4927 Walker NY Avenue TIS (Text and Figures) Revised

8/7/2019 4927 Walker NY Avenue TIS (Text and Figures) Revised

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Transportation Impact Study forSquare 4268 Retail DevelopmentWashington, D.C.

Submitted on behalf of:

WV Urban Developments, LLC

Prepared by:Wells + Associates, Inc.


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Transportation Impact Study forSquare 4268 Retail Development

Washington, D.C.

TABLE

OF

CONTENTS

PAGE

Section 1

INTRODUCTION __________________________________________________________________________1

OVERVIEW .................................................................................................................................................................................... 1STUDY SCOPE ............................................................................................................................................................................... 1

Overview............................................................................................................................................................................. 1Study Area........................................................................................................................................................................... 1Study Objectives and Methodology............................................................................................................................... 1

CONCLUSIONS AND RECOMMENDATIONS ............................................................................................................................... 2

Section 2

BACKGROUND INFORMATION____________________________________________________________3

LAND USE ..................................................................................................................................................................................... 3TRANSPORTATION FACILITIES..................................................................................................................................................... 3

Roadway Network .................. .................. .................. .................. .................. .................. ............ .................. ................. . 3New York Avenue Corridor Study ............... .................. .................. ................. .................. ............. .................. .......... 4Public Transportation Facilities and Services............................................................................................................... 4Pedestrian Accommodations .......................................................................................................................................... 5Bicycle Accommodations................................................................................................................................................. 5

Section 3

EXISTING CONDITIONS ANALYSIS________________________________________________________6

TRAFFIC VOLUMES........................................................................................................................................................................ 6OPERATIONAL ANALYSIS............................................................................................................................................................. 6

Table 3-1: Level of Service Summary........................................................................................................................ 7

Section 4

FUTURE BACKGROUND CONDITIONS __________________________________________________ 11TRANSPORTATION FACILITIES................ .................. ................. .................. ................. .................. .................. .......... ............... 11TRAFFIC VOLUMES............... .................. .................. ................. .................. ................. .................. .......... .................. ................. 11OPERATIONAL ANALYSIS................ ................. .................. ................. .................. .................. ................. ........... ................. ...... 11

Section 5SITE ANALYSIS__________________________________________________________________________ 12

OVERVIEW ................ .................. .................. ................. .................. ................. .................. ........... ................. .................. .......... 12SITE ACCESS................. .................. ................. .................. .................. ................. .................. .......... .................. .................. ....... 12TRIP GENERATION ANALYSIS................. .................. ................. .................. ................. .................. .................. .......... ............... 12

Overview............. .................. .................. .................. .................. .................. .............. ................. .................. .................. . 12Total Trips....................... .................. .................. .................. .................. .................. ........... ................. .................. .......... 12

Table 5-1: Trip Generation Summary................. ................. .................. ................. .................. .................. ............ 13Internal Trips .................. .................. .................. .................. .................. .................. ........... ................. .................. .......... 14External Trips................. .................. .................. .................. .................. .................. ........... ................. .................. .......... 14Pass-by Trips........... .................. .................. .................. .................. .................. ........... ................. ................. .................. . 14New External Vehicle Trips 14


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Washington, D.C.

TABLE OF CONTENTS (CONTINUED) PAGE

Section 6TOTAL FUTURE CONDITIONS __________________________________________________________ 17

TOTAL FUTURE TRAFFIC FORECASTS....................................................................................................................................... 17PROPORTIONAL IMPACT ANALYSIS .......................................................................................................................................... 17

Table 6-1: Proportional Impact Analysis ................................................................................................................. 17TRAFFIC SIGNAL WARRANT EVALUATION.............................................................................................................................. 17OPERATIONAL ANALYSIS .......................................................................................................................................................... 17

QUEUE ANALYSIS ...................................................................................................................................................................... 18Table 6-2: 95th Percentile Queue Summary Total Future Conditions with Improvements ................................. 19

Section 7CONCLUSIONS AND RECOMMENDATIONS _____________________________________________ 20

REFERENCES 22


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Washington, D.C.

LIST OF FIGURES

FIGURE TITLE

1-1 Site Location1-2 Proposed Site Plan

2-1 Existing Lane Use and Traffic Control

2-2 Pedestrian Activity, Deficiency, and Injuries2-3 Proposed Bicycle Facilities Map

3-1 Baseline Vehicular Peak Hour Traffic Volumes3-2 Pedestrian Peak Hour Volumes

4-1 2013 Background Peak Hour Traffic Forecasts

5-1 New Peak Hour External Site Trip Distributions and Assignments5-2 Pass-by Peak Hour External Site Trip Distributions and Assignments

5-3 Total Peak Hour External Site Trip Assignments5-4 Proposed Loading Areas5-5 Proposed Truck Circulation5-6 Proposed Pedestrian Circulation

6-1 2013 Total Future Peak Hour Traffic Forecasts6-2 Future Lane Use and Traffic Control


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Washington, D.C.

LIST OF APPENDICES

APPENDIX TITLE

A Traffic Count DataB Traffic Signal TimingsC Level of Service DescriptionsD Capacity Analyses for Existing Conditions

E Capacity Analyses for 2013 Background ConditionsF Trip Generation CalculationsG Peak Hour Traffic Signal Warrant AnalysisH Capacity Analyses for 2013 Total Future ConditionsI Capacity Analyses for 2013 Total Future Conditions with ImprovementsJ Queue Analyses for 2013 Total Future Conditions with Improvements


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Washington, D.C.Section 1

INTRODUCTION

OVERVIEW

WV Urban Developments, LLC is proposing a399,570 square foot (SF) retail development on a14.75-acre site along New York Avenue in northeastWashington, D.C. The site generally is bounded by

New York Avenue, Bladensburg Road, and MontanaAvenue, as shown on Figure 1-1.

The subject site currently is developed (thoughmany of the uses are unoccupied) and zoned C-M-1(Low Bulk Commercial and Light Manufacturing).The proposed development is permitted as a matterof right in the C-M-1 district.

A Large Tract Review (LTR) application has been

submitted to the Office of Planning for the proposedby-right development. The proposed site plan forthe development is shown on Figure 1-2.

STUDY SCOPE

Overview

In order to assess the impacts of the proposedredevelopment on the surrounding roadwaynetwork, the Applicant commissioned thistransportation impact study.

Study Area

The study area was selected based on thoseintersections that potentially could be affected by the

proposed redevelopment. The followingintersections were selected for detailed analysis:

1. New York Avenue/16th Street,2. New York Avenue/Bladensburg Road,3. New York Avenue/Montana Avenue/

Study Objectives and Methodology

The objectives of this study were to: (1) evaluateexisting transportation conditions, (2) evaluatefuture (2013) transportation conditions with andwithout the proposed redevelopment, and (3)identify transportation impacts related to theproposed redevelopment.

