all five Metro lines at 9 total stations: three Orange and Blue, two Red, and

four Yellow, and Green. The density of Metro stations is highest in the southern portion of the corridor

in and near downtown. The northern 3.5 miles of the corridor study area have limited access to fixed railtransit with the Silver Spring Metro, Silver Spring MARC, and the Takoma Metro stations lying outside of

the project area. DDOT is currently planning streetcar lines that will be constructed in three phases,which will impact the 16 th Street Corridor.

WMATA identifies the 16 th Street, Georgia Avenue/7 th Street, Rhode Island Avenue, and Massachusetts

Avenue corridors as priority bus corridors, meaning that these corridors serve a high volume of bus

passengers and are slated for service improvements designed to enhance bus passenger travel timesand bus reliability. An express limited-stop service along the 16 th Street NW corridor has steadily


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increased transit ridership since it has been deployed. The recent awarding of the TIGER grant for

implementing transit preferential treatments along the bus priority corridor presents an opportunity for

implementing a series of corridor improvements, increasing transit reliability, potentially decreasing

auto trips, and strengthening the relationships between DDOT and WMATA.

PEDESTRIAN ACTIVITY

The Districts Pedestrian Master Plan identifies a number of

high pedestrian deficiency areas within the study area

(areas where a combination of pedestrian facility deficiencies

and high traffic volumes creates pedestrian safety

challenges). These areas include intermittent sections of 16 th

Street NW. Although the southern portion of the study area

has few sidewalk gaps, many gaps in the sidewalk systemoccur throughout the remaining study area, mostly on local

streets, but also on sections of higher-volume streets. The Pedestrian Master Plan identifies that

pedestrian crashes occur in many locations throughout the study area, but particularly at the

intersections of U Street/16 th Street, L Street/Connecticut Avenue, L Street/14 th Street, Calvert

Street/Columbia Road NW, and Georgia Avenue/Florida Avenue. 16 th Street NW and a section of New

Hampshire Avenue are identified as a Priority Pedestrian Corridor, and the Pedestrian Master Plan

describes a comprehensive set of proposed pedestrian improvements for these streets. In addition, New

Hampshire Avenue has received focus from the Districts Great Streets planning effort, while the 16 th

Street NW corridor received substantial focus from the Columbia Heights/Mount Pleasant

Transportation Study.

BICYCLE ACTIVITY

Neighborhoods within the study area including Mount Pleasant, Adams Morgan, and Columbia Heights

experience some of the highest percentage bicycle-commute trips in the District. This level of bicycle

activity is attributed to the north-south directness and proximity of the study area to downtown and theexisting bicycle facilities and signed routes on 14 th Street NW, 13 th Street NW, Massachusetts Avenue

NW, Rhode Island Avenue NW, R Street NW, and the Rock Creek Park Trail (as documented in the

Districts Bicycle Master Plan ). The Bicycle Master Plan calls for future bicycle lanes, on-road separated

bicycle facilities, and multi-use trails at many locations within the study area. While 16 th Street NW is not

identified as a primary bike route, bike activity is present. Additionally, a substantial number of bicycle


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crashes in the District occurred in the 16 th Street Corridor project area, particularly in the southern

portion near downtown.

Project Scope

The 16 th Street NW corridor project identified and evaluated potential solutions and outlines an

implementation plan for improving the safety and mobility along the corridor. Solution sets that balance

the needs of all modes and improve the livability for residents in the are presented in this report this

report. Contents of this report include the following:

Related Studies and Corridor Context,

Existing conditions,

Purposes and Needs,

Alternatives Development,

Preferred Alternative,

Implementation plan, and

Coordination Activities.

Project Objectives and Goals

To ensure success of the project, the project team outlined goals that would guide the projects

alternatives development. The primary broad goals of the 16 th Street project are to:

1. Develop a progressive and balanced approach to the operations of 16 th StreetNW,

2. Explicitly encourage the use of mass transit through service enhancements andefficiencies,

3. Improve safety, mobility, and quality of life, especially for the most vulnerableroadway users including pedestrians, bicyclists, children, and senior citizens.

