5 Assessment of Future Conditions

Transcription

1 5 Assessment of Future Conditions 5.1 Introduction To forecast and evaluate the surrounding transportation system needed to support the proposed DHS Headquarters consolidation at St. Elizabeths Campus, the project team enhanced the regional travel model for the Washington D.C. area developed by the Metropolitan Washington Council of Governments (MWCOG); these enhancements were made to support specialized forecasting requirements of this project. The MWCOG regional model is used for the purpose of assessing broad impacts of transportation projects for long range network planning and environmental assessments. MWCOG, which acts as the regional planning organization for the nation s capital, and the National Capital Region Transportation Planning Board (TPB), as the designated transportation planning agency for Metropolitan Planning Organization (MPO), are responsible for the development and maintenance of this regional travel forecasting model. The most current MWCOG/TPB model, which uses Version 2.2 of Citilab s TP+ program, meets EPA requirements for air quality and conformity analysis. This version of model incorporates the latest Round 7.2A land use forecasts. With some additional refinement, this regional model was deemed to provide an established and robust base for the development of travel demand forecasts for transportation impacts evaluation of the St. Elizabeths development project. Additional information on the use of the MWCOG model can be found in MWCOG/TPB Forecasting Model, Version 2.2 Specification, Validation, and User s Guide (March 1, 2008). All of the travel demand evaluation performed in support of St. Elizabeths development has been an extension and modification of the approved MWCOG Version 2.2 model procedures. The analysis was based on estimating project travel for various scenarios involving roadway and transit networks, land use forecasts, and assumptions regarding project site access and development. To validate the model, an existing conditions model was created for the year 2010 and the traffic volumes generated by the model were compared against observed traffic counts. For the opening year of St. Elizabeths campus (2016), MWCOG s 2015 regional land use and network datasets were used to evaluate the No-Build and Build Alternatives (these alternatives are documented in Section 4). MWCOG s 2030 regional land use and network datasets were used for forecasting design year No-Build and Build Alternatives. For all scenarios and alternatives, travel during three separate time periods was forecasted: the AM peak period (6:00 a.m. to 9:00 a.m.), the PM peak (4:00 p.m. to 7:00 p.m.), and the off-peak period (remaining hours of the day). The peak period volumes were converted to peak hour volumes by factoring period volumes by 0.40 for the AM peak and 0.37 for the PM peak (as determined by MWCOG). These peak hour outputs are then post-processed to develop balanced volumes that were used as inputs to perform operational analysis. Synchro was used for developing signal optimization inputs and VISSIM was used for micro-simulation to better assess impacts on traffic operations in the defined project area. A detailed description of the operating procedures and applications of these models is provided in Section 5.5 of this report. 5-1

2 5.2 Land Use and Patterns The existing land use within the St. Elizabeths Study Area is predominantly Federal, low- to medium-density residential, and commercial. Other land uses in this region include institutional, government, and parks & recreational Land Use and Socioeconomic Characteristics Table 5-1 shows the MWCOG regional model s projected growth for population, households and employment in the Study Area. Table 5-1: Projected Growth in Study Area Number Number % Change Number % Change Population 114, , % 144, % Households 49,149 53, % 62, % Employment 67,021 90, % 117, % Several projects in Ward 8 contribute to this growth. Key developments that are included in the 2030 growth are listed below. Many of these projects have been delayed due to the current financial crisis Anacostia Square The properties at 1901 to 1919 Martin Luther King Jr. Avenue have been consolidated, and will be redeveloped as a mixed-use development. The new development will include up to 40,000 sf of retail space, 30,000 sf of office space, and 80 residential units. The developers have received approval from the Historic Preservation Review Board to demolish all but the facades of the existing buildings. The project does not have a construction schedule Barry Farm/Park Chester/Wade Road Redevelopment The Barry Farm neighborhood is bordered by the St. Elizabeths West Campus, Firth Sterling Avenue, Suitland Parkway and Martin Luther King Jr Avenue. The District of Columbia Office of Planning and Deputy Mayor s Office for Planning and Economic Development (DMPED) have initiated a major redevelopment of this area under the New Communities Initiative. Key elements of the redevelopment include: A total of 1110 residential units that will include 373 public housing replacement units Creation of a mixed-use main street on Firth Sterling Avenue with neighborhoodserving retail Creation of a residential street grid Construction of a new K-5 elementary school and recreation center The redevelopment plan was approved by the DC Council in 2006, and planning continues. 5-2

3 Bethlehem Baptist Church The Bethlehem Baptist Church property is a five acre parcel located at 2458 Martin Luther King Jr Avenue in the vicinity of the Anacostia Metrorail station. It has been identified as a location for additional replacement housing for the Barry Farm redevelopment. DMPED is working with the property owner to plan the development and arrange financing. The property is currently being designed to provide 250 to 300 residential units and an undetermined amount of retail Bolling Air Force Base and Anacostia Naval Air Station The Pentagon is planning to increase both employment and base housing at Bolling Air Force Base and the Anacostia Naval Air Station as part of the Base Realignment and Closure process Curtis Properties Curtis Properties has accumulated a group of properties on Martin Luther King Jr Avenue and Shannon Place from Chicago Street to U Street. They have started the rezoning process and submitted a Planned Unit Development application. The development will include a mix of residential, office and neighborhood-serving retail Matthew Memorial Terrace Matthew Memorial Terrace is a New Communities Initiative project on property owned by Matthew Memorial Church between Martin Luther King Jr Avenue and Suitland Parkway. The project was approved by the Zoning Commission in 2009, and expects to break ground in late It will include a community center and 99 residential units for low-income residents, including 34 replacement units for Barry Farm Poplar Point Poplar Point is a 110 acre site on the Anacostia River that will be transferred from the National Park Service to the District of Columbia. The site development will include over 6 million square feet of mixed use development and 70 acres of open space. A Draft EIS will be released late in 2010, and a small area plan will follow. The development will be managed by DMPED Poplar Point Place Poplar Point Place is a proposed mixed-use development along Howard Road adjacent to Poplar Point. This private property will be included in the small area plan for Poplar Point Sheridan Station The Sheridan Station project will provide 344 residential units on a site between Sheridan Road and Howard Road. The project is under construction, and includes 65 units of replacement housing for Barry Farm residents. Construction is anticipated to be complete by St. Elizabeths East Campus The District of Columbia will redevelop the portion of the St. Elizabeths East Campus that is south of the FEMA building. DMPED and Office of Planning are currently initiating a Master Planning process that will better define the ultimate development. Current plans call for over 3 million square feet of mixed use development, including retail to support DHS employees, 5-3