Tasks undertaken in this study included thefollowing:

1. A review of development plans and otherbackground materials provided by WV UrbanDevelopments, LLC,

2. A field reconnaissance of the subject site,adjacent properties, surrounding publicroadways, and traffic conditions,

3. Turning movement counts at the studyintersections during typical weekday AM and PMpeak periods,

4. Analyses of existing and projected levels ofservice at the study intersections,

5. Estimation of the number of AM and PM peakhour trips that would be generated by theproposed redevelopment,

6. Identification of traffic operations and/or roadimprovements, if any, required to adequatelyaccommodate total future traffic forecasts, and

7. A review of site access, egress, and on-sitecirculation.


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Washington, D.C.CONCLUSIONS AND RECOMMENDATIONS

The conclusions and recommendations of this studyare as follows:

1. The New York Avenue Corridor currentlycarries a significant volume of regional traffic. Assuch, congestion is present along the Corridorand the intersections along the Corridoroperate at or above capacity under existingconditions. Regional improvements currentlyare required to adequately accommodate theexisting traffic volumes along the Corridor.

2. The New York Avenue Corridor Study1identified potential improvements along theCorridor to facilitate traffic flow and to createcapacity for additional development along theCorridor. Specifically, the study recommendeda single-point urban interchange for the New

York Avenue/ Bladensburg Road intersection.However, at this time, the design of theinterchange is only conceptual and no fundinghas been allocated for further study, preliminarydesign, final design, or construction of thisimprovement.

3. Under background conditions, the level ofcongestion along New York Avenue is expected

to increase as the result of increases in trafficnot associated with the proposedredevelopment.

4. The existing site is developed; however, manybuildings are unoccupied and the property ischaracterized by urban blight.

5. The proposed redevelopment, which wouldinclude 399,570 SF of retail uses, is permitted asa matter-of-right within the sites existing C-M-1zoning district.

6. The proposed redevelopment is anticipated toadd 443 new AM peak hour external vehicletrips and 851 new PM peak hour external

hi l i h di d

7. The new external vehicle trips would be welldispersed to the surrounding roadway networksince six access points, including one signalizeddriveway, are proposed on the three roadwaysbordering the site. This dispersion wouldreduce the impact of the proposed

redevelopment on any one intersection.

8. Along the major off-site study intersections, theproposed redevelopment would account for lessthan ten percent of the total.

9. Optimization of signal timings at the studyintersections would assist in making the mostefficient use of available capacity and would help

offset the impact of the proposedredevelopment.

10. The proposed driveways, including the proposedsignalized driveway on Bladensburg Road, wouldoperate at acceptable levels of service.

11. The proposed signalized driveway onBladensburg Road is projected to operate at

acceptable levels of service. Additionally, thequeues along Bladensburg Road would beaccommodated within the available storageunder the total future conditions. That is, theproposed signalized driveway would not beblocked by queues from adjacent intersectionsand the queues at proposed signalized drivewaywould not block adjacent intersections.

12. Pedestrian crossings would be accommodated atthe proposed signal on Bladensburg Roadfacilitating pedestrians from the residential areasto the southeast. As such, the pedestrian signalat the Bladensburg Road/T Street intersection,as recommended in the Pedestrian Master Plan,may not be needed.


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BACKGROUND INFORMATION

LAND USE

Several industrial and commercial buildings, includingautomobile repair shops, currently occupy the site,though many buildings are no longer occupied. Thearea surrounding the site is comprised primarily ofindustrial and commercial uses. The US NationalArboretum is located immediately east of the site.Additionally, a small number of residences arelocated southeast of the site, off of BladensburgRoad. A larger residential community is locatedfurther south of the site.

The 14.75-acre site currently is zoned C-M-1 (LowBulk Commercial and Light Manufacturing).According to the District of Columbia Municipal

Regulations (DCMR),2 uses permitted as a matter-of-right in the C-1, C-2, C-3, and C-4 districts alsoare permitted as a matter-of-right in the C-M-1district. 3 As such, the proposed development ispermitted as a matter-of-right.

TRANSPORTATION FACILITIES

Roadway Network

Regional access to the site is provided primarily viaI-295, I-395, I-495, and Route 50 (New YorkAvenue). Local site access is facilitated byBladensburg Road, Montana Avenue, West VirginiaAvenue, 16th Street, and 17th Street. A descriptionof roadways in the immediate study area is providedbelow. The existing lane use and traffic control for

each study intersection is shown on Figure 2-1.

New York Avenue is a six-lane divided principalarterial that provides access Route 50 and theBaltimore-Washington Parkway. As such, New YorkAvenue is heavily used by high-speed, long-distancetraffic destined to downtown Washington and

The intersections of New York Avenue with 16thStreet, West Virginia Avenue, Montana Avenue andBladensburg Road are controlled by traffic signals.New York Avenue carries average daily trafficvolumes ranging from 57,000 to 66,500 vehicles perday (vpd)4 in the study area. Curb and gutter arepresent along both sides of the roadway.

Bladensburg Road is a six-lane divided minorarterial. The intersections of Bladensburg Road withNew York Avenue and Montana Avenue arecontrolled by traffic signals. Bladensburg Roadcarries an average daily traffic volume of 15,600 vpdin the study area.5 Curb and gutter is present alongboth sides of the roadway.

Montana Avenue is an undivided collectorroadway. The roadway consists of four travel lanesnorth of New York Avenue. South of New YorkAvenue, the two outside lanes of Montana Avenueare parking lanes, leaving two travel lanes. Theintersections with New York Avenue, West VirginiaAvenue and Bladensburg Road are controlled bytraffic signals. Montana Avenue carries an averagedaily traffic volume of 6,500 vpd6 in the study area.

Curbs are present along both sides of the roadway.

West Virginia Avenue is a four-lane undividedminor arterial. The intersection of West VirginiaAvenue with New York Avenue is controlled by atraffic signal. In the study area, West VirginiaAvenue carries an average daily traffic volume of11,900 vpd.7

16

th

Street is a two-lane local roadway. Theintersection of 16th Street with New York Avenue iscontrolled by a traffic signal.