To best accomplish these goals and identify strengths and challenges within the study area, the project

team identified specific objectives that would be carried out throughout the tasks of the project:

1. Identify key intersections and street segments that require geometric oroperational changes to aid in traffic flow or safety improvements,

2. Devise design drawings and/or management strategies that address mobilityand safety,

3. Explore transit priority techniques, such as transit lanes and bus signal priority,


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4. Use appropriate software to test the impacts of alternatives andrecommendations,

5. Coordinate DDOT and WMATA planning efforts on 16 th Street and establish amodel for other similar corridor work,

6. And, develop an implementation plan for the preferred alternative.

The above goals and objectives guided the alternatives development process, as discussed insubsequent sections of this report.

Summary of Recommendations and Next Steps

The following provides a summary of the recommendations and next steps outlined as a result of this

report:

The analysis recommends short -term safety improvements for key intersections, The evaluation of corridorlevel alternatives recommends Peak hour bus -only lane fromMaryland Avenue to H Street NW.

Further environmental action is required under NEPA for the peak hour bus -only lanes, The peak -hour, bus -only lanes require further evaluation and confirmation of goals through the

Districts large scale planning efforts.


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Section 2 Project Purposeand Needs


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10 April 2013

Purpose

The 16 th Street NW corridor is already nearing vehicular capacity, and additional congestion and delay is

anticipated on the corridor in the coming years. This means operational strategies that balance mobility

and safety needs are imperative to the functionality of the corridor. The purpose of this project is to

identify and address safety concerns, optimize operations by prioritizing transit, and improve the quality

of life for residents in the area. The project focuses on the operations and safety along the 16 th Street

NW corridor; however the project limits follow these general boundaries: Eastern Avenue to the north,

H Street to the South, Georgia Avenue to the East, Beach Drive / Rock Creek Parkway to the West.

Study Needs

With the rising demand on the corridor, DDOT sought to identify intersection and corridor level

improvements that would meet peak direction and peak demand. The goal of the project is to develop

alternatives that could improve facilities for other modes while maintaining traffic operations. While the

study limits outlined above were considered, the core of the operations and safety analysis focused on

16 th Street NW from U Street to Arkansas Avenue. Higher level analysis of the various cross sections and

operations indicated that this section was a core piece of the study area. This section of 16 th Street NW

contains all three cross section types: raised median, reversible lane and 4-lane through lanes.

The development of preferred alternatives included identifying safety and facility needs for pedestrians

and bicyclists along the corridor. The project also identified intersection-level improvement for

pedestrian and bicycle comfort as well as traffic operations.

Crash data was pivotal in highlighting safety concerns and opportunities for each of the alternatives.

Safety data assessed the safety impacts of the reversible lane as well as safety opportunities for each

alternative.

Finally, the project sought to ensure all modifications would not impede neighborhood connectivity or

drastically alter character of neighborhood. The development of the alternatives strived to ensure all

recommended improvements enhanced neighborhood livability.


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Evaluation Criteria

An evaluation based on safety, mobility, community and feasibility was used to help understand the

impacts of potential alternatives. The safety and mobility categories evaluated the impacts of the

alternative on each mode, while the community and feasibility criteria evaluated the impacts on the

character of the area and whether construction and maintenance was realistic. d provides a

summary of each category and sub category for the evaluation criteria.

Table 1. Evaluation Criteria for Breakout Projects

Category (in bold)/ SubCriteria

Description

Safety Safe Passages are the top priority for DDOT as described in the DDOT Action Agenda.The goal is to work towards zero transportation-related fatalities and to annually

reduce injuries by 10%. As the modes most susceptible to injuries and fatalities,protection ought to be in place for bicycles and pedestrians.

Pedestrians Many aspects of the built environment along the corridor impact pedestrian safety.Factors that impact pedestrian safety as identified in the HSM 1includesegment type,operating speed, lighting, traffic volume, median width, and barriers.

Transit The safety of transit vehicles is a function of the level of friction with other users,particularly in the curbside through lane where transit vehicles mostly travel, and thenumber of maneuvers required for transit vehicles.

Automobiles Considerations for automobile safety include the presence and types of conflicts andrequired maneuvers for weaving, merging, and diverging. The HSM provides anapproach for evaluating roadway safety based on crash modification factors (CMFs)for treatments such as presence of left-turn lanes, on street parking, and medianwidth to enable a relative comparison across different alternatives.


