South Capitol Street Trail Draft Concept Plan

South Capitol Street Trail
DRAFT CONCEPT PLAN
december 2010
ACKNOWLEDGMENTS
This Plan was prepared under the guidance of the District Department of Transportation (DDOT).
District Department of Transportation
Toole Design Group, LLC
Heather Deutsch, Project Manager Daniel Biggs, RLA, Project Manager

Bicycle Program Specialist/ Trail Planner
Landscape Architect
Transportation Policy, Planning & Sustainability Administration
District Agencies
Many District agencies contributed to the development of this plan, including but not limited to:
District Department of Transportation Transportation Policy and Planning Administration
District Department of Transportation Infrastructure Project Management Administration
District Department of the Environment
District of Columbia Office of Planning
This report has been prepared for the District Department of Transportation (DDOT) as a portion of the South Capitol/Oxon Run Trail Concept Design and Rehabilitation Project. The scope of this project includes development of a
Concept Plan for the creation of the South Capitol Street/Overlook Avenue Trail and the rehabilitation/extension
of the Oxon Run Trail.
This project was recommended in the District of Columbia (DC) Bicycle Master Plan, completed in 2005 and builds
on the trail network developed as a part of the Anacostia Waterfront Initiative. This project is also part of the District
wide effort to improve the bicycle and pedestrian network within the District for better non-motorized transportation access, increased recreation opportunities and overall improved personal health of District residents. This report
focuses on the portion of project along South Capitol Street and Overlook Avenue (the South Capitol Street Trail).
TA B L E O F C O N T E N T S
CHAPTER 1
Project Overview.....................................................................................4
CHAPTER 2
Concept Plan...........................................................................................6
CHAPTER 3
Concept Development and Implementation.........................................16
CHAPTER 4
Trail Concept Areas and Pinch Points....................................................22
Appendices
Appendices............................................................................................49
1 project
overview
4
Project Scope
The South Capitol Street Trail concept plan has been developed by the
Transportation Planning, Policy and Sustainability Administration of the District
of Columbia Department of Transportation to improve bicycle and pedestrian
transportation access. Its purpose is to be used as a guide to improve the
bicycle and pedestrian access network along South Capitol Street/Overlook
Avenue, and to provide direction for improvements regarding a.) trail segments
necessary to complete the network and b.) related access, traffic safety, and
roadway improvements. This concept plan provides guidance on proposed trail
alignments, as well as a phased implementation approach for all improvements.
Ideally, the trail will be integrated into the on-going roadway design and
construction improvements planned within the study area. Several ongoing
projects which are under development or in the planning process which are
described in Chapter 2: Concept Plan of this report. The trail should be included
in each of these projects to improve the non-motorized transportation network
within the South Capitol Street corridor and the greater Southeast DC area .
Throughout the concept planning process several stakeholder outreach sessions
were held. Outreach efforts have included the District Bicycle Advisory Council
(BAC), local bicycle advocacy groups, and Ward 8 staff to present project updates
and concept plans. Additionally, the planning process included meetings with
various public agencies and citizen groups including, National Park Service,
Department of Homeland Security, and District Department of Transportation
Infrastructure Project Management Administration.
Project location
The study area for this project is located within Ward 8 of the District of Columbia
as illustrated in Figure 1. The project area extends from the western limit of
Oxon Cove Park and DC Village to Overlook Avenue and South Capitol Street,
north to the Anacostia River, near Popular Point.
The proposed 4.25-mile South Capitol Street Trail is located predominately
within the I-295 corridor, adjacent to the Blue Plains Waste Water Treatment
Plan, Anacostia Naval Air Station and Bolling Air Force Base to the west, and
Suitland Park (NPS Lands), St. Elizabeths Campus (DHS), and I-295 to the east.
Project purpose
The purpose of this project is to improve bicycle/pedestrian access within the
South Capitol Street/Overlook Avenue corridor, and the non-motorized network
connections to surrounding neighborhoods, military bases, and multimodal
connections. In addition, it will extend the Districts trail network in southeast
DC. The trail will be an important non-motorized transportation route providing
direct access from Southeast DC neighborhoods and Maryland near the Bald
Eagle Recreational Center in the Bellevue neighborhood, and Oxon Cove Park/
Oxon Hill Farm, which connects to National Harbor in Maryland. The trail
network will connect to the neighborhoods adjacent to the Anacostia River, and
Downtown Washington DC.
Figure 1: south capitol street trail context map
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Oxon Run Trail Context Map
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Proposed South Capitol St Trail

Other Existing Trail
Other Proposed Trail
National
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2
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Park Area
2 Concept Plan
Project design criteria

Based on the right-of-way/property investigation undertaken for this project,
it is the design teams understanding that all of the roadways within the study
area and the area where the proposed trail will be located is within DDOT rightof-way. Per research and discussions with DDOT, the following design criteria
were established:
Roadway design criteria

Functional Classification Functional classification helps to define
a roadways design characteristics based on the roadways function.
Typically, assignment of functional classification is not revisited on a
frequent routine basis, and at this time it is unknown when the last time
the functional classification for these roads was examined.
Functional classification of the existing roadways in the study area were
determined to be : (Appendix B)
I-295 Interstate Highway
South Capitol Street Expressway north of Firth Sterling, Minor
Arterial south of Firth Sterling
Overlook Avenue and Malcolm X Avenue Minor Arterials
Firth Sterling Avenue, and Defense Boulevard Collectors
MacDill Boulevard, Magazine Road, Laboratory Road, Chesapeake
Street Local

Based on the changing nature of South Capitol Street corridor north of

the Anacostia River to less of an expressway feel, it is recommended that
the functional classification of South Capitol Street between the Frederick
Douglass Bridge and Firth Sterling Avenue be reexamined and possibly
changed from expressway to minor arterial. Also, it may be appropriate
to reexamine Overlook Avenue as a collector based on the close proximity
of I-295, which is an arterial/interstate and Overlook Avenues limited
connectivity to the arterial network. Revising these classifications would
imply less stringent design criteria and allow the design of the trail and
any redesign of the roadways to be more sensitive to the surrounding
community context.
Design Speed Although not a American Association of State Highway
Transportation Officials (AASHTO) guideline, many jurisdictions including
DDOT establish design speeds 5 to 10 mph above posted speeds. This
can contribute to overly conservative designs and less ability to design
roadways with sensitivity to surrounding context. Because of this many
other jurisdictions are moving away from this practice and establishing
design speeds that are equal to desired operating speeds. However, it is
important that controlling design elements such as geometry and traffic
control measures are in-line with proposed design speeds to provide
a balanced design. Considering the previous discussion regarding
functional class, it may be appropriate reexamine the posted and design
speeds for South Capitol Street south of Firth Sterling Avenue. A posted
speed and design speed of 35 mph may be more appropriate.
Existing posted speeds for the roadways in the study area include:
(Appendix B)
50 mph on I-295
35 mph on South Capitol Street north of Firth Sterling
40 mph on South Capitol Street south of Firth Sterling
25 mph on Overlook Avenue
30 mph Malcolm X Avenue
25 mph on MacDill Boulevard, Magazine Road, Laboratory Road,
and Chesapeake Street
Design Vehicle Since South Capitol Street and Overlook Avenue are
the only streets where geometric changes are proposed for this project,
this discussion is limited to these roadways. Based on the observed
vehicles frequently operating along the South Capitol Street/Overlook
Avenue corridor, it is suggested that the design vehicle for this corridor
be an AASHTO single unit truck (SU) or city bus (BUS). It is important to
resist the temptation to pick the most conservative design vehicle that
may use the corridor, since this can lead to overly conservative designs
and negatively impact bike/pedestrian crossing distances and vehicular
speeds of turns. Several design guides including the DDOT Design and
Engineering Manual suggests only selecting larger vehicles that will
frequently use the facility.
Lane Widths As with the previous discussion regarding design
vehicles, this discussion is limited to South Capitol Street and Overlook
Avenue because these are the only streets where geometric changes
are proposed. Existing lane widths vary between 11 feet and 22 feet.
The larger lane widths associated with ramp locations and widths are
governed by AASHTO ramp criteria. In non-ramp locations lane widths
should be in accordance with DDOTs Design and Engineering Manual
(10 feet to 12 feet) with 10 feet being used on collector streets and 11
feet on arterial streets with design speeds of less than 35 mph.
Streetscape Standards The northern portion of the study area falls
within the Anacostia Waterfront Initiative (AWI) area. Streetscape
standards within this area should follow DDOTs Anacostia Waterfront
Transportation and Architecture Design Standards, and for continuity, it
may be appropriate to use the AWI standards throughout project corridor.
General Guidance The ultimate design of the project should be in
accordance with DDOT, Manual on Uniform Traffic Control Devices
(MUTCD), AASHTO, and the U.S. Access Board guidelines, standards and
specifications as appropriate.
trail design criteria

The following trail design criteria is based on researchand design best practices.
It is understood that the update to the AASHTO Guide for the Development of
Bicycle Facilities will generally following these guidelines.
Trail Design Speed When establishing a potential trail design speed
it is important to understand the flexibility of applying different design
speeds for different situations along a trail. For relatively flat areas,
design speeds between a typical bicyclists 85th percentile speed (14 mph)
and a recumbent bicyclists 85th percentile speed (18 mph) are most
appropriate. For areas with long downgrades, such as the along Overlook
Avenue north of Shepherd Parkway, a design speed of 20 mph may be
more appropriate. In some situations, such as approaching hazards or
conflict locations, it can be appropriate to use lower design speeds (as low
as 12 mph). However, reduced design speeds should be used with some
other treatments such as geometric alignment shifts or traffic control
measures which create slower operating speeds. In general, the design
speed for the trail should be approximately 18 mph with higher or lower
values in some locations based on the above considerations.
Trail Width and Clearances The minimum preferred width for a trail
and buffers is a 10-foot trail, 5-foot separation between the trail and
a roadway, and a 2-foot buffer on the side of the trail away from the
roadway. See the Trail Segment Components section of this chapter to
see how space should be allocated when there is more or less width
available. The minimum preferred vertical clearance for the trail is 10
feet.
Trail Cross Slope Although ADA guidelines recommend a 2 percent
maximum cross slope for accessible routes, it is recommended that a 1
percent maximum cross slope be used. This slope is easier to navigate by
persons in wheelchairs. The flatter cross slope combined with using the
AASHTO Lean Angle formula to establish horizontal curves also allows
the direction of cross slope to be dictated by surface drainage patterns
and not the direction of curvature. This allows the trail to be built with
less impacts and disruption to existing drainage patterns.
Horizontal Curvature As previously mentioned, it is recommended
that the minimum radius of horizontal curvature be calculated using the
AASHTO Lean Angle formula and a 20-degree lean angle. For various
design speeds, the minimum radii should be:
27 feet at 12 mph
74 feet at 20 mph
36 feet at 14 mph
115 feet at 25 mph
47 feet at 16 mph
166 feet at 330 mph
60 feet at 18 mph
Stopping Sight Distance Based on the design speed, grade of the
trail and a coefficient of friction, the stopping sight distance should

be calculated in accordance with the 1999 AASHTO Guide for the
Development of Bicycle Facilities.
Vertical Alignment Because this trail alignment is adjacent to
roadways, grades should be in accordance with the US Access Board
Public Rights-of-Way Accessibility Guidelines (PROWAG 2005). Vertical
curves should be established based on providing the needed stopping
sight distance.
Trail Design Criteria is also summarized in Appendix E.
connecting communities and neighborhoods

The trail will connect a number of resources and neighborhoods by connecting
missing gaps within the trail/sidewalk network in Southeast DC The improved
trail connectivity in the project area is a need long identified by both the regional
bicycling community and local residents in these areas. Bicycle and pedestrian
travel is relatively difficult throughout the project area due to:
lack of accommodations;
presence of barriers which are difficult for cyclists and pedestrians to
overcome such as highways, institutional sites, and natural areas; and
lack of regional trail network.
lack of accommodations
In many portions of the project area, accommodations such as sidewalks, trail
connections, and intersection crossing treatments, simply do not exist. Where
these facilities do exist the infrastructure is segmented and lack efficient
connections to bus stops and intersection crossings.
The Southeast DC Trail network has long been limited by missing links, which
inhibits efficient travel within the project area, specifically convenient bicycle
connections between southern Prince Georges County/National Harbor and
various neighborhoods, parks, and trail systems in the District. Currently over
70 percent of the corridor is lacking sidewalks.
presence of barriers for cyclists and pedestrians

The presence of barriers is a significant factor making bicycle and pedestrian
travel difficult under current conditions. Several barriers within close proximity
to the project area include major highways such as S. Capitol Street, I-295,
Suitland Parkway and their associated interchanges, and large, limited access
institutions such as the military bases, St. Elizabeths Hospital grounds, National
Park lands, and the Blue Plains Sewage Treatment Plant.
These barriers also make the task of providing improved accommodations a
challenge.
LACK OF REGIONAL TRAIL NETWORK

The proposed trail improvements will connect many neighborhoods and areas
currently disconnected to Downtown DC including residents of: Historic Anacostia,
Barry Farm, Congress Heights, Bellevue, Wheeler Creek, and the Washington
Highlands neighborhoods, which surround the project area. The improved trails
will also provide access for local and regional residents employed on the military
bases, at the redeveloping St. Elizabeths campus, as well as various locations
in Downtown DC. Finally, the trails will expand the network available to a wide
variety of local and regional bicyclists and pedestrians seeking access to the
revitalized Anacostia River waterfront and Anacostia Riverwalk Trail.
In addition to addressing these local travel needs, it should be noted that trail
improvements proposed in this project area will almost eliminate a large gap
in the regional trail network and provide an extension of the Potomac Heritage
National Scenic Trail.
Regional trail system goals include linking DC to Southern Prince Georges

County as well as Charles County, linking Potomac waterfront trails with other
trail systems like the Fort Circle Route, Suitland Parkway Trail, etc., and linking
the urban Maryland, DC and Virginia trail systems via the Wilson Bridge.
TRAIL ALIGNMENT
Generally describing the trail corridor from southwest to northwest, the trail
begins at the existing trail connection to Oxon Cove Park/Oxon Hill Farm. At the
southern limit of DC Village, the proposed trail extends along DC Village Lane and
Blue Plains Drive to Shepherd Parkway. At Shepherd Parkway the trail exits the DC
Village area, and extends along Laboratory Road to the intersection with Overlook
Avenue. The trail extends along the walls separating Overlook Avenue/South
Capitol Street and the adjacent military bases. Extending along the western side of
Overlook Avenue, the roadway eventually changes to South Capitol Street, where
the trail extends north to the existing trail connection of the Frederick Douglass
Bridge, north of the South Capitol Street/Firth Sterling Avenue intersection.
Along Overlook Avenue/South Capitol Street, the trail crosses several signalized
intersections including Chesapeake St./Magazine Rd., McGuire Ave/Mac Dill Blvd.,
Malcolm X Ave, and the Firth Sterling Ave/ Defense Blvd. intersection.
TRAIL USERS AND TRIP TYPES

Given the population densities anticipated as a result of the redevelopment and
expansions of the St. Elizabeths campus, redevelopment of Bolling Air Force
base and Anacostia Naval Air Station, DC Village, as well as the lack of trail
connections in Southeast DC, it is expected that the trail will be used by a wide
range of people and for a variety of trip purposes. Users expected include:
Bicyclists of various skill levels including children, novices, and
experienced, using standard, tandems, recumbents, bicycle trailers
and trail-a-bikes.
Pedestrians including children, the elderly, disabled persons in
wheelchairs or electric scooters, people pushing strollers, dog walkers
and others
Runners and joggers
In-line skaters, push scooters, skateboards, etc.
Common trip purposes will primarily include transportation to and from work
and cyclists and runners completing a larger circuit along the Anacostia River
for recreational purposes. Other trips will benefit from the increased sidewalk
network in this area, and improved access to the existing bus transit network,
as well as the future light-rail transit facilities. Longer trips will benefit from
greater network connectivity to the National Harbor and the Woodrow Wilson
Bridge providing connections to Virginia destinations to the south, Downtown
DC, historic Anacostia, military sites, the St Elizabeths site and the Anacostia
Trail system along the Anacostia River to the north. The primary trail consists
of a proposed segment that extends along South Capitol Street/ Overlook
Avenue, which is connected by a series of sidewalks, and shared-use path
connections. As an urban trail adjacent to a roadway (sidepath), design details
and characteristics are critical during final design. Recommended design
criteria are provided in this section and Appendix E: Trail Design Criteria. Each
of the facility types are described below.
TRAIL SEGMENT COMPONENTS

SHARED USE TRAIL
The proposed trail will consist of a 10-foot wide hard surface, composed
primarily of asphalt. In locations where sufficient space for a 10-foot wide
trail and buffers are not available, trail segments may be reduced to 8-foot. In
general, trail widths less than 8-feet are not encouraged and only recommended
as a last option due to insufficient width for bidirectional travel by bicyclists
and pedestrians. Additional considerations regarding trail width are discussed
further in the Trail Concept Area Chapter, which includes a discussion of each
pinch point along the proposed trail alignment.
Within the trail corridor, the available width pinches due to limited space
between existing edges of roadways, military base walls, and utilities.
PREFERRED WIDTH TRAIL SECTION

Throughout the trail corridor, a 10foot wide trail is preferred with a
5-foot separation from adjacent
roadways, and a minimum 2-foot
buffer from adjacent obstructions.
If a 5-foot wide separation zone is
not available, a barrier could be
provide in order to maintain the
preferred 10-foot trail width, per
AASHTO guidance.
REDUCED WIDTH TRAIL SECTION

In locations where the trail corridor width
is restricted and only a 10-foot is available
for the trail, separation, and buffer, in
general a 8-foot trail is recommended with
a 1-foot separation from the travel lane
and 1-foot buffer between any adjacent
obstructions. A barrier to the adjacent
roadway should be provided per AASHTO
guidance.
MINIMUM WIDTH TRAIL SECTION

In locations where the trail corridor width is
restricted and between 6 and 10-feet, the
maximum width for the shared use trail is
preferred. This 6-foot wide trail section should
be no longer than 50-feet in length. Shared use
trail facilities should not be less than 6-feet in
width.
Optimal width trail section

Where feasible additional width to provide a wider separation and buffer between
the roadway travel lanes, adjacent obstructions and the shared-use trail for
landscaping is desirable.
sidewalks
The sidewalk segments within the project area consist of rehabilitating or
establishing new sidewalks connecting to the proposed trail. All proposed or
rehabilitated sidewalks are to meet DDOT standards which require a minimum
6-foot wide sidewalk with a 4-foot tree box (6-foot preferred). All sidewalks should
be in compliance with current ADA guidelines and provide curb-ramps with
detectable warning strips.
trail/ roadway crossings

Best practice design for crossings at each of the trail/road intersections is key
to ensuring trail users are able to utilize the space as safely and comfortably as
possible. In general, these intersections should be improved utilizing the trail/
roadway crossing detail in the DC Bicycle Design Guide. General improvement
recommendations including curb ramps, crosswalk markings, street signage,
crossing signals, and curb extensions are the types of features recommended at
many of the proposed intersections to address site specific issues. Site specific
concept designs are illustrated in Chapter 4: Trail Concept Areas and Pinch
Points. Each intersection should be analyzed further during final design.
signage & markings

Signs and pavement markings should be implemented through the entire trail
especially the appropriate warning and regulatory signs recommended for trail/
roadway intersections. Signs and markings should provide important safety
information including intersection warnings, wayfinding, trail and user

restrictions and other right of way information.
In conventional roadway intersection design, right-of-way is assigned to the
higher volume and/or higher speed approach. In the case of the trail crossings,
trail user volumes should be taken into consideration for appropriate right-ofway designation. In addition, changes in user volumes over time should also
be considered. Application of intersection controls (yield signs, stop signs or
traffic signals) should follow the principle of providing the least control that
is effective. Installing unwarranted or unrealistically restrictive controls on
path approaches in an attempt to protect trail users can lead to disregard of
controls and intersection operating patterns that are routinely different than
indicated by the controls.
Intersection sight distance (sight triangles) is a fundamental component in
selecting the appropriate control at path-roadway intersections. Yield control
(fot either approach) should only be used if both approaches (roadway and
trail) can see enough and react to avoid a conflict. The length of the legs of the
sight triangles should be calculated in accordanec with the AASHTO Policy on
Geometric Design of Highways and Streets, using the trail design speed and bike
dimensions as appropriate.
Typical signs should consist of:
Stop
Yield
Bikes Use Ped Signal
Bikes Keep Left, Peds Right
Bikes Yield to Peds
Yield Here to Trail Users
In-street Crosswalk Bollard
Turning Traffic Yield to Bikes
and Pedestrians
Intersection Ahead
Share the Trail
Path Narrows
Street/Facility Identification
Wayfinding
Trail Identity Signs
Signal Ahead / Road Xing / Stop Bars: Signal Ahead, Road Xing and
Stop Bar pavement markings should correspond with the road/trail
intersections as previously described.
signals
Pedestrian crossing signal, or bicycle signal heads should be implemented at
all signalized trail/roadway crossings. If possible, signals should be pre-timed
to provide the full bicycle/pedestrian phase in every signal cycle. If more time
is needed for vehicular traffic, the bicycle/pedestrian phase can be actuated,
however this should be evaluated periodically, and as trail user volumes
increase the need for a pre-timed bicycle and pedestrian phase may become
more critical. If the trail/roadway crossing is actuated, push buttons should be
placed in a convenient location for bicyclists and pedestrians, and not cause
bicyclists to dismount or wait in opposing trail traffic.
surfaces/ paving materials