4 office and conference space for DHS contractors, and space for a college level Homeland Security degree program. The development will also include residential, office and community facilities. 5.3 Future Public and Shared Transportation Facilities Metrorail Metrorail has 2 stations in vicinity of St. Elizabeths campus. Both Anacostia and Congress Heights stations are on the Green Line. Peak period trains are expected to continue to run on 6 minute headways through these stations. As Metrorail continues to upgrade the power traction system, they plan to increase capacity of the Green Line by increasing the number of 8-car trains. Both stations have extensive bus facilities. Anacostia has 12 saw-tooth bus bays with shelters. Congress Heights has 7 saw-tooth bus bays with shelters. WMATA has reported that they have no plans to expand the number of bus bays at either station. There has been discussion on the feasibility of constructing an in-fill station on the current Green Line alignment between Anacostia and Congress Heights to serve the DHS East Campus directly. However, there are numerous engineering limitations that appear to make this station infeasible. Both stations have been discussed as potential locations for redevelopment and transit-oriented development. Such redevelopment would not impact Metrorail operations, but would likely reduce the number of bus bays available for bus transfers. Both stations will serve St. Elizabeths employees. DHS will operate three shuttle bus lines to serve the stations: Anacostia to Access Road and Gate 4 Congress Heights to Access Road and Gate 4 Congress Heights to Pecan Street and FEMA Gate The DHS shuttles will require at least 4 bus bays at Anacostia station and 6 bus bays at Congress Heights station to ensure that buses will not queue on surface streets waiting for a spot to open up. DHS Shuttle operating plans are discussed in the later section of this document Commuter Rail Washington, DC is served by two commuter rail systems: VRE provides service from Virginia to L Enfant Plaza and Union Station; and MARC provides service from Maryland to Union Station. VRE operates 30 trains a day on 2 lines. MARC operates 90 trains a day on 3 lines. Both systems share track with freight railroads, which limits their ability to expand service Streetcar DDOT is currently constructing two streetcar lines in the city, and plans to expand the system to include 8 lines and 30 miles of track. One of the lines currently under construction will run on Firth Sterling Avenue connecting to the Anacostia Metrorail station, and eventually to the 11 th Street Bridge. Three of the lines being planned will run through the St. Elizabeths campus on Martin Luther King Jr. Avenue to the 11 th Street Bridge, and connect to downtown. 5-4

5 5.3.4 Metrobus The Anacostia Metrorail station is served by 24 Metrobus routes. The Congress Heights Metrorail station is served by 8 Metrobus routes. Eleven of these routes travel on Martin Luther King Jr. Avenue through the campus. In the future scenarios, no changes were made to the existing routes, stops, or schedules of the Metrobuses that travel through the St. Elizabeths Study Area road network DHS Shuttle Bus External shuttle buses restricted for use only by the St. Elizabeths Campus employees were proposed between the Anacostia and Congress Heights Metrorail stations to the two main employee access gates on the east and west campuses. A total of seven shuttle routes were originally considered. Due to several project feasibility constraints, only three were carried forward for further analysis. The details of these routes are as follows: Considered for detailed analysis: Route 1: Congress Heights Metrorail station to West Campus at Gate 4 and then return back to Congress Heights Metrorail station via Malcolm X Avenue / Alabama Avenue and the proposed West Access Road. Route 2: Congress Heights Metrorail station to FEMA building on Pecan Street and then return back to Congress Heights Metrorail station via 13 th Street and Martin Luther King Jr. Avenue. Route 3: Anacostia Metrorail station to West Campus at Gate 4 and then return back to Anacostia Metrorail station via Firth Sterling Avenue and West Access Road. Dismissed from further analysis: Route 4: One-way loop from Anacostia Metrorail station to West Campus at Gate 4 via Firth Sterling Avenue, reet, Malcolm X Avenue, West Access Road, and back to Anacostia Metrorail station via Firth Sterling Avenue. Route 5: One-way loop from Congress Heights Metrorail station to West Campus at Gate 4 via Malcolm X Avenue, West Access Road, and back to Congress Heights Metrorail station via Firth Sterling Avenue, Suitland Parkway, Martin Luther King Jr. Avenue, and Malcolm X Avenue. Route 6: One-way loop from Congress Heights Metrorail station to West Campus at Gate 4 via Malcolm X Avenue, West Access Road, and back to Congress Heights Metrorail station via Firth Sterling Avenue, reet, and Malcolm X Avenue. Route 7: Congress Heights Metrorail station to FEMA building on Pecan Street via Alabama Avenue, Martin Luther King Jr. Avenue, and turn around at FEMA building to return back to Congress Heights Metrorail station via the same route. The shuttles will run on fixed routes with stops only at the Metrorail station and at the gate. It is anticipated that they will run on five or six minute headways during peak periods to ensure that employee wait time is minimized. Routes have been identified so that the shuttles would 5-5