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Category (in bold)/ SubCriteria

Description

Mobility for All Modes Mobility for all modes is an outcome of the Sustainable Living element of theDDOT Action Agenda. Sustainable Living speaks to the importance of effectivelyusing the existing transportation infrastructure and being cautious with planningdecisions that will influence mode choice among users. To the extent possible,walking should be prioritized for short (


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Section 3 Related Studies andCorridor Context


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Introduction

A number of transportation projects and studies have been undertaken within the study area in recent

years, each with a unique geographic scope and focus. The previous studies and documents provide

recommendations ranging from policies to

location-specific improvements. For example, the

DC Transportation Vision Plan is a high-level

policy document that identifies issues, goals,

performance measures, and tools but does not

address specific problem areas. The Districts

Pedestrian and Bicycle Master Plans identify

mode-specific issues by location within the study

area but do not address specific solutions,and the

Columbia Heights/Mount Pleasant Transportation

Study provides the greatest level of detail and

identifies site-specific solutions but only covers a limited portion of study area.

This report synthesizes findings and recommendations from multiple reports to develop a

comprehensive understanding of transportation needs and opportunities for improvement for the

entire study area across all modes.

Documents reviewed and summarized include the following:

DC Transit Alternatives Analysis

WMATA Priority Corridor NetworkStudy

Columbia Heights Transportation Study

Mount Pleasant Transportation Study

14th Street Transportation andStreetscape Study

15th Street NW Reconfiguration

K Street Centerway EA and PreliminaryEngineering

DC Transportation Vision Plan

Bicycle Master Plan

Pedestrian Master Plan

WMCOG Vision Plan

District of Columbia Strategic HighwaySafety Plan

WMATA Regional Bus Study

WMATA Guidelines for the Design andPlacement of Transit Stops

District of Columbia Transit FutureAlternatives Analysis

Zoning maps


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April 2013 15

Figure 2 illustrates the areas covered by the above studies, with the exception of those that cover the

entire District of Columbia or the DC-MD-VA metro region. The area between M Street and Piney Branch

Parkway is the most heavily studied; while there have been limited studies in other parts of the corridor.

There have been few attempts to study the entire 16th Street corridor from a complete streets

perspective. Although many previous studies have considered all or part of 16th Street, there is a need

to synthesize the information provided by these studies and identify a cohesive set of solutions that can

be readily implemented.

Recommendations from Previous Studies

Recommendations are often replicated in multiple studies, especially when the study areas overlap. The

following table identifies the issues that exist on the 16 th Street corridor and how frequently each has

been identified. The matrix lists the recommendations that were found during the literature review by

mode and indicates which studies are associated with that recommendation. The solid circle indicatesthat the recommendation was specifically stated in the study, and the hollow circle indicates that the

general recommendations of the study provide implied support for a specific recommendation.

Table 2. Previous Project and Studies Recommendation SummaryTRAFFIC /PARKING

TRANSITPEDESTRIAN

/ BICYCLE

14 th St Transportation and Streetscape 15 th St Re-configuration 16 th St Metrobus Line Bicycle and Pedestrian Plan for National Capitol Brightwood Transportation Study Columbia Heights / Mt. Pleasant Study DC Bicycle Master Plan DC Neighborhood Circulation DC Pedestrian Master Plan DC Strategic Highway Safety Plan DC Transit Improvements DDOT Action Agenda

K Street Transitway Mount Pleasant Transportation Study TBP Vision 1998 WMATA Guidelines for Transit Stops WMATA Priority Corridor Study WMATA Regional Bus Study