PAVEMENT
Standard
asphalt
is
recommended for the trail with
an asphalt surface (6 inches
deep) and an aggregate base (6
inches deep), depending on
local geotechnical conditions.
Source: TDG Library
concrete
Source: Bernheim Arboretum & Research Forest
The shared-use trail should be supplemented by the following trail pavement

markings:
Centerline Markings: Along the trail, a centerline is recommended, as
it would help delineate a continuous route for trail users to traverse
the length of the trail. The centerline should be dashed along stretches
where sight distances allow safe passing of slower users, and solid
where passing of slower users is discouraged or prohibited.
Standard concrete is recommended for

sidewalk connections with a concrete surface
(4 inches deep), and an aggregate base (4
inches deep).
Source: TDG Library
grading, drainage, lid, & Lighting

grading
Source: TDG Library
Grading to provide a seamless

connection between the proposed
improvements and existing landscape
is important to provide a smooth
transition along the trail. During final
design, the limits of grading and
construction will need to be
delineated and should provide a
context sensitive trail appropriate to
the character of the streetscape.
Drainage
10
Throughout the study area, some of the adjacent streets include curb and gutter,
and drainage inlets (closed drainage system), while other sections consist of a
gutter-less (open drainage system) roadway section. In general, a close drainage
system is recommended where feasible to direct runoff to the storm drain
network.
Closed Drainage System In
closed drainage systems road
runoff is collected along the edge
of the roadway with a curb and
gutter, where the drainage enters
a drain inlet for subsurface
containment. This condition is
most common for urban roadway
conditions and a majority of
Source: TDG Library
South Capitol Street/Overlook
Avenue includes this system type. The trail surface could be sloped toward or
away from the roadway at approximately 1 percent depending on surface
drainage conditions and to minimize construction impacts.
Open Drainage System In this condition road runoff enters the adjacent
pervious shoulder as sheet flow, where it soaks into the ground or is conveyed
in ditches along the roadway. In open drainage areas, the trail could be sloped
toward or away from the roadway at approximately 1 percent depending on
surface drainage conditions and to minimize construction impacts. If sheet flow
from the roadway crosses the trail it is particularly important that a grass buffer be
provided between the roadway and trail

to filter roadway sediment. In appropriate
areas, the buffer can be depressed to
create ditches or bioswales for conveying
or treating stormwater runoff. The use of
ditches, bioswales, or existing drainage
patterns may require the installation
culverts that will cross the trail. Culvert
outfalls should be designed in such a
way to minimize erosion. An existing
approximately 0.75 mile segment of South
Capitol Street extending south from the
Department of Public Works maintenance
yard consists of an open drainage system
with a grass strip along the shoulder
with a slope down, away from the road,
to areas of overgrown vegetation in the
parallel railroad right-of-way.
surfaces if there is an elevation drop adjacent to the bioretention cell.

Native vegetation in the cells could provide a degree of visual screening
for trail uses from the road. In addition, the planting palette should
be limited to native grasses, perennials, and shrubs if vehicle safety
considerations preclude the use of trees adjacent to the roadway.
Low-impact development areas are recommended along the trail and
at intersections where feasible.
lighting
Lighting elements of the trail serve a decorative function however are primarily
intended to provide functional illumination and security of the trail during the
evening and dusk hours. Through the use of appropriate lighting concepts,
the trail can be a focal point that is integrated into the existing land uses and
streetscapes, providing an interesting transition for users from the surrounding
areas onto the trail.
Source: Just Smart Design
low impact development

Low impact development (LID) is the treatment of stormwater runoff through
the use of biofiltration techniques such as bioswales, and tree box filters/
biocells to improve water quality and reduce stormwater runoff and pressures
on existing storm water infrastructure systems.
Bioswales Bioswales are vegetated drainage channels that convey,
infiltrate, and treat stormwater runoff water through the use of vegetation
and natural biological processes. These systems can be designed into areas
that receive runoff from paved areas where runoff may be laden with
oil and other waste washed from roadways or as overflow conveyance
systems for other bioretention facilities. Where bioswales are proposed
between the roadway and trail, it is recommended that every 25 to 40
feet a trench drain with a cobble apron should be installed to provide
drainage under the trail and disperse drainage to the adjacent grass areas.
Tree Box Filters/ Biocells Tree box filters/biocells consist of a
container filled with an engineered soil mixture, under-drain system,
and a tree or various plantings located along a roadway or impervious
surface area. These systems typically replace or provide pre-treatment
upstream of traditional stormwater drain inlets and treat stormwater
runoff through infiltration, and natural biological processes by the plant
materials present in the tree boxes. Overflow within these systems
could be collected by inline drains connected to the cells underdrains.
The underdrains ultimately could tie in to a drainage structure (e.g.
curb inlet) in the existing storm drain network or daylight onto pervious
Lighting levels should comply with local ordinances and should have cutoffs to
shield lighting from adjacent properties. LED and solar-powered lighting is a
good option that is ultimately less expensive to operate, and should be explored
further during final design. As with other site amenities, lighting should be
tamper resistant and made to withstand vandalism.
Existing lighting systems can be found on several of
the proposed trail segments along existing roadways.
In many instances these systems will remain and must
be incorporated/re-utilized in the design, as well as
complemented by any proposed lighting systems. In
areas where the trail is proposed adjacent to existing
roadways, illumination requirements for the roadways
must also be kept in mind to improve safety and
security for all uses. Transitions between existing
streetscape lighting and proposed trail lighting will be
critical in creating an inviting feel for the user.
The lighting scheme for this trail system consists of
post-top fixtures or fixtures attached to existing light
poles. Standalone solar fixtures are suggested in
sections of the trail where existing poles do not exist
and are cost feasible.
Source: TDG Library
Post-Top Luminaries - Lighting along the trail alignment is proposed with

Hadco #R54 Acorn (Washington Globe) post-top luminaries with a wide body
refractory globe and 150-watt High Pressure Sodium (HPS) lamp on a cast iron
fluted 12-foot pole at 70-foot on-center spacing on one side of the trail. This
light fixture is a typical District of Columbia Department of Transportation
(DDOT) fixture which would enable ease of maintenance and replacement by
DDOT forces.
Alternate LED, solar powered luminaries and aluminum or composite poles
should be explored during final design. Each of these options could provide
sufficient lighting, with a traditional street pole appearance while providing a
more cost effective solution. Finally, all fixtures should consist of cut-off lenses
to prevent unnecessary light pollution along the trail corridor.
The lighting scheme for the South Capitol Street trail has been divided up into
five segments along the trail corridor as follows:
1. DC Village (DC Village Lane, Blue Plains Drive & Shepherd Parkway) Within
DC Village, Washington Globe post top fixture luminaries with 150W High
Pressure Sodium (HPS) fixtures on 14 or 16 foot poles at 75 to 90 foot spacings
are proposed along the trail alignment. These fixtures are intended to replace
the existing 250W HPS cobra head fixtures, provide street and trail lighting,
and match the proposed lights proposed for Oxon Run Trail. In locations where
cobra head luminance levels are required for the roadway, Washington Globe
fixtures with DDOT Tear Drop luminaries are recommended.
2. Laboratory Road between DC Village and Overlook Avenue Along
the Laboratory Road/I-295 overpass, the existing wall pack light fixtures
mounted to the abutment walls on both sides of the underpass are in poor
conditions. It is recommended that each of the six light fixtures be replaced
and upgraded to 250W HPS located at approximately 100-foot spacing and
33-foot high along the abutments to provide sufficient roadway and trail
lighting.
3. Overlook Avenue (Laboratory Road to Chesapeake Street) Within this
segment, the existing 250W HPS cobra head light fixtures are attached to
PEPCO utility poles, which are located in the sidewalk. It is recommended
that where it is not feasible to relocate the trail/sidewalk around the utility
poles and outside of the PEPCO utility easement, that the utility poles be
relocated outside of the trail path, and the cobra head fixtures be replaced
with new DDOT Tear Drop luminaries. If necessary, single Washington Globe
post top luminaries on 16-foot pole could be installed with 250W HPS fixtures
at approximately 75 to 90 foot spacing.
4. Overlook Avenue/ South Capitol Street (Chesapeake Street to Malcolm
X Avenue) - Within this segment the existing 250W HPS DDOT Tear Drop
luminaries appear to have been recently installed and it is recommended that
these fixtures be retained, and supplemented for trail lighting. Supplemental

light fixtures are recommended between the existing poles or with pedestrian
scale fixtures attached to the existing poles.
5. South Capitol Street (Malcolm X Avenue to Firth Sterling Avenue) - Along
this segment existing 400W HPS cobra head non-cut off droop lenses exist
which should be replaced with cut-off lenses. In addition, in order to provide
sufficient trail lighting, these fixtures should be supplemented with 250W HPS
Washington Globe fixtures at approximately 75 to 90 foot spacing.
roadway & transit considerations

Throughout much of the corridor, there is adequate width between the existing
roadways (South Capitol Street and Overlook Avenue) and the adjacent
military facilities to fit the proposed trail, however in some locations this area is
pinched making trail construction difficult. Options were explored to determine
the best approach for constructing the trail in these pinched locations. In
several instances, modifications to adjacent roadway geometry, operations,
and capacity are recommended. In some of these locations modifications to
transit stops and considerations of transit users were taken into account. These
modifications are described in more detail in Chapter 4 - Trail Concept Areas and
Pinch Points, Appendix A - Pinch Point Analysis Summary Table and Appendix
B Transportation Study. The Transportation Study includes a traffic analysis
of roadway and intersection modifications along South Capitol Street and
Overlook Avenue. The study also assessed existing volumes and intersections
conditions, future volumes and no-build conditions, as well as future volumes
and improvement options.
Following is a summary of the roadway network within the project area from
largest to smallest functional roadway type:
I-295 (Anacostia Freeway) is an Interstate Highway which generally runs
north-south within the project area. This I-295 section of the Anacostia
Freeway also connects northeastward with the DC-295 section of the
Anacostia Freeway/Kenilworth Avenue corridor, providing access to
the Baltimore Washington Parkway. The speed limit is 50 mph within
the study area.
South Capitol Street is an expressway south of M Street and along the
Frederick Douglass Memorial Bridge over the Anacostia River, where
it continues south, parallel to I-295. The classification of this roadway
changes from expressway to minor arterial south of the South Capitol
Street and Firth Sterling Avenue, SE intersection. The posted speed
limit is 35 MPH north of Firth Sterling Avenue and 40 mph south of
Firth Sterling Avenue.
Malcolm X Avenue is a two to four-lane urban minor arterial that runs
east-west and extends from 8th Street on the east, across Martin
Luther King Jr. Avenue to South Capitol Street. At its west end with
South Capitol Street, Malcolm X Avenue connects directly to the main
entrance gate of Bolling Air Force Base. The speed limit along Malcolm
X Avenue is 30 mph. Parking is allowed on both sides of Malcolm X
Avenue east of the I-295 on/off ramps.
Firth Sterling Avenue is a four-lane collector road that runs southwest
to northeast from South Capitol Street to Howard Road. This road
is a main route for motorists and pedestrians traveling between the
Anacostia Naval Station, the Anacostia Metrorail station, and historic
Anacostia. Firth Sterling Avenue also provides access to the Barry Farm
neighborhood. The speed limit for Firth Sterling Avenue is 25 mph.
Defense Boulevard (South and North), MacDill Boulevard, Magazine
Road, and Laboratory Road are all local access and internal circulation
roads connecting South Capitol Street/Overlook Avenue to the
Anacostia Naval Base and Bolling Air Force Base facilities.
transit facilities
The Washington Metropolitan Area Transit Authority (WMATA) Metrobus
network is fairly extensive within the project area, as well as, the Omniride
Commuter Bus from Dale City, Virginia, which stops in the area of Malcolm X
Avenue, near Bolling Air Force Base.
Bus stops located adjacent to trail segments should include a landing zone
with or without a shelter in addition to the adjacent trail alignment. A separate
landing zone is encouraged to minimize conflicts between trail users and patrons
waiting from the bus within the trail alignment. As a result, where necessary,
bus stops should be relocated to provide sufficient space for the trail and bus
stop. Within the trail alignment, two existing bus stops are recommended to
be relocated to minimize conflicts between bus stop patrons and trail users,
including the following.
At the South Capitol Street and Malcolm X Ave/MacDill Boulevard
intersection, it is recommended that the far-side bus stop be relocated
to the near-side of the intersection to provide additional space for the
proposed trail. At the near-side location, sufficient space for loading/
unloading within the turning lane, as well spaces for a 6-foot by 8-foot
bus stop adjacent to the proposed 10-foot trail.
At the South Capitol Street and Firth Sterling Avenue intersection, it is
recommended that the far-side bus stop be relocated to the near-side
of the intersection to provide additional space for the proposed trail,
and the proposed light-rail stop. At the near-side sufficient space for
loading/unloading within the turning lane, as well as space for a 6-foot
by 8-foot bus stop adjacent to the proposed 10-foot trail.
11
general considerations
Coordination with Development near Project Corridor: Within close proximity
to the project area, several projects are under development or in the planning
process. In addition, several master plans and city wide initiatives are in
place. The following projects influence the project area and should be closely
coordinated with during final design and construction.
12
A. St. Elizabeths West Campus: The redevelopment of St. Elizabeths West

Campus includes a total development of 4.5 million gross square feet (GSF)
including administrative and operations space, and shared uses, such as a
cafeteria, child care center and others. The redevelopment of the campus will
have traffic implications for the surrounding region including South Capitol
Street, Firth Sterling Avenue, and Malcolm X Avenue. The implications and
conceptual designs of transportation improvement alternatives as presented
in the project Environmental Impact Statement (EIS) may have implications
for the proposed trail along South Capitol Street at the intersection with
Malcolm X Avenue. The EIS shows reconstructing this intersection which may
worsen an existing trail pinch point. Another consideration related to the
St. Elizabeths redevelopment was the potential use of a proposed roadway
corridor to place a trail on the west side of I-295 (creating a sidepath along
the proposed road). Recent discussions with DHS and DDOT staff indicate
that this alternative may be feasible because the proposed road would be
outside the security perimeter of the St. Elizabeths site.

Source: St. Elizabeths Master Plan
Interim Network Connections

Interim network connections map
As a result of the planned redevelopment of the St.
Elizabeths West Campus into the Department of
Homeland Security (DHS) headquarters, the South
Capitol Street/ Anacostia Freeway intersection is
scheduled to be improved by 2012 with better bicycle/
pedestrian access and facilities. Based on the preferred
alternative from the St. Elizabeths Environmental
Impact Statement (EIS), a shared use path is carried
through the west side of the St. Elizabeths campus.
The preferred alternative has a new interchange ramp
bridge that spans Malcolm X Avenue and this poses a
good opportunity for the DHS shared use path to span
Malcolm X Avenue and include spurs which connect to
the sidewalks along Malcolm X Avenue. However, as
of Summer 2010, the plans for the interchange ramp
bridge do not include a shared use path, and therefore
a connection from the end of the proposed DHS shared
use path, extending parallel to I-295 from Firth Sterling
Avenue to Malcolm X Avenue is necessary to provide a
bicycle and pedestrian connection to the west campus.
Ultimately the improvements proposed as a part of
the St. Elizabeths Campus and Street Car projects
impact the trail segment north of Malcolm X Avenue
significantly, and thus further development and the
ultimate alignment of this segment should be further
reviewed once plans for both projects are further developed.
not an ideal location, the east side of S. Capitol Street appears to have better
opportunities for a sidepath.
In the interim, on-street connections between Oxon Run Park and the
northwest corner of South Capitol Street / Martin Luther King Blvd, where
Connection B (Preferred Connection): On-Street Connections between Oxon
the DHS shared use path is planned to begin were evaluated to provide a
Run Park at Atlantic Street to 1st Street and
north-south connection.
Halley Place A fairly direct connection
was identified from Oxon Run Park along
The following connections were evaluated, as illustrated in the interim
Halley Place, 1st Street SE and Atlantic
network connections map:
Street. An on-street connection that uses
Atlantic Street allows connections to
Connection A: Sidepath along South Capitol Street (per DC Bicycle Plan)
proposed paths on either side of Oxon Run
A proposed path along South Capitol Street to Oxon Run Park was illustrated,
due to the existing bridge over the stream.
however this alignment appears to be difficult due to constrained width
Within this corridor, all of the streets are too
for a sidepath on both sides of the street. In addition, along the west side
narrow for bike lanes; however shared lane
at the north end of the roadway there are significant slopes/walls within
markings are feasible. There is a fairly steep
the corridor. The slopes are less severe further south, however there are
hill on Halley Place and at the north end of
numerous intersections and driveways along both sides of the corridor. Some
1st Street. Intersections appear relatively
areas appear to have sufficient width for a sidepath however others are
easy for cyclists to navigate, including the Source: TDG Library
constrained (9 feet between the curb and adjacent parking lots). Although
signalized intersections of S. Capitol Street /Martin Luther King Blvd, and 1st
Street/Atlantic Street. The intersection of 1st Street and Mississippi Avenue is
a bit awkward (5 leg and all way stop), but does not appear overly difficult for
cyclists to navigate. Based on the above evaluation it appears that the most
feasible and cost effective solution would be to make a connection from Oxon
Run Park to the proposed St. Elizabeths path to include on-street facilities
(shared lane markings) along Atlantic Street, 1st Street and Halley Place.
B. Street Car: DDOT has initiated a project to construct a light rail line along
Firth Sterling Avenue and South Capitol Street. Within the project area, the
proposed street car track alignment would be on the west side of South Capitol
Street from Firth Sterling Avenue to a few hundred feet south of an existing
maintenance facility located on the east side of South Capitol Street. In some
locations along the alignment, the proposed street car facility will occupy the
total available width between the existing military wall and the west edge of
South Capitol Street. This is particularly true near the proposed light rail station
just south of Firth Sterling Avenue. This station also presents the potential to
have a multimodal transportation connection to the trail. Recent discussions
with DDOT staff indicate that construction was underway in spring 2010.
C. Anacostia Access (South Capitol Street) Transportation Study: Within the
project study, several concepts to improve the connections between South
Capitol Street, M Street, Suitland Parkway, I-295, Martin Luther King, Jr.
Avenue, and Firth Sterling Avenue are being prepared. Originally, some of
these roads and their associated intersections/ interchanges were designed
to carry through traffic with little regard for neighborhood connections
and aesthetic characteristics. As a result, reconfiguring these connections
could improve traffic operations and safety, restore public open space, and
eliminate barriers to bicycle and pedestrian transportation in the area.
Source: DC DOT Streetcar
D. DC Village: Proposed redevelopment of the DC Village site presents an

opportunity to make a trail connection between South Capitol Street/
Overlook Avenue, and the existing Oxon Cove Trail. A conceptual site plan
drawing designates a proposed sidepath trail along Shepherd Parkway,
Blue Plains Drive and DC Village Lane connecting to the Oxon Cove Trail.
(refer to attached graphics from DC Village Master Plan on next page)
Property Ownership: Within the trail corridor, a majority of the trail is proposed
within District right-of-way or on District owned property, however land
records and ownership records within the project corridor are not explicitly
clear, and additional right-of-way or easements for the trail maybe necessary.
Agreements with the military bases may be required for potential easements
or maintenance agreements once construction is complete.
Utilities: Throughout the trail corridor the proposed trail crosses numerous
subsurface utilities, and as a result, the impacts and potential modifications of
these structures will have to be addressed during final design.
As mentioned within the pinch point areas, utilities, slopes, and roadway
modifications are necessary. In addition to these areas, no significant areas
have been determined for utility modifications, however during further design,
utilities and potential retaining walls should be identified for further review.
13
PRODUCTION, DISTRIBUTION, AND REPAIR FACILITIES PLAN
Production, Distribution, and repair facilities dc village master plan - excerpt

Figure 4-2: DC Village North Master Plan
14
Source: HNTB Corporation
HNTB Corporation + Geisler Smith & Associates
66
Realigning Public Facilities for a Growing District of Columbia
RODUCTION, DISTRIBUTION, AND REPAIR FACILITIES PLAN
Figure 4-3: DC Village South Master Plan
15
Source: HNTB Corporation
NTB Corporation + Geisler Smith & Associates
67
Realigning Public Facilities for a Growing District of Columbia
3 Concept
development
AND IMPLEMENTAION
16
anticipated reviews / Approvals

The following District agencies will review the various trail segments and provide
input through the final design process.
District Department of Transportation - Transportation Policy, Planning &
Sustainability Administration will provide project coordination during final design.
District Department of Transportation - Infrastructure Project Management
Administration (IPMA) will provide project oversight during final design and
construction, design review ensuring compliance with DDOTs Engineering
Standards and Guidelines.