6 need to use the principal commuter routes (such as Martin Luther King Jr. Avenue or Suitland Parkway or Alabama Avenue) as little as possible or not use completely. A graphical illustration of all routes (including route alternatives considered but dismissed) will be shown in the Final EIS and corresponding Final TTR, following final agreement between GSA and DDOT Other Bus Three regional transportation agencies operate express buses from outer counties into downtown Washington. These include PRTC, Loudoun County Transit, and MTA. These buses typically pick up at park and ride lots and drop off at multiple locations in the downtown. GSA has approached them, and they have expressed interest in adding a stop at Gate 4 on the Access Road. Three saw-tooth bus bays are provided at Gate 4, and have been specifically identified for regional commuter buses Park and Ride GSA and DHS have identified the need for agency-specific park and ride lots with a commuter shuttle bus running directly to Gate Bicycle and Pedestrian Facilities DDOT has proposed, as an part its Bicycle Master Plan, signed bicycle routes along South Capitol Street connecting I-495 at the Woodrow Wilson Bridge to Suitland Parkway, as well as the Oxon Run connection, providing access from south of the Study Area. Additionally, Suitland Parkway is anticipated to have a multi-use trail between South Capitol Street and east of Martin Luther King Jr Avenue connecting with the existing multi-purpose trail (Suitland Parkway Trail). Further, Martin Luther King Jr Avenue is anticipated to have bicycle lanes from South Capitol Street to Good Hope Road in association with the Great Streets Design. Finally, as part of this project, a 10-foot multi-use trail is proposed along the Access Road from reet (south end), through Malcolm X, and continuing to Firth Sterling/Defense Boulevard adding another north/south connection to the District s trail system. In addition, the 13 th Street connection extension may also contain bicycle and pedestrian facilities further increasing the network of trails. Walking routes from either of the two Metrorail Stations include: From Anacostia Metrorail Station pedestrians would travel either west to Firth Sterling or east to Martin Luther King Jr Avenue, then travel south. Those traveling on Firth Sterling would cross Suitland Parkway and continue to the Access Road where they would utilize the proposed 10-foot multi-use trail to access Gate 4 and points on-site. distance using this route is approximately 0.9 miles Those traveling on Martin Luther King Jr Avenue from Anacostia Metrorail Station would climb the hill and access Gate 1 or Gate 2, or cross the roadway to access the FEMA building (or access Gate 1 or Gate 2 and utilize the underground tunnel between the East and West campus). distance using this route is approximately 0.5 miles 5-6

7 From Congress Heights Metrorail Station pedestrians are anticipated to utilize either the existing East Campus roadways to access the Pecan Street Gate (and the pedestrian underpass for those on the West Campus plateau) or Martin Luther King Jr Avenue to access Gate 1 or Gate 2. distance using the East Campus roadways is approximately 0.6 miles. distance utilizing the Alabama Avenue, 8 th Street SE, Malcolm X Avenue, and Martin Luther King Jr Avenue route to Gate 1 and Gate 2 is approximately 0.9 miles Each of the walking routes as identified above is within 1.0 miles of the respective Metrorail Station. 5.4 Development Traffic Forecasting/ Demand Methodology The MWCOG model is a regional traffic forecasting model that includes regionally significant roadways and other transportation facilities. The demand model is based on the conventional 4-step modeling approach applying trip generation, distribution, mode choice and modal assignment. The MWCOG model also employs generation/distribution feedback to measure and simulate the effects of congestion and user travel time experience on trip making, destination and modal choices. The model uses a feedback loop that is executed seven times (including an initial pump-prime iteration) so that reasonable equilibrium between the input speeds driving trip distribution and the highway speeds resulting from the highway assignment process is attained. A thorough review of MWCOG model was performed to assess the model s adequacy to represent transportation network and provide traffic forecasts in the St. Elizabeths Study Area and its vicinity. This is a very important step in the process since the output from this forecasting model was used to develop inputs for the VISSIM traffic operations simulation. Also, given the scale and computer processing requirements of MWCOG model, an evaluation of the processing logic was undertaken to determine potential ways to streamline its operation and reduce turnaround times of model runs. Extensive review of MWCOG model process/structure was performed to determine the required processing steps and what steps could be run in parallel, thus reducing the computer runtimes from about a typical 40+ hours to about 8-10 hours, depending on computer processor speed and configuration. Data and procedures used for this study were based on the MWCOG adopted and validated model; approved by the Transportation Planning Board on October 21, However, first, to refine model validation in the vicinity of the project and, then, to describe specific conditions and plans associated by the St. Elizabeths campus, several aspects of the travel demand model were adjusted to better reflect local conditions and to support the subsequent operational analysis. The primary inputs and refinements made to the model are discussed below: Integration of Transportation Demand Management (TDM) Strategies A key step in the process is the integration of Transportation Demand Management (TDM) strategies as documented in the Transportation Management Program (TMP) report prepared 5-7

