Lower Georgia Avenue Transportation and Streetscape Improvements - Appendices

Page A-1 Lower Georgia Avenue Transportation and Streetscape Study - Final Report
Appendix I.
Appendix I. Existing Conditions Report
January 2007
existing conditions inventory
LOWER GEORGIA AVENUE TRANSPORTATION & STREETSCAPE
Lower Georgia Avenue Transportation and Streetscape Study
Existing Condition Inventory
Lower Georgia Avenue Transportation and Streetscape Improvements
Existing Conditions
i
CONTENTS
1. INTRODUCTION........................................................ 1
2. STUDY AREA DESCRIPTION........................................... 2
2.1 Overview.............................................................. 2
2.2 Corridor Description................................................. 4
2.2.1 Principal Arterials ....................................... 4
Georgia Avenue, NW.............................................. 8
Florida Avenue, NW............................................... 8
2.2.2 Minor Arterials ........................................... 9
New Hampshire Avenue, NW.................................... 9
Sherman Avenue, NW............................................. 9
Columbia Road, NW.............................................. 10
Harvard Street, NW.............................................. 10
Irving Street, NW................................................. 11
Kenyon Street, NW............................................... 11
2.2.3 Collector Roads ......................................... 12
2.3 Study Intersections ................................................. 12
3. DATA COLLECTION AND ANALYSES ................................18
3.1 Turning Movement Volumes....................................... 18
3.2 Automatic Traffic Record (ATR) .................................. 25
3.2.1 Average Daily Traffic Volume ........................ 25
3.2.2 Vehicle Classification .................................. 27
3.2.3 Speed..................................................... 27
3.3 Level of Service .................................................... 29
3.4 Intersection Approach Queue Length............................ 33
3.5 Parking ............................................................... 35
3.5.1 Parking Inventory ...................................... 35
3.5.2 Parking Demand ........................................ 35
3.6 Transit Facilities.................................................... 42
3.7 Bicycle Facilities ................................................... 43
Bicycle Level of Service......................................... 44
3.8 Pedestrian Facilities ............................................... 46
3.9 Crash Data........................................................... 47
TABLES
Table 1. % of Heavy Vehicles ............................................ 27
Table 2. Speed Limits ..................................................... 27
Table 3. Speed Data....................................................... 28
Table 4. Intersection Level of Service Criteria ....................... 29
Table 5. Peak Hour Vehicle Level of Service.......................... 30
Table 6. 50
th
Percentile Queue Length (in feet)...................... 33
Table 7. 2006 Georgia Avenue, NW West Side Parking Inventory and
Demand...................................................................... 37
Table 8. 2006 Georgia Avenue, NW East Side Parking Inventory and
Demand...................................................................... 38
Table 9. 2006 Sherman Avenue, NW West Side Parking Inventory
and Demand ................................................................ 39
Table 10. 2006 Sherman Avenue, NW East Side Parking Inventory
and Demand ................................................................ 40
Table 11. Weekday Bus Routes 70, 71 Travel Time .................. 42
Existing Conditions
iii
Figure 38. 2003-2005 Georgia Avenue, NW Accidents and Injuries
Comparison..................................................................48
Figure 39. 2003-2005 Georgia Avenue, NW Accident Type Summary
................................................................................48
Figure 40. 2003-2005 Sherman Avenue, NW Accidents and Injuries
Comparison..................................................................48
Figure 41. 2003-2005 Sherman Avenue, NW Accident Type Summary
................................................................................48
Figure 42. Data from DDOT Accident Summary Report (R-7) 2005. 52
Existing Conditions
ii
Table 12. Weekday Bus Route 68 Travel Time ........................43
Table 13. Bicycle Level of Service Criteria ............................45
Table 14. Georgia Avenue, NW Crash Data 2003-2005 ............... 47
Table 15. Sherman Avenue, NW Crash Data 2003-2005 .............. 49