17th Street is a two-lane local roadway. Theintersection of 17th Street with Montana Avenue isstop-controlled. Parking is permitted on 17th Street,

h f M A d h AM d PM


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Washington, D.C.New York Avenue Corridor Study8

In order to address existing transportation issuesalong the New York Avenue Corridor, DDOTinitiated a study of the New York Avenue Corridorin July 2002. The purpose of the study was todevelop a conceptual plan for the Corridor thatwould:

Provide multimodal transportation, includingautomobiles, public transit, railroad, bicycles and

pedestrians;

Facilitate smooth traffic flow; Ensure an ability to accommodate local and

regional vehicular transportation and transitneeds foreseeable over the next thirty to fiftyyears;

Create capacity for major commercial andresidential development;

Avoid displacement of existing residents orexclusion of income diversity.

Specifically, the study recommended construction ofa new single-point urban interchange (SPUI) at theNew York Avenue/Bladensburg Road intersectionand provided the conceptual design shown below.

Since the studys completion, no funding has beenallocated for further study, design, orimplementation of the improvements recommended.Therefore, it is unknown at this time whether any ofthe improvements will be constructed in the future.

Public Transportation Facilities and Services

The Rhode Island Avenue Brentwood MetroStation, which serves the Red Line, is locatedapproximately one mile from the subject site. Sincethe spring of 2010, the surface parking lot at thestation has been closed to make way for a mixed-usedevelopment that will include a Metro parking garagefor 215 vehicles with additional shared spaceavailable in the residential and retail parking garages.

The New York Avenue Metro Station, which alsoserves the Red Line, is located approximately 1.75miles from the site. Parking is not available at theNew York Avenue Metro Station. Additionally, noKiss-and-Ride area is provided at the New YorkAvenue Metro Station.

Six Metrobus stops are located within a one mileradius of the site; of those, three are located within

a mile radius of the site. These stops are locatedon Bladensburg Road at New York Avenue, 26thStreet, and South Dakota Avenue. Bus stops alsoare located on New York Avenue at 16th Street, onRhode Island Avenue at 18th Street and on MountOlivet Road at Montello Avenue. Bus trips to/fromthe New York Avenue/Bladensburg Road stopoperate only when public school is open and onlyprovide service during off-peak times.

The Bladensburg Road Anacostia Line (MetrobusRoute B2), the Ivy City Franklin Square Line(Metrobus Route D4), the Military Road Crosstown Line (Metrobus Route E2, E3), theSpringarn High School Line (Metrobus Route S41),the Glover Park Federal Triangle Line (MetrobusRoute D1), and Ivy City Dupont Circle Line(Metrobus Route D3) provide bus service in thestudy area.

Route S41 provides service to the nearest MetroStation, the Rhode Island Avenue-BrentwoodStation.

It is anticipated that as redevelopment in the areacc rs b s ser ice c ld be e anded In fact


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Washington, D.C.Pedestrian Accommodations

Within the study area, sidewalks are present alongboth sides of New York Avenue, both sides ofBladensburg Road, both sides of Montana Avenue,and both sides of West Virginia Avenue. Nosidewalks are present along 16th Street and 17thStreet. Pedestrian signals with clearly markedcrosswalks are located at all signalized studyintersections.

The District of Columbia Pedestrian Master Planstrives to make Washington, D.C. safer and morewalkable by improving sidewalks, roadway crossings,and the quality of the pedestrian environment andensuring that the Districts policies and proceduressupport walking.9 The plan provides an overview ofexisting pedestrian conditions, recommends newpedestrian projects and programs, establishesperformance measures, and provides a plan for

implementation through 2018.

The Plan estimates areas of pedestrian activity anddeficiency. Within the site vicinity, New YorkAvenue and Bladensburg Road have moderatepedestrian activity and pedestrian deficiency. Theremaining study roadways have low pedestrianactivity and pedestrian deficiency.

The Plan provides pedestrian crash data for theyears 2000 through 2006. Within the site vicinity,one pedestrian crash has occurred at theBladensburg Road/T Street intersection. Fourteento 20 pedestrian crashes have occurred at each theNew York Avenue/Bladensburg Road intersection.Figure 2-2 summarizes the pedestrian activity andinjuries in the study area.

As part of the Plan, eight priority corridors (one ineach ward) were identified based on areas of heavypedestrian traffic and deficient walking conditions.The priority corridor in Ward 5 is BladensburgRoad, from Benning Road, N.E. to Eastern Avenue,N.E. The priority corridor map for BladensburgRoad recommends the following improvements inthe study area:

Improve or upgrade sidewalks and rampsalong Bladensburg Road;

Install pedestrian countdown heads andpedestrian push buttons at the New YorkAvenue/Bladensburg Road intersection;

Add a pedestrian activated device andcrosswalks at the Bladensburg Road/TStreet intersection; and

Restripe existing crosswalks at theBladensburg Road/ Montana Avenueintersection.

Bicycle Accommodations

The District of Columbia Bicycle Master Plan10 seeksto create a more bicycle-friendly city by establishinghigh quality bicycle facilities and programs that aresafe and convenient. The Plan evaluates existingbicycling facilities, policies, and other bicycle-relatedmatters. It also establishes goals, makesrecommendations for achieving those goals, andpresents an implementation plan.

According to the Master Plan, the Bicycle Level ofService (BLOS) on Bladensburg Road is BLOS Dand the BLOS on New York Avenue is BLOS E.

The Plan recommends new multi-use trails on both

New York Avenue and Bladensburg Road in thevicinity of the site as shown on Figure 2-3.


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EXISTING CONDITIONS ANALYSIS

TRAFFIC VOLUMES

Vehicular turning movement, pedestrian, and bicyclecounts were conducted at the study intersections onTuesday, January 11, 2011 from 7:00 AM to 10:00 AMand on Wednesday, January 19, 2011 from 4:00 PMto 7:00 PM.

The AM and PM peak hours for the study area wereselected based on the peak hours measured at theNew York Avenue/Bladensburg Road intersectionsince it is the major intersection in the study area.The AM peak hour occurred from 8:30 AM to 9:30AM; the PM peak hour occurred from 5:30 PM to6:30 PM.

Existing traffic volumes at the study intersectionswere adjusted slightly to balance with adjacentintersections with some allowance for driveways orroadways located between the intersections.

Baseline vehicular peak hour traffic volumes areshown on Figure 3-1 and pedestrian peak hourvolumes are shown on Figure 3-2. Traffic count dataare included in Appendix A.

OPERATIONAL ANALYSIS

Capacity/level of service (LOS) analyses wereconducted based on the existing lane use and trafficcontrol shown on Figure 2-1, existing vehiculartraffic volumes shown on Figure 3-1, existingpedestrian volumes shown on Figure 3-2 and existingtraffic signal timings (provided by DDOT) shown inAppendix B.