8 by GSA/Jones Lang LaSalle entitled The DHS Headquarters Consolidation at St. Elizabeths (December 4, 2008). DHS employees were surveyed to describe their current travel patterns and expected travel mode to the new St. Elizabeths Campus with a key goal to recommend and implement TDM strategies. Table 5-2 illustrates the summary of distribution of employee arrival modes. Projected directional employee vehicular trip distribution is shown in Figure 5-1. The survey data was used to develop commuter travel mode splits, parking ratios and average vehicle occupancy information for existing and expected conditions. For more detailed information on the survey data, please refer to the above-mentioned TMP report. Table 5-2: Employee Arrival Mode Destination - St. Elizabeths (Mode of Arrival) Mode age / Split SOV 21% Carpool/Vanpool (HOV) 12% Drop Off/Kiss-and-Ride 2% Commuter/Express Bus 8% Shuttle from Metro Station 30% Metrobus 6% Walk from Home or Metro Station 9% Bicycle 1% Motorcycle 0% Work from Home 5% Did not Work (Vacation/Sick) 2% Tele-Work Center 4% TOTAL 100% Based on the detailed information provided in the TMP report and on detailed delineation of locations, types and numbers of campus employees, MWCOG inputs for trip distribution and mode choice were modified to reflect this information. Specifically: The campus traffic analysis zone structure was modified to reflect numbers and types of trips associated with specific campus access locations; Trip generation outputs from these zones were adjusted to better match the characteristics and tripmaking behavior associated with specified uses; Mode shares as output by the MWCOG model were modified to match projected TMP targets for the campus mass. 5-8

9 9% 5% 15% 8% 20% 5% 29% 22% 4% 15% 18% 29% 20% 9% 9% (Distribution does not include Transit & DHS Shuttle Trips) (Results are based on 2030 AltA TDFM Runs) % EMPLOYEE VEHICULAR DISTRIBUTION 10%

10 Based on specification of a proposed campus shuttle bus system which would link nearby Metro rail stations (Anacostia and Congress Heights) to the campus, the following assumptions were made to support forecasting of transit system usage. 50% of employees using transit arrive during the peak hour of the peak period (worst case) Shuttle buses carry passengers seated plus 20% standee allowance for a maximum of 42 passengers AM peak hour is 6:45 7:45, per employee survey data Development of Trip Tables The trip tables for the MWCOG model represent travel between each pair of the defined travel zones, within the metropolitan area, and in surrounding areas (catering for trips drawn from more remote counties along the major roads into the area). But, the trips to and from St. Elizabeths/DHS zones are strictly driven by the TDM strategies as discussed in the TMP. This required the study team to develop customized trip tables (matrices), applicable to DHS zones only. In other words, the DHS zones trip information within the trip table generated by the standard MWCOG process was replaced with the customized DHS zones trips developed as per TDM strategies. All of the custom procedures and programs introduced in the modeling process of this travel demand evaluation effort have been an extension and modification of the approved MWCOG Version 2.2 model procedures. This process was repeated for all Build scenarios to forecast the travel demand on the Study Area road network Land Use and Zone Structure In addition to campus zone refinements as discussed above, zone descriptions and boundaries in the Study Area were reviewed to assure correct representation of the land use. Socioeconomic (households, population, and employment) forecasts were initially developed from the MWCOG forecasts and then refined to account for more current land use information. An extensive review of other proposed developments in the vicinity of and within the Study Area was performed. All major proposed developments in reference to the campus location, as well as a detailed summary of the land use information proposed in these developments, are shown in Appendix B. This data was verified against the MWCOG input land use datasets for the corresponding transportation analysis zones (TAZ) defined in the model to confirm that the datasets are up to date. TAZs are geographic areas that are delineated by the state/local governing authorities for land use and travel analysis purposes. Version 2.2 MWCOG s TAZ system in the Southeast Washington DC around the St. Elizabeths campus (TAZ=297) is shown in Appendix B. Due to the nature of the analyses required and to better represent the access to different roadways and entrance gates, the zone representing St. Elizabeths campus (TAZ=297) was split to represent major entities (United States Coast Guard [USCG], Federal Emergency Management Agency [FEMA], United Communications Center (UCC), DHS, St. Elizabeths Hospital, etc) that are expected to relocate. The review also warranted splitting some of the TAZs in the vicinity of the campus. The revised TAZ boundaries in and around the campus are 5-10

11 shown in Appendix B. Correspondingly, the socioeconomic information was proportionally distributed for each of these revised TAZs Background Transportation Network The future year networks used in the traffic model include the roadway improvements listed in the Governments most recent 2009 Constrained Long Range Plan (CLRP), which is considered to be the official list of proposed projects. The planned transportation improvements that are expected to have a potential impact on the Study Area roads and included in all future scenarios (No-Build and Build) of the forecasting analysis are listed below: 11 th Street Bridges reet Corridor Improvements reet Trail Street Car System in the Anacostia area Martin Luther King Great Street Improvements Single Point Urban Interchange (SPUI) at Martin Luther King Jr. Avenue and Suitland parkway A thorough review of the comprehensive transportation network updates was performed to make sure all of the future planned improvements are coded in the corresponding model networks for the years 2015 and Enhanced Road Network and Modifications The current MWCOG networks include all facilities that are regionally significant, including the above-mentioned Background Transportation Network improvements. Additional modifications to 2010, 2015, and 2030 highway networks were deemed necessary to improve model performance and to accurately reflect the major roadways, interchanges, intersections, roadway alignments, and other local collector arrangements. Due to the nature of this study and the need for extensive data, the highway network was upgraded to add links that represent several key roadways, minor collectors, local streets, St. Elizabeths campus gate access links (for employees & visitors), and intra-campuses walk access links to add nodes that represent several key intersections in and around the Study Area that can provide model-forecasted turning movement volumes for operational analysis to reconfigure network coding and updating the number of lanes, facility type, speed class consistent with the field conditions In addition to the above, zone access links (links to connect the street network to where people live and work), were also reviewed and in some cases modified/reconnected to reflect logical trip loading on the road network. For example, a zone access connecting directly to an intersection was moved to connect to the mid-section of the roadway. The details of the network upgrades and modifications are presented in Appendix B. These types of refinements are considered vital for forecasting turning movement volumes that would 5-11