Table 16. 2003-2005 Georgia Avenue, NW Peak Hour Crash Data..50
Table 17. 2003-2005 Sherman Avenue, NW Peak Hour Crash Data.51
FIGURES
Figure 1. Howard University Hospital .................................... 2
Figure 2. Lower Georgia Avenue Transportation and Streetscape
Study Area.................................................................... 3
Figure 3. Georgia Avenue, NW Facing North............................ 8
Figure 4. Florida Avenue, NW Facing West ............................. 8
Figure 5. New Hampshire Avenue, NW Facing Northeast ............. 9
Figure 6. Sherman Avenue, NW Facing North........................... 9
Figure 7. Sherman Avenue Southbound Utility Construction........ 10
Figure 8. Columbia Road, NW Facing West ............................10
Figure 9. Harvard Street, NW Facing East..............................11
Figure 10. Irving Street, NW Facing West ..............................11
Figure 11. Kenyon Street, NW............................................12
Figure 12.1. Existing Traffic Control ....................................15
Figure 12.2. Existing Traffic Control (Continuous)....................16
Figure 12.3. Existing Traffic Control (Continuous)....................17
Figure 13.1. Peak Hour Turning Movement Volume ..................19
Figure 13.2. Peak Hour Turning Movement Volume (Continuous) ..20
Figure 13.3. Peak Hour Turning Movement Volume (Continuous).. 21
Figure 14. Midday Peak Hour Intersection Volume ................... 22
Figure 15. Midday Peak Hour Intersection Pedestrian Volume ..... 22
Figure 16. 2006 MD Peak Hour Intersection Bicycle Volume........ 22
Figure 17. PM Peak Hour Intersection Volume ........................ 23
Figure 18. PM Peak Hour Intersection Pedestrian Volume .......... 23
Figure 19. PM Peak Hour Intersection Bicycle Volume............... 23
Figure 20. Saturday Peak Hour Intersection Volume................. 24
Figure 21. Saturday Peak Hour Intersection Pedestrian Volume ... 24
Figure 22. Saturday Peak Hour Intersection Bicycle Volume ....... 24
Figure 23. Daily Traffic Volume ......................................... 25
Figure 24. 4
th
Street, NW Hourly Traffic Volume ..................... 26
Figure 25. Sherman Avenue, NW Hourly Volume ..................... 26
Figure 26. Georgia Avenue, NW Southern Section Hourly Volume. 26
Figure 27. Georgia Avenue, NW Northern Section Hourly Volume. 26
Figure 28. Existing Condition Intersection Level of Service......... 32
Figure 29. Queue Length Comparison in the Study Area for Existing
Condition.................................................................... 34
Figure 30. Parking Inventory............................................. 36
Figure 31. Georgia Avenue, NW Parking Demand vs. Capacity..... 41
Figure 32. Sherman Avenue, NW Parking Demand vs. Capacity.... 41
Figure 33. Metro Map ..................................................... 42
Figure 34. Bicycle Facilities.............................................. 44
Figure 35. Percentage of Bicycle Commuters ......................... 44
Figure 36. Bicycle Level of Service ..................................... 45
Figure 37. Sidewalk Widths .............................................. 46
Existing Conditions
1
1. INTRODUCTION
The District Department of Transportation, as part of its
Great Streets initiative, requested an in-depth examination
of Georgia Avenue. The objective of the project is to
improve current conditions and facilitate expanded local
economic development and mobility. Georgia Avenue is a
multimodal corridor with multiple transportation demands,
including frequent transit routes, heavy pedestrian traffic,
many rush-hour commuters, local auto destinations,
bicyclists, and business loading. The corridor is challenged by
a limited right-of-way that creates a bottleneck in the
vehicular travel system. Pedestrian facilities are narrow and
generally insufficient for demand. Bicycle facilities are
absent despite demand.
Presently, the efficiency and mobility of all modes of
transportation along the corridor are compromised. This in
turn challenges future development and economic expansion.
The Georgia Avenue commercial corridor is part of a grid
system, and efforts are underway to reduce traffic impacts.
DDOT is committed to making major transportation
investments and improvements along the corridor, including
streetscape and public realm improvements. The goal of
DDOT and other District agencies is to prioritize transit,
economic development, overall safety, and in particular,
pedestrian and bicyclist needs along the corridor.
An inventory of the existing transportation conditions was
conducted in order to recommend and prioritize
improvements. The data collected for this inventory is
documented in this report.