Synchro software (version 7, build 773) was used toevaluate levels of service at each of the studyintersections during the AM and PM peak hours.Synchro is a macroscopic model used to evaluate theeffects of changing intersection geometrics, trafficdemands, traffic control, and/or traffic signal settings

and to optimize traffic signal timings. The levels ofservice reported for the signalized intersectionswere taken from the Highway Capacity Manual200011 (HCM) reports generated by Synchro. Levelsof service descriptions are included in Appendix C.

The Synchro results are presented in Appendix Dand summarized in Table 3-1.

Due to the high volume of traffic that passes throughthe New York Avenue/Bladensburg Road and NewYork Avenue/Montana Avenue intersections, certainapproaches currently operate at or above capacity asshown in Table 3-1.


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Washington, D.C.Table 3-1Level of Service Summary

APPROACHEXISTING CONDITIONS

2013BACKGROUND

CONDITIONS2013TOTAL FUTURE

CONDITIONS

2013TOTAL FUTURECONDITIONS WITH

IMPROVEMENTS

AMPEAK PMPEAK AMPEAK PMPEAK AMPEAK PMPEAK AMPEAK PMPEAK

1. New York Avenue and 16th Street

EB A (2.1) A (6.3) A (2.1) A (7.2) A (2.2) A (7.5) A (2.2) A (7.5)

WB A (5.2) A (5.9) A (5.5) A (6.0) A (5.1) A (3.4) A (5.0) A (3.6)

NB D (42.9) D (49.9) D (42.9) D (49.7) D (42.9) D (49.7) D (42.9) D (49.7)

SB D (41.9) D (41.6) D (41.8) D (39.8) D (41.8) D (41.3) D (41.8) D (41.3)

Overall A (4.7) A (7.8) A (4.9) A (8.6) A (4.6) A (7.4) A (4.6) A (7.4)

2. New York Avenue and Bladensburg Road

EB D (47.3) F (168.1) D (50.7) F (183.6) D (53.4) F (175.9) D (52.6) F (209.7)

WB E (70.4) D (45.3) E (77.8) D (47.1) E (72.9) E (75.2) E (72.9) E (78.6)

NB C (20.8) E (63.9) C (20.8) E (69.9) B (19.7) F (103.2) B (20.0) E (73.7)

SB D (40.9) D (38.8) D (42.3) D (40.0) D (44.6) D (41.9) D (44.6) D (37.5)

Overall E (55.9) F (102.3) E (60.8) F (110.9) E (58.8) F (119.3) E (58.6) F (128.0)

302. Southbound Montana Avenue and Westbound Circle

WB B [11.4] B [13.7] B [11.5] B [12.9] B [11.7] B [13.0] B [11.7] B [13.0]

303. New York Avenue and Montana Avenue Southbound Right

SB B [11.0] A [9.1] B [11.1] A [9.2] B [11.3] A [9.0] B [11.5] A [9.0]

304. New York Avenue and Southbound Montana Avenue

EB B (13.5) C (26.5) B (13.6) C (31.2) B (14.0) C (32.2) B (15.3) C (32.2)

WB A (1.0) A (0.4) A (1.1) A (0.3) A (1.7) A (1.3) A (1.9) A (2.0)

SB F (105.1) F (483.1) F (111.9) F (539.7) F (130.0) F (542.5) F (92.9) F (542.5)

Overall C (21.7) F (109.7) C (22.9) F (126.3) C (26.7) F (122.9) C (20.9) F (123.1)

[23.3] = unsignalized intersection control delay in veh/sec(23.3) = signalized intersection control delay in veh/sec

7


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Washington, D.C.Table 3-1 (continued)Level of Service Summary


2013BACKGROUND


CONDITIONS


IMPROVEMENTS


306. Northbound West Virginia Avenue and Eastbound Circle

EB E (60.6) D (52.7) E (62.8) D (52.7) E (62.8) D (54.3) E (62.8) D (54.3)

SB A (2.9) A (7.0) A (3.0) A (6.9) A (3.6) A (9.0) A (3.4) A (9.0)

Overall D (45.6) D (43.4) D (47.4) D (43.0) D (42.0) D (38.8) D (41.9) D (38.8)

308. Northbound Montana Avenue and Eastbound Circle

EB A (2.7) A (3.3) A (2.7) A (3.9) A (1.8) A (3.3) A (1.9) A (3.5)

NB D (51.3) E (61.5) D (51.6) E (67.9) E (60.5) F (440.5) D (48.9) D (54.1)

Overall C (23.2) B (15.9) C (23.3) B (19.0) C (31.6) F (190.9) C (25.7) C (25.2)

309. New York Avenue and Montana Avenue Northbound Right

NBR B [10.2] F [86.6] B [10.3] F [108.7] B [10.3] F [92.4] B [10.3] F [92.4]

310. New York Avenue and Northbound Montana Avenue

EB A (4.1) B (14.6) A (4.2) D (35.1) A (4.1) D (47.3) A (4.4) D (47.3)

WB B (14.0) C (24.8) B (14.5) C (24.5) B (14.7) C (24.1) B (14.7) C (24.4)

NB C (29.7) D (38.1) C (29.8) D (37.3) C (27.6) D (52.7) C (27.6) C (25.7)

Overall B (12.6) C (20.1) B (12.9) C (32.1) B (13.1) D (41.6) B (13.0) D (37.4)

311. Northbound Montana Avenue and Westbound Circle

WB B [13.1] B [11.1] B [13.3] B [11.5] B [13.5] C [15.0] B [13.5] C [15.0]

NB A [0.0] A [0.3] A [0.0] A [0.3] A [0.0] A [0.3] A [0.0] A [0.3]

4. Montana Avenue and 17th Street and Existing Driveway/Proposed Access

EB A [0.0] A [0.0] A [0.0] A [0.1] A [1.2] A [2.0] A [1.2] A [2.0]

WB A [5.5] A [2.1] A [5.5] A [2.1] A [5.2] A [1.4] A [5.2] A [1.4]

NB B [10.7] B [11.2] B [10.7] B [11.0] C [19.7] C [22.5] C [19.7] C [22.5]

SB A [0.0] A [0.0] A [0.0] A [0.0] C [19.5] C [19.2] C [19.5] C [19.2]


8


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Washington, D.C.Table 3-1Level of Service Summary


2013BACKGROUND


CONDITIONS


IMPROVEMENTS


5. Montana Avenue and Bladensburg Road

EB B (17.1) C (24.3) B (16.9) C (23.2) E (57.8) D (48.6) D (51.9) D (48.6)

WB C (28.7) C (22.1) C (28.7) C (22.7) C (28.7) C (34.9) C (27.9) C (34.9)