District Department of the Environment (DDOE) Water Resources Protection
will provide project review during final design to ensure all applicable laws are
met for stormwater management, erosion & sediment control, and wildlife
protection are maintained within the trail corridor.
District Department of Transportation - Urban Forestry Administration (UFA) will
review proposed designs during final design to ensure compliance with UFAs
recommended tree list.
District Office of Planning Public Space Planning will provide design review during
final design to ensure compliance with OPs public space program, which plans
major public realm projects such as streetscapes, parks, and open space designs.
The following Federal agencies will review the various trail segments and provide
input through the final design process:
US Army Corp of Engineers (USACE) Baltimore District will review wetland
delineations and impacts to wetlands or Waters of the U.S. in the trail corridor.
National Capital Planning Commission & Commission of Fine Arts due to
potential impacts to federal lands, review and approval by the National Capital
Planning Commission and the Commission of the Fine Arts may also be required.
management & maintenance of trail

Trail maintenance and management will involve a variety of activities. DDOT has
already been administering some of these activities during trail development
within the district. However the future workload will entail some new and
additional work.
Implementation
Managing phased trail design and construction
Coordinating design and installation of trail wayfinding signs
Ongoing efforts include:
Coordinating with various stakeholders to provide maintenance
and surveillance support, and ensuring ongoing coordination and
information exchange among city agencies, and public groups;
Developing promotional materials;
Managing trail operations and addressing any user conflicts that may
arise;
Regular clearing of vegetation and overgrowth;
Repairing failed sections of the trail surface;
Regular inspection and cleaning of catch basins, culverts and other
drainage facilities;
Maintaining and replacing signs and pavement markings; and
Removing graffiti, if necessary.
policing and public safety

Within District public right-of-way and property, the DC Metropolitan Police
force will be the lead agency responsible for public safety and security. Since
most of the trail will be adjacent to the various military bases, coordination with
military police for trail surveillance and patrols should take place.
User security can be augmented by citizen volunteers or through cooperative
arrangements with other city programs. The key to effective trail policing will be
coordination; among the government police forces.
In general, motor vehicle patrols will be most effective along adjacent roadway
to the trail, and supplemented with bicycle or foot patrols.
IMPLEMENTATION and Phasing strategy

The following is a brief implementation and phasing strategy. This strategy
was developed through prioritizing segments of trail and those portions of the
project which can be completed by complementary agencies or departments
and other funding sources.
If possible, for cost and time savings, it is recommended that the project be
implemented in one phase. However, a single phase typically is not possible due
to funding constraints, timing of nearby capital projects (DHS Campus, Street
Car) or the approval processes required for various sections of the project. As
a result, if phasing is necessary, a framework of four phases of implementation
is recommended. Again, if it is determined that some of these phases can be
combined it would result in more cost effective implementation.
The potential phases for implementation have been organized based on

anticipated approvals, potential funding amounts, and complexity of the
individual trail segments. While there are many variables that must figure
into the decision to undertake design and construction of a trail phase at a
particular time it is critical that segments be immediately usable with seamless
and convenient access.
This phase is connected to the ongoing redevelopment within the DC Village

area. It is recommended that throughout the redevelopment process the
proposed roadway improvements include trail connections and associated
improvements between Oxon Cove Park in Maryland through DC Village to
Shepherd Parkway and Overlook Avenue. This phase includes trail construction/
sidewalk widening.
The following is a summary of the primary segments of the project that should
be implemented in each phase and a rationale for why they are recommended
for the particular time frame represented by the phase. A phasing diagram is
provided in Appendix C.
Preferred roadway cross section within DC VILLAGE
Phase i - interim network connections

As described previously, interim network connection would provide bicycle
and pedestrian connections from Oxon Run Park and points south to the DHS
campus and points north. Proposed improvements within this phase include:
On-street facility markings/signage
Trail construction (new)/sidewalk widening
Roadway improvements
17
Phase ii - DC Village
The DC Village area is located east of I-295 and is bounded on the north by
the Bellevue residential neighborhood and on the south by Oxon Cove and
NPS parklands. DC Village is an area slated for redevelopment and currently
the existing street and sidewalk networks are in extreme disrepair and are
non-contiguous. An existing asphalt trail at the eastern terminus of DC Village
Lane near Bright Street leads to a bridge over Oxon Run and the NPS trail
along the south side of Oxon Cove.
In general, there is very limited existing information about the DC Village
area, which is owned by the District of Columbia. (An excerpt of the DC Village
Master Plan is provided in Chapter 2.) The future development of DC Village
as defined by the Master Plan indicates a rework of road and pedestrian
pathways. Progress with the redevelopment project is still ongoing at the time
of this report, and the future trail alignment within this segment will be refined
once the redevelopment proceeds further.
The preliminary trail alignment within this segment consists of a 10-foot
sidepath extending from the existing connection to DC Village Lane, along DC
Village Lane and Blue Plains Drive and Shepherd Parkway. The trail extends
along Shepherd Parkway north to the intersection of Laboratory Road, where
it connects to Overlook Ave with Phase III.
Phase iII - overlook avenue to malcolm x avenue

Along the South Capitol Street and Overlook Avenue, I-295 runs parallel along
the eastern boundary, Bolling Air Force Base, and Anacostia Naval Station
are situated along the western boundary. Overlook Avenue extends north to
Malcolm X Ave, where the roadway continues on to South Capitol Street, which
is a major thoroughfare extending through the southeast quadrant of the District
of Columbia from the U.S. Capitol to the District/ Maryland State line. This route
connects the eastern shore of the Anacostia River to the rest of the city. Along the
Overlook Avenue/ South Capitol Street corridor, the trail is proposed along the
western side of the roadway corridor beyond the Laboratory Road intersection,
and continues north to the Malcolm X Ave. intersection. Along the trail corridor,
the trail is bordered by the roadway section, and several security walls along
the military base property which creates a series of pinch-points for the trail.
Additional constraints at each location may include utilities, drainage structures,
traffic control devices and signage, environmental constraints and right-of-way/
property limits.
As a result, the pinch points are further defined as locations along the proposed
trail alignment where South Capitol Street/Overlook Avenue travelways/
traffic operations, and the military base walls extending along the west-side
of the alignment result in a minimal available width for a trail between the
roadway and another obstruction. As previously mentioned, the minimum
desirable width for the proposed trail is 10-feet, with a 2-foot buffer and 5-foot
separation from an adjacent roadway. In constrained areas throughout the trail
corridor, 8-feet is recommended for the trail, with a 1-foot buffer and 1-foot
separation. An absolute minimum width for limited trail segments is a 6-foot
width with no buffer or separation. Where feasible, additional separation and
buffer distances are highly recommended.
18
This phase enables a trail connection from DC Village to the proposed trail
connection at the St. Elizabeths West Campus connection. It is recommended
that the improvements within this phase be coordinated with the proposed
improvements to I-295/ South Capitol Street, as a part of the DHS redevelopment.
Improvements within this phase include:

Trail construction/sidewalk widening

Roadway/intersection improvements
In addition, this phase includes trail improvements and pinch points 1 through 5
along Overlook Avenue/South Capitol Street from Laboratory Road/Shepherd
Parkway to Malcolm X Avenue.
Phase iV - malcolm x avenue to firth sterling ave

Along the west side of South Capitol Street are military facilities including: Bolling
Air Force Base and the Anacostia Naval Station. The east side is bounded by I-295
and the St. Elizabeths campus near the northern project limits. Pinch points are
generally caused by the reduction of available width for a trail between the roadway
and another obstruction, such as a wall, light-rail tracks or other structures.
The South Capitol Street/ Malcolm X Avenue intersection is influenced by the
ongoing redevelopments of the St. Elizabeths West Campus for the future
location of the Department of Homeland Security (DHS). As a result of the
redevelopment, improvements to the surrounding roadway network are
required for the project, thus resulting in a new interchange system at the
Malcolm X Avenue, South Capitol Street, and I-295 intersection. The DHS
roadway network plans illustrate a shared-use path along a proposed roadway
between Malcolm X Avenue and Firth Sterling Avenue within the campus
perimeter, but open to the general public. The preferred alternative has a new
interchange ramp bridge that spans Malcolm X Avenue and this poses a good
opportunity for the DHS shared use path to span Malcolm X and include spurs
which connect to the sidewalks along Malcolm X Avenue.
Similar to Phase III, this phase of the propose trail should consist of a 10-foot
wide trail surface where sufficient width exists.
This phase continues the South Capitol Street trail from the St. Elizabeths West
Campus connection and Malcolm X Avenue to the northern terminus. It is also
recommended that improvements within this segment should be coordinated
with the proposed improvements as a part of the Firth Sterling Avenue Street
Car Station.
Improvements within this phase include:
Trail construction/sidewalk widening
Roadway/intersection improvements
In addition, this phase includes trail improvements and pinch points 6 through
8 along South Capitol Street from Malcolm X Avenue to Firth Sterling Blvd.
Estimated costs
Estimated costs to construct those features of the trail not yet completed or
underway, which include interim bicycle access improvements from Oxon
Run Park, and proposed trail improvements in Phases I - IV, are summarized
in Appendix D. The estimated costs are planning level estimates that could
change as design progresses and decisions are made on features for the trail.
Construction cost estimates were developed for the recommendations by
identifying pay items and establishing rough quantities. Unit costs are based on
2010 dollars and were assigned based on historical cost data from DDOT, other
state departments of transportation and other sources. The costs are intended
to be general and used for planning purposes. Construction costs will vary
based on the ultimate project scope (i.e. potential combination of projects, or
use of DDOT forces) and economic conditions at the time of construction.
Costs are based on the Phased Implementation by Segment discussed earlier
in this chapter and illustrated in Appendix C. Design, survey, and other preconstruction activities would add to the level of required funding
19
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4 TRAIL CONCEPT
AREAS and
pinch points
20
Trail overview and concept areas

The following section describes the detailed improvement recommendations
and design considerations for locations along the trail. Based on the varying
nature of the corridor and implementation considerations, this information is
organized into the following project concept areas :
CONCEPT AREA A: DC Village, Laboratory Rd, and Overlook Ave

CONCEPT AREA B: Defense Blvd , Overlook Ave, and South Capitol St
CONCEPT AREA C: South Capitol St, MacDill Blvd/Malcolm X Ave
CONCEPT AREA D: South Capitol St, Firth Sterling Ave, and Defense Blvd
Pinch points overview

In general terms, the preferred dimensions for a trail adjacent to a roadway
are a 10-foot trail, with a 5-foot separation and 2-foot buffer. Trail separation is
defined as the distance from the edge of a roadway towards the trail, and a trail
buffer is the distance from the edge of a trail towards an outside obstruction.
Additional separation and buffer distances are recommended where feasible. As
previously mentioned, in some locations trail widths and buffers will have to be
reduced to navigate pinch points.
The pinch points are located in the following concept areas and illustrated on
the graphics on the following pages:
PAGE
CONCEPT AREA A
Pinch Point 1..................................................................................................... 23
CONCEPT AREA B
Pinch Points 2, 3.1, 3.2, 3.3, 4.......................................................................... 27
CONCEPT AREA C
Pinch Points 5, 6, 7........................................................................................... 39
CONCEPT AREA D
Pinch Point 8..................................................................................................... 45
concept area and pinch point locations
CONCEPT AREA A
CONCEPT AREA B
CONCEPT AREA C
CONCEPT AREA D
21
22
CONCEP T PLAN A r e a A
overview
Concept Area A includes DC Village and segments of the trail along Overlook
Ave from Laboratory Road to south of Magazine Road/ Chesapeake Street.
CONCEPT AREA A
Along Overlook Avenue segment, I-295 runs parallel along the eastern boundary
and the Blue Plains DC Water and Sewer Authority (DCWASA) facility, Bolling
Air Force Base, and Anacostia Naval Station are situated along the western
boundary. Overlook Avenue extends north to Magazine Drive and eventually to
Malcolm X Avenue, where it connects to South Capitol Street. A plan of Concept
Area A is provided in the following pages.
Pinch point 1 is located within Concept Plan Area A
The DC Village area is located east of I-295 and is bounded on the north by the
Bellevue residential neighborhood and on the south by Oxon Cove and NPS
parklands. DC Village is an area slated for redevelopment and currently the
existing street and sidewalk networks are in extreme disrepair and are noncontiguous. An existing asphalt trail at the eastern terminus of DC Village Lane
leads to a bridge over Oxon Run and the NPS trail along the south side of Oxon
Cove.
Pinch Point 1 Approximately 400-feet north of Overlook Avenue and Laboratory

Road/ I-295 northbound off-ramp to Shepherd Parkway a 7-foot wide pinch point
is created for 400-feet by bus stops on either side of the road, and the military
base wall adjacent to the roadway. Within this area there is also a driveway
entrance approximately 150-feet north of the intersection. At this location there
currently is a 4-foot sidewalk which would be replaced with the proposed trail.
In order to avoid this pinch point, it is recommended that the trail extend north
along the east side of Overlook Avenue to a mid-block crossing north of the
intersection. The proposed alignment would provide a 10-foot-wide trail in this
pinch point area. (A graphic of pinch point 1 is provided in the following pages,
as well as an excerpt from the traffic study.) Alternative A is recommended.
In general, there is very limited existing information about the DC Village area,
which is owned by the District of Columbia. The future development of DC
Village as defined by the DC Village Master Plan indicates a rework of road and
pedestrian pathways. Progress with the redevelopment project is still ongoing
at the time of this report, and the future trail alignment within this segment
will be refined once the redevelopment proceeds further. Excerpts of the DC
Village Master Plan are provided in Chapter 2 of this plan.
The preliminary trail alignment within this segment consists of a 10-foot
sidepath extending from the existing connection to DC Village Lane, along
DC Village Lane and Blue Plains Drive to Shepherd Parkway. The trail extends
along Shepherd Parkway north to the intersection of Laboratory Road, where it
connects to Overlook Avenue.
Recommended Cross Section with Trail in DC Village
23
Pinch point 1 - View East along Overlook Ave
Source: TDG Library
30.7 (14.0)
0.98 (0.55)
C (B)
30.7 (14.0)
0.98 (0.55)
C (B)
7
42.3 (42.2)
B (B)
Pinch
Point
1 traffic--analysis
8
24.7 (25.8)
(For full report, refer to Appendix B)
0.72 (0.69)
C (C)
54.3 (17.8)
1.06 (0.69)
D(B)
Same as future no-build

54.3 (17.8)
41.3 (41.1)
--
C(C)
26.2 (25.9)
0.73 (0.69)
C(C)
1.06 (0.69)
D(B)

26.2 (25.9)
0.73 (0.69)
C(C)
Pinch Point #1 (Overlook Avenue & Laboratory Road)

Pinch point 1 is at the intersection of Overlook Avenue and Laboratory Road. Alternative A at this
location proposes to retain the existing configuration. Alternative B at this location includes
eliminating one (1) northbound through lane, and changing it to one through lane with shared left and
right turns; and reducing the width of southbound through lane with shared right turn from 12 to 11.
The lane configuration for the proposed alternative is illustrated in Figure 4. Intersection capacity
analysis was performed for the proposed alternative, using the HCM methodology. The results of the
alternative analysis for both AM and PM peak hours are summarized in Table 12.
Figure 4. Lane Configuration Diagram for Proposed Alternative for Pinch Point #1
24
Table 12. Comparison of Existing and Alternative Capacity Analysis at Pinch Point #1 [Overlook
Avenue and Laboratory Road] AM (PM)
Condition
Existing
Alternative A retain existing configuration
Alternative B retain existing configuration and eliminate one
northbound thru lane on Overlook Avenue
Control
Delay
(sec/veh)
v/c Ratio
Level of
Service
Signal
13.4 (20.9)
0.47 (0.65)
B (C)
Same as existing configuration

Signal
13.0 (21.3)
0.47 (0.66)
B (C)
The results of the capacity analysis for this proposed alternative indicate that the intersection of
Overlook Avenue and Laboratory Road will continue to operate at a Level of Service C or better
during both AM and PM peak hours.
Pinch Point #2 (Overlook Avenue & Defense Boulevard)
The next identified pinch point is the intersection of Overlook Avenue and Defense Boulevard.
Proposed measures for Alternative A at this intersection includes eliminating one (1) southbound
through lane, and reducing the storage length for southbound right-turn lane at the intersection of
Overlook Avenue and Magazine Road. The lane configuration for the proposed alternative is
illustrated in Figure 5. Intersection capacity analysis was performed for the proposed alternative,
using the HCM methodology. The results of the capacity analysis for this alternative indicate that the
intersection of Overlook Avenue and Defense Boulevard will continue to operate at a Level of Service
B for both AM and PM peak hours with a slightly increased delay of 15.4 sec/veh and 17.1 sec/veh
during AM and PM peak hours, respectively. Alternative B consists of retaining the existing
concept plan area a - overview

pinch point 1
25
pinch point 1 - LABORATORY RD

concept plan area a
26
**Roadway/ trail geometrics, and traffic

control measures are to be further
refined during final design.**
CONCEP T PLAN A r e a B
Pinch points 2, 3 and 4 are included within Concept Plan Area B.
overview
Concept Plan Area B includes trail segments along Overlook Avenue from south
of Defense Boulevard to north of Overlook Avenue / South Capitol Street split.
CONCEPT AREA B
Along the South Capitol Street and Overlook Avenue segment, I-295 runs
parallel along the eastern boundary and Bolling Air Force Base, and Anacostia
Naval Station are situated along the western boundary. Overlook Avenue
extends north, where the roadway merges with South Capitol Street, which is
a major thoroughfare extending through the southeast quadrant of the District
of Columbia from the U.S. Capitol to the District/ Maryland State line. This
route connects the eastern shore of the Anacostia River to the rest of the city.
Along the Overlook Avenue/ South Capitol Street corridor, the trail is proposed
along the western side of the roadway corridor beyond the Laboratory Road
intersection, and eventually continues north to the Malcolm X Ave. intersection.
Along the trail corridor, the trail is bordered by the roadway section, and
several security walls along the military base property which creates a series of
pinch-points for the trail. Additional constraints at each location may include
utilities, drainage structures, traffic control devices and signage, environmental
constraints and right-of-way/property limits.
As previously mentioned, the minimum desirable width for the proposed trail is
10-feet, with a 2-foot buffer and 5-foot separation from an adjacent roadway. In
constrained areas throughout the trail corridor, 8-feet is recommended for the
trail, with a 1-foot buffer and 1-foot separation. An absolute minimum width
for limited trail segments is a 6-foot width with no buffer or separation. Where
feasible, additional separation and buffer distances are highly recommended.
Pinch Point 2 Approximately 200 feet North of Magazine Road/Chesapeake

St. intersection and south of Overlook Ave/Defense Boulevard (S) intersection.
This 200-foot stretch of 9-foot wide pinch point area is created as a result
of the minimal space between the military base walls and the roadway. The
proposed measures to extend the trail through this pinch point is to reduce the
Overlook Ave travelway to two 11-foot travel lanes with a 10-foot trail, 8-foot
separation, and 3-foot buffer. (Traffic study alternative A is recommended).
These improvements would provide an approximately 21-foot wide area for
the trail segment. An alternative and absolute minimum consideration at this
location would be to retain the three 11-foot lanes with a 6-foot trail, 4-foot
separation, and a 2-foot buffer.
(A graphic of pinch point 2 is provided in the following pages)
Pinch point 2 - View South along Overlook Ave
Source: TDG Library
Pinch Point 3 From Overlook Ave/ Defense Boulevard (S) intersection, north
to Overlook Ave/South Capitol Street diverge gore. This pinch point is separated
into three segments, pinch points 3.1 through 3.3.
Pinch Point 3.1 extends for 800 feet from the Overlook Ave/ Defense Boulevard
(S) intersection north
300 feet where the
military base walls and
roadway pinch to 12
feet. Within this pinchpoint it is proposed that
Overlook Avenue be
reduced to two 11-foot
lanes with a 10-foot trail,
10-foot separation, and
a 3-foot buffer. (Traffic
point 3.1 - View South along Overlook Ave
study alternative A is Pinch
Source: TDG Library
recommended).
The
improvements would provide 23 feet for the trail, separation and potential
stormwater management measures.
(A graphic of pinch point 3.1 is provided in the following pages).
Pinch Point 3.2 extends for 1,400 feet from 300 feet north of the Overlook
Ave/ Defense Boulevard (S) intersection to the Overlook Ave/I-295 gore point.
Within this pinch point Overlook Ave is proposed to be reduced to a single
18-foot wide travel lane
with a 10-foot trail, 5-foot
separation, and 2-foot buffer.
(Traffic study alternative A
is recommended). These
improvements would provide
a 17-foot wide segment for
the trail and buffers.
(A graphic of pinch point 3.2
is provided in the following
pages).
Pinch point 3.2 - View North along Overlook Ave

Source: TDG Library
Pinch Point 3.3 extends for 1,300 feet from the Overlook Ave/I-295 gore point
to the Overlook Ave/South Capitol Street gore point. Currently a 12-foot wide
pinch point is created by the military base wall, signs, utilities, and light poles
adjacent to the travelway. This pinch point is proposed for Overlook Ave to
be reduced by to a single 18-foot wide travel lane with a 10-foot trail, 5-foot
separation, and 2-foot buffer. (Traffic study alternative A is recommended).
These improvements would ultimately provide a 17-foot wide segment for the
trail and buffers.
Concept Area B is illustrated in the following pages.