The report includes the following:
x Intersection turning movement counts at 13
locations for Midday, PM peak hour, and
Saturday time periods
x Twenty-four-hour, 7-day automatic traffic
recorder classification counts
x Generalized origin-destination counts (to be
provided)
x Review of crash data
x Parking inventory
x Parking demand counts
x Bicycle and pedestrian counts for Midday, PM,
and Saturday time periods
x Pedestrian and bicycle crash data
x Level of Service (LOS) analysis
Existing Conditions
2
2. STUDY AREA DESCRIPTION
2.1 Overview
The Lower Georgia Avenue Transportation and Streetscape
study area is bordered by Sherman Avenue to the west, New
Hampshire Avenue to the north, Florida Avenue to the south
and Reservoir/4th Street to the east.
Geographically, the study area is located within Ward 1 and
includes the Advisory Neighborhood Commission (ANC) 1A,
north of Columbia Avenue, NW and ANC 1B south of Columbia
Avenue. Neighborhood clusters include Mount Pleasant,
Columbia Heights, Park View, Howard University, Le Droit
Park, and Cardozo/Shaw.
Public services within the study area include two recreation
centers, Banneker Community Center on Georgia Avenue, NW
and Parkview Community Center on Otis Place, NW; Fire
Station 4 on Sherman Avenue, NW; a post office on Georgia
Avenue, NW; and Benjamin Banneker High School on Euclid
Street, NW.
Howard University and Howard University Hospital are the
major employers within the study area. The student
population is in excess of 11,000 when classes are in session.
The university and hospital are major pedestrian traffic
generators.
Figure 1. Howard University Hospital
The corridor is served by both Washington Metropolitan
AreaTransit Authority (WMATA) bus and Metrorail service.
Metrobus routes provide service on Georgia Avenue, Sherman
Avenue, New Hampshire Avenue, Irving Street, and Columbia
Road. The Georgia Avenue-Petworth Metro Station located at
New Hampshire and Georgia Avenue provides rail service on
the Green and Yellow lines. The Shaw-Howard University
Metro Station located just south of the study area also
provides access to the Green and Yellow lines.
The study area is shown in Figure 2.
Existing Conditions
3
Figure 2. Lower Georgia Avenue Transportation and Streetscape Study Area
Existing Conditions
4
2.2 Corridor Description
2.2.1 Existing Land Use
Along Georgia Avenue, from the south, beginning at the
intersection of Georgia and Florida Avenues land use is
principally institutional around Howard University, Howard
University Hospital and Banneker High School. There is a
cluster of retail at Barry Place, where there is a fast-food
drive through, and Bryant Place where there are a number of
small retail shops, a coffeeshop and university bookstore.
Starting at approximately Euclid Street and moving north,
the west side of Georgia Avenue comprises of small retail
establishments including some take-out restaurants, a health
food store, a video rental, barbershops, automotive repairs,
and convenience stores. The east side of Georgia Avenue
continues with University buildings until approximately
Hobart Street where the east side is, like the west,
comprises small retail locations. Many vacant or boarded up
storefronts exist in this portion of the study area.
Existing Conditions
5
Proposed Zoning
The Office of Planning proposed that the zoning commission
set down text for a new commercial overlay zone for the
Georgia Avenue/Petworth Metro Station area. This zoning
overlay for Georgia Avenue is a part of the strategy to attract
investment, create jobs, and enhance the corridors image.