12 be used as input to VISSIM traffic operations simulation. Network improvements associated with each of the proposed build alternatives, were updated on the enhanced networks to develop 2015 and 2030 build roadway networks. In MWCOG, transit networks use the highway network but speeds and other transit specific network attributes are calculated separately. Transit networks are based on the actual bus running times and transit fares. Due to the extensive changes made to the highway network, transit routes were updated as needed to correctly reflect their use of the updated highway system description. With all of the above-described enhancements to the model inputs and processes, forecast models were run to generate outputs that were post-processed to be used as inputs in Synchro and VISSIM micro-simulation. Model outputs as indicated below, but not limited to, were generated for all 2010, 2015, and 2030 scenarios: AM/PM peak-period and peak-hour volume link volumes AM/PM peak-period and peak-hour volume model-forecasted intersection turning movement volumes Post Processing Future forecast volumes generated by the MWCOG regional travel forecast model were postprocessed in accordance with NCHRP 255 guidelines prior to being used in the traffic operational analysis. Post-processing of future forecast volumes is a necessary step when using a regional travel forecast model to generate detailed intersection turning movement counts because of the difference (or error) between existing traffic counts and the model s existing forecast volumes. The steps used to post-process future forecast volumes are outlined below: Existing traffic counts obtained in the Study Area were compared to the MWCOG s Base Year model to develop Existing link-specific deltas. Existing link volume deltas were added to future year MWCOG link volumes to generate post-processed link volumes Existing turning movement counts and future year link volumes were processed through an iterative Furness distribution model to develop future year unbalanced turning movement volumes. The Furness distribution model is a mathematical model that can produce a future year trip matrix from an existing trip matrix and future row/column totals. New intersections and links in future year networks were hand adjusted based on future year raw model volumes and adjacent post-processed intersections and links. All intersection turn movements and links were then rounded to the nearest 5 trips and balanced within the entire Study Area. Once the final rounded and balanced volumes were generated for each scenario, Origin- Destination (O-D) matrices were generated for use in the VISSIM micro simulation model. O-D matrices are often used to route vehicles with a large VISSIM network so that vehicles know well in advance their intended destination and can make safe and logical lane changing maneuvers. Cars and Trucks were routed using separate O-D matrices because the truck percentage varies by location. 5-12

13 5.5 Operations Analysis Introduction Future Year traffic operations were analyzed for both freeways and signalized intersections within the Study Area. A combination of software packages were used to conduct the analysis. Synchro, Version 7.0 was used to generate signal timing plans for the surface street intersections within the Study Area, including optimizing cycle lengths, offsets, and splits, which were input to the VISSIM micro-simulation models. VISSIM Version was used to collect the Measures of Effectiveness (MOEs) used to evaluate the traffic operations for both the freeway and the surface street intersections Freeway MOEs Freeways within the Study Area were subdivided into these analysis segments: mainline, weave and merge and diverge segments. The following MOEs were collected from VISSIM for each freeway analysis segment for both AM and PM peak hours: (in miles/hour) (in passenger cars/mile/lane) time (in minutes) throughput (in vehicles/hour) and percent of demand served System travel time Arterial MOEs The following MOEs were collected from VISSIM for each of the arterial roadways within the Study Area freeway analysis segment for both AM and PM peak hours: Control delay (in seconds/vehicle) Intersection queues (average and 95 th percentile, reported in feet) time (in minutes) throughput (in vehicles/hour) and percent of demand served The 2000 Edition of the Highway Capacity Manual (HCM) methodology was utilized to calculate the level of service () for the freeway segments and the surface street intersections from the VISSIM MOEs. is defined in the HCM as a qualitative measure describing the operational conditions within a traffic stream and their perception by motorists. The of a roadway or intersection falls into one of six categories, A through F. A represents the best operating condition and F represents the worst condition, which is a facility operating under forced traffic flow with standing queues and stop-and-go operations. For the VISSIM freeway, the link densities from VISSIM were compared to the respective link densities in the HCM for the basic freeway segments, ramp merge and diverge segments and weaving segments. For the surface street intersection, the intersection delay was compared to the respective intersection delay from HCM. For arterial corridor, the arterial average speed was compared to the respective arterial speed from HCM. The following analyses were conducted to provide the necessary traffic information for detailed engineering: 5-13

14 Freeway Mainline Analyses Freeway Weaving Analyses Ramp Junction Analyses Ramp and Surface Street Intersection Analyses Arterial Corridor Analyses Queuing Analyses Freeway Operations The freeway segment analysis was performed for No-Build, Build Alternative 1, Build Alternative 2 and the No Action Alternative for both the AM and PM peak hour for Years 2016 and : Year of Opening Table 5-3 summarizes freeway volume throughput, percent demand served, speed, density, and for the 2016 Year of Opening for the AM and PM peak periods. Table 5-4 summarizes the freeway travel time, delay, and speed within the Study Area. During the AM period, northbound I-295 is the peak direction of travel within the Study Area, with the directional peak flow reversed in the PM period. DC-295 experiences similar traffic volume levels in both directions and both peak periods between I-295 and Pennsylvania Avenue. Freeway volumes for 2016 No Build, Build Alternative 1, Build Alternative 2, and No Action Alternatives can be found in Figures 5-2 through 5-5. Illustrations depicting freeway for AM and PM peak hours for all 2016 alternatives can be found in Figures 5-6 through