Also provided are excerpts from the traffic study. Traffic comparisons are based
on existing volumes. Analysis with future volumes are provided in Appendicies
A & B, and show no appreciable difference to existing results.
(A graphic of pinch point 3.3 is provided in the following pages).

Pinch point 3 - View North along Overlook Ave
Source: TDG Library
27
Pinch Point 4 From Overlook Ave/South Capitol Street gore point to

approximately 400-feet North of South Capitol Street diverge gore a 250-foot
long 6-foot wide pinch point is created by the military base wall, several utilities,
signage and light poles. Proposed measures at this pinch point are to create
17 feet of available space
through the reduction of
South Capitol Street to
two travel lanes with a 10foot trail, 5-foot separation
and 2-foot buffer. (Traffic
study alternative A is
recommended).

(A graphic of pinch point 4
Pinch point 4 - View South along South Capitol Street
Control
is provided in the following Condition
Source: TDG Library
pages).
Existing
Signal
28

Delay
(sec/veh)
v/c Ratio
Level of
Service
13.4 (20.9)
0.47 (0.65)
B (C)

Signal
13.0 (21.3)
0.47 (0.66)
B (C)
Pinch
points 2 to 4 traffic analysis
both
AM and
(For fullduring
report, refer
to Appendix
B)
PM peak hours.

configuration, thus no further traffic analysis was performed for this alternative. The results of the
alternative analyses are summarized in Table 13.
Avenue and Defense Boulevard (S)] AM (PM)
Condition
Existing
Alternative A Eliminating one southbound through lane
Alternative B retain existing configuration
Control
Signal
Signal1
Delay
(sec/veh)
13.6 (15.8)
15.4 (17.1)
v/c Ratio
0.36 (0.42)
0.49 (0.60)
Level of
Service
B (B)
B (B)
1 Level of Service and Delay values reflect most accurate values based on optimizing the signal timing splits while maintaining same cycle lengths as
under the existing conditions.
Pinch Point #3 (Overlook Avenue/South Capitol Street gore point)

The next identified pinch point is the section between Overlook Avenue/ South Capitol Street diverge
ramp to intersection of South Capitol Street and Defense Boulevard. This section was analyzed under
the following three (3) locations for their distinct characteristics and constraints.
3.1 - between Defense Blvd/Overlook Ave and 300 ft south of the intersection
o Alternative A: reduce three (3) southbound lanes on Overlook Avenue to two (2) lanes
Condition
Existing
Control
Signal
Signal1
Delay
(sec/veh)
13.6 (15.8)
0.36 (0.42)
Level of
Service
B (B)
15.4 (17.1)
0.49 (0.60)
B (B)
v/c Ratio
Signal1
15.4 (17.1)
0.49 (0.60)
B (B)

to a point of approximately 300 ft south of Overlook Avenue and Defense Boulevard
intersection.
o Alternative B: retain existing configuration
3.2 - between Overlook Ave/ I-295 gore point to 300 ft north of Defense Blvd/Overlook Ave
intersection
o Alternative A: reduce two (2) southbound lanes on Overlook Avenue to one (1) lane,
starting approximately 300 ft north of Overlook Avenue and Defense Boulevard
intersection.
3.3 - between South Capitol St/Overlook Ave gore point and Overlook Ave/ I-295 gore point
o Alternative A: reduce ramp lane width from 23 ft to 18 ft
Using the oHCM
methodology,
intersection
and ramp diverge capacity analysis was performed for the
Alternative
B: retain
existing configuration
Using
the
HCM
methodology,
intersection
and ramp
capacity
analysis
performed
the
aforementioned three sub-segments. The results
of thediverge
capacity
analysis
resultswas
indicate
that theforramp
aforementioned
threetosub-segments.
The results
of the
results
that
the hours
ramp
diverge
is expected
operate at a Level
of Service
B capacity
or better analysis
during both
AMindicate
and PM
peak
diverge
is
expected
to
operate
at
a
Level
of
Service
B
or
better
during
both
AM
and
PM
peak
hours
under the existing and proposed conditions. Both of the analyzed intersections are expected to operate
under
the existing
andCproposed
of the
analyzed
intersections
expected
operate
at
a Level
of Service
or betterconditions.
during bothBoth
AM and
PM
peak hours
under theare
existing
andtoproposed
at a Level of Service
C or of
better
both AM
and PMforpeak
hours
the existing
and hours
proposed
conditions.
The results
the during
alternatives
analyses
both
the under
AM and
PM peak
are
conditions.
The
results
of
the
alternatives
analyses
for
both
the
AM
and
PM
peak
hours
are
summarized in Table 14.
Table 14. Summary of Alternatives Analysis for Pinch Point #3 [AM (PM)]
Delay
v/c Ratio
Delay
(sec/veh)
Level of
v/cDensity
Ratio
Condition
or
(sec/veh)
Level
of
or
Speed
Service
or
Density
Condition
(pc/mi/ln)
or(mph)
Speed
Service
(pc/mi/ln)
(mph)
Delay
Pinch Point 3.1
v/c Ratio
Delay
(sec/veh)
Pinch Point 3.1
v/c Ratio
(sec/veh)
Existing
Signal
10.6
(21.8) 0.45 (0.68)
B (C)
Existing
Signal
10.6 (21.8) 0.45 (0.68)
B (C)
Alternative A - reduced southbound lanes on Overlook Avenue,
Signal1
10.5 (18.1) 0.45 (0.68)
B (B)
Alternative
reduced southbound
on Overlook
Avenue,
300 ft southA
of-Overlook
Avenue andlanes
Defense
Blvd intersection
Signal1
10.5 (18.1) 0.45 (0.68)
B (B)
300 ft south of Overlook Avenue and Defense Blvd intersection
Same as existing conditions
Same
as existing conditions
Delay
Pinch Point 3.2
v/c Ratio
Delay
(sec/veh)
Pinch Point 3.2
v/c Ratio
(sec/veh)
Existing
Signal
13.6
(15.8) 0.36 (0.42)
B (B)
Existing
Signal
13.6 (15.8) 0.36 (0.42)
B (B)
Signal1
15.4 (17.1) 0.49 (0.60)
B (B)
Alternative
reduced southbound
on Overlook
Avenue,
300 ft north A
of-Overlook
Avenue andlanes
Defense
Blvd intersection
Signal1
15.4 (17.1) 0.49 (0.60)
B (B)
300 ft north of Overlook Avenue and Defense Blvd intersection
Same
as existing conditions
Speed
Density
Pinch Point 3.3
Speed
Density
(mph)
(pc/mi/ln)
Pinch Point 3.3
(mph)
(pc/mi/ln)
Ramp
Existing
47.6 (46.8)
7.9 (11.9)
A (B)
Ramp
Diverge
Existing
47.6 (46.8)
7.9 (11.9)
A (B)
Diverge Same as existing conditions
Alternative A - reduced ramp lane width
Alternative A
ramp lane
width
B - reduced
retain existing
configuration
1 Level of Service
and Delay
valuesconfiguration
reflect most accurate values based on optimizing the signalSame
timingas
splits
while maintaining
Alternative
B retain
existing
existing
conditionssame cycle lengths as
Control/
Control/
Segment
Segment
under
the existing
conditions.
1 Level
of Service
and Delay values reflect most accurate values based on optimizing the signal timing splits while maintaining same cycle lengths as
Pinch Point #4 (Overlook Avenue/ South Capitol Street gore point to 400north)
Pinch point
Point 4#4is(Overlook
Avenue/
point
400north) 400 ft north of
Pinch
the Overlook
Ave/South
SouthCapitol
CapitolStreet
Street gore
diverge
to to
approximately
Pinch
point
4
is
the
Overlook
Ave/
South
Capitol
Street
diverge
to
approximately
400
ft north
of
diverge. This location is constrained with utility poles, military base wall, signage, and
limited
right-
Existing
Diverge

47.6 (46.8)
7.9 (11.9)
A (B)

Pinch point 4 is the Overlook Ave/ South Capitol Street diverge to approximately 400 ft north of
diverge. This location is constrained with utility poles, military base wall, signage, and limited rightof-way. Alternative A includes reducing the three (3) southbound lanes on South Capitol Street to two
(2) lanes. This modification would accommodate a 10-ft trail, 5-ft separation area, and 2-ft buffer
zone. The results of the capacity analysis for this alternative indicate that the diverge ramp at South
Capitol Street to Overlook Avenue will continue to operate at a Level of Service A during both peak
hours. Alternative B consists of retaining the existing configuration, thus no further traffic analysis
was performed for this alternative. The results of the analysis is compared with existing conditions are
Table 15. Comparison of Existing and Alternative Capacity Analysis Results for Pinch Point #4
Qty of
Lanes
Speed
[mph]
AM (PM)
Density [pc/mi/ln]
AM (PM)
Existing
47.1 (45.7)
6.2 (9.6)
Alternative A reduce to two lanes
47.1 (45.7)
6.2 (9.6)
Condition
LOS
AM (PM)
A (A)
A (A)
Pinch Point #5 (South Capitol Street & MacDill Blvd./Malcolm X Ave. south of intersection)
The next identified pinch point is the segment to the south of South Capitol Street and MacDill
Boulevard/Malcolm X Avenue intersection (approximately 750 ft). This location is constrained due to
the combination of the bus stop located at the southwestern quadrant of the intersection (southbound far side), and limited right-of-way along the segment. South Capitol Street southbound ramp lane is
22 ft wide and is shared with the bus stop. Alternative A at this pinch point includes reducing the
existing ramp lane width from 22 ft to 18 ft and providing an 8-ft trail alignment with a 2-ft buffer,
and 4-ft separation/bus stop area. Reducing the ramp lane width from 22 ft to 18 ft would not change
the capacity of the ramp; therefore, no further analysis was performed for this alternative. Alternative
B includes retaining the existing lane configuration and providing an 8-ft trail alignment with limited
separation/buffer zone by delineating the lane where the bus stop is located, and, therefore, no further
analysis was performed for this alternative.
WMATA bus routes A9, W13, W14, P17, P18, and p19 run along South Capitol Street within the
study area and they make scheduled stops at the subject bus stop. Bus route A9 runs with 10/15minute headways during AM commuter hours and approximately 20/30-minute headways during PM
commuter hours. The bus routes W13 and W14 run with 60-minute headways during both AM and
PM commuter hours. Under either alternative scenario, the bus stop will be shared with the vehicular
travel lane. Although not quantifiable with traditional analysis methodologies, there could be minimal
interference expected under Alternative A, while the buses intermediately stop for loading and
unloading passengers with a minimal dwelling time (i.e., 60 sec or less) at the bus stop.
29
concept plan area b - overview

pinch points 2 to 4
30
pinch points 2 + 3.1 (SHEET A) - DEFENSE BLVD

concept plan area B
31

pinch point 3.1 (SHEET B) - OVERLOOK AVE

concept plan area B
32

pinch point 3.2 (SHEET A) - OVERLOOK AVE

concept plan area B
33

pinch point 3.2 (SHEET b) - OVERLOOK AVE

concept plan area B
34

pinch point 3.3 (SHEET A) - OVERLOOK AVE

concept plan area B
35

pinch point 3.3 (SHEET b) - OVERLOOK AVE

concept plan area B
36

pinch point 4 - OVERLOOK AVE / SOUTH CAPITOL ST

concept plan area B
37

38
CONCEP T PLAN A r e a C
overview
Concept Plan Area C includes trail segments along South Capitol Street for south
of Malcolm X Avenue / MacDill Boulevard to south of Firth Sterling Avenue /
Defense Boulevard.
CONCEPT AREA C
and the St. Elizabeths campus near the northern project limits. Pinch points
are generally caused by the reduction of available width for a trail between the
roadway and another obstruction, such as a wall, or other structures.
Concept Area C is influenced by the ongoing redevelopments of the St.
Elizabeths West Campus for the future location of the Department of
Homeland Security (DHS). As a result of the redevelopment, improvements to
the surrounding roadway network are required for the project, thus resulting
in a new interchange system at the Malcolm X Avenue, South Capitol Street,
and I-295 intersection. The preferred alternative has a new interchange ramp
bridge that spans Malcolm X Avenue and this poses a good opportunity for the
path to span Malcolm X and include spurs which connect to the sidewalks along
Malcolm X. In addition, the DHS roadway network plans illustrate a shareduse path along a proposed roadway between Malcolm X Boulevard and Firth
Sterling Avenue within the campus perimeter, but open to the general public.
In addition, potential connections between Concept Plan Area C and the
proposed trail within the campus should be improved, and approached as
an alternate connection for trail users using the South Capitol Street Trail. In
addition, the proposed trail segment along the DHS roadway would serve as
an additional connection to the South Capitol Street Trail for the hundreds of
federal employees working on the campus and potentially utilizing the trail
for recreational and transportation purposes. As a result, pending the final
preferred alternative for the access roadways, and interchange configuration
upgrades, the preferred alternative should include a suitable connection for
trail users to access the South Capitol Street Trail from the eastside of I-295 at
the St. Elizabeths Campus, and the neighborhoods along the I-295 corridor.
(A plan of Concept Area C is provided in the following pages). Also provided
are excerpts from the traffic study. Traffic comparisons are based on existing
volumes. Analysis with future volumes are provided in Appendicies A & B and
show no appreciable difference to existing results.
Pinch points 5, 6, and 7 are included within Concept Plan Area C.
Pinch Point 6 From Malcolm X Ave/South Capitol Street intersection to