As explained in a memorandum from the Office of
Planning to the Zoning Commission (November 2006) in
addition to implementing the objectives of the
overlay district also seeks to:
Implement the goals of the Great Streets
Avenue, published by the District Department
Encourage additional residential uses
Encourage improved commercial uses;
Provide common design standards;
A diagram of the proposed overlay district is shown at
right:
Existing Conditions
6
2.2.2 Proposed Development
1 4136 Georgia Avenue
2 The Residences at Georgia Avenue - 4100 Georgia Avenue NW
3 4000 Block West - Georgia Avenue NW
4 3910-12 Georgia Avenue NW
5 3800 Block West - Georgia Avenue NW (Safeway Site)
6 3800 Block East - Georgia Avenue NW
7 Petworth Metro - 3700 Block Georgia Avenue NW
8 3600 Block Georgia Avenue NW
9 3600 Georgia Avenue NW
12 Lamont Lofts Phase II - 3300 Block Georgia Avenue NW
13 Lamont Lofts Phase I - 701 Lamont Street NW
Northern Portion of Study Area
Existing Conditions
7
14 Howard Town Center Phase I - 2100 Block Georgia Avenue NW
15 Atlantic Plumbing Properties
16 The Floridian - 9th Street & Florida Avenue NW
17 The Rhapsody - 2120 Vermont Avenue NW
19 Howard Town Center Phase I - 2100 Block Georgia Avenue NW
20 Housing Finance Agency Site
22 WMATA - Shaw-Howard University Parcels
24 1900 Block 8th Street NW
26 Dunbar Theatre Apartments
27 NCRC Parcel
28 Cleveland Elementary School
29 Howard University - Temporary Offices
30 Broadcast Center One
31 Howard Theatre - 620 T Street NW
32 Wonder Bread Building
33 NCRC Parcel
34 United Housing of Prayer - Adjacent Land
35 NCRC Parcel
36 NCRC Parcel
37 Watha T. Daniel Shaw Neighborhood Library
Southern Portion of Study Area
Existing Conditions
8
2.2.3 Principal Arterials
Georgia Avenue, NW
Georgia Avenue, US Route 29 runs north-south and continues
into Maryland where it becomes MD Route 97. Georgia
Avenue is classified as a primary arterial
1
and is part of the
National Highway System. Georgia Avenue connects
Washington, D.C to Interstate 495. It is one of the nineteen
primary emergency evacuation/event routes (E routes) in
Washington, D.C. and a snow emergency route. The 2002
average annual weekday traffic (AAWT) is 21,400 vehicles
2
.
Figure 3. Georgia Avenue, NW Facing North
The posted speed limit is 30 miles per hour (mph) within the
study area. Georgia Avenue, NW has two travel lanes in each

1
Source: District Department of Transportation, Functional Classification Map,
February 5, 2003
2
Source: District Department of Transportation, Citywide Traffic Volume Map, 2002
direction with parallel parking along the curb lane. The
major land use is commercial with some residential.
Florida Avenue, NW
At the southern boundary, Florida Avenue, NW is a principal
arterial. The western terminus of Florida Avenue is at P
Street, NW and 23
rd
Street, NW. It reaches its eastern
terminus at H Street, N.E., and Maryland Avenue, NE. Inside
the study area, Florida Avenue, NW carries three westbound
lanes, and two eastbound lanes between Sherman Avenue,
NW and Georgia Avenue, NW. The 2002 AAWT is 27,500
vehicles
Figure 4. Florida Avenue, NW Facing West
Existing Conditions
9
2.2.2 Minor Arterials
New Hampshire Avenue, NW
Figure 5. New Hampshire Avenue, NW Facing Northeast
New Hampshire Avenue is a minor arterial beginning at the
Kennedy Center and extending northeast into Maryland
where it becomes Route 650.
Inside the study area, New Hampshire Avenue, NW carries
two lanes in each direction with parallel on-street parking.
The posted speed limit along New Hampshire Avenue, NW is
30 mph within the study area.
Sherman Avenue, NW
Sherman Avenue, NW runs north-south from its northern
terminus at New Hampshire Avenue, NW to its southern end
at Florida Avenue, NW. Sherman Avenue, NW is a four-lane
roadway with on-street parallel parking. Due to utility work,
Sherman Avenue southbound is currently reduced to one lane
between Kenyon Street, NW and Irving Street and between
Girard Street, NW and Fairmont Street.
Figure 6. Sherman Avenue, NW Facing North
Existing Conditions
10
Parking along the street within the above portions is
restricted between 7:00 AM to 6:00 PM for different days.
The posted speed limit is 25 mph. The 2002 AAWT is 16,000
vehicles.
Figure 7. Sherman Avenue Southbound Utility Construction
Columbia Road, NW
Columbia Road is one-way westbound with two travel lanes
from Park Place, NW to Connecticut Avenue, NW. On-street
parking is allowed on the both sides of the street. The 2002
AAWT is 4,500 vehicles.
Curb parking on the south side of the street is restricted to
residents with a Zone 1 permit. Parking for others is limited
to two hours between 7:00 AM and 8:30 PM, Monday through
Friday. On the north side of the street, parking is restricted
between the hours of 7:00 AM and 4:00 PM, Monday through
Friday.
The major land use along Columbia Road, NW is residential.
Figure 8. Columbia Road, NW Facing West
Harvard Street, NW
Harvard Street, NW is one-way eastbound from 16
th
Street,
NW to 5
th
Street, NW. The 2002 AAWT is 5,000 vehicles.