NB A (7.5) A (8.7) A (7.5) A (8.9) A (7.9) B (11.4) A (8.4) B (11.4)

SB D (42.6) C (22.4) D (42.2) C (22.6) C (20.0) B (16.6) C (21.4) B (15.3)

Overall C (29.5) B (15.1) C (29.2) B (15.1) B (19.0) B (18.3) B (19.6) B (17.9)

6. Bladensburg Road and T Street and Existing Driveway/Proposed Access

EB D [29.1] A [9.6] D [29.1] A [9.7] F [62.5] E [36.9] F [62.5] E [36.9]

WB C [21.6] D [26.2] D [21.6] D [26.0] C [25.0] E [40.1] C [25.0] E [40.1]

NB A [0.1] A [0.0] A [0.1] A [0.0] A [0.4] A [0.3] A [0.4] A [0.3]

SB A [0.3] A [1.2] A [0.3] A [1.2] A [0.3] A [1.0] A [0.3] A [1.0]

7. Montana Avenue/Proposed Access

EB

Future Intersection Future Intersection

A [0.9] A [1.6] A [0.9] A [1.6]

WB A [0.0] A [0.0] A [0.0] A [0.0]

SB B [11.2] B [13.8] B [11.2] B [13.8]

8. Montana Avenue/Proposed Access

EB


A [1.2] A [1.8] A [1.2] A [1.8]

WB A [0.0] A [0.0] A [0.0] A [0.0]

SB B [13.6] B [12.5] B [13.6] B [12.5]


9


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Washington, D.C.

10

Table 3-1Level of Service Summary


2013BACKGROUND


CONDITIONS


IMPROVEMENTS


9. Bladensburg Road/Proposed Signalized Driveway

EB


D (34.5) D (36.9) D (34.5) D (36.9)

NB B (11.6) A (7.6) B (11.8) A (7.6)

SB B (10.6) B (19.1) B (10.6) B (17.4)

Overall B (11.9) B (15.3) B (12.0) B (14.6)

11. New York Avenue/Proposed Access

EB


A [0.0] A [0.0] A [0.0] A [0.0]

WB A [0.0] A [0.0] A [0.0] A [0.0]

NB A [9.0] C [14.8] A [9.0] C [14.8]



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FUTURE BACKGROUND

CONDITIONS

TRANSPORTATION FACILITIES

As previously mentioned, DDOT initiated aconceptual study of the New York Avenue Corridorin July 2002. The study recommended a variety ofimprovements for the New York Avenue Corridor,including construction of a SPUI at the New YorkAvenue/Bladensburg Road intersection. Beforeimplementation of the improvements recommendedin the study, further study, preliminary design, andfinal design would need to occur. To-date, nofunding has been allocated for any of these tasks.Therefore, under future conditions, the New YorkAvenue/Bladensburg Road intersection was analyzedunder its existing configuration.

TRAFFIC VOLUMES

In order to account for traffic growth in the studyarea, a 1.0 percent growth rate, compoundedannually, was applied to the baseline traffic volumes.The projected 2013 background traffic forecasts withthe traffic growth are shown on Figure 4-1.


Capacity analyses were conducted at the studyintersections based on the existing lane use andtraffic control shown on Figure 2-1, the 2013 futurebackground traffic forecasts shown on Figure 4-1,pedestrian volumes shown on Figure 3-2 and theexisting DDOT traffic signal timings shown inAppendix B.

The Synchro results for the 2013 backgroundconditions without the proposed development arepresented in Appendix E and summarized in Table 3-1.

As reflected in Table 3-1, the level of congestion

along New York Avenue is expected to increaseover time as a result of increased traffic growth notrelated to the proposed redevelopment.


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SITE ANALYSIS

OVERVIEW

The Applicant proposes to construct 399,570 SF ofretail permitted as a matter-of-right under the C-M-1zoning and, specifically, would include the following,:

126,210 SF discount superstore; 139,021 SF home improvement superstore

(124,621 SF is used for estimating tripgeneration because 14,400 SF of the homeimprovement superstore is an outsidegarden, which the Institute ofTransportation Engineers (ITE) TripGeneration Manual12 excludes whenestimating the generated trips);

4,000 SF retail/service pad site; 4,000 SF retail/service pad site; and 126,339 SF general retail.

For purposes of the analysis contained herein, thetwo retail/service pad sites were assumed to bedrive-in banks. As shown on Figure 1-2, 1,1,388 off-

street parking spaces are proposed on the site toserve the retail uses.

SITE ACCESS

The number of curb cuts along the sites frontagewould be significantly reduced from the currentcondition. Currently, the property has nine curbcuts on New York Avenue, nine curb cuts onMontana Avenue, and 12 curb cuts on BladensburgRoad.

Patrons of the proposed retail development wouldbe well served by six access points on the sitesthree bordering roadways, including:

Three full-access driveways on MontanaAvenue, and

Two full-access driveways on BladensburgRoad.

Trucks accessing the site would utilize a right-out,

truck only driveway on New York Avenue and threeloading areas on Montana Avenue along with thetwo full-access driveways on Bladensburg Road,which are shared with patrons of the site, and anadditional right-in, truck only access on BladensburgRoad.

TRIP GENERATION ANALYSIS

Overview

The total number of trips generated by theproposed development would be comprised ofvehicular trips to/from the site and internal trips thatoccur within the confines of the site. 385,170 SF ofretail is used for estimating the trips generated,which excludes the 14,400 SF of outside gardensection of the home improvement superstore.

Total Trips

The number of trips anticipated to be generated bythe proposed redevelopment was estimated basedon the Institute of Transportation Engineers (ITE)Trip Generation.12 Land Use Code 813 (FreeStanding Discount Superstore), Land Use Code 862(Home Improvement Superstore), Land Use Code

912 (Drive-in Bank), and Land Use Code 820(Shopping Center) were used for the retailcomponents with the square footages as theindependent variable.