approximately 300-feet north of intersection the existing military base walls,
and travel lanes
create a 300
foot long and
4 foot wide
pinch point. It is
proposed
that
the travelway be
reduced to two
travel lanes with
a 10-foot trail,
4-foot separation
and 2-foot buffer.
(Traffic
study
alternative B is
Pinch point 6 - View north along South Capitol Street
Source: TDG Library
recommended). At
this location, it is possible to have the bus stop from Pinch Point 5 relocated
to this location as well, creating a 16-foot wide area for the trail and bus stop.
Pinch Point 5 South MacDill Blvd/Malcolm X Ave and South Capitol Street
intersection (from 550-feet
south of intersection to curb
return) a 550-foot long 8-foot
wide pinch point area is created
by the limited space adjacent
to the military base walls, light
poles, utilities, bus stop, and
travelway. Currently within the
8-foot area, a 4-foot sidewalk
extends south from the MacDill
(A graphic of pinch point 6 is included in the following pages).
Blvd/Malcolm X Ave to the
bus stop. At this location it is
Pinch Point 7 From approximately 100 feet south of the I-295 southbound
proposed that the travelway be Pinch point 5 - View South at MacDill Blvd
Source: TDG Library
on-ramp to the 100 feet north of the on-ramp gore from South Capitol Street
reduced to a single travel lane
a 18-foot wide area pinches at a single point. At this location it is proposed to
with a 8-foot wide trail, 2-foot
Table
15.
Comparison
of
Existing
and
Alternative
Capacity
Analysis
Results
for
Pinchthe
Point
#4lane configuration and provide a 10-foot wide trail with 5-foot
retain
travel
separation/ bus stop. It is also possible to have the bus stop relocated to the
and a 3-foot buffer within the 18-foot wide area. (Traffic study
north side of the intersection if deemed necessary,
the Speed
entire 14-footDensityseparation,
Qtyallowing
of
[pc/mi/ln]
LOS
Condition
[mph]
B isAM
recommended).
Lanes
AMalternative
(PM)
(PM)
width available for the trail segment.
AM (PM)
Existing
47.1 (45.7)
6.2 (9.6)
A (A)
47.1 (45.7)
6.2 (9.6)
A (A)
(A graphic of pinch point 5 is provided in the following pages).
Pinch points
to 7configuration
traffic analysis
Alternative
B retain 5
existing
39
Figure
Figure 6.
6. Lane
Lane Configuration
Configuration Diagram
Diagram for
for Proposed
Proposed Alternative
Alternative at
at Pinch
Pinch Point
Point #5
#5
cross-section of the southbound approach from three (3) lanes to two (2) lanes and reconfiguring the
intersection to accommodate one (1) left-turn lane and one (1) through/right-turn shared lane, as
shown in Figure 7. This modification would allow the accommodation of a 10-ft trail, 9-ft separation
area, and 3-ft buffer zone.
An intersection capacity analysis was performed for the proposed alternative, using the HCM
methodology. The results of the capacity analysis for this alternative indicate that the intersection of
South Capitol Street and Malcolm X Avenue will continue to operate at a Level of Service B for both
AM and PM peak hours with a slightly increased delay of 19.9 sec/veh and 15.6 sec/veh during AM
Figure
7.
Lane
Configuration
Diagram
for Proposed
Proposed
Alternative
at Pinch
Pinch
Point
#6
and
PM 7.
peak
hours,
respectively.
The results
of the alternative
analysis
arePoint
summarized
in Table 16.
Figure
Lane
Configuration
Diagram
for
Alternative
at
#6
Figure 7. Lane Configuration Diagram for Proposed Alternative at Pinch Point #6
40
Table 16.
16. Comparison
Comparison of
of Existing
Existing and
at Pinch
Pinch Point
Point #6
#6 [MacDill
[MacDill
Table
and Alternative
Alternative Capacity
Capacity Analysis
Analysis at
Blvd/Malcolm
X Ave
Ave and
and
South
Capitol
Street]
AM (PM)
(PM)
Blvd/Malcolm
X
Capitol
AM
Table
16. Comparison
ofSouth
Existing
and Street]
Alternative
Capacity Analysis at Pinch Point #6 [MacDill
Blvd/Malcolm X Ave and South Capitol Street] AM (PM)
Delay
Level of
of
Delay
Level
Even
Even though
though traffic
traffic forecast
forecast and
and the
the recommended
recommended geometric
geometric improvements
improvements for
for the
the trail
trail alignment
alignment do
do
not
bring
this
intersection
to
a
failing
level
of
service,
it
should
be
noted
that
if
implemented
the
not bring this intersection to a failing level of service, it should be noted that if implemented the
proposed
proposed improvements
improvements included
included in
in the
the St.
St. Elizabeths
Elizabeths FEIS
FEIS (i.e.,
(i.e., I-295/Malcolm
I-295/Malcolm X
X Avenue
Avenue
interchange,
access
road
parallel
to
South
Capitol
Street
on
the
east
side
of
I-295
with
a
frontage
interchange, access road parallel to South Capitol Street on the east side of I-295 with a frontage to
to the
the
planned
planned West
West Campus,
Campus, and
and intersection
intersection improvements
improvements at
at the
the South
South Capitol
Capitol Street/Firth
Street/Firth Sterling
Sterling
Avenue)
Avenue) would
would alleviate
alleviate 100%
100% of
of the
the southbound
southbound left-turn
left-turn traffic
traffic volumes
volumes at
at this
this intersection
intersection and
and
divert
divert these
these volumes
volumes to
to the
the new
new I-295/Frontage
I-295/Frontage Road.
Road. Approximately
Approximately 50
50 trips
trips (10%
(10% of
of the
the 30%
30% of
of
total
projected
trips
for
St.
Elizabeths
East
and
West
Campus
traffic)
would
also
be
expected
to
use
total projected trips for St. Elizabeths East and West Campus traffic) would also be expected to use
South
South Capitol
Capitol Street
Street and
and Firth
Firth Sterling
Sterling Avenue
Avenue intersection,
intersection, which
which would
would not
not affect
affect the
the operations
operations or
or
efficiency
efficiency of
of this
this intersection
intersection under
under existing
existing or
or proposed
proposed lane
lane configurations.
configurations. Capacity
Capacity analysis
analysis results
results
with
with the
the above
above scenario
scenario indicate
indicate that
that South
South Capitol
Capitol Street
Street and
and Firth
Firth Sterling
Sterling Avenue
Avenue intersection
intersection is
is
expected
expected to
to operate
operate at
at LOS
LOS C
C with
with 24.2
24.2 seconds
seconds delay
delay and
and 0.59
0.59 v/c
v/c ratio,
ratio, during
during the
the AM
AM peak
peak hour.
hour.
Pinch
Pinch Point
Point #6
#6 (South
(South Capitol
Capitol Street
Street &
& MacDill
MacDill Blvd./Malcolm
Blvd./Malcolm X
X Ave.
Ave. north
north of
of intersection)
intersection)
The
next
identified
pinch
point
is
north
of
the
MacDill
Boulevard/Malcolm
X
Avenue
The next identified pinch point is north of the MacDill Boulevard/Malcolm X Avenue and
and South
South
Capitol
Street
intersection.
At
this
location,
right-of-way
is
limited
due
to
the
proximity
Capitol Street intersection. At this location, right-of-way is limited due to the proximity of
of the
the
military
military base
base wall
wall to
to the
the roadway
roadway therefore
therefore limiting
limiting the
the area
area needed
needed for
for the
the trail
trail alignment
alignment and
and the
the
separation/buffer
zone.
The
proposed
mitigation
measure
for
this
constraint
includes
reducing
the
separation/buffer zone. The proposed mitigation measure for this constraint includes reducing the
cross-section
cross-section of
of the
the southbound
southbound approach
approach from
from three
three (3)
(3) lanes
lanes to
to two
two (2)
(2) lanes
lanes and
and reconfiguring
reconfiguring the
the
intersection
to
accommodate
one
(1)
left-turn
lane
and
one
(1)
through/right-turn
shared
lane,
as
shown
shown in
in Figure
Figure 7.
7. This
This modification
modification would
would allow
allow the
the accommodation
accommodation of
of aa 10-ft
10-ft trail,
trail, 9-ft
9-ft separation
separation
area,
area, and
and 3-ft
3-ft buffer
buffer zone.
zone.
An
An intersection
intersection capacity
capacity analysis
analysis was
was performed
performed for
for the
the proposed
proposed alternative,
alternative, using
using the
the HCM
HCM
methodology.
The
results
of
the
capacity
analysis
for
this
alternative
indicate
that
the
intersection
of
South
South Capitol
Capitol Street
Street and
and Malcolm
Malcolm X
X Avenue
Avenue will
will continue
continue to
to operate
operate at
at aa Level
Level of
of Service
Service B
B for
for both
both
Condition
Condition
Control
Control
Condition
Control
Signal
Signal
Existing
Existing
Alternative
length
Alternative
A Reduce
Reduce vehicle
vehicle turning
turning lane
lane storage
storage length
Existing A
Alternative B
southbound
through
and
left turn
turn
Alternative
B Change
Change
southbound
through
and shared
shared
left
Alternative
A
Reduce
vehicle
lane storage
length
lane
to through
through
and
shared
right turning
turn lane
lane
lane
to
and
shared
right
turn
Alternative B Change southbound through and shared left turn
lane to through and shared right turn lane
Signal
Signal
Signal
v/c
v/c Ratio
Ratio
(secs/veh.)
(secs/veh.)
Delay
v/c Ratio
18.7 (13.8)
(13.8)
0.77
(0.45)
18.7
0.77
(0.45)
(secs/veh.)
Same
as
existing
conditions
Same(13.8)
as existing0.77
conditions
18.7
(0.45)
19.9
(15.6)
0.80
(0.52)
Same
as
existing
conditions
19.9 (15.6)
0.80 (0.52)
Signal
19.9 (15.6)
0.80 (0.52)
Service
Service
Level of
B (B)
(B)
B
Service
B (B)
B
(B)
B (B)
B (B)
Pinch Point
Point #7
#7 (Malcolm
(Malcolm X
X Ave
Ave to
to I-295
I-295 merge
merge ramp)
ramp)
Pinch
The
next
pinch
point
is
the
weaving
segment
between
the exit ramp from South Capitol Street to
The
next
pinch
point is the
weaving
segment
Pinch
Point
#7 (Malcolm
X Ave
to I-295
mergebetween
ramp) the exit ramp from South Capitol Street to
Malcolm
Xpinch
Ave point
and the
the
295
southbound
merge
ramp the
to South
South
Capitol
Street.
A Capitol
capacityStreet
analysis
Malcolm
Ave
and
295
southbound
merge
ramp
to
Capitol
Street.
capacity
analysis
The
next X
is IIthe
weaving
segment
between
exit ramp
from
SouthA
to
for
this
weaving
segment
was
performed
by
reducing
the
cross-section
of
existing
weaving
lanes
from
for
this
weaving
segment
was
performed
by
reducing
the
cross-section
of
existing
weaving
lanes
from
Malcolm X Ave and the I 295 southbound merge ramp to South Capitol Street. A capacity analysis
fourthis
(4)weaving
lanes to
tosegment
three (3)
(3)
lanes
for Alternative
Alternative
A. theThe
The
results of
of of
theexisting
capacity
analysis
forfrom
this
four
(4)
lanes
three
for
A.
results
the
capacity
analysis
for
this
for
waslanes
performed
by reducing
cross-section
weaving
lanes
alternative
indicate
that
the
weaving
segment
between
I-295
Southbound
merge
ramp
to
South
Capitol
alternative
indicate
that the
segment
between
merge
ramp analysis
to South for
Capitol
four (4) lanes
to three
(3) weaving
lanes for
Alternative
A. I-295
The Southbound
results of the
capacity
this
Street and
and the
the exit
exit ramp
ramp from
from South
South Capitol
Capitol Street
Street to
to Malcolm
Malcolm X
X Avenue
Avenue would
would operate
operate at
at aa Level
Level of
of
Street
alternative indicate that the weaving segment between I-295 Southbound merge ramp to South Capitol
Service
B
or
better
during
both
peak
hours.
Alternative
B
consists
of
retaining
the
existing
Service
or exit
better
during
hours.
B Avenue
consistswould
of retaining
thea Level
existing
Street andB the
ramp
from both
South peak
Capitol
Street Alternative
to Malcolm X
operate at
of
configuration, thus
thus no
no further
further traffic
traffic analysis
analysis was
was performed
performed for
for this
this alternative.
alternative. The
The results
results of
of the
the
configuration,
Service B or better during both peak hours. Alternative B consists of retaining the existing
analysis for
for this
this
proposed
segment
is compared
compared
with the
the for
analysis
for existing
existing
conditions
and
analysis
is
with
analysis
for
configuration,
thusproposed
no furthersegment
traffic analysis
was performed
this alternative.
Theconditions
results of and
the
summarized
in
Table
17.
summarized
in
Table
17.
analysis for this proposed segment is compared with the analysis for existing conditions and
summarized
in Table 17.
Table 17.
17. Comparison
Comparison
of Existing
Existing and
and Alternative
Alternative Capacity
Capacity Analysis
Analysis Results
Results for
for Pinch
Pinch Point
Point #7
#7
Table
of
Table 17. Comparison of Existing and Alternative Capacity
Analysis
Results for PinchLOS
Point #7
No. of
of
Speed
LOS
No.
Speed
Condition
Condition
Existing
Condition
Existing
Alternative
A
reduce
to one lane
Alternative
Existing A reduce to one lane
Alternative
B
retain
existing
configuration
Alternative
configuration
Alternative B
A retain
reduceexisting
to one lane
Weaving
Weaving
No.4 of
4
Weaving
334
3
[mph]
AM (PM)
(PM)
[mph]
AM
Speed
LOS
43.3
(42.5)
A
(B)
43.3
(42.5)
A
(B)
[mph]
AM (PM)
42.6
(41.5)
B
(B)
42.6
B
43.3 (41.5)
(42.5)
A (B)
(B)
Same as
as existing
existing conditions
conditions
Same
42.6 (41.5)
B (B)
concept plan area C - overview

pinch points 5 TO 7
41
pinch pointS 5 + 6 - mAC DILL BLVD / MALCOLM X AVE

concept plan area C
42

pinch point 7 - SOUTH CAPITOL ST

concept plan area C
43

44
CONCEP T PLAN A r e a D
overview
Concept Plan Area D includes trail segments along South Capitol Street between
south of Firth Sterling Avenue to the Frederick Douglass Bridge.
CONCEPT AREA D
In addition, at the Firth Sterling Avenue and South Capitol Street intersection,
a station is proposed as a part of the DC Streetcar System. As a result of the
South Capitol Street Trail should be in coordination with these improvements to
encourage an overall greater multimodal network with the area. This station will
be discussed in Pinch Point 8. (A plan illustrating Concept Area D is included in
the following pages).
Also provided are excerpts from the traffic study. Traffic comparisons are based
on existing volumes. Analysis with future volumes are provided in Appendicies A
& B and show no appreciable difference to existing results.
Pinch point 8 is the only pinch point located within Concept Plan Area D.
and the St. Elizabeths campus near the northern project limits. Pinch points
are generally caused by the reduction of available width for a trail between the
roadway and another obstruction, such as a wall, or other structures.
Concept Area D is influenced by the ongoing redevelopments of the St.
Elizabeths West Campus for the future location of the Department of
Homeland Security (DHS). As a result of the redevelopment, improvements to
the surrounding roadway network are required for the project, thus resulting
in a new interchange system at the Malcolm X Boulevard, South Capitol Street,
and I-295 intersection. The DHS roadway network plans illustrate a shareduse path along a proposed roadway between Malcolm X Boulevard and Firth
Sterling Avenue within the campus perimeter, but open to the general public.
Potential connections along South Capitol Street and the proposed trail
within the campus should be improved, and approached as an alternate
connection for trail users using the South Capitol Street Trail. The proposed
trail segment along the DHS roadway would serve as an additional connection
to the South Capitol Street Trail for the hundreds of federal employees
working on the campus and potentially utilizing the trail for recreational and
transportation purposes. As a result, pending the final preferred alternative
for the access roadways, and interchange configuration upgrades, the
preferred alternative should include a suitable connection for trail users
to access the South Capitol Street Trail from the eastside of I-295 at the
St. Elizabeths Campus, and the neighborhoods along the I-295 corridor.
Pinch Point 8 At the intersection of Defense Boulevard (N)/ Firth Sterling

Avenue and South Capitol Street the streetcar line is proposed to extend from
Firth Sterling Ave south along South Capitol Street to the maintenance facility.
In the southwest quadrant of the Firth Sterling intersection, a street car stop is
proposed, which would consume all available space between the roadway and
existing military base fence. The proposed trail segment is located between
the streetcar line and South Capitol Street travelway by reducing the quantity
of lanes to two northbound and two southbound, and shift the entire roadway
east 15 feet. The lane reduction and shift would provide an additional 24 feet
to provide space for a 8-foot light rail platform, 1-foot separation between
trail and platform, 8-foot trail, 5-foot separation/bus stop between the trail
and roadway. (Traffic study alternative A, option 1). An alternative to this
configuration is only reducing the number of travel lanes to two northbound and
two southbound, providing an additional 11 feet for the trail segment. (Traffic
study alternative A, option 2). In addition, in an effort to minimize conflict
within the station area, the existing bus stop is proposed to be relocated to the
nearside of the South Capitol Street southbound corner to provide sufficient
waiting area for bus patrons to load/unload safely without blocking the trail.
Pinch point 8 - View north along South Capitol Street
Source: TDG Library
45
pinch point 8 traffic analysis

Pinch Point #8
Based on the results of the existing conditions analysis, two different alternatives with three traffic
operations options were proposed at the intersection of South Capitol Street and Defense Boulevard
(N)/ Firth Sterling Avenue. The proposed traffic operations for both alternatives are the same, thus
each option could apply to either design alternative. The three traffic options proposed are as follows:
1. Option 1: This alternative includes eliminating the northbound exclusive left-turn lane, and
changing it to two through lanes with shared left and right turns.
2. Option 2: This alternative includes eliminating one southbound through lane, and changing it
to one through lane with a shared left-turn lane.
3. Option 3: This alternative includes eliminating one northbound through lane, and changing it to
one through lane with a shared right-turn.
46
The lane configuration for each of the proposed alternatives is illustrated in Figure 8. Intersection
capacity analysis was performed for the proposed three alternatives, using the HCM methodology. The
results of the capacity analysis for the options indicate that the intersection of South Capitol Street and
Defense Boulevard (N)/Firth Sterling Avenue would operate at a Level of Service C for both AM and
PM peak hours under all three options. However, based on the Synchro analysis results, northbound
through movements under Option 3 during the AM and southbound through movements under Option
2 during the PM peak hour show increased v/c ratios, which would indicate significantly increased
queuing. This condition was also confirmed in the SimTraffic simulations under these alternatives.
The results of the alternatives analyses for both the AM and PM peak hours are summarized in Table
18.
Figure 8. Pinch Point #8 Lane Configuration Diagrams for Proposed Options

Table 18. Summary of Alternatives Analysis for South Capitol Street and Defense Boulevard AM
(PM)
OPTION
Control
Option 1- Eliminating northbound left-turn lane

Option 2- Eliminating one southbound through lane
Option 3- Eliminating one northbound through lane
Signal
Signal
Signal
Delay
(secs/veh.)
23.0 (23.6)
22.5 (30.8)
28.8 (24.1)
v/c Ratio
0.60 (0.58)
0.54 (0.85)
0.82 (0.58)
Level of
Service
C (C)
C (C)
C (C)
concept plan area D - overview

pinch point 8
47
pinch point 8 - FIRTH STERLING AVE

concept plan area D
48

Appendices
Appendix A
Pinch Point Analysis Summary Table ........................................................ 50
Appendix B
Transportation Study................................................................................. 52
Appendix C
Phasing Plan.............................................................................................. 64
Appendix D
Cost Estimate............................................................................................. 65
Appendix E
Design Criteria Table.................................................................................. 67
49
A p p e n d i x A : pinch point analysis summary table

South Capitol Street/Overlook Avenue Trail Pinchpoint Analysis
Existing Conditions
Location
Description
Length
400 ft
Approximately 400 ft north of Overlook Avenue and Laboratory Road/I-295 NB off-ramp to the
connection with Shepherd Parkway under I-295 bridge structure
200 ft
South of South Capitol Street and Defense Boulevard (S) (from curb return to approximately
200 ft to the south)
3.1
50
Available
Width (ft)
3,500 ft
South Capitol Street and Overlook

Avenue diverge gore (from gore
point to Overlook Avenue and
Defense Boulevard (S) intersection
located approximately 4000 ft to
the south)
800 ft
from Defense Blvd./Overlook Ave

to 300 ft north
3.2
1,400 ft
from Overlook Ave/ I-295 gore

point to 300 ft north of Defense
Blvd/Overlook Ave intersection
3.3
1,300 ft
from South Capitol St/Overlook

Ave. gore point to Overlook Ave/
I-295 gore point
Shoulder
Width (ft)
NA
Number of
Lanes
2SB-1NB & 2
SB-2NB
Lane Widths
(ft)
12-14
Nature of Capacity
Reduction Measures
Future Conditions
2020 No-Build Intersection Capacity Analysis (existing geometry
with forecasted traffic volumes)
Existing Traffic Operations

Constraints/ Comments
LOS AM (PM)
Delay and Speed AM

(PM)
v/c ratio or density Delay and Speed AM v/c ratio or density

AM (PM)
(PM)
AM (PM)
LOS AM (PM)
- None
- Bus stops
- Military Base Wall
- Existing 4' sidewalk
B(C)
13.4 sec. ( 20.9 sec. )
0.47 ( 0.65 )
13.8 (21.1)
0.48 (0.70)
B(C)

- Bus stop
- Guard Rail
B(B)
13.6 sec. ( 15.8 sec. )
0.36 ( 0.42 )
13.8 (15.5)
0.39 (0.47)
B(B)
NA
3 SB
12
- Reduce qty of lanes

- Reduce lane widths
12
NA
3 SB
11
- Reduce storage for Rt turn

- Reduce to two lanes
B(C)
10.6 sec (21.8 sec)
0.45 (0.68)
10.8 (14.8)
0.45 (0.76)
B(B)
- Light poles, signs & utilities

B(B)
13.6 sec (15.8 sc)
0.36 (0.42)
13.8 (15.5)
0.39 (0.47)
B(B)
NA
2 SB
11
- Reduce to one lane

-Install yield control for
Overlook
Slightly modify how gores
overlap
12
NA
1 SB
23
- Reduce single lane width

-Ramp rqrs 18-19' width
A(B)
43.6 mph (49.2 mph)
6.9 pc/mi/ln ( 16.1

pc/mi/ln )
47.4 (46.1)
9.0 (13.0)
A(B)
NA
3 SB lanes
north of
merge, to one
ramp lane
11
- Reduce to two lanes

A(B)
43.6 mph ( 49.2 mph)
6.9 pc/mi/ln ( 16.1

pc/mi/ln )
46.8 (44.8)
6.4 (10.1)
A(F)
11
- Reduce to one lane but bus

- Bus stop and sidewalk
stop will block that lane, at the
north end of the ramp. Ramp
ultimately merges to one lane
B(B)
18.7 sec. ( 13.8 sec.)
0.77 ( 0.45 )
30.7 (14.0)
0.98 (0.55)
C(B)
250 ft
North of South Capitol Street and Overlook Avenue diverge gore (from gore point to
approximately 400 ft north of gore point)
550 ft
South of South Capitol Street and Malcolm X Boulevard intersection (from curb return to
approximately 550 ft to the south)
NA
2 SB lanes on
ramp
300 ft
Approximately 300 ft north of South Capitol Street and Malcolm X Boulevard intersection
4.5
NA
3 SB lanes on
ramp
11
- Reduce taper and storage

length
- Reduce qty of SB Lanes
B(B)
18.7 sec. ( 13.8 sec. )
0.77 ( 0.45 )
30.7 (14.0)
0.98 (0.55)
C(B)
200 ft
Approximately 100 ft south of I-295 SB on-ramp merge gore to South Capitol Street
18
2 SB
11
- Reduce to one lane SB
B(C)
25.4 mph ( 22.7 mph )
--
42.3 (42.3)
B(B)
200 ft
Intersection of Defense Blvd (N), South Capitol St. & Firth Sterling Blvd. (Light Rail alignment
140+50)
NA
3 NB, 2 SB
11
- Remove NB left turn lane
- Future Light Rail Stop at

Northeast corner of S.Capitol
Intersection (28' train track to
curb)
C(C)
22.6 sec. ( 23.6 sec. )
0.54 ( 0.58 )
24.7 (25.8)
0.72 (0.69)
C(C)
Notes:
NB = North Bound
SB = South Bound
Trail Separation = Distance from edge of trail towards a roadway
Trail Buffer = Distance from edge of trail towards an outside obstruction
Proposed Alternative A
Location
Description
Alternative Traffic Operations
Available
Width (ft)
Proposed Alternative B
Future 2020 Intersection Capacity Analysis
Description
LOS AM (PM)
Delay and Speed AM

(PM)
v/c ratio or density

AM (PM)
Delay and Speed AM

(PM)

AM (PM)
- Avoid pinch point with a midblock crossing and locate 10' trail
on east side of Overlook Ave
10
- Reduce to two 11' lanes w/ 10'

trail, 8' separation, 3' buffer
21
B(B)
15.4 sec. ( 17.1 sec. )
0.49 ( 0.60 )
17.3 (18.0)
0.54 (0.68)
3.1
- Reduce to two 11' lanes w/ 10'

23
B(B)
10.5 sec (18.1 sec)
0.45 (0.68)
10.7 (13.3)
3.2
- Reduce to single 18' lane w/ 8'

15
B(B)
15.4 sec (17.1 sec)
0.49 (0.60)
17.3 (18.0)
3.3
- Reduce to 18' lane w/ 10' trail,

5' separation, 2' buffer
17
- Reduce to 2 lanes w/ 10' trail, 5'

separation, 2' buffer
17
- Reduce to 18' lane w/ 8' trail, 2'

buffer, 4' separation/bus stop,
potentially move bus stop
14
same as existing traffic operations
- Reduce storage length w/ 8'-10'

trail, 1'-5' separation, 1' buffer
10
- Reduce to 1 lane w/ 10' trail, 9'