- Recommendation made - Recommendation supported in principle


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35/120

16th St

13th StR St

KSt

B e a c

h D r

QSt

14th St

Georg ia A ve

5th St

M S

t

1st St

11th St

I S t

15th St

P S t

I r v i n g S t

18th St

U S

t

9th St

B l a i r R d

C o n n e c

t i c u t A v

e

7th St

6th St

P a r k

R d

3rd St

M i l i t a r y

R d

4 t h S t

O r e go n Av e

Aspen St

C o l u m b i a R d

LSt

North Capitol St

U p s h u r S t

12th St

K a n s a s A v e

21st St

22nd St

K e n n e d y S t

1 9th St

K l i n g l e R d

K a l m i a R d

U t a h A

v e

K e n y o

n S t

P o r t e r S t

P a r k P l

20th St F l o r i d a A v e

T i l d e n S t

H a r v a r d

S t

C a l v e r t S t

C o l o r a d o A v e

B r y a n t S t

A l a s k a A v e

T S t

28 th St

B r o a d B

r a n c h R

d

A r k a n s a s A v e

10th St

30 th St

I o w a A

v e

B l a g d e n A v e

N e w J e r s e y

A v e

R h o d e

I s l a n d A v e

I l l i n o i s

A v eS he rma n A ve

L i n

n e a n

A v e

P i n e y B r a n c h R d

23rd St

W a r d e r S t

S p r i n

g R d

W e s t e r n A v e

E a s t e

r n A v

e

EuclidSt

N e b r a s k a A v e

24th St

N e w

Y o r k A v e

R o c k C r e e k & P o t o m a c P k y

C a t h

e d r a l A

v e

M i c h i g a n A v e

R o c k C r e e k C h u r c h

R d

ButternutSt

P o r t a l D r

P i n e y B

r a n c h P k y

C h e s t n u t

S t

M o r r o w

D r

W is co ns in Av e

M a s s a c h u s e t t s A v e

C l e v e l

a n d A

v e

L o c u s t R d

M a c o m

b S t

W e b s t e r S t

AlbemarleSt

M o n r o e S

t

W a t e r

s i d e D

r

W e s t B e

a c h D r

Decatur St

h St

d St

e r s t a t e

6 6

P e n n s y l v a

n i a A v

e

27 th St

B a r r y P l

N e w H a m p s h i r e A v e

M o u n t P l e

a s a n t S t

A d a m s M i l l R d

V e r m o n t A v e

C e d a r S t

M i s s o u r i A v e

L a u r e l S t

W a lbr idge P l

M t V e r n o n

P l

G r a n t C i r

M a s s a c h u s e t t s

A v e

R h o d e I s l a n d A v

e

E a s t e

r n A v

e

N e w H a m p s h i r e A v e

3rd St

KSt

10th St

5 t h S t

17th St

5th St

5 t h S t

d St

North Capitol St E a s t

e r n A v e

V e r m o n t A v e

14th St

M i s

s o u r i A

v e

14th St

M a s s

a c h u

s e t t s

A v e

P a r k R d

N e w

Y o r k A v e

QSt

I S t

13th St

5th St

K e n n e

d y

S t

R S

t

K S

t

F l o r i d a A v e

E u c l i d S t

LSt

North Ca pi to l S t

ISt

ISt

F l o r i d

a A v

e

K a n s a s A v e

P S t

PSt

H a r v a r d

S t

7 t h S t

4th St

M St

E u c l i d S t

Street CenterlinesInterstate

Principal Arterial

Minor Arterial

Collector

Local

Study Areas14th Street Multimodal Transportation and Streetscape Design Study

15h Street Reconfiguration

DC Pedestrian Master Plan

16th Street Metrobus Line

Brightwood Transportation Study

Columbia Heights/Mount Pleasant Transportation Study

DC Neighborhood Circulation Study

K Street Transitway

Mount Pleasant Transportation Study

WMATA Priority Corridor Network Studyojfile\11066- 16thStreet NW Corridor Study\gis\MapTemplate\CorridorOverview_11x17_1100scale.mxd

0 1,100 2,200550Feet

. ProjectedStateplaneCoordinateSystem:MarylandFIPS 1900

BaseData Source: DCGIS

NoWarranties of any sort,including accuracy,fitnessormerchantabilityaccompanythis product.

Figure #: Corridor Overview K Street to Eastern Ave

1 inch = 2,167 feet

Literature Review


Regional Location of

Corridor


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April 2013 17

As indicated in Table 2, there is substantial overlap between recommendations in the previous studies.

However, none of the studies cover a comprehensive evaluation of the challenges and opportunities the

16th Street NW corridor faces. Many recommendations from the above studies pertain to areas on or

around the 16th Street NW Corridor. The following major themes summarize the findings of many of the

previous studies:

Several geometrically complex intersections along the corridor call for reconfiguration and

face operational issues. These intersections include:

o 16 th Street NW/Columbia Road/Harvard Street o 16 th Street NW/15 th Street/Irving Street o 16 th Street NW/Park Road/Pine Street o 16 th Street NW/U Street/New Hampshire Avenue

Elimination or modification of the reversible lane.