The trip generation summary for the proposedredevelopment is shown in Table 5-1. The proposedd l ld 643 AM k h


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Washington, D.C.Table 5-1Trip Generation Summary1

AMPEAKHOUR PMPEAKHOURLAND USE/TRIP TYPE

In Out Total In Out Total

Discount Superstore (Land Use 813) 126,210 SF

Total Trips 118 93 211 285 297 582

Internal Trips 14 23 37 90 90 180

External Trips 104 70 174 195 207 402

Pass-by Trips (14%/28%) 14 10 24 55 58 113New External Vehicle Trips 90 60 150 140 149 289

Home Improvement Superstore (Land Use 862) 124,621 SF

Total Trips 89 68 157 142 153 295

Internal Trips 11 15 25 59 63 122

External Trips 78 54 132 83 90 173

Pass-by Trips (24%/48%) 19 12 32 40 43 83

New External Vehicle Trips 60 41 101 43 47 90

Drive-in Bank (Land Use 912) 4,000 SF

Total Trips 28 21 49 52 52 104

Internal Trips 3 1 5 3 5 8

External Trips 25 20 45 49 47 96

Pass-by Trips (23.5%/47%) 6 5 11 23 22 45


Drive-in Bank (Land Use 912) 4,000 SF

Total Trips 28 21 49 52 52 104


External Trips 25 20 45 49 47 96

Pass-by Trips (23.5%/47%) 6 5 11 23 22 45


General Retail (Land Use 820) 126,339 SF

Total Trips 108 70 177 364 379 743


External Trips 90 60 150 269 292 561

Pass-by Trips (17%/34%) 15 10 25 91 100 190


Entire Development


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Washington, D.C.Internal Trips

A portion of the site generated trips would becaptured internally within the mixed-retaildevelopment. By its nature and character of uses,the proposed development would experience anaturally occurring synergy. For example, a portionof individual bank trips also may utilize the discountsuperstore. As a result of this naturally occurringsynergy, the volume of external trips generated bythe site would be reduced.

For purposes of this analysis, the internal capturerates outlined in the ITE Trip GenerationHandbook13 were used; however, since internalcapture rates are not provided for the AM peakhour, the AM internal capture rates were assumedto be half of the PM rates. Based on thismethodology, 98 AM peak hour trips and 500 PMpeak hour trips would be projected to occurinternally. Appendix F provides the calculations used

to determine the number of captured trips used inthe analysis.

External Trips

Taking into account internal trips stemming from thesynergistic relationship of the uses, the proposeddevelopment would generate an estimated 546 AMpeak hour external vehicular trips and 1,328 PM

peak hour external vehicular trips.

Pass-by Trips

A portion of the trips entering and leaving retail andservice establishments are vehicles using adjacentroads to reach a different destination but stop at thesite in passing. This is called a pass-by trip, and isdefined by Trip Generation Handbook14 as a trip in

which the retail or service destination is thesecondary part of a primary trip, such as a work-to-shopping-to-home trip. An example of a pass-by tripwould be one in which a driver stops at the retailuses on his/her way home from work.

Typical pass-by trip percentages for various land usesare published by ITE in the Trip Generation

Handbook.15 According to ITE, on average, a pass-by trip rate 28 percent could be expected for thediscount superstore during the PM peak hour, whilea pass-by rate of 48 percent could be expected forthe home improvement superstore. A pass-by rateof 47 percent could be expected for the banksduring the PM peak hour. The remaining on-siteretail uses could be expected to see a pass-by rate of34 percent during the PM peak hour. Since no data

were available for the AM peak hour, the AM pass-by rates were assumed to be half of the PM rates.Accordingly, 103 of the AM peak hour trips and 476of the PM peak hour trips are anticipated to be pass-by trips.

New External Vehicle Trips

The number ofnewexternal vehicle trips added to

the adjacent roadways was calculated by subtractingthe number of pass-by trips from the number ofexternal vehicle trips.

Therefore, the proposed development wouldgenerate an estimated 443 new AM peak hourexternal vehicular trips and 851 new PM peak hourexternal vehicular trips.Existing Site Trip Generation

When the uses occupying the site were in fulloperation, the site generated 141 AM peak hourvehicle trips and 260 PM peak hour vehicle trips.Today, the uses occupying the site that are still inoperation generate 25 AM peak hour vehicle tripsand 107 PM peak hour vehicle trips. As a result, theproposed redevelopment would add 418 net, newvehicle trips and 744 net, new PM peak hour vehicle

trips to the roadway network.


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Washington, D.C.SITE TRIP DISTRIBUTION AND ASSIGNMENT

The distribution of new peak hour retail site tripswas based on existing traffic patterns in the studyarea. The new trip distributions are shown in Table5-2. The new external vehicle trips shown in Table 5-1 were assigned to the public roadway networkaccording to the directional distributions in Table 5-2and the location of the proposed site accesses. Theresulting new trip site assignments are shown onFigure 5-1.

Table 5-2New Site Trip Distributions

ROADWAY

DIRECTION

TO/FROM

D

ISTRIBUTION

New York AvenueEast 36%

West 25%

Bladensburg RoadNorth 10%

South 14%

Montana Avenue North 10%

West Virginia Avenue South 5%

Pass-by site trips associated with the retail uses wereassumed to be diverted from New York Avenue;therefore, the pass-by site trip distributions werebased on the directional flow on the corridor.Accordingly, during the AM peak hour, 75 percent ofthe pass-by trips were assumed to come from the

east on New York Avenue and proceed west afterstopping at the site. Resultantly, 25 percent of thepass-by trips during the AM peak hour wereassumed to come from the west on New YorkAvenue and continue east after stopping at the site.During the PM peak hour, 50 percent of the pass-bytrips were assumed to come from the east on New

The pass-by trips shown in Table 5-1 were assignedto the public roadway network according to the

directional distributions described above and thelocation of the proposed site accesses. The resultingpass-by site trip assignments are shown on Figure 5-2.

The new trip site assignments shown on Figure 5-1were combined with the pass-by site tripassignments shown on Figure 5-2. The resultingexternal trip assignments for the site are shown onFigure 5-3.

PARKING REQUIREMENTS

The proposed development would provide 1,388parking spaces, based largely on tenantrequirements.

According to the DCMR,16 one parking space for

each 300 SF in excess of 3,000 SF is required in theC-M-1 zoning district for retail uses. Therefore, atotal of 1,322 parking spaces would be required forthe proposed development. Thus, the proposeddevelopment would meet the parking requirements.

BICYCLE REQUIREMENTS

According to the DCMR,17

the number of bicycleparking spaces provided shall be at least equal to fivepercent of the number of automobile parking spacesrequired. Therefore, a total of 67 bicycle parkingspaces would be required for the proposeddevelopment. The proposed development wouldprovide a minimum of 67 bicycle parking spacesthroughout the site.

LOADING REQUIREMENTS/

TRUCKCIRCULATION

For retail areas with more than 100,000 SF of grossfloor area, the DCMR requires the following:18


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Washington, D.C.As shown on Figure 5-4, the proposed developmentwill exceed these requirements. Specifically, the

following will be provided:

Three 85-foot loading berths, with a 450 SFplatform,

Four 65-foot loading berths with a 500 SFplatform,

One 55-foot loading berth with a 300 SFplatform,

One 45-foot loading berth with a 300 SFplatform,

Two 30-foot loading berths each with a 300SF platform, and

A 40-foot service/delivery loading space.Figure 5-5 shows the proposed truck circulation for

the site. As shown, trucks would enter the site viaBladensburg Road or Montana Avenue, depending onthe desired destination. Trucks would exit the sitevia a right-out only on New York Avenue or via theaccesses on Bladensburg Road and Montana Avenue.