29
- Reduce quantity of lanes to

2NB/ 2SB w/10' trail on westside
of S.Cap.
11
A(B)
C(E)
C(C)
47.1 mph ( 47.0 mph)
23.6 mph ( 21.9 mph)
23.0 sec. ( 23.6sec.)
LOS AM (PM)
6.2 pc/mi/ln ( 19.1

pc/mi/ln )
0.60 ( 0.58 )
LOS AM (PM)
Delay and Speed AM

(PM)

AM (PM)
Delay and Speed AM

(PM)

AM (PM)
LOS AM (PM)
B(C)
13.0 sec. ( 21.3 sec. )
0.47 ( 0.66 )
13.7 (21.1)
0.49 (0.71)
B(C)
Recommended
Alternative
B(B)
- Retain three 11' lanes w/ 6'

12
same as 2020 No-Build Intersection Capacity Analysis
A or B
0.45 (0.76)
B(B)
- Retain ex. config w/ 6' trail, 4'

12
0.54 (0.68)
B(B)

separation, no buffer
- Retain ex. config w/8' trail, 4'

separation, no buffer
12
46.8 (44.8)
6.4 (10.1)
A(F)
- Retain ex. Config w/6' trail
30.7 (14.0)
0.98 (0.55)
C(B)
- Retain ex. config w/ 8' trail &

relocate bus stop
- Reduce to 2 lanes w/ 10' trail, 4'8' separation/bus stop, 2' buffer
16
C(C)

18
C(C)

2NB/ 2SB and shift roadway east
15' w/10' trail, 2' buffer to lt rail,
13' separation/bus stop on
westside of S.Cap
24
--
Future 2020 Intersection Capacity Analysis
- Retain ex. config and use

existing sidewalk (could remove
one NB thru lane)
Alternative Traffic Operations
Available
Width (ft)
41.3 (41.1)
24.7 (25.8)
0.72 (0.69)
B(B)
19.9 sec. ( 15.6 sec.)
0.80 ( 0.52 )
C(C)
23.0 sec. ( 23.6sec.)
0.60 ( 0.58 )
D(B)
54.3 (17.8)
24.7 (25.8)
1.06 (0.69)
0.72 (0.69)
C(C)
51
A p p e n d i x B : transportation study
intersection. The posted speed limit is 35 mph north of Firth Sterling Avenue and 40 mph
south of Firth Sterling Avenue.
SOUTH CAPITOL STREET/ OVERLOOK AVENUE TRANSPORTATION STUDY

I.
INTRODUCTION
The objective of this project is to develop a concept plan for the design of a trail alignment along
South Capitol Street/Overlook Avenue in Southeast Washington, D.C. The purpose of this
transportation study is to document existing, no-build, and build traffic conditions in the study area
from Laboratory Road and DC Village north along Overlook Avenue/South Capitol Street to Defense
Boulevard, NW and Firth Sterling Blvd. Analyses and evaluations as a part of this study provide an
overview of the South Capitol Street and Overlook Avenue existing roadway geometry, traffic
volumes, signal timing, phasing and travel time and delay data. An evaluation of the proposed trail
design alternatives at locations along the trail alignment which create pinch points between existing
features and South Capitol Street/Overlook Avenue have been analyzed to document the
advantages/disadvantages of each scenario.
52
II.
STUDY AREA
The study area for this project is located within the boundaries of Ward 8 in the southeast quadrant of
Washington, D.C. Interstate 295 runs parallel to the South Capitol Street and Overlook Avenue on the
eastern side of the corridors, Anacostia Naval Station & Boiling Air Force Base is situated to the west,
and Barry Farm, St. Elizabeths Campus, Congress Heights, Bellevue, and Washington Highlands
neighborhoods are situated to the east of the corridor.
III.
Existing Roadway Network
Geometric data such as number of lanes, lane configuration, storage lengths, tapers and distances
between intersections were field-measured and recorded. These measurements were cross-referenced
to the aerial photography of the study area roadways and intersections. Additionally, traffic
regulations such as turn restrictions, speed limits, and parking regulations were also noted. Figure 1
illustrates the lane configurations at the study intersections.
Several major roadways extend through the study area and all influence the transportation network
within the study area. Each is roadway with functional classification and other key characteristics of
the roadway network are discussed below and summarized in Table 1.
Malcolm X Avenue is a two to four-lane urban minor arterial (30 mph) that runs east-west and
extends from 8th Street on the east, across MLK Avenue to South Capitol Street. Malcolm X
connects directly with the main entrance gate of the Bolling Air Force Base at South Capitol
Street. Parking is allowed on both sides of Malcolm X Avenue east of the I-295 on/off ramps.
Defense Boulevard (South and North), MacDill Boulevard, Magazine Road, and Laboratory
Road (25 mph) are all local access and internal circulation roads connecting the Anacostia
Naval Air Station and Bolling Air Force Base to South Capitol Street/Overlook Avenue.
Chesapeake Street is a local road (25 mph) connecting to Magazine Road and South Capitol
Street at the entrance to Bolling Air Force Base.
Table 1. Key Characteristics of the Study Area Roadway Network
82,000
10,500
# of
Lanes
5/6
4
Speed Limit
(mph)
50
25
Divided/
Access Control
Yes/Yes
No/No
On-street
Parking
No
Yes
Major Arterial
26,000
4/5
35/40
Partial/No
No
Overlook Avenue
Minor Arterial
13,000
25
Partial/No
No
Malcolm X Avenue
Minor Arterial
12,500
2/4
30
No/No
Yes
Defense Boulevard
Major Collector
N/A
25
No/No
No
MacDill Boulevard
Local
N/A
2/4
25
Partial/No
No
Magazine Road
Local
N/A
25
Partial/No
No
Laboratory Road
Local
N/A
25
Yes/No
Yes
Chesapeake Street
Local
2,200
25
No/No
Yes
Roadway
Classification
AADT
I-295 (Anacostia Freeway)

Firth Sterling Avenue
Interstate
Freeway
Collector
South Capitol Street
I-295 (Anacostia Freeway) (Interstate highway) (50 mph), generally runs north-south within
the study area. This I-295 section of the Anacostia Freeway also connects northeastward with
the DC 295 section of the Anacostia Freeway/Kenilworth Avenue corridor, providing access to
the Baltimore Washington Parkway.
Firth Sterling Avenue is a four-lane collector road (25 mph) that runs southwest to northeast
from South Capitol Street to Howard Rd. This road is a main route for motorists and
pedestrians traveling between the Anacostia Naval Support Facility, the Anacostia Metrorail
station, Historic Anacostia and the Barry Farm neighborhood.
South Capitol Street/Overlook Avenue is classified as an expressway south of M Street and
along the Frederick Douglass Memorial Bridge over the Anacostia River, where it continues
south, parallel to I-295 (Anacostia Freeway). The classification of the roadway changes from
expressway to minor arterial south of the South Capitol Street and Firth Sterling Avenue, SE
Figure 1. Study Area Intersection

Lane Configurations
III.
Existing Traffic Conditions
Within the study area turning movement count data was collected at six locations on typical weekdays
(i.e., Tuesday, Wednesday, Thursday) during the AM (6:30 9:00) and PM (4:00 - 7:00) peak periods
to verify current traffic conditions. Turning movement counts consisted of left turns, through, right
turns as well as pedestrian and bicycle movements for each approach in 15-minute intervals.
The six locations where traffic data was collected were:
1. Laboratory Road and Shepherd Parkway
2. Overlook Avenue and Laboratory Road/I-295 NB off-ramp
3. Overlook Avenue and Magazine Road/Chesapeake Street
4. Overlook Avenue and Defense Boulevard (S)
5. South Capitol Street and Malcolm X Avenue/MacDill Blvd.
6. South Capitol Street and Defense Boulevard (N)/ Firth Sterling Avenue
Barry
Farm
The traffic data collected we cross-referenced to previous data from various transportation studies and
the District Department of Transportations AADT publications in order to validate the traffic volumes
in the area. Table 2 shows the peak hours at the study area intersections, and additional graphics
illustrating the existing peak hour volumes can be found at the end of this study. The volumes for
existing AM and PM peak hours were balanced for the consistency in the model. Overall, the
directional distribution varies between approximately 55% and 70% favoring the inbound
(southbound) and outbound (northbound) traffic during the AM and PM peaks, respectively. Also,
within the project area there was some bicycle and pedestrian traffic at most intersections, with the
heaviest peak hour pedestrian volumes occurring at the intersections of South Capitol Street at
Malcolm X Avenue/ MacDill Boulevard, Overlook Avenue at Laboratory Road/ I-295 NB On/Off
ramps and South Capitol Street at Defense Boulevard/Firth Sterling Avenue. Each of these
intersections are adjacent to the primary entrances to the military base entrances. Attached at the end
of this study are Figures 8A and 8B illustrating existing AM and PM traffic volumes.
St. Elizabeths
Campus
Anacostia Naval
Station & Bolling
Air Force Base
Congress
Heights
Table 2. Traffic Volumes - Intersection Peak Hours and Peak Hour Volumes
Intersection
Laboratory Road and
Shepherd Parkway/I-295
Overlook Avenue and
Laboratory Road/I-295
Overlook Avenue and
Magazine Road/
Overlook Avenue and
Defense Boulevard (S)
South Capitol Street and
Malcolm X Avenue/
South Capitol Street and
Defense Boulevard (N)
/Firth Sterling Avenue
Washington
Highlands
Bellevue
AM Peak
Hour
(vehicular)
AM Peak Intersection
Volumes
vehicles/(pedestrians)/[bikes]
PM Peak
Hour
(vehicular)
PM Peak Intersection
Volumes
vehicles/(pedestrians)/[bikes]
6:30 7:30
1083 (0) [1]
4:30 5:30
428 (0) [0]
6:30 7:30
1459 (5) [2]
4:30 5:30
1440 (13) [1]
6:45 7:45
1393 (2) [0]
4:15 5:15
1198 (0) [0]
6:30 7:30
1198 (0) [20]
4:30 5:30
1040 (1) [15]
6:30 7:30
2105 (27) [9]
4:00 5:00
2246 (11) [7]
7:00 8:00
2295 (6) [4]
4:00 5:00
2406 (8) [7]
DC Village
53
IV.
Intersection Capacity and Level of Service
The methodology of the Highway Capacity Manual (HCM) was used to evaluate capacity for all the
intersections during the AM and PM peak hours. Performance measures of effectiveness for HCM
intersection analysis include level of service, delay and volume-to-capacity ratio. The level of service
(LOS) is a letter designation that corresponds to a certain range of roadway operating conditions. The
levels of service range from A to F, with A indicating the best operating conditions and F
indicating the worst, or a failing, operating condition. The volume-to-capacity ratio (v/c ratio) is the
ratio of current flow rate to the capacity of the intersection. This ratio is often used to determine how
sufficient capacity is on a given roadway. Generally speaking, a ratio of 1.0 indicates that the roadway
is operating at capacity. A ratio of greater than 1.0 indicates that the facility is operating above
capacity as the number of vehicles exceeds the roadway capacity.
The results of the intersection capacity analysis of the existing conditions indicate that all the study
intersections, five signalized intersections and one unsignalized intersection are currently performing
at a level of service C or better during both peak hours. The results are summarized in Table 3.
Table 3. Summary of Existing Intersection Capacity Analysis, AM (PM)
54
Intersection
No.
1
2
3
4
5
6
7
Control
Delay
(secs/veh.)
Stop
26.0 (10.6)
Overlook Avenue and Laboratory Road
Signal
13.4 (20.9)
Overlook Avenue and Magazine Road/Chesapeake

Street
Signal
10.6 (11.4)
Overlook Avenue and Defense Blvd
Signal
13.6 (14.9)
South Capitol Street and Malcolm X Avenue
Signal
11.8 (11.5)
South Capitol Street and MacDill Blvd
Signal
18.7 (13.8)
South Capitol Street and Defense Boulevard (N)/

Signal
Intersection
I-295 NB On/Off-ramps and Shepherd Parkway1
22.6 (23.6)
V/C
Ratio
0.19
(0.07)
0.47
(0.65)
0.45
(0.68)
0.36
(0.41)
0.33
(0.35)
0.77
(0.45)
0.54
(0.58)
Level
of
Service
C (A)
B (C)
B (B)
B (B)
B (B)
B (B)
C (C)
1- Stop-controlled Intersection; Level of Service, Delay, and v/c Ratio for critical movement only
V.
Growth of Regional Traffic
In order to account for the traffic volumes with neither origin nor destination within the study area
roadways, Annual Average Daily Traffic (AADT) volumes for South Capitol Street corridor were
obtained from DDOTs Traffic Volume Maps (2002, 2006, and 2007). Based on the volumes shown
on the DDOT Traffic Volume Maps, the following Table 4 was developed.
Table 4. AADT Volumes along Study Area Roadways
Roadway
Location
2002
AADT
2006
AADT
2007
AADT
North of Malcolm X Avenue
16,300
16,800
16,900*
South of Malcolm X Avenue
11,700
14,000
13,800
Malcolm X Avenue
East of I-295/South Capitol Street
14,500
N/A
N/A
Malcolm X Avenue
West of MLK Avenue
11,700
12,200
12,300
Overlook Avenue
North of Chesapeake Street
11,700
12,200
12,500
East of I-295/South Capitol Street
9,500
9,900
10,200
West of Howard Road
11,800
12,300
12,600
*- DDOT Traffic Volume Map shows this volume as 25,900. The volume (16,900) shown in is presumed that
DDOT Map had a typographical error, since volumes on the roadway network at other corridors in the study area
seem to be stable (i.e., within 1%-5% annual increase/decrease)..
In addition to the AADT volumes shown in Table 4, engineering judgment was used to determine the
approximated 1% annual growth rate, since the area is served by I-295 and I-395 freeways, and
typically, the effect of regional growth factor is absorbed by these types of facilities, and the growth in
through traffic on the local arterials are considered stable (i.e., within 1% to 2% annually). Based on
the 2030 traffic forecasts included in the DDOT 11th Street Bridges EIS dated 2004, traffic on 11th
Street Bridge is expected to grow approximately 33%, and regional traffic on I-295 within the vicinity
is expected to grow between 9% and 18%. After evaluation of the traffic growth trends along the
study area roadways, a conservative 10% growth rate (approximately 1% annual growth) was applied
to the existing volumes to develop the 2020 baseline traffic volumes. In order to reflect the regional
traffic characteristics, growth rates were applied to the through traffic on South Capitol Street and
Overlook Avenue, not to the turning movements at the intersections along these corridors.
Baseline Conditions (2020)
After the growth factors were applied to the study area corridors, capacity analyses were conducted to
establish the baseline conditions without background developments and future roadway and/or other
geometric improvements. All of the study intersections are expected to continue operating at a LOS C
or better during the AM and PM peak hours as illustrated in Table 5.
Table 6. Future Conditions/ Background Development Trip Generation
Table 5. Summary of 2020 Baseline Intersection Capacity Analysis, AM (PM)

Intersection
No.
Intersection
Delay
(secs/veh.)
26.0 (10.6)
13.8 (21.0)
Overlook Avenue and Magazine Road/Chesapeake Street
10.4 (14.3)
13.8 (15.1)
11.8 (11.5)
18.7 (13.8)
South Capitol Street and Defense Blvd (N)/ Firth Sterling Ave
23.3 (24.4)
V/C Ratio
0.19
(0.07)
0.48
(0.69)
0.45
(0.74)
0.38
(0.44)
0.33
(0.35)
0.77
(0.45)
0.57
(0.61)
AM Peak Hour
PM Peak Hour
Level of
Service
Development
Land Use
ITE
Code
Units
Variable
Total
Trips
C (A)
Barry Farm
Subdivision
Apartments
222
Dwelling
1391
443
22%
97
78%
346
507
62%
314
38%
193
--
--
--
--
--
--
--
--
--
--
793
89%
706
11%
87
1027
31%
318
69%
709
Bolling AFB Trips in Study Area Network**
397
89%
353
11%
44
514
31%
159
69%
354
St. Elizabeths West Campus
1532
83%
1278
16%
254
974
20%
203
79%
771
St. Elizabeths East Campus
349
79%
279
20%
70
243
20%
49
79%
194
Entering
Exiting
Total
Trips
Entering
Exiting
B (C)
Barry Farm Subdivision Trips in Study Area Network*
B (B)
B (B)
B (B)
Bolling Air
Force Base
(AFB)
Government
Office
Complex
733
Employees
1300
B (B)
C (C)
Future Conditions/ Background Developments

Growth within the study area and traffic volumes along South Capitol Street and Overlook Avenue are
expected to be as a result of trips being generated by the planned/approved new developments and/or
land use changes in the area. A detailed analysis of the proposed and approved new developments,
expansions, and or additions in the study area was conducted. Table 6 shows the nearby background
developments that are included for trip generation and distribution calculations, and the trip generation
characteristics obtained from The DHS Headquarters Consolidation at St. Elizabeths - Transportation
Management Program, December 4, 2008.
* - Trips generated by this development will use intersections that are outside of the study area
** - Based on the detailed survey results and mode split analyses included in The DHS Headquarters Consolidation at St. Elizabeths - Transportation
Management Program, December 4, 2008, 50% trip reduction (50% = 36% SOV + 3% non-AFB carpool + 10% AFB carpool + 1% drop-off) is
applied to Bolling AFB trip generation to determine the number of vehicular trips.
Figure 2. Background
Development Trip Distribution
Percentages
All of the projected trips from the background developments were assigned to the roadway network
using the trip distribution percentages as included in The DHS Headquarters Consolidation at St.
Elizabeths - Transportation Management Program (shown in Figure 2 extracted from the St.
Elizabeths FEIS).
In addition, expected new trips for Bolling AFB are distributed to the existing gates as follows:
South Capitol Street and Defense Boulevard (N)/Firth Sterling Avenue 20%
South Capitol Street and MacDill Blvd/Malcolm X Ave 60%
Overlook Avenue and Magazine Road/Chesapeake Street 10%
Overlook Avenue and Laboratory Road 10%
55
No-Build Conditions (2020)

In combination with the forecasted traffic volumes anticipated for the nearby developments, applied to
the existing roadway network under existing geometry a 2020 No-build conditions evaluation was
completed. Based on the results as shown in Table 7, all of the study intersections are expected to
continue operating at LOS C or better during the AM and PM peak hours, with no noticeable
deterioration in delay and v/c ratios under the 2020 No-build traffic conditions.
Table 7. Summary of 2020 No-Build Intersection Capacity Analysis, AM (PM)
Intersection
No.
1
56
Delay
(secs/veh.)
27.1 (10.7)
0.20 (0.07)
Level of
Service
C (A)
13.8 (21.1)
0.48 (0.70)
B (C)
3
4
5
6
7

South Capitol Street and Defense Blvd (N)/Firth Sterling Ave
10.8 (14.8)
13.8 (15.5)
14.0 (10.3)
30.7 (14.0)
24.7 (25.8)
0.45 (0.76)
0.39 (0.47)
0.42 (0.44)
0.98 (0.55)
0.72 (0.69)
B (B)
B (B)
B (B)
C (B)
C (C)
Intersection
V/C Ratio
Build Conditions
A Build conditions evaluation of the study area roadway network under the proposed geometry and
with the forecasted traffic volumes was completed. The build conditions analysis typically
incorporates all relevant projects included within DDOTs Constrained Long Range Plan (CLRP),
however since neither the 11th Street Bridge Reconstruction nor South Capitol Street Bridge
Reconstruction project, which are within the study area and included in the CLRP (FY 2010-2015 Sixyear Transportation Improvement Plan, approved July 15, 2009), are fully funded for construction as
of the time of this study, the build conditions analyses did not include effects of these projects in the
study area roadway network.
In addition, transportation improvement alternatives, as proposed in The DHS Headquarters
Consolidation at St. Elizabeths FEIS, such as interchange reconfiguration at I-295/Malcolm X
Avenue interchange, access road parallel to South Capitol Street on the east side of I-295 with a
frontage to the planned West Campus, and intersection improvements at the South Capitol Street/Firth
Sterling Avenue, are also not included in the build conditions analyses, since neither improvement
proposed in this document is funded for construction as of the time of this study. However, it should
be noted that the planned and/or proposed CLRP and St. Elizabeths FEIS improvements would
potentially decrease traffic volumes within the South Capitol Street and Overlook Avenue corridors,
since access to the St. Elizabeths East and West Campus would be provided off of Firth Sterling
Avenue, frontage road with access to I-295, and new ramp reconfiguration at Malcolm X Avenue.
Table 8. Summary of 2020 Build Intersection Capacity Analysis, AM (PM)