15 Table 5-3: 2016 Freeway Operations Year AM Peak Hour Year PM Peak Hour I-295 No Build Build Alternative 1 Build Alternative 2 No Build Build Alternative 1 Build Alternative 2 Direction Facility/Direction/Segment Type/Location NB I-295 NB - Basic Btwn I-495 and Laboratory Rd I-295 NB - Basic Btwn Laboratory Rd Ramps I-295 NB - Merge From Laboratory Rd I-295 NB - Basic Btwn Laboratory Rd and Chesapeake St SW I-295 NB - Merge From Chesapeake St SW I-295 NB - Basic Btwn Chesapeake St SW and Martin Luther King Jr. On-ramp I-295 NB - Basic Btwn Martin Luther King Jr. On-ramp and Malcolm X Ave EB On-ramp I-295 NB - Weave Btwn Malcolm X Ave SE On-ramp and Offramp I-295 NB - Basic Btwn Malcolm X Ave and Suitland Pkwy I-295 NB - Diverge To West Access Road I-295 NB - Basic Btwn West Access Rd Off-ramp and Martin Luther King Jr. On-ramp I-295 NB - Basic Btwn Martin Luther King Jr. On-ramp and Malcolm X Ave EB On-ramp I-295 NB - Merge From Malcolm X Ave EB I-295 NB - Basic Btwn Malcolm X Ave EB On-ramp and Malcolm X WB/ West Access Rd Onramp I-295 NB - Merge From Malcolm X Ave WB I-295 NB - Merge From Martin Luther King Jr. On-ramp I-295 NB - Basic Btwn Malcolm X Ave EB On-ramp and Malcolm X Ave WB On-ramp I-295 NB - Diverge To Suitland Pkwy I-295 NB - Basic Inside Suitland Pkwy Ramps I-295 NB - Weave Btwn Suitland Pkwy On-ramp and DC-295 NB Off-ramp I-295 NB - Basic Btwn DC-295 NB Off-ramp and DC-295 SB On-ramp I-295 NB - Diverge To Martin Luther King Jr. Jr Ave/Good Hope Rd from DC-295 SB I-295 NB - Basic DC-295 SB to I-295 NB Ramp I-295 NB - Weave Btwn DC-295 SB On-ramp and 12th St/M St Off-ramp I-295 NB - Basic Btwn 12th St/M St Off-ramp and SE Frwy % E % D % E % B % A % B % F % E % E % B % B % B % F % E % F % B % B % B % F % E % F % C % B % C % F % F % F % C % B % C % F * * * * * * * * * * % C * * * * * * * * * * % F * * * * * * * * * * % B * * * * * * * * * * % F * * * * * * * * * * % B * * * * * * * * * * % E % E % D % C % C % C * * * * * % E % E * * * * * % B % B * * * * * % E % E * * * * * % B % C * * * * * % D * * * * * * * * * * % B * * * * * * * * * * % C * * * * * * * * * * % B * * * * * * * * * * % D * * * * * * * * * * % C * * * * * * * * * * % D % C * * * * * % C % C * * * * * * * * * * % F * * * * * * * * * * % C * * * * * * * * * * % D * * * * * * * * * * % C % E % F % D % C % C % C % D % C % C % C % B % B % C % C % C % C % B % B % C % C % C % C % C % C % C % D % C % B % C % B % C % C % C % A % B % A % C % C % C % B % B % B % D % C % C % C % C % C 5-15

16 Year AM Peak Hour Year PM Peak Hour I-295 No Build Build Alternative 1 Build Alternative 2 No Build Build Alternative 1 Build Alternative 2 Direction Facility/Direction/Segment Type/Location SB I-295 SB - Basic Btwn SE Frwy and 11th St On-ramp (2 lane) I-295 SB - Basic Btwn SE Frwy and 11th St On-ramp (3 lane) I-295 SB - Weave Btwn 11th St On-ramp and DC-295 NB Offramp I-295 SB - Basic Ramp from I 295 SB to DC-295 NB I-295 SB - Basic Btwn DC-295 NB Off-ramp and DC-295 SB On-ramp I-295 SB - Weave Btwn DC-295 SB On-ramp and Suitland Pkwy Off-ramp I-295 SB - Basic Inside Suitland Pkwy Ramps I-295 SB - Merge From Suitland Pkwy On-ramp I-295 SB - Basic Btwn Suitland Pkwy On-ramp and S Capitol St Off-ramp I-295 SB - Basic Btwn S Capitol St Ramps I-295 SB - Basic Btwn S Capitol St Off-ramp and West Access Rd Off-ramp (2 lane) I-295 SB - Basic Btwn S Capitol St Off-ramp and West Access Rd Off-ramp (3 lane) I-295 SB - Basic Btwn West Access Rd Off-ramp and Onramp I-295 SB - Merge From West Access Road I-295 SB - Basic Btwn West Access Road On-ramp and S Capitol St On-ramp I-295 SB - Merge Btwn S Capitol St On-ramp and Overlook Ave SW Off-ramp (Merge/Diverge) I-295 SB - Basic Btwn Overlook Ave SW Off-ramp and Laboratory Rd On-ramp I-295 SB - Basic Btwn Laboratory Rd On-ramp and I- 495 Off-ramp % D % D % D % F % F % F % C % C % C % D % D % D % B % B % B % E % D % D % C % C % C % D % D % D % B % C % B % F % E % F % B % E % B % F % F % F % B % A % B % C % C % C % B % B % B % C % C % C % B % B % B % D % D % D % B % B * * * * * % C % C * * * * * * * * * * * * * * * % B * * * * * * * * * * % C * * * * * * * * * * % A * * * * * * * * * * % B * * * * * * * * * * % B * * * * * * * * * * % C * * * * * * * * * * % B * * * * * * * * * * % C * * * * * * * * * * % B * * * * * * * * * * % C % B % B % B % D % D % D % B % A % B % D % E % E % B % A % A % F % F % F 5-16