PEDESTRIAN ACCOMMODATIONS

As shown on Figure 5-6, sidewalks and crosswalkswould be provided throughout the site to enhancethe walkability of the site. Additionally, thesidewalks along New York Avenue, BladensburgRoad, and Montana Avenue that border the sitewould be upgraded to improve the pedestrianenvironment surrounding the site. Stairs, elevatorsand escalators would be provided at three locationson the site to aid in the vertical circulation ofpedestrians. In addition to new crosswalks

proposed on Bladensburg Road at the proposedsignalized driveway, the upgraded perimetersidewalks would tie into existing crosswalks at theBladensburg Road/Montana Avenue intersection andat the New York Avenue/Montana Avenue/WestVirginia Avenue intersection.


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Washington, D.C.Section 6TOTAL FUTURE CONDITIONS

TOTAL FUTURE TRAFFIC FORECASTS

Total future traffic forecasts with the proposeddevelopment were determined by combining the2013 background traffic forecasts shown in Figure 4-1with the site traffic volumes shown on Figure 5-3.The resulting volumes are shown on Figure 6-1.

PROPORTIONAL IMPACT ANALYSIS

In order to determine the amount of traffic on thesurrounding roadways that would be attributable tothe proposed redevelopment, a proportional impactassessment was conducted at the major off-sitestudy intersections. That is, the total future traffic

volumes were compared to the background trafficvolumes to determine the impact of adding the sitetrips to these intersections. Table 6-1 displays theresults of the proportional impact analysis.

Table 6-1Proportional Impact Analysis

INTERSECTIONAM

PEAK

PM

PEAKNew York Avenue/16th Street 2.7% 6.1%

New York Avenue/Bladensburg Road

3.3% 5.7%

New York Avenue/MontanaAvenue/West Virginia Avenue

2.6% 4.9%

Bladensburg Road/Montana Avenue

5.5% 11.3%

Site impacts of five percent or less are low andgenerally reflect negligible effects on trafficoperations and delays. Site impacts between five and15 percent generally are considered moderate andminor effects on traffic operations and delays couldbe expected. Site impacts of more than 15 percent

ll id d i ifi 19

The impact during the PM peak hour would beslightly greater than during the AM peak hour;however, the effect on traffic operations still wouldbe minor since the proportional impact ranges fromless than five percent to just under 10 percent ateach of the off-site study intersections.

TRAFFIC SIGNAL WARRANT EVALUATION

In accordance with the Manual on Uniform TrafficControl Devices (MUTCD),20 an evaluation of thepeak hour traffic signal warrant was conducted forthe southernmost full-access driveway onBladensburg Road, which is proposed to be locatedapproximately 300 feet north of the Bladensburg

Road/Montana Road intersection. This analysisshowed that the peak hour traffic signal warrantwould be met during the PM peak hour under theprojected 2013 total future traffic volumes. Thetraffic signal warrant analysis is included in Appendix G.


Capacity analyses were conducted at the studyintersections based on 2013 total future trafficforecasts shown on Figure 6-1, pedestrian volumesshown on Figure 3-2, the future lane use and trafficcontrols shown on Figure 6-2 and the existingDDOT traffic signal timings shown in Appendix B,with two exceptions.

The cycle length at the proposed signalized drivewayon Bladensburg Road was set to 100 seconds duringthe AM peak hour and 120 seconds during the PMpeak hour, consistent with the prevailing cyclelengths in the study area. All intersections in thestudy area operate at a 100-second cycle during theAM peak hour. During the PM peak hour, theBladensburg Road/Montana Avenue intersection


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Washington, D.C.In order to maintain adequate coordination andprogression, both the proposed traffic signal and the

signal at Bladensburg Road/Montana Avenue wereset to cycle lengths of 120-seconds during the PMpeak hour.

Additionally, the offsets and green times wereadjusted slightly during the AM and PM peak hoursto provide better coordination between the existingBladensburg Road/Montana Avenue intersection andthe proposed signalized driveway.

The results of the total future capacity analyses arepresented in Appendix H and summarized in Table 3-1.

As shown in Table 3-1, the proposed redevelopmentwould have some traffic impacts some of the off-sitestudy intersections. Specifically, the proposedredevelopment would have impacts at the New YorkAvenue/Bladensburg Avenue intersection during the

AM and PM peak hours and at the New YorkAvenue/Montana Avenue/West Virginia Avenueintersection during the AM and PM peak hours.

At the remaining study intersections, approachesthat were forecasted to operate at a LOS D orbetter under the background conditions wouldcontinue to operate at LOS D or better, withbuild out of the proposed redevelopment. Similarly,intersections that were forecasted to operate atLOS E or F under background conditions wouldcontinue to operate at LOS E or F with buildout of the proposed redevelopment.

The levels of service at each of the proposed siteaccesses are projected to be LOS D or better underthe total future conditions.

The previously referenced impacts at the New York

Avenue/Bladensburg Avenue intersection and theNew York Avenue/Montana Avenue/West VirginiaAvenue intersection can be offset by minor timingadjustments. The impact of these timing adjustmentsis documented in Table 3-1 under the heading 2013Total Future Conditions with Improvements and the

t d i A di I

As shown, the impact of proposed redevelopmentcan be mitigated with the timings adjustments at the

New York Avenue/Montana Avenue/West VirginiaAvenue intersection during both the AM and PMpeak hours. Similarly, the impact of the proposedredevelopment can be mitigated with the timingadjustments at the New York Avenue/BladensburgRoad intersection during the AM peak hour. Duringthe PM peak hour at this intersection, timingadjustments partially mitigate the impact of thedevelopment; however, the westbound approach still

would drop from a LOS D under backgroundconditions to a LOS E under total future conditions.

QUEUE ANALYSIS

A queuing analysis was conducted to ensure that theprojected queues along the Bladensburg Roadcorridor could be accommodated with the

introduction of the proposed signalized drivewaybetween New York Avenue and Montana Avenue.Synchro was used to conduct the analyses, using the95th percentile queue lengths.

The results are summarized in Table 6-2. Queuereports are provided in Appendix J.