Intersection
No.
1
2
Delay
(secs/veh.)
27.1 (10.7)
0.20 (0.07)
Level of
Service
C (A)
13.7 (21.7)
0.49 (0.71)
B (C)
10.7 (13.3)
0.45 (0.76)
B (B)
17.3 (18.0)
0.54 (0.68)
B (B)
11.6 (8.1)
0.42 (0.44)
B (A)
54.3 (17.8)
1.06 (0.69)
D (B)
South Capitol Street and Defense Blvd (N)/Firth Sterling Ave
24.7 (25.8)
0.72 (0.69)
C (C)
Intersection
V/C Ratio
VI.
Trail Alignment Pinch Point Locations
Based on the proposed trail alignment and existing
field
conditions along the
South
Capitol
Street/Overlook Avenue corridor, several locations
create pinch points between the existing roadway and
adjacent military walls or other existing features. The
following section evaluates each of the pinch point
locations and identifies a recommended design
alternative to provide sufficient space for the proposed
trail and/or a minimum trail width within the pinch
point section. Each of the pinch points are identified in
Figure 3 and described in Table 9. A summary of the
recommended alternatives is included in Table 19.
Figure 3. Pinch Point

Locations
All of the study intersections are expected to continue operating at LOS C or better during the AM and
PM peak hours, with no noticeable deterioration in delay and v/c ratios, except the intersection of
South Capitol Street and MacDill Boulevard, which is projected to operate at LOS D and with v/c ratio
1.06 during the AM peak hour. Deterioration of LOS at this intersection is a result of the southbound
traffic (60% of the projected trips) for St. Elizabeths East and West Campus turning left at this
intersection during the AM peak hour. Table 8 summarizes the 2020 build conditions.
Table 9. South Capitol Street Trail Pinch Points and Constraints

Pinch
Point
Description
11
Approximately 400 ft north of Overlook Avenue and Laboratory Road/I-295

northbound off-ramp to Shepherd Parkway under I-295 bridge structure
South of Overlook Avenue and Defense Boulevard (S) intersection (from curb
return to approximately 200 ft to the south)
3.1
Overlook Avenue/
Defense Blvd intersection
north to Overlook Ave/
diverge gore.
3.2
3.3
From Overlook Ave/ Defense Blvd.

intersection north 300 ft of the
intersection
From 300 ft north of the Overlook
Ave/Defense Blvd. intersection to
Overlook Ave/ I-295 gore point.
From Overlook Ave/ I-295 gore point
north 1,300 ft to South Capitol
St/Overlook Ave. gore
From Overlook Ave/ South Capitol Street gore point to approximately 400 ft
north of South Capitol Street diverge gore
Table 10 summarizes the available width available at each of the pinch points and potential trail and
roadway geometry/configuration alternatives.
Constraint
Bus stops
Military Base Wall
Existing 4' sidewalk
Military Base Wall
Bus stop
Guard Rail
Table 10. Existing and Proposed Geometry

Shoulde
Lane
Pinch Available
Number
r Width
Widths
Point Width (ft)
of Lanes
(ft)
(ft)
Military Base Wall

Light poles, signs &
utilities
Military Base Wall
utilities
Military Base Wall
Ramp has 18-19' width
utilities
Military Base Wall
Bus stop and sidewalk
Military Base Wall
South of MacDill Boulevard/ Malcolm X Ave and South Capitol Street

intersection from 550-ft south of intersection to curb return.
From MacDill Boulevard/ Malcolm X Ave and South Capitol Street intersection
from intersection north 300 ft.
Military Base Wall
From approximately 100 ft south of I-295 southbound on-ramp merge gore to

100 ft north of merge gore.
Military Base Wall
From Defense Blvd (N)/Firth Sterling Boulevard and South Capitol Street
intersection south 200 ft (Light Rail alignment 140+50)
Future Trolley Stop at

Northwest corner of
intersection
Alternative A
Alternative B
2SB-1NB
Avoid pinch point with a mid-block Retain existing sidewalk/trail alignment
& 2 SB- 1214 crossing north of intersection and 10 and retain existing sidewalks (could
2NB
trail on eastside of Overlook Ave.
remove one NB thru lane).
NA
NA
3 SB
12
Reduce to two 11 lanes with 10

trail, 8 separation, and 3 buffer.
Retain to three 11' lanes with 6' trail, 4'

separation, and 2' buffer.
3.1
12
NA
3 SB
11
Reduce to two 11 lanes with 10

Retain existing configuration with 6'

trail, 4' separation, and 2' buffer.
3 3.2
NA
2 SB
11
Reduce to one 18 lane with 8 trail,

5 separation, and 2 buffer.

trail, 3' separation, and no buffer.
3.3
12
NA
1 SB
23
Reduce lane width to 18 with 10


trail, 4' separation, and no buffer.
Reduce to 2 lanes with 10' trail, 5'

separation, and 2' buffer
Retain existing configuration with 6

trail, no separation and no buffer.
NA
3 SB lanes
north of
merge to
11
one ramp
lane
1 SB lane
and bus
22
stop on (total)
ramp
Reduce ramp lane width to 18 with

8 trail, 2buffer, 4 separation/bus
stop. Potential to move bus stop to
Pinch Point #6.
Reduce storage length with 8to10
trail, 1 to 5 separation/relocated
bus stop from Pinch Point #5, and 1
buffer.
Retain existing configuration with 22

ramp lane width and 8' trail & relocate
bus stop.
NA
4.5
NA
3 SB lanes
on ramp
11
18
2 SB
11
Reduce to 1 lane with 10 trail, 9

separation, and 10 buffer.

trail, 5' separation, and 3' buffer.
11
Reduce quantity of lanes to 2NB and

2SB with 10' trail on west side of
South Capitol Street.
Reduce quantity of lanes to 2NB and

2SB, shift roadway east 15 with 10'
trail, 2 buffer to light rail and 13
separation/bus stop on west side of
South Capitol Street.
Proposed Treatment and Potential Trail Geometry
NA
3 NB, 2
SB
Reduce to 2 lanes with 10' trail, 4 to 8

separation/relocated bus stop from
Pinch Point #5, and 2' buffer.
57
The following section discusses each pinch points and alternative analysis results based on potential
mitigation measures, and Table 11 summarizes the comparison of the future no-build and build
alternative analysis results at the pinch points.
Table 11. Summary of Future No-build and Build Alternative Analysis Results Pinch Points
Pinch Point
Build Conditions-Alternative A
Delay
V/C Ratio
(sec/veh)
or
LOS
or Speed
Density
(mph)
(pc/mi/ln)
Build Conditions-Alternative B
Delay
V/C Ratio
(sec/veh)
or
LOS
or Speed
Density
(mph)
(pc/mi/ln)
13.8 (21.1)
0.48 (0.70)
B (C)
13.8 (15.5)
0.39 (0.47)
B (B)
17.3 (18.0)
0.54 (0.68)
B(B)
3.1
10.8 (14.8)
0.45 (0.76)
B (B)
10.7 (13.3)
0.45 (0.76)
B(B)
3.2
13.8 (15.5)
0.39 (0.47)
B (B)
17.3 (18.0)
0.54 (0.68)
B(B)
3.3
47.4 (46.1)
9.0 (13.0)
A (B)
46.8 (44.8)
6.4 (10.1)
A (F)
46.8 (44.8)
6.4 (10.1)
A (F)
30.7 (14.0)
0.98 (0.55)
C (B)
54.3 (17.8)
1.06 (0.69)
D(B)
30.7 (14.0)
0.98 (0.55)
C (B)
42.3 (42.2)
--
B (B)
41.3 (41.1)
--
C(C)
24.7 (25.8)
0.72 (0.69)
C (C)
26.2 (25.9)
0.73 (0.69)
C(C)
58
No-Build Conditions
Delay
V/C Ratio
(sec/veh)
or
LOS
or Speed
Density
(mph)
(pc/mi/ln)
13.7 (21.1)
0.49 (0.71)
B(C)
54.3 (17.8)
1.06 (0.69)
D(B)

26.2 (25.9)
0.73 (0.69)
C(C)
Pinch Point #1 (Overlook Avenue & Laboratory Road)

Pinch point 1 is at the intersection of Overlook Avenue and Laboratory Road. Alternative A at this
location proposes to retain the existing configuration. Alternative B at this location includes
eliminating one (1) northbound through lane, and changing it to one through lane with shared left and
right turns; and reducing the width of southbound through lane with shared right turn from 12 to 11.
The lane configuration for the proposed alternative is illustrated in Figure 4. Intersection capacity
analysis was performed for the proposed alternative, using the HCM methodology. The results of the
alternative analysis for both AM and PM peak hours are summarized in Table 12.
Condition
Control
Delay
(sec/veh)
v/c Ratio
Level of
Service
Signal
13.4 (20.9)
0.47 (0.65)
B (C)
Existing

Signal
13.0 (21.3)
0.47 (0.66)
B (C)
during both AM and PM peak hours.
alternative analyses are summarized in Table 13.
Using the HCM methodology, intersection and ramp diverge capacity analysis was performed for the
aforementioned three sub-segments. The results of the capacity analysis results indicate that the ramp
diverge is expected to operate at a Level of Service B or better during both AM and PM peak hours
under the existing and proposed conditions. Both of the analyzed intersections are expected to operate
at a Level of Service C or better during both AM and PM peak hours under the existing and proposed
conditions. The results of the alternatives analyses for both the AM and PM peak hours are
Existing
Signal
Delay
(sec/veh)
or Speed
(mph)
Delay
(sec/veh)
10.6 (21.8)

300 ft south of Overlook Avenue and Defense Blvd intersection
Signal1
10.5 (18.1)
Condition
Control/
Segment
Pinch Point 3.1
Condition
Control
Existing
Signal
Signal1
Delay
(sec/veh)
13.6 (15.8)
15.4 (17.1)
v/c Ratio
0.36 (0.42)
0.49 (0.60)
Level of
Service
B (B)
B (B)

Pinch Point 3.2
Existing
Signal

300 ft north of Overlook Avenue and Defense Blvd intersection
Signal1
Existing
v/c Ratio
0.45 (0.68)
B (C)
0.45 (0.68)
B (B)

Delay
v/c Ratio
(sec/veh)
13.6 (15.8) 0.36 (0.42)
15.4 (17.1)
Level of
Service
0.49 (0.60)
59
B (B)
B (B)

Speed
Density
(mph)
(pc/mi/ln)
Pinch Point 3.3

to a point of approximately 300 ft south of Overlook Avenue and Defense Boulevard
intersection.
3.2 - between Overlook Ave/ I-295 gore point to 300 ft north of Defense Blvd/Overlook Ave
intersection
o Alternative A: reduce two (2) southbound lanes on Overlook Avenue to one (1) lane,
starting approximately 300 ft north of Overlook Avenue and Defense Boulevard
intersection.
3.3 - between South Capitol St/Overlook Ave gore point and Overlook Ave/ I-295 gore point
o Alternative A: reduce ramp lane width from 23 ft to 18 ft
v/c Ratio
or Density
(pc/mi/ln)
Ramp
Diverge
47.6 (46.8)
7.9 (11.9)
A (B)

Pinch point 4 is the Overlook Ave/ South Capitol Street diverge to approximately 400 ft north of
diverge. This location is constrained with utility poles, military base wall, signage, and limited rightof-way. Alternative A includes reducing the three (3) southbound lanes on South Capitol Street to two
(2) lanes. This modification would accommodate a 10-ft trail, 5-ft separation area, and 2-ft buffer
zone. The results of the capacity analysis for this alternative indicate that the diverge ramp at South
Capitol Street to Overlook Avenue will continue to operate at a Level of Service A during both peak
hours. Alternative B consists of retaining the existing configuration, thus no further traffic analysis
was performed for this alternative. The results of the analysis is compared with existing conditions are
Qty of
Lanes
Speed
[mph]
AM (PM)
Density [pc/mi/ln]
AM (PM)
LOS
AM (PM)
Existing
47.1 (45.7)
6.2 (9.6)
A (A)
47.1 (45.7)
6.2 (9.6)
A (A)
Condition
60
Even though traffic forecast and the recommended geometric improvements for the trail alignment do
not bring this intersection to a failing level of service, it should be noted that if implemented the
proposed improvements included in the St. Elizabeths FEIS (i.e., I-295/Malcolm X Avenue
interchange, access road parallel to South Capitol Street on the east side of I-295 with a frontage to the
planned West Campus, and intersection improvements at the South Capitol Street/Firth Sterling
Avenue) would alleviate 100% of the southbound left-turn traffic volumes at this intersection and
divert these volumes to the new I-295/Frontage Road. Approximately 50 trips (10% of the 30% of
total projected trips for St. Elizabeths East and West Campus traffic) would also be expected to use
South Capitol Street and Firth Sterling Avenue intersection, which would not affect the operations or
efficiency of this intersection under existing or proposed lane configurations. Capacity analysis results
with the above scenario indicate that South Capitol Street and Firth Sterling Avenue intersection is
expected to operate at LOS C with 24.2 seconds delay and 0.59 v/c ratio, during the AM peak hour.
Pinch Point #6 (South Capitol Street & MacDill Blvd./Malcolm X Ave. north of intersection)
The next identified pinch point is north of the MacDill Boulevard/Malcolm X Avenue and South
Capitol Street intersection. At this location, right-of-way is limited due to the proximity of the
military base wall to the roadway therefore limiting the area needed for the trail alignment and the
separation/buffer zone. The proposed mitigation measure for this constraint includes reducing the
cross-section of the southbound approach from three (3) lanes to two (2) lanes and reconfiguring the
shown in Figure 7. This modification would allow the accommodation of a 10-ft trail, 9-ft separation
area, and 3-ft buffer zone.
An intersection capacity analysis was performed for the proposed alternative, using the HCM
South Capitol Street and Malcolm X Avenue will continue to operate at a Level of Service B for both
and PM peak hours, respectively. The results of the alternative analysis are summarized in Table 16.
Pinch Point #8
Based on the results of the existing conditions analysis, two different alternatives with three traffic
operations options were proposed at the intersection of South Capitol Street and Defense Boulevard
(N)/ Firth Sterling Avenue. The proposed traffic operations for both alternatives are the same, thus
each option could apply to either design alternative. The three traffic options proposed are as follows:
1. Option 1: This alternative includes eliminating the northbound exclusive left-turn lane, and
changing it to two through lanes with shared left and right turns.
2. Option 2: This alternative includes eliminating one southbound through lane, and changing it
to one through lane with a shared left-turn lane.
3. Option 3: This alternative includes eliminating one northbound through lane, and changing it to
one through lane with a shared right-turn.
Table 16. Comparison of Existing and Alternative Capacity Analysis at Pinch Point #6 [MacDill
Blvd/Malcolm X Ave and South Capitol Street] AM (PM)
Condition
Control
Existing
Signal
Alternative A Reduce vehicle turning lane storage length

Alternative B Change southbound through and shared left turn
lane to through and shared right turn lane
Delay
(secs/veh.)
18.7 (13.8)
v/c Ratio
0.77 (0.45)
Level of
Service
B (B)
The lane configuration for each of the proposed alternatives is illustrated in Figure 8. Intersection
capacity analysis was performed for the proposed three alternatives, using the HCM methodology. The
results of the capacity analysis for the options indicate that the intersection of South Capitol Street and
Defense Boulevard (N)/Firth Sterling Avenue would operate at a Level of Service C for both AM and
PM peak hours under all three options. However, based on the Synchro analysis results, northbound
through movements under Option 3 during the AM and southbound through movements under Option
2 during the PM peak hour show increased v/c ratios, which would indicate significantly increased
queuing. This condition was also confirmed in the SimTraffic simulations under these alternatives.
The results of the alternatives analyses for both the AM and PM peak hours are summarized in Table
18.

Signal
19.9 (15.6)
0.80 (0.52)
B (B)
Pinch Point #7 (Malcolm X Ave to I-295 merge ramp)

The next pinch point is the weaving segment between the exit ramp from South Capitol Street to
Malcolm X Ave and the I 295 southbound merge ramp to South Capitol Street. A capacity analysis
for this weaving segment was performed by reducing the cross-section of existing weaving lanes from
four (4) lanes to three (3) lanes for Alternative A. The results of the capacity analysis for this
alternative indicate that the weaving segment between I-295 Southbound merge ramp to South Capitol
Street and the exit ramp from South Capitol Street to Malcolm X Avenue would operate at a Level of
Service B or better during both peak hours. Alternative B consists of retaining the existing
analysis for this proposed segment is compared with the analysis for existing conditions and
Figure 8. Pinch Point #8 Lane Configuration Diagrams for Proposed Options
Condition
Existing
Alternative A reduce to one lane
No. of
Weaving
4
3
Table 18. Summary of Alternatives Analysis for South Capitol Street and Defense Boulevard AM
(PM)
Speed
LOS
[mph]
AM (PM)
43.3 (42.5)
A (B)
42.6 (41.5)
B (B)
OPTION
Control
Option 1- Eliminating northbound left-turn lane

Option 2- Eliminating one southbound through lane
Option 3- Eliminating one northbound through lane
Signal
Signal
Signal
Delay
(secs/veh.)
23.0 (23.6)
22.5 (30.8)
28.8 (24.1)
v/c Ratio
0.60 (0.58)
0.54 (0.85)
0.82 (0.58)
Level of
Service
C (C)
C (C)
C (C)
61
Table 19 summarizes the intersections with each pinch point alternative and Table 20 summarizes the
comparison of the existing and alternative analysis results at the pinch points.
Table 19. Summary of Existing and Alternative Analysis Results Intersections
Int No.
Intersection
I-295 NB On/Off-ramps
and Shepherd Parkway
Overlook Avenue and
Laboratory Road
Overlook Avenue and
Magazine
Road/Chesapeake Street
Overlook Avenue and
Defense Blvd
S.Capitol Street and
Malcolm X Avenue
MacDill Blvd
Defense Blvd (N)/ Firth
Sterling Avenue
Int # 1
Int # 2
Int # 3
Int # 4
Int # 5
Int # 6
62
Existing Conditions
Delay
V/C
(sec/veh)
Ratio
LOS
26.0
0.19
C (A)
(10.6)
(0.07)
13.4
0.47
B (C)
(20.9)
(0.65)
Int # 7
10.6
(11.4)
0.45
(0.68)
13.6
(14.9)
11.8
(11.5)
18.7
(13.8)
0.36
(0.41)
0.33
(0.35)
0.77
(0.45)
22.6
(23.6)
0.54
(0.58)
B (B)
B (B)
Alternative A
Delay
V/C
(sec/veh)
Ratio
LOS
Alternative B
Delay
V/C
(sec/veh)
Ratio
LOS
Same as existing
0.45
(0.68)
15.4
(17.1)
B (B)
0.49
(0.60)
Table 21. Recommended Alternatives

Pinch
Point
Same as existing
13.0
(21.3)
Same as existing
10.5
(18.1)
VII. Recommended Alternatives Summary

Based on the analysis results, the following Table 21 shows the recommended alternatives for the
study area pinch points:
B(B)
0.47
(0.66)
B(C)
Same as existing
2
B(B)
Same as existing
Same as existing
B (B)
Same as existing
C (C)
Same as existing
Same as existing
19.9
(15.6)
0.80
(0.52)
3.1
B(B)
3.2
Same as existing
3.3
Table 20. Summary of Existing and Alternative Analysis Results Pinch Points
Pinch Point
No.
Existing Conditions
Delay
V/C Ratio
(sec/veh)
or
LOS
or Speed
Density
(mph)
(pc/mi/ln)
Alternative A
Delay
V/C Ratio
(sec/veh)
or
or Speed
Density
(mph)
(pc/mi/ln)
LOS
13.4 (20.9)
0.47 (0.65)
B (C)
13.6 (15.8)
0.36 (0.42)
B (B)
15.4 (17.1)
0.49 (0.60)
B(B)
Same as existing
3.1
10.6 (21.8)
0.45 (0.68)
B (C)
10.5 (18.1)
0.45 (0.68)
B(B)
Same as existing
3.2
13.6 (15.8)
0.36 (0.42)
B (B)
15.4 (17.1)
0.49 (0.60)
B(B)
Same as existing
3.3
Same as existing
Alternative B
Delay
V/C Ratio
(sec/veh)
or
or Speed
Density
(mph)
(pc/mi/ln)
13.0 (21.3)
Same as existing
0.47 (0.66)
47.6 (46.8)
7.9 (11.9)
A (B)
47.1 (45.7)
6.2 (9.6)
A (A)
47.1 (45.7)
6.2 (9.6)
A ( A)
Same as existing
18.7 (13.8)
0.77 (0.45)
B (B)
19.9 (15.6)
0.80 (0.52)
B(B)
Same as existing
LOS
5
B(C)
Same as existing
18.7 (13.8)
0.77 (0.45)
B (B)
Same as existing
43.3 (42.5)
--
A (B)
42.6 (41.5)
--
B(B)
22.6 (23.6)
0.54 (0.58)
C (C)
23.0 (23.6)
0.60 (0.58)
C(C)
19.9 (15.6)
0.80 (0.52)
B(B)
Same as existing
23.0 (23.6)
0.60 (0.58)
C(C)
Description
Approximately 400 ft north of
Overlook Avenue and Laboratory
Road/I-295 northbound off-ramp to
Shepherd Parkway under I-295 bridge
structure
South of Overlook Avenue and
Defense Boulevard (S) intersection
(from curb return to approximately
200 ft to the south)
From Overlook Ave/ Defense Blvd.
intersection north 300 ft of the
intersection
From 300 ft north of the Overlook
Ave/Defense Blvd. intersection to
Overlook Ave/ I-295 gore point.
From Overlook Ave/ I-295 gore point
north 1,300 ft to South Capitol
St/Overlook Ave. gore
From Overlook Ave/ South Capitol
Street gore point to approximately 400
ft north of South Capitol Street
diverge gore
South of MacDill Boulevard/ Malcolm
X Ave and South Capitol Street
intersection from 550-ft south of
intersection to curb return.
From MacDill Boulevard/ Malcolm X