General improvements to pedestrian facilities and specific improvements to intersectionsidentified as unsafe for pedestrians as identified by the Districts Pedestrian Master Plan.

Maintenance of pavement markings, signs and signal heads.

Addition of bicycle facilities.

Evaluation and improvement of bus stop placement and amenities.

Evaluation of need for increased transit service in the peak hours.

The themes and recommendations from previous studies are consistent and many overlap each other.

Based on the above findings, the project team identified seven breakout projects to focus theoperations analysis. These breakout projects included:

Breakout Project #1: Reversible Lane Segment

Breakout Project #2: 16 th Street NW/Columbia Road NW/Harvard Road NW

Breakout Project #3: 16 th Street NW/15 th Street NW/Irving Street

Breakout Project #4: 16 th Street NW/Park Road

Breakout Project #5: 16 th Street NW/Arkansas Avenue

Breakout Project #6: 16th

Street NW/Colorado Avenue/Blagden Avenue Breakout project #7: North End Parking

Each of these breakout projects is located within a 1.5 mile subsection of 16 th Street NW between U

Street and Arkansas Avenue. The operations analysis for the project focuses on the corridor within this

subsection. Table 3 provides a summary of the breakout project descriptions and Figure 3 provides a

map of the break out project locations.


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1April 2013

Table 3. Summary of Break -Out Project Descriptions

Reference Name Description

Modal Issue Addressed

Auto Transit Peds Bicycles

S a f e t y

O p e r a t i o n s

C i r c u l a t i o n

T r a f

f i c C a

l m i n g

P a r k i n g

C a p a c i t y

Q u a

l i t y o f S e r v i c e

S t o p s / W a i t i n g A r e a s

S a f e t y

F a c i

l i t y C o n t i n u i t y

S a f e t y

C r o s s i n g s

F a c i

l i t y C o n t i n u i t y

1

R e v e r s i b

l e L a n e

S e g m e n t

The objective this breakout project is to conduct a detailed operational analysis of alternative typical sections for this section of thecorridor. Concerns have been documented in previous studies about the reversible lane and more specifically, whether or not that spacecould be better used as a transit lane, on-street parking or for boulevard medians. The impact of the addition of a northbound left turnlane onto Park Road will be incorporated in the evaluation. The outcome of this project will influence the other intersection projects inthis corridor (#2-5).

X X X X X X X X

2

C o l u m

b i a -

H a r v a r d

The objective of this breakout project is to develop alternative concepts that normalize intersection geometry, reduce pavement area

and improve users comfort and safety. The breakout project will evaluate how these intersections jointly function for autos, bicycles,pedestrians and transit. The combined operations at these four intersections are interrelated due to the proximity to one another andirregular geometric elements resulting from skewed approaches.

X X X X X X x

3

1 5 t h

/ 1 6 t

h

/ I r v i n g This project addresses the joint intersection of 15th Street, 16th Street and Irving Street. There are deficiencies related to lane balance,

merging movements, pedestrian signal timing (between both intersections), on-street parking on Irving Street and bus stop waitingareas. Alternative design concepts will be developed and evaluated to address deficiencies within the current ROW.

X X X X X X x

4

P a r k R o a d The northbound left turn onto Park Road is currently accommodated with a right hand diverge that makes a jug-handle turn, although

DDOT has plans to implement a separate left-turn lane at this location. The diverging turn creates a queuing issue on the westboundapproach of Park Road. Additionally, there are opportunities to improve the pedestrian crossing of Pine Street which is currently alengthy crossing at a shallow angle.

X X X x

5

A r k a n s a s A v e n u e

The intersection of 16th Street and Arkansas Avenue has a high-speed downhill right turn movement creating an uncomfortable andpotentially unsafe pedestrian crossing. A popular pedestrian route, indicated by a well beaten foot path in the grass, is not served bysidewalks on the south side of Arkansas. The safety concerns for pedestrians are exacerbated by limited sight distance for approachingright-turning vehicles for crossing pedestrians.

X X X X X X

6

B l a g

d e n / C o

l o r a

d o

This project will assess what measures can be used to discourage cut-through traffic by using traffic calming treatments. Instead of making a dog-leg maneuver through two signals, motorists continue southwest on Colorado Avenue and then get onto Blagden Avenueby making the two turns in a residential neighborhood.