As shown in Table 6-2, the northbound queues atthe New York Avenue/Bladensburg Roadintersection and the southbound queues at theBladensburg Road/Montana Avenue intersectionwould not block the proposed signalized driveway ineither the AM or PM peak hours. Similarly, thenorthbound queues at the proposed signalizeddriveway would not block the BladensburgRoad/Montana Avenue intersection and thesouthbound queues at the proposed signalizeddriveway would not block the unsignalized

Bladensburg Road/T Street intersection during eitherthe AM or PM peak hours.


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Washington, D.C.Table 6-295th Percentile Queue (feet) Summary

for Total Future Conditions with Improvements

APPROACHAVAILABLESTORAGE

AMPEAK

PMPEAK

2. New York Avenue/Bladensburg Road

NBT900 to

Proposed SignalizedDriveway

181 520

NBR 25 607

9. Bladensburg Road/Proposed Signalized Driveway

NBT215 to

Montana AvenueSignal

119 105

SBT315 toT Street

Intersection250 141

5. Bladensburg Road/Montana Avenue

SBT215 to

Proposed SignalizedDriveway

198 191


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Washington, D.C.

Section 7

CONCLUSIONS ANDRECOMMENDATIONS

The conclusions and recommendations of this studyare as follows:

1.

The New York Avenue Corridor currentlycarries a significant volume of regionaltraffic. As such, congestion is present alongthe Corridor and the intersections alongthe Corridor operate at or above capacityunder existing conditions. Regionalimprovements currently are required toadequately accommodate the existing trafficvolumes along the Corridor.

2. The New York Avenue Corridor Study21identified potential improvements along theCorridor to facilitate traffic flow and tocreate capacity for additional developmentalong the Corridor. Specifically, the studyrecommended a single-point urbaninterchange for the New York Avenue/Bladensburg Road intersection. However,at this time, the design of the interchange is

only conceptual and no funding has beenallocated for further study, preliminarydesign, final design, or construction of thisimprovement.

3. Under background conditions, the level ofcongestion along New York Avenue isexpected to increase as the result ofincreases in traffic not associated with the

proposed redevelopment.

4. The existing site is developed; however,many buildings are unoccupied and theproperty is characterized by urban blight.

5 The proposed redevelopment which would

6. The proposed redevelopment is anticipatedto add 443 new AM peak hour externalvehicle trips and 851 new PM peak hourexternal vehicle trips to the surroundingroadway network. Considering theexisting uses on the site current generate25 AM peak hour vehicles trips and 107 PMpeak hour vehicles trips, the proposedredevelopment would add 418 net, new AMpeak hour trips and 744 net, new PM peak

hour vehicle trips.

7. The new external vehicle trips would bewell dispersed to the surrounding roadwaynetwork since six access points, includingone signalized driveway, are proposed onthe three roadways bordering the site. Thisdispersion would reduce the impact of theproposed redevelopment on any one

intersection.

8. Along the major off-site study intersections,the proposed redevelopment wouldaccount for less than ten percent of thetotal.

9. Optimization of signal timings at the studyintersections would assist in making themost efficient use of available capacity andwould help offset the impact of theproposed redevelopment.

10. The proposed driveways, including theproposed signalized driveway onBladensburg Road, would operate at


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Washington, D.C.

11. The proposed signalized driveway onBladensburg Road is projected to operate atacceptable levels of service. Additionally,the queues along Bladensburg Road wouldbe accommodated within the availablestorage under the total future conditions.That is, the proposed signalized drivewaywould not be blocked by queues fromadjacent intersections and the queues at

proposed signalized driveway would notblock adjacent intersections.

12. Pedestrian crossings would beaccommodated at the proposed signal onBladensburg Road facilitating pedestriansfrom the residential areas to the southeast.As such, the pedestrian signal at theBladensburg Road/T Street intersection, as

recommended in the Pedestrian MasterPlan, may not be needed.

T i I S d f


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Washington, D.C.

REFERENCES

1 New York Avenue Corridor Study Draft Plan, District of Columbia, April 2005,[http://www.ddot.dc.gov/ddot/cwp/view,a,1247,q,627756,ddotNav,|32399|.asp].

2 District of Columbia Municipal Regulations, Title 11-Zoning, Section 500.2, 2001 Edition.

3 Ibid.

4 Traffic Volume Map, District Department of Transportation, 2008,[http://mocrs.dc.gov/DC/DDOT/About+DDOT/Maps/Traffic+Volume+Map+2008]

5 Ibid.

6 Ibid.

7 Ibid.

8 New York Avenue Corridor Study Draft Plan, District of Columbia, April 2005,

[http://www.ddot.dc.gov/ddot/cwp/view,a,1247,q,627756,ddotNav,|32399|.asp].9 District Department of Transportation, District of Columbia Pedestrian Master Plan, May 2008.

10 District Department of Transportation, District of Columbia Bicycle Master Plan, April 2005.

11 Highway Capacity Manual, Transportation Research Board, Washington D.C., 2000.

12 Trip Generation, 8th Edition, Institute of Transportation Engineers, Washington, D.C., 2008.

13 Trip Generation Handbook, Institute of Transportation Engineers, Washington, D.C., March 2001.

14 Ibid.

15 Ibid.

16 District of Columbia Municipal Regulations, Title 11-Zoning, Section 2101.1, 2001 Edition.

17 Ibid.

18 Ibid.

19 Connecticut Avenue Transportation Study Draft Final Report, DMJM+Harris, Inc., June 2003.

20 Manual on Uniform Traffic Control Devices, U.S. Department of Transportation, Federal Highway

Administration, 2003 Edition with Revision No. 1 Incorporated, effective July 21, 2004.

21 New York Avenue Corridor Study Draft Plan, District of Columbia, April 2005,[http://www.ddot.dc.gov/ddot/cwp/view,a,1247,q,627756,ddotNav,|32399|.asp].

Transportation Impact Study for


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Transportation Impact Study for

Square 4268 Retail Development

Washington, D.C.

FIGURES


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Figure 1-2

Proposed Plan Roof Level

Square 4268 Retail DevelopmentWashington, DC

North

Source: Brown Craig Turner Architects


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Figure 2-2Pedestrian Activity, Deficiency, and Injuries


North

Source: District of Columbia Master Plan

SITE

Monta

naAvenue

West

Virg

iniaA

venu

e

17thStre

et

Bladen

sburgRoad

New York Avenue

T Street

Pedestrian Injury Count1

2-4

5-8

9-13

14-20

Estimated Pedestrian Activity/DeficiencyHigh Pedestrian Activity and Deficiency

Low Pedestrian Activity and Deficiency

16

thStreet


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Figure 5-4

Proposed Loading Areas


North



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Figure 5-5

Proposed Truck Circulation


North



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Figure 5-6

Proposed Pedestrian Circulation

Square 4268 Retail Development

Washington, DC

North



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