17 Year AM Peak Hour Year PM Peak Hour I-295 No Action No Action Direction Facility/Direction/Segment Type/Location NB SB I-295 NB - GP - Basic Btwn I-495 and Laboratory Rd I-295 NB - GP - Basic Btwn Laboratory Rd Ramps % D % A % E % B I-295 NB - GP - Merge From Laboratory Rd % E % B I-295 NB - GP - Basic Btwn Laboratory Rd and Chesapeake St SW % E % B I-295 NB - GP - Merge From Chesapeake St SW % F % B I-295 NB - GP - Basic Btwn Chesapeake St SW and MLK On-ramp % E % B I-295 NB - GP - Basic Btwn MLK On-ramp and Malcolm X Ave EB On-ramp % D % B I-295 NB - GP - Weave Btwn Malcolm X Ave SE On-ramp and Off-ramp % D % D I-295 NB - GP - Basic Btwn Malcolm X Ave SE Off-ramp and Suitland Pkwy Off-ramp % E % C I-295 NB - GP - Diverge To Suitland Pkwy % F % C I-295 NB - GP - Basic Inside Suitland Pkwy Ramps % C % B I-295 NB - GP - Weave Btwn Suitland Pkwy Onramp and DC-295 NB Off-ramp % C % B I-295 NB - GP - Basic Btwn DC-295 NB Offramp and DC-295 SB On-ramp % C % C I-295 NB - GP - Diverge To MLK Jr Ave/Good Hope Rd from DC-295 SB % C % C I-295 NB - GP - Basic DC-295 SB to I-295 NB Ramp % C % A I-295 NB - GP - Weave Btwn DC-295 SB Onramp and 12th St/M St Off-ramp % C % B I-295 NB - GP - Basic Btwn 12th St/M St Offramp and SE Frwy % C % B I-295 SB - GP - Basic Btwn SE Frwy and 11th St On-ramp (2 lane) % D % F I-295 SB - GP - Basic Btwn SE Frwy and 11th St On-ramp (3 lane) % C % E I-295 SB - GP - Weave Btwn 11th St On-ramp and DC-295 NB Off-ramp % B % E I-295 SB - GP - Basic I 295 SB to DC-295 NB Ramp % C % D I-295 SB - GP - Basic Btwn DC-295 NB Off-ramp and DC-295 SB On-ramp % D % F I-295 SB - GP - Weave Btwn DC-295 SB Onramp and Suitland Pkwy Off-ramp % F % F I-295 SB - GP - Basic Inside Suitland Pkwy Ramps % A % C I-295 SB - GP - Merge From Suitland Pkwy Onramp % B % B I-295 SB - GP - Basic Btwn Suitland Pkwy Onramp and S Capitol St Off-ramp % A % C I-295 SB - GP - Basic Btwn S Capitol St Ramps % A % C I-295 SB - GP - Merge Btwn S Capitol St Onramp and Overlook Ave SW Off-ramp % B % D (Merge/Diverge) I-295 SB - GP - Basic Btwn Overlook Ave SW Off-ramp and Laboratory Rd On-ramp % A % E I-295 SB - GP - Basic Btwn Laboratory Rd Onramp and I-495 Off-ramp % A % F 5-17

18 Year AM Peak Hour Year PM Peak Hour DC-295 No Build Build Alternative 1 Build Alternative 2 No Build Build Alternative 1 Build Alternative 2 Direction Facility/Direction/Segment Type/Location NB SB DC-295 NB - Basic Btwn I-295 Off-ramp and MLK Jr Ave/Good Hope Rd Off-ramp DC-295 NB - Basic Btwn MLK Jr Ave/Good Hope Rd Ramps DC-295 NB - Merge From MLK Jr Ave/Good Hope Rd DC-295 NB - Weave Btwn I 295 SB On-Ramp and Pennsylvania Ave SE Off-ramp DC-295 NB - Basic Btwn Pennsylvania Avenue SE Ramps DC-295 SB - Basic Btwn Pennsylvania Avenue SE Ramps DC-295 SB - Weave Btwn Pennsylvania Ave SE On-ramp and I 295 NB Off-Ramp DC-295 SB - Basic Btwn I 295 NB Off-Ramp and MLK Jr Ave/Good Hope Rd On-ramp DC-295 SB - Merge From MLK Jr Ave/Good Hope Rd On-ramp % C % C % B % C % B % B % C % C % C % A % A % A % C % C % C % B % B % B % C % C % C % C % C % C % C % C % C % B % B % B % E % E % E % F % F % F % C % C % C % F % F % F % B % C % B % F % F % F % B % D % B % F % F % F Year AM Peak Hour Year PM Peak Hour DC-295 No Action No Action Direction Facility/Direction/Segment Type/Location NB SB DC-295 NB - GP - Basic Btwn I-295 Off-ramp and MLK Jr Ave/Good Hope Rd Off-ramp DC-295 NB - GP - Basic Btwn MLK Jr Ave/Good Hope Rd Ramps DC-295 NB - GP - Merge From MLK Jr Ave/Good Hope Rd DC-295 NB - GP - Weave Btwn I 295 SB On-Ramp and Pennsylvania Ave SE Off-ramp DC-295 NB - GP - Basic Btwn Pennsylvania Avenue SE Ramps DC-295 SB - GP - Basic Btwn Pennsylvania Avenue SE Ramps DC-295 SB - GP - Weave Btwn Pennsylvania Ave SE On-ramp and I 295 NB Off-Ramp DC-295 SB - GP - Basic Btwn I 295 NB Off-Ramp and MLK Jr Ave/Good Hope Rd On-ramp DC-295 SB - GP - Merge From MLK Jr Ave/Good Hope Rd On-ramp % B % A % C % A % C % B % C % B % C % B % F % F % D % F % F % F % F % F * Segment not applicable for given alternative Segment density as reported from VISSIM. Associated is based on HCM freeway criteria. 5-18