Ave and South Capitol Street
intersection from intersection north
300 ft.
From approximately 100 ft south of I295 southbound on-ramp merge gore

to 100 ft north of merge gore.
From Defense Blvd (N)/Firth Sterling

Boulevard and South Capitol Street
intersection south 200 ft (Light Rail
alignment 140+50)
Alternative A
Alternative B
Preferred
Alternativ
e
- Avoid pinch point with a

mid-block crossing and
locate 10' trail on east side of
Overlook Ave
- Retain existing.
configuration and use
existing sidewalk [could
remove one NB through lane]
- Reduce to two 11' lanes

with 10' trail, 8' separation,
and 3' buffer
- Retain three 11' lanes with

6' trail, 4' separation, and 2'
buffer
- Reduce to two 11' lanes

3' buffer
- Reduce to single 18' lane
and 2' buffer
- Reduce to 18' lane with 10'
trail, 5' separation, and 2'
buffer
- Retain existing.
configuration with 6' trail, 4'
- Retain existing.
configuration with 6' trail, 3'
separation, and no buffer
- Retain existing.
configuration with8' trail, 4'
separation, and no buffer
- Reduce to 2 lanes with 10'

buffer
- Retain existing.
configuration with 6' trail, no
separation and no buffer
- Retain existing.
configuration w/ 8' trail and
relocate bus stop
- Reduce to 2 lanes with 10'

trail, 4'-8' separation/bus stop
relocated from Pinch Point
#5, and 2' buffer
- Reduce to 1 lane with 8'

trail, 2' buffer, 4'
separation/bus stop, relocate
bus stop to Pinch Point #6
- Reduce storage length with
8'-10' trail, 1'-5'
separation/relocated bus stop
from Pinch Point #5, and 1'
buffer
- Reduce to 1 lane with 10'
buffer
2NB/ 2SB w/10' trail on west
side of S. Capitol Street
Option 1
Eliminate NB
left-turn lane
Option 2
Eliminate
one SB
through lane
- Retain ex. configuration

and 3' buffer
2NB/ 2SB and shift roadway
east 15' w/10' trail, 2' buffer
to Light Rail, 13'
separation/bus stop on west
side of S. Capitol Street
Option 3
Eliminate one NB through
lane
Option 1
Figure 8A. Existing AM Peak Hour

Traffic Volumes
Figure 8B. Existing PM Peak Hour

Traffic Volumes
63
A p p e n d i x C : PHASING PLAN
64
A p p e n d i x D : COST ESTIMATE
Summary
Total Estimated Cost
Includes Planning, Permitting, Design & Construction for all 4 Phases of the South Capitol Street Trail Project.
Total: 1 $
100,000.00
400,000.00
3,100,000.00
2,100,000.00
5,700,000.00
South Capitol Trail Project
Phase 1
Item No.
1
$
$
$
$
Phase 1: Interim connection between Oxon Run Park and South Capitol Street
Phase 2: Trail segments within DC Village
Phase 3: Trail segment between Laboratory Road/Shepherd Parkway and Malcolm X Blvd.
Phase 4: Trail segment between Malcolm X Blvd and Firth Sterling Ave.
1
Description: Proposed interim connection between Oxon Run Park and South Capitol Street.
Item
Thermoplastic Pavement Symbols (Sharrow Symbol)
Unit Price
Total Price
$
300.00 $
Subtotal $
6,000.00
6,000.00
LS
LS
$
$
300.00 $
300.00 $
Subtotal $
1,000.00
1,000.00
8,000.00
LS
800.00 $
Subtotal $
800.00
8,800.00
Construction Contingency (25%) $

Subtotal $
3,000.00
11,800.00
Design & Planning Cost (Low - 10%) $
2,000.00
Phase 1: Supplemental Costs

2
Maintenance of Traffic (Low - 5%)
Project Approvals & Permitting (Low - 5%)
3
4
Length (lf)
2,475
Phase 3
Thickness (")
Mobilizaton (10%)
Qty
20
Units
EA.
1
1
1
Total Estimated Cost for Phase 1 $
100,000.00
Description: Proposed trail segments primarily along Overlook Avenue/South Capitol Street between Shepherd Parkway/ Laboratory Road and Malcolm X Blvd.
Item No.
Item
Trail Improvements
1
Asphalt Surface Course (proposed trail) [10' width]
2
Asphalt Base Course [proposed trail] (10' width)
3
Aggregate Base Course [proposed trail] (10' width + 1' extension)
4
Excavation [proposed trail] (10' width)
5
Trail Markings & Signage
Pinch Point #1
6
7
8
9
10
11
12
13
14
15
16
17
Pinch Point #2
18
19
20
21
22
23
24
25
26
6,500
Demolition of Pavement/ Excavation

Concrete Curb and Gutter
Concrete Sidewalk (proposed) [6' width]
Intersection Pavement Markings & Signage1
Curb Ramp
Crosswalk Pavement Marking
Pedestrian Signal Head
Guardrail (remove & reset)
Signal Timing Modifications (Overlook Ave + Defense Blvd)
3,500
Pinch Point #3.2

34
35
36
Pavement Markings & Signage (minor)3
Pinch Point #3.3
37
38
39
Pavement Markings & Signage (minor)3
40
Remove/Relocate Drainage Inlet
Phase 2
Item No.
1
2
3
4
5
6
Description: Proposed trail segments within DC Village between connection to Oxon Cove Park and Shepherd Parkway/ Laboratory Road.
** Cost estimate only includes trail improvements, and does not include full site development or road reconstruction.**
Item
Length (lf)
Thickness (")
4,050
2" thickness
4,050
2" thickness
4,050
6" thickness
4,050
10" depth
Unit Price
$
60.00
$
60.00
$
50.00
$
20.00
$
1.30
$
200.00
Subtotal
Total Price
$
$
$
$
$
$
$
$
$
$
$
$
8,000.00
8,000.00
8,000.00
8,000.00
200,000.00
20,000.00 $
Subtotal $
20,000.00
220,000.00
12

Subtotal $
55,000.00
280,000.00
13
Design & Planning Cost (Low - 10%) $
28,000.00

7
Drainage and E&S (Low - 5%)
8
Maintenance of Traffic (Low - 5%)
9
Utility Modifications (Low - 5%)
10
Project Approvals & Permitting (Low - 5%)
11
Mobilizaton (10%)
Qty
600
600
900
1,300
5,000
4
Units
TON
TON
CY
CY
LF
EA
1
1
1
1
LS
LS
LS
LS
$
$
$
$
LS
8,000.00
8,000.00
8,000.00
8,000.00
Subtotal
36,000.00
36,000.00
45,000.00
26,000.00
6,500.00
800.00
160,000.00
400,000.00
Pinch Point #5
45
46
47
48
49
50
51
52
53
9,150
9,150
9,150
9,150

Curb Ramp
Street Trees
Low-Impact Development Area 2
Landscaping (Misc.)
Signal Timing Modifications (Overlook Ave + Laboratory Road)
Pinch Point #3.1

27
28
29
30
Curb Ramp
31
32
33
Signal Timing Modifications (Overlook Ave + Defense Blvd)
Pinch Point #4
41
42
43
44
Length (lf)

Curb Ramp
Signal Timing Modifications (South Capitol St. + Malcolm X Ave.)
200
10
7,250
10
Thickness (")
2" thickness
2" thickness
6" thickness
10" depth
Qty
Units
Unit Price
$
60.00
1,200
TON
$
60.00
1,200
TON
$
50.00
1,900
CY
$
20.00
2,900
CY
10,000
LF
$
1.30
Subtotal Trail Improvements
Total Price
$
$
$
$
$
$
72,000.00
72,000.00
95,000.00
58,000.00
13,000.00
310,000.00
10" depth
300
800
1,000
1
1
10
12
8
14
3,000
1
1
$
20.00
CY
LF
$
45.00
$
5.00
SF
EA
$
500.00
EA
$
5,000.00
EA
$
400.00
EA
$
200.00
EA
$
5,000.00
EA
$
300.00
SF
$
30.00
EA
$
500.00
LS
$
5,000.00
Subtotal Pinch Point #1
$
$
$
$
$
$
$
$
$
$
$
$
$
6,000.00
36,000.00
5,000.00
500.00
5,000.00
4,000.00
2,400.00
40,000.00
4,200.00
90,000.00
500.00
5,000.00
198,600.00
10" depth
200
410
35
1
2
1
2
410
1
$
20.00
CY
LF
$
45.00
$
5.00
SF
EA
$
5,000.00
EA
$
400.00
EA
$
200.00
EA
$
5,000.00
LF
$
30.00
LS
$
5,000.00
$
$
$
$
$
$
$
$
$
$
4,000.00
18,450.00
175.00
5,000.00
800.00
200.00
10,000.00
12,300.00
5,000.00
55,925.00
10" depth
300
850
50
2
1
2
$
20.00
CY
LF
$
45.00
$
5.00
SF
EA
$
400.00
EA
$
200.00
EA
$
5,000.00
inc. in Pinch Point #2
Subtotal Pinch Point #3.1
$
$
$
$
$
$
6,000.00
38,250.00
250.00
800.00
200.00
10,000.00
55,500.00
4" thickness
4" thickness
4" thickness
5,930
10" depth
200
1,105
1
$
20.00
CY
LF
$
45.00
EA
$
2,500.00
$
$
$
$
4,000.00
49,725.00
2,500.00
56,225.00
11,500
10" depth
400
1,500
1
4
$
20.00
CY
LF
$
45.00
EA
$
2,500.00
EA
$
500.00
$
$
$
$
$
8,000.00
67,500.00
2,500.00
2,000.00
80,000.00
11,000
10" depth
400
11,000
2
160
$
20.00
CY
LF
$
45.00
EA
$
500.00
LF
$
30.00
$
$
$
$
$
8,000.00
495,000.00
1,000.00
4,800.00
508,800.00
10" depth
200
700
80
2
1
4
2
1
1
$
20.00
CY
LF
$
45.00
$
5.00
SF
EA
$
400.00
EA
$
200.00
EA
$
5,000.00
EA
$
500.00
EA
$
5,000.00
LS
$
5,000.00
$
$
$
$
$
$
$
$
$
$
4,000.00
31,500.00
400.00
800.00
200.00
20,000.00
1,000.00
5,000.00
5,000.00
67,900.00
Subtotal $
1,340,000.00
3,500
20
4" thickness
54
55
56
57

Drainage and E&S (Moderate - 10%)
Maintenance of Traffic (Moderate - 8%)
Utility Modifications (Moderate - 10%)
Project Approvals & Permitting (Moderate - 8%)
1
1
1
1
LS
LS
LS
LS
$
$
$
$
134,000.00
107,200.00
134,000.00
107,200.00
Subtotal
$
$
$
$
$
134,000.00
107,200.00
134,000.00
107,200.00
1,830,000.00
58
Mobilizaton (10%)
LS
183,000.00 $
Subtotal $
183,000.00
2,020,000.00
59

Subtotal $
505,000.00
2,530,000.00
60
Design & Planning Cost (Moderate - 20%) $
506,000.00
1
2
3

Intersection Improvements - Assumed pavement markings, and signage.
Low-Impact Development Areas - Assumed average cost of $30.00/sf, based on the need for water control structures, curbing, and underdrains.
Pavement Markings & Signage (minor) include markings & signage along linear segment of roadway.
3,100,000.00
65
Phase 4
Description: Proposed trail segments along South Capitol Street between Malcolm X Blvd. and Firth Sterling Ave.
Item No.
Item
Trail Improvements
1
2
3
4
5
Pinch Point #6
6
7
8
9
10
Curb Ramp
11
12
Signal Timing Modifications (South Capitol Street + Malcolm X Ave)
Pinch Point #7
13
66
Length (lf)
8,400
8,400
8,400
8,400
5,350
11
Thickness (")
2" thickness
2" thickness
6" thickness
10" depth
Qty
1,100
1,100
1,800
2,600
8,400
10" depth
200
520
65
2
2
4
4" thickness

25
Drainage and E&S (Moderate - 10%)
26
Maintenance of Traffic (Moderate - 8%)
27
Utility Modifications (Moderate -10%)
28
Project Approvals & Permitting (Moderate - 8%)
3,000
10" depth
Unit Price
Total Price
TON
TON
CY
CY
LF
$
$
$
$
$
60.00
60.00
50.00
20.00
1.30
Subtotal
$
$
$
$
$
$
66,000.00
66,000.00
90,000.00
52,000.00
10,920.00
290,000.00
$
20.00
CY
LF
$
45.00
$
5.00
SF
EA
$
500.00
EA
$
400.00
EA
$
5,000.00
inc. in Pinch Point #5
$
$
$
$
$
$
4,000.00
23,400.00
325.00
1,000.00
800.00
20,000.00
49,525.00
410
30.00
12,300.00
100
600
2,300
2
1
2
4
8
6
1
1
$
20.00
CY
LF
$
45.00
SF
$
8.00
EA
$
500.00
EA
$
5,000.00
EA
$
400.00
EA
$
200.00
EA
$
5,000.00
EA
$
300.00
EA
$
500.00
LS
$
5,000.00
$
$
$
$
$
$
$
$
$
$
$
$
2,000.00
27,000.00
18,400.00
1,000.00
5,000.00
800.00
800.00
40,000.00
1,800.00
500.00
5,000.00
102,300.00
Subtotal $
460,000.00
Pinch Point #8
14
15
16
Textured Asphalt/Pavers
17
18
19
Curb Ramp
20
21
22
Street Trees
23
Landscaping (Misc.)
24
Signal Timing Modifications (South Capitol Street + Firth Sterling Ave)
Units
LF
1
1
1
1
LS
LS
LS
LS
$
$
$
$
$
$
$
$
$
46,000.00
36,800.00
46,000.00
36,800.00
1,250,000.00
LS
$ 125,000.00 $
Subtotal $
125,000.00
1,380,000.00
30

Subtotal $
345,000.00
1,730,000.00
31
Design & Planning Cost (Moderate - 20%) $
346,000.00
29
Mobilizaton (10%)
46,000.00
36,800.00
46,000.00
36,800.00
Subtotal
12,300.00
Total Estimated Cost for Phase 4

Intersection Improvements - Assumed pavement markings, and signage.
2,100,000.00
A p p e n d i x E : design criteria table

Criteria
Recommended
Recommended Range
Minimum
Considerations
Design Speed
18 mph
12 to 18 mph
12 mph min.
Topography, user volumes and abilities
Trail Width
10-feet
10 to 14 feet
At intersections with heavy queuing, widen
path to provide additional capacity
8-feet and 6-feet under rare occurrences
Bicycle/ pedestrian user volumes, user safety,

maintenance vehicle width (7-ft)
Trail Cross Slope
1%
0.5% to 2%
5% Max per AGODA1

2% Max per PROWAG2
Min. Curve Radius:
27-feet min. at 12 mph
5% max any distance2
8.3% max up to 200-feet1
10% max up to 30-feet1
12.5% max up to 10-feet1
3% max for unpaved surface trails1
Topography - Minimum Cross Slope Transitions

5-feet per 1% change in slope
Topography
Horizontal
Alignment
Vertical Alignment
Stopping Sight
Distance
Clearance
(vertical)
Trail/Road
Separation
Trail Buffer
0 to 5% slope
V
S= 2
+ 3.67V
30(f+/-G)
67
Vertical alignment
S = stopping distance
V = velocity (mph)
f =friction coeff. (0.16)
G =grade (ft/ft)
10-feet
10-feet or greater
8-feet under constrained conditions
Maintenance & emergency vehicle access
5-feet
5-feet or greater
Roadway speeds adjacent to trail
3-feet
3 to 5-feet
Less than 5-feet requires physical barrier railing

separation
Min. 2-feet graded area with max 6:1 slope for clearance from lateral obstructions. Min. 1-foot clearance
where railings or fences are used.
Grading &
Match adjacent topography to greatest
Drainage
extent possible while providing adequate
(Adjacent to Trail) drainage
Trail Surfaces
Per AASHTO Guidelines 3
Adjacent topography
Provide grading sufficient for sheet flow

wherever possible or if necessary a side ditch
of suitable dimension on uphill side of trail to
intercept slopes drainage. Where necessary
provide culvert and catch-basins.
Hard, all weather pavement surfaces

(Asphalt or Concrete)
U.S. Access Board Architectural Barriers Act Accessibility Guidelines for Outdoor Developed Areas (AGODA) (2007)
U.S. Access Board Public Rights-Of-Way Accessibility Guidelines (PROWAG) (2005)
AASHTO Guide for the Development of Bicycle Facilities (AASHTO) (1999)
Adjacent obstructions
Adjacent topography and drainage conditions
Adjacent facilities to provide universal access,

maintenance

South Capitol Street Trail Draft Concept Plan

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South Capitol Street Trail Draft Concept Plan

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South Capitol Street Trail

DRAFT CONCEPT PLAN

District Department of Transportation

Toole Design Group, LLC

Heather Deutsch, Project Manager Daniel Biggs, RLA, Project Manager

Figure 1: south capitol street trail context map

Oxon Run Trail Context Map

Oxon Run Trail

Proposed South Capitol St Trail

Project design criteria

Roadway design criteria

Based on the changing nature of South Capitol Street corridor north of

trail design criteria

trail and a coefficient of friction, the stopping sight distance should

connecting communities and neighborhoods

presence of barriers for cyclists and pedestrians

LACK OF REGIONAL TRAIL NETWORK

Regional trail system goals include linking DC to Southern Prince Georges

TRAIL USERS AND TRIP TYPES

TRAIL SEGMENT COMPONENTS

PREFERRED WIDTH TRAIL SECTION

REDUCED WIDTH TRAIL SECTION

MINIMUM WIDTH TRAIL SECTION

Optimal width trail section

trail/ roadway crossings

signage & markings

information including intersection warnings, wayfinding, trail and user

surfaces/ paving materials

Source: TDG Library

The shared-use trail should be supplemented by the following trail pavement

Standard concrete is recommended for

Source: TDG Library

grading, drainage, lid, & Lighting

Source: TDG Library

Grading to provide a seamless

provided between the roadway and trail

surfaces if there is an elevation drop adjacent to the bioretention cell.

low impact development

Post-Top Luminaries - Lighting along the trail alignment is proposed with

these fixtures be retained, and supplemented for trail lighting. Supplemental

roadway & transit considerations

A. St. Elizabeths West Campus: The redevelopment of St. Elizabeths West

Source: St. Elizabeths Master Plan

Interim Network Connections

Source: DC DOT Streetcar

D. DC Village: Proposed redevelopment of the DC Village site presents an

PRODUCTION, DISTRIBUTION, AND REPAIR FACILITIES PLAN

Production, Distribution, and repair facilities dc village master plan - excerpt

Source: HNTB Corporation

HNTB Corporation + Geisler Smith & Associates

Realigning Public Facilities for a Growing District of Columbia

RODUCTION, DISTRIBUTION, AND REPAIR FACILITIES PLAN

Figure 4-3: DC Village South Master Plan

Source: HNTB Corporation

NTB Corporation + Geisler Smith & Associates

Realigning Public Facilities for a Growing District of Columbia

anticipated reviews / Approvals

management & maintenance of trail

policing and public safety

IMPLEMENTATION and Phasing strategy

The potential phases for implementation have been organized based on

This phase is connected to the ongoing redevelopment within the DC Village

Preferred roadway cross section within DC VILLAGE

Phase i - interim network connections