X X

7

N o r t h E n

d P a r k i n g

Local residents have indicated a desire to restrict parking during the weekend due to congestion along the corridor yet there is a highdemand for parking at certain of the weekend particularly related to church activity. This project will qualitatively assess the parkingdemand and availability on the north end of the 16th Street corridor and evaluate the feasibility of making adjustments to the parkingrestrictions.

X X


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16TH ST

14TH ST

13TH ST

K A L M I A R D

C O L O R A D O A V E

B E A C H D R

M I L I T A R Y R D

A L A S K A A V E E A

S T E R

N A V

E

ASPEN ST

I O W A A

V E

P O R T A L D R

B L A G D E N A V E M O R R O W D R

L O C U S T R D

K E N N E D Y S T

DECATUR ST

VAN BUREN ST

N O R T H P O R T A L D R

C R I T T E N D E N S T

1 7 T H

S T

B E A C

H D R

4TH ST

14TH ST

13TH ST

IRIS ST

JUNIPER ST

M A I N D R

J O Y C E R D

1 7 T H S

T

L U Z O N A V E

J O N Q U I L S T

BUCHANAN ST

FLORALST

MADISON ST

P I N E Y B R A N C H R D

GALLATIN ST

L E E

G A T

E R D

M I S S O U R I A V E

MONTAGUE ST

HEMLOCK ST

EMERSON ST

LONGFELLOW ST

HAMILTON ST

GERANIUM ST

SOMERSET PL

DAHLIAST

R E D W O O D T E R

O R C H I D S T

UNDERWOOD ST

DELAFIELD PL

FERN ST

INGRAHAM ST

R I T T E N H O U S E S T

T U C K E R M A N S T

1 3 T H P L

M A N

C H E S

T E R L N

A S P E N D R

F O R T S T E V E N S

D R

S H E R R I L L D R

B L A G D E N T E R

C O L O R A D O A V E

H O L L Y

S T

M Y R T L E S

T

FARRAGUTST

S Y C AM O R E S

JEFFERSON ST

R O X A N N A R D

WHITTIER ST

N O R T H G A T E R D

P R I M

R O S E

R D

TEWKESBURYPL

P O P L A R L N

1 5 T H P L

15TH ST

G Y L E T E R

K E N N

E D Y P L

1 4 T H P L

O G L E T H O R P E S T

R O S S D R

WHITTIER PL

15TH ST

H ST

HOLLY ST

M A D I S O N

S T

13TH PL

13TH ST

P R I M R O S E R D

17 T H ST

R O X A

N N A R

D

Legend

Study Roadway

Street Centerlines

Interstate

Principal Arterial

Minor Arterial

Collector

Local

e\11066 - 16thStreet NW Corridor Study\gis\Map Figures\DataCollectionPlan_C orridorOverview_11x17_1100scale.mxd

0 1,100 2,200550Feet

. Projected StateplaneCoordinate System:

Maryland FIPS 1900Base Data Source:DC GIS

No Warrantes of any sort, including accuracy, tness or merchantabilityaccompanythis product.