19 Table 5-4: 2016 Freeway s Segment # Facility Direction Chart Label I-295 NB - Overlook 1 I-295 NB Ave Off-ramp to 12th St\M St Offramp I-295 SB - 12th St\M St On-ramp 2 I-295 SB to Overlook/Laboratory On-ramp NB South - Martin Luther King 3 Capitol NB Jr. St to Fred. Douglass Bridge South Capitol St Martin Luther King Jr. Ave Martin Luther King Jr. Ave Malcolm X Ave Malcolm X Ave Alabama Ave Alabama Ave Suitland Pkwy Suitland Pkwy SB NB SB EB WB EB WB EB WB SB - Fred. Douglass Bridge to Martin Luther King Jr. Martin Luther King Jr. Ave NB - S Capitol St/Halley Pl to Good Hope Rd Martin Luther King Jr. Ave SB - Good Hope Road and Martin Luther King Jr. to South Capitol/Halley Pl Malcolm X Ave EB - Ramps to Martin Luther King Jr. Ave Malcolm X Ave WB - Martin Luther King Jr. Jr Ave to S. Capitol St ramps Alabama Ave EB - Martin Luther King Jr. Jr Ave to Irving St Alabama Ave WB - Irving St to Martin Luther King Jr. Ave Suitland Pkwy EB - Fred. Douglass Bridge to Alabama Ave Onramp Suitland Pkwy WB - Naylor Road to Fred. Douglass Bridge FFS Arterial Class Free Flow 2016 AM Peak - No Build Delta 2016 AM Peak Hour - All Vehicles 2016 PM Peak Hour - All Vehicles 2016 AM Peak AM Peak PM Peak - No 2016 PM Peak - Alternative 1 Alternative 2 Build Alternative 1 Arterial Delta Arterial Delta Arterial Delta Arterial Delta Arterial 2016 PM Peak - Alternative 2 50 I I III C E C B C C 36 III A D A B C C 27 IV C D C D D D 27 IV C D D C C C 29 IV C C C C C C 29 IV C C C C D C 25 IV C C C C C C 25 IV C C C C C D 41 II B C C D D D 40 II F F F B D E Delta Arterial 5-19

20 Segment # Facility Direction Chart Label 1 I-295 NB I-295 NB - Overlook Ave Off-ramp to 12th St\M St Off-ramp FFS Arterial Class Free Flow 2016 AM Peak Hour - All Vehicles 2016 PM Peak Hour - All Vehicles 2016 AM Peak No Action 2016 PM Peak No Action Delta Arterial Delta 50 I Arterial 2 I-295 SB I-295 SB - 12th St\M St On-ramp to Overlook/Laboratory On-ramp 50 I S. Capitol St NB S. Capitol St NB - MLK Jr. to Fred. Douglass Bridge 38 III F D 4 5 S. Capitol St MLK Jr. Ave SB NB S. Capitol St SB - Fred. Douglass Bridge to MLK Jr. MLK Jr. Ave NB - S Capitol St/Halley Pl to Good Hope Rd 37 III F E 27 IV D D 6 MLK Jr. Ave SB MLK Jr. Ave SB - Good Hope Road and MLK to S. Capitol/Halley Pl 27 IV D C 7 Malcolm X Ave EB Malcolm X Ave EB - S. Capitol St Ramps to MLK Jr. Ave 29 IV B F 8 Malcolm X Ave WB Malcolm X Ave WB - MLK Jr Ave to S. Capitol St ramps 29 IV C C 9 Alabama Ave EB Alabama Ave EB - MLK Jr Ave to Irving St 25 IV C C 10 Alabama Ave WB Alabama Ave WB - Irving St to MLK Jr. Ave 25 IV C C 11 Suitland Pkwy EB Suitland Pkwy EB - Fred. Douglass Bridge to Alabama Ave On-ramp 43 II C D 12 Suitland Pkwy WB Suitland Pkwy WB - Naylor Road to Fred. Douglass Bridge 44 II F F 5-20

21 1020 (2100) 1535 (4050) 890 (250) 2080 (4390) 3220 (5750) 5140 (4025) 2410 (1675) 430 (775) 1040 (600) 1675 (1500) 1720 (3000) No Build AM(PM) Peak Hour Freeway s

22 265 (450) 4205 (1710) 1340 (3855) 45 (450) 890 (690) 930 (255) 1315 (2135) 1680 (4255) 3250 (5760) 4965 (4025) 3960 (2350) 830 (685) 2605 (2365) 3100 (1820) 2300 (1035) 580(375) 1765 (2985) Alternative 1 AM (PM) Peak Hour Freeway s

23 720 (2000) 295 (480) 1420 (4005) 4360 (1930) 925 (360) 1220 (2160) 3275 (5805) 4880 (4025) 1840 (4215) 3750 (2360) 130 (680) Alternative 2 AM(PM) Peak Hour Freeway s

24 770 (1885) 1015 (3430) 1270 (3875) 250 (585) 310 (715) 5505(3985) 2205 (930) 840 (725) 595 (405) No Action AM(PM) Peak Hour Freeway s

25 ³ West Campus Overlook Ave 295 Chesapeake St MLK Ave Anacostia Freeway Malcolm X Ave East Campus Legend Metro Station Metro Line Freeway/Ramps 295 Firth Sterling Ave MLK Jr Ave Anacostia Freeway Expressway Arterial Roads A, B, C D E F Good Hope Rd West Campus Suitland Pkwy Minnesota Ave ³ 5-6 East Campus ,000 1,500 2,000 Feet Freeway Level of Service 2016 NB - AM Peak Hour