Parking on both sides of the street is permitted for
residential use with a Zone 1 permit. For all others, parking
is restricted to two hours between 7:00 AM and 8:30 PM,
Monday through Friday on the north side of the street, and
between 9:30 AM and 4:00 PM, Monday through Friday on the
south side of the street.
Existing Conditions
11
Figure 9. Harvard Street, NW Facing East
Irving Street, NW
Irving Street, NW is one-way eastbound from Adams Mill Road
to Park Place, NW. East of Park Place, NW, this street carries
two-way traffic. The 2002 AAWT is 7,000 vehicles.
Between Sherman Avenue, NW and Georgia Avenue, NW
parking is permitted on the north side of the street. However,
the majority of this portion is restricted to Zone 1 permit
holders and limits parking for all others to two hours
between 7:00 AM and 8:30 PM, Monday through Friday. A
short segment (30 feet) on the north side of the street at the
east end is restricted to 3 hour parking between the hours of
7:00 AM and 6:30 PM, Monday through Friday. On the south
side of the street, parking is restricted between 7:00 AM and
6:30 PM, Monday through Friday.
Figure 10. Irving Street, NW Facing West
Kenyon Street, NW
Kenyon Street, NW is one-way westbound from Park Place,
NW to 14th Street, NW. The 2002 AAWT is 5,100 vehicles.
On the south side of Kenyon Street, NW, parking is restricted
to Zone 1 permit holders and limits all others to two hours
between the hours of 7:00 AM and 8:30 PM, Monday through
Friday. On the north side, parking is restricted between 7:00
AM to 9:30 AM and 4:00 PM to 6:30 PM, Monday through
Friday.
Existing Conditions
12
Figure 11. Kenyon Street, NW
2.2.3 Collector Roads
The remaining roads within the study area are collector roads:
Otis Place, NW; Newton Place, NW; Morton Street, NW;
Lamont Street, NW; Hobart Place, NW; Gresham Place, NW;
Girard Street, NW; Fairmont Street, NW; Euclid Street, NW;
Barry Place, NW; V Street, NW; 8
th
Street, NW and 9
th
Street,
NW.
2.3 Study Intersections
Traffic (vehicle, pedestrian, and bicycle) data was collected
at thirteen intersections.
x Georgia Avenue, NW at New Hampshire Avenue, NW
x Georgia Avenue, NW at Park Road, NW
x Georgia Avenue, NW at Irving Street, NW
x Georgia Avenue, NW at Harvard Street, NW
x Georgia Avenue, NW at Barry Place, NW
x Georgia Avenue, NW at Bryant Street, NW
x Georgia Avenue, NW at W Street, NW
x Georgia Avenue, NW at Florida Avenue, NW
x New Hampshire Avenue, NW at Spring Road, NW
x New Hampshire Avenue, NW at Monroe Street, NW /
Park Road, NW / Sherman Avenue, NW
x Sherman Avenue, NW at Kenyon Street, NW
x Sherman Avenue, NW at Columbia Road, NW
x Florida Avenue, NW at Vermont Avenue, NW
Georgia Avenue, NW at New Hampshire Avenue, NW is a
six- leg intersection. The additional two legs of the
intersection are formed by Rock Creek Church Road, NW. The
Rock Creek Church Road legs are one-way, leaving the
intersection in opposing directions. The intersection is signal
controlled with two-phase movements: Georgia Avenue
followed by New Hampshire Avenue. Pedestrian crossings are
marked on all approaches. Both New Hampshire Avenue and
Georgia Avenue are four lane roadways. A painted median
separates traffic on New Hampshire Avenue. The Georgia
Avenue-Petworth Metro station and adjacent bus stops
generate pedestrian volume at this intersection.
Georgia Avenue, NW at Park Road, NW is an offset
intersection. The intersection is controlled by a traffic signal
Existing Conditions
13
with two-phase movements. Pedestrian crosswalks are
marked on all approaches with pedestrian signal indications.
Georgia Avenue, NW at Irving Street, NW is a three-phase
signal-controlled intersection with a leading left turn phase
southbound. Irving Street is one-way eastbound. Pedestrian
indications and marked crosswalks are provided for all
crossings. The eastbound approach of Irving Street has
rumble strips for traffic calming.