Corridor Project Lo catonsK Street to Eastern Avenue

1 inch = 1,100 feet

Regional Loca ton of

Corridor

16TH ST

14TH ST

15TH ST

I ST

18TH ST

LST

K ST

RST

Q STP

ST

UST

P A R K

R D

C O L U M B I A

R D

A R K A N S A S A V E

N E W H A M P S H I R E A V E

F L O R I D A A V E

S P R I N G

R D

H A R V A R D S T

P I N E Y B R A N C

H P K Y

C O N N

E C T I C U

T A V E

B L A G D E

F U L L E R S T

M O U N T P

L E A S A N T

S T

17TH ST

V E R M O N T A V E

M O N R O E S T E

U C L I D S T

17TH ST

14TH ST

E U C L I D S T

M ST

H A R V A R D S T

15TH ST

E U C L I D S T

TST

S ST

V ST

17 TH ST

W ST

15TH ST N E

W T O

N S T

CORCORAN ST

18TH ST

O S

TWEBSTER ST

BUCHANAN ST

O N T A R IO R D

L A N I E R P L

UPSHUR ST

HOLMEAD PL

A R G Y L E T E R

O G D E

N S T

SHEPHERD ST

H O B A R T S T

S W A N N S T

M E R

I D I A N P L

P E R R Y

P L

C H A M P L A I N

S T

H IA T T P L

CHURCH ST

C H A P I N S T

O T I S

P L

B R O W N S T

M O Z A R T P L

S U M M I T

P L

S P R I N G P L

O A K S T

G I R A R D

S T

B E L M O N T S T

RIGGS ST

RANDOLPH ST

C L I F T O N S T

C R E S C E N T P L

M OUNT PL EASA NT ST

K A L O R A M

A R D

Q U I N C Y S T

D E

S A L E S

S T

B E E K

M A N

P L

FAIRMONT ST

I N G L

E S I D

E T E

R

Q U A R R Y

R D

C RE S TW O OD D R

O A K W O O D T E R

C L I F T O N S T

B E L M O N T S

T

SWANN ST

N ST

G I R A R D S T

BELMONT ST O

T I S P L

M O N R O

E S T

17TH ST

O A K S T

SHEPHERD ST

TAYLOR ST

1 7 T H S T

18 T H S T

O N T A

R I O

R D

CHURCH ST

Breakout Project Locatons


DECEMBER 3, 2010

6

2 3 4 51

Breakout Project Locations

3

1 2

(1) Reversible Lane Segment (4) Park Road(2) Columbia-Harvard Intersection (5) Arkansas Avenue(3) 15th/16th/ Irving Street (6) Blagden-Colorado

Coordination Efforts(1) U Street Reconstruction(2) Spring Place HAWK(3) Walter Reed BRAC Relocation(4) Parking Consistency Along Corridor (Not Shown)


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Section 4 Existing Conditions


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April 2013 21

Introduction

As outlined in the previous section, the focus of the operations analysis is on the subset area between

Arkansas Avenue and U Street. due to the complexity of the challenges and areas this corridor traverses

and the location of breakout projects identified from previous studies, the existing conditions analysis

contained in this report focuses on the 16 th Street NW Corridor from U Street to Arkansas Avenue as a

representative sub-section of the whole corridor.

Breakout Project #1: Reversible Lane Segment

Breakout Project #2: 16 th Street NW/Columbia Road NW/Harvard Road NW

Breakout Project #3: 16 th Street NW/15 th Street NW/Irving Street

Breakout Project #4: 16 th Street NW/Park Road

Breakout Project #5: 16 th Street NW/Arkansas Avenue

Breakout Project #6: 16 th Street NW/Colorado Avenue/Blagden Avenue

Breakout project #7: North End Parking

Roadway Cross Section

The cross section of 16th Street varies between four lanes with peak hour on-street parking restrictions

(one travel lane per direction during off-peak periods with adjacent on-street parking), five lanes with

on-street parking on one side (two travel lanes per direction), five lanes with a reversible lane and peak

hour on-street parking restrictions (two to three lanes per direction), and six-lanes with on-street

parking (two travel lanes per direction).


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16TH ST

B E A C

H D R

1 3 T H

S T

1 4 T H

S T

P A R K R

D

M I L I T A

R Y R D

I R V I N G S T

W I S E R D

1 5 T H

S T

B L A G

D E N

A V E

C O L U

M B I A

R D

C O L O

R A D O

A V E

A R K A

N S A S

A V E

A L A S

K A A V E

C A L V E R T S T

A S P E N S T

I O W A A

V E

S P R I N G R D

U P S H U R S T

M O R R O W

D R

K L I N G L E R D

H A R V A R D S T

K E N N E D Y S T

V A N B U R E N S T

D E C A T U R S T

C A T

H E D

R A

L A V

E

A D A M

S M I L L

R D

C R I T T E N D E N S T

M O

U N T P L E

A S A

N T S

T

K E N Y O N S T

E U C LID S T

1 7 T

H S T

A D A M

S M I L

L R D

H A R V A R D S T

1 4 T H

S T

H:\projfile\11066 - 16th Street N W Corridor Study\gis\Map Figures\Figure4_LitReview_StudyAreas_11x17_2200scale.mxd

.3

4

Data collected between September 27 and October 3, 2010.

2

Full Corridor Overview of Cross Sections:K Street to Eastern Ave

Projected StateplaneCoordinate System: Maryland FIPS 1900Base Data Source: DC GIS

No Warranties of any sort, including accuracy, fitness or merchantabilityacco

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