Georgia Avenue, NW at Harvard Street, NW is a skewed
intersection with the east approach of Harvard Avenue
intersecting Georgia Avenue at a thirty degree angle.
Harvard Street is one-way eastbound with two lanes. The
intersection is controlled by a two-phase traffic signal with
pedestrian indications and marked crosswalks.
Georgia Avenue, NW at Barry Place, NW is a T intersection
controlled by a three phase traffic signal. A northbound left
turn arrow follows the Georgia Avenue through movement.
Barry Place, NW has one lane approach eastbound.
Pedestrian signal indications and marked crosswalks are
provided for all crossings. The intersection is one of the
highest pedestrian volume intersections in the study area.
Georgia Avenue, NW at Bryant Street, NW is a T
intersection controlled by two-phase signal. Bryant Street is
one-way eastbound. Pedestrian signal indications and marked
crosswalks are provided for all crossings.
Georgia Avenue, NW at W Street, NW is a T intersection
controlled by a two-phase signal. W Street is one-way
westbound. Pedestrian signal indications and marked
Georgia Avenue, NW at Florida Avenue, NW is controlled by
a three-phase signal with a protected southbound left turn
phase. Pedestrian signal indications and marked crosswalks
are provided for all crossings. This intersection has the
highest pedestrian and bicycle volumes in the study area.
There are two bus stops on the southwest and northeast
corners of the intersection. An additional two bus stops are
located on each side of Florida Avenue, NW.
New Hampshire Avenue, NW at Spring Road, NW /
Princeton Place, NW currently is a stop-controlled
intersection, although it has been signal-controlled in the
past. New Hampshire Avenue operates freely, and the Spring
Road, NW approach is controlled by a stop sign. No vehicles
approach the intersection via Princeton Place, NW, because
it is one-way eastbound leaving the intersection.
New Hampshire Avenue, NW at Sherman Avenue, NW /
Monroe Street, NW / Park Road, NW is a five-leg
intersection controlled by two-phase signal. The fifth leg,
Park Road, NW carries one-way traffic westbound out of the
intersection. Pedestrian signal indications and marked
Sherman Avenue, NW at Kenyon Street, NW is a four-leg
intersection with Kenyon Street, NW limited to one-way
westbound traffic. A two-phase signal controls the
intersection movements. No pedestrian signal indication is
provided, but marked crosswalks are provided at all crossings.
Sherman Avenue, NW at Columbia Road, NW is signal-
controlled intersection with two-phase movement. Columbia
Road, NW is one-way westbound. Pedestrian phases are
provided for all crossings.
Existing Conditions
14
Florida Avenue, NW at Vermont Avenue, NW
This intersection is a T-intersection controlled by a two-
phase signal. Left turns are prohibited from northbound
Florida Avenue, NW onto Vermont Avenue, NW. No
pedestrian signal indication is provided for this intersection.
Crosswalks are marked across Vermont Avenue, NW and
across Florida Avenue, NW on the north side of the
intersection.
The existing traffic controls and lane configurations for the
study intersections are shown in Figures 12.1.-12.3.
Existing Conditions
15
Figure 12.1. Existing Traffic Control
NORTH
Existing Conditions
16
Figure 12.2. Existing Traffic Control (Continuous)
NORTH
Existing Conditions
17
Figure 12.3. Existing Traffic Control (Continuous)
NORTH
Existing Conditions
18
3. DATA COLLECTION AND ANALYSES
Turning movement counts were collected for midday (MD)
peak, PM peak and Saturday (SAT) time periods at thirteen
intersections. Seven-day automatic vehicle speed and
classification counts were recorded at four locations. A
parking inventory and parking demand survey were
conducted along with a limited origin-destination study.
Crash data was obtained from DDOT.
3.1 Turning Movement Volumes
Manual turning movement counts were conducted on Tuesday,
Wednesday or Thursday from 11:00 AM to 2:00 PM for the
midday counts and 3:30 PM to 6:30 PM for the PM peak
counts. Saturday counts were conducted on non-holiday
Saturdays from 10:00 AM to 2:00 PM. The counts included
vehicle, pedestrian and bicycle movements.
Turning movement data was also obtained from a previous
New Hampshire Avenue, NW traffic study completed by KLS
Engineering
3
. The KLS study did not include pedestrian or
bicycle volumes.
The MD and PM peak hour volumes are shown in Figures
13.1.-13.3.
The intersection approach traffic volume, pedestrian volume
and bicycle volume are compared among the intersections
and displayed in the volume circle diagrams depicted in
Figures 14-21 for MD, PM and SAT peak hours.

3
KLS Engineering, New Hampshire Avenue Local Traffic Study, September, 2006.
The turning movement volume data indicates that the PM
peak volumes are higher than MD peak volumes for all of the
study intersections. The intersection of Georgia Avenue, NW
at Barry Place, NW, located near Howard University,
experiences the highest Saturday vehicle volume.
The areas immediately adjacent to Howard University and
Howard University Hospital, as well as the intersection of
Georgia Avenue, NW at Florida Avenue, NW demonstrate the
highest pedestrian activity in the study area.
The highest bicycle volume is shown at the intersection of
Georgia Avenue, NW and Florida Avenue, NW during the PM
peak and Saturday peak periods.
Existing Conditions
19
Figure 13.1. Peak Hour Turning Movement Volume
NORTH
Existing Conditions
20
Figure 13.2. Peak Hour Turning Movement Volume (Continuous)
NORTH
Existing Conditions
21
Figure 13.3. Peak Hour Turning Movement Volume (Continuous)
NORTH
Existing Conditions
22
Figure 14. Midday Peak Hour Intersection Volume
Figure 15. Midday Peak Hour Intersection Pedestrian Volume
Figure 16. 2006 MD Peak Hour Intersection Bicycle Volume
NORTH
NORTH
NORTH
Existing Conditions
23
Figure 17. PM Peak Hour Intersection Volume
Figure 18. PM Peak Hour Intersection Pedestrian Volume
Figure 19. PM Peak Hour Intersection Bicycle Volume
NORTH
NORTH
NORTH
Existing Conditions
24
Figure 20. Saturday Peak Hour Intersection Volume
Figure 21. Saturday Peak Hour Intersection Pedestrian Volume
Figure 22. Saturday Peak Hour Intersection Bicycle Volume
NORTH
NORTH
NORTH
Existing Conditions
25
3.2 Automatic Traffic Record (ATR)
Automatic traffic recorders were placed at four locations.
For each location, 7-day continuous counts were taken during
October and November, 2006. No counts were taken on
national or federal holidays.
The ATR count locations are:
x 4
th
Street between Harvard Street, NW and Gresham
Street, NW
x Sherman Avenue, NW between Euclid Street, NW and
Florida Avenue, NW
x Georgia Avenue, NW Southern Section between W
Street, NW and V Street, NW
x Georgia Avenue, NW Northern Section between Park
Road, NW and Lamont Street, NW
3.2.1 Average Daily Traffic Volume
The information collected from the ATR includes traffic
volume, vehicle classification, and speed. The daily traffic
volumes are displayed in Figure 23.
Daily Traffic Volume
0
5,000
10,000
15,000
20,000
25,000
30,000
Mon Tue Wed Thu Fri Sat Sun
A
v
e
r
a
g
e

D
a
i
l
y

T
r
a
f
f
i
c

V
o
l
u
m
e

(
V
e
h
i
c
l
e
s
)
4th Street, NW
Sherman Avenue, NW
Georgia Avenue, NW Southern Section
Georgia Avenue, NW Northern Section
Figure 23. Daily Traffic Volume
The hourly traffic volumes from Monday to Sunday for each
location are depicted in Figures 24-27. The AM peak hour is
between 8:00 AM and 9:00 AM, and the PM peak hour is
between 5:00 PM and 6:00 PM for all four locations.
Existing Conditions
26
4
th
Street, NW Hourly Traffic Volume
0
100
200
300
400
500
600
700
800
0
:
0
0
1
:
0
0
2
:
0
0
3
:
0
0
4
:
0
0
5
:
0
0
6
:
0
0
7
:
0
0
8
:
0
0
9
:
0
0
1
0
:
0
0
1
1
:
0
0
1
2
:
0
0
1
3
:
0
0
1
4
:
0
0
1
5
:
0
0
1
6
:
0
0
1
7
:
0
0
1
8
:
0
0
1
9
:
0
0
2
0
:
0
0
2
1
:
0
0
2
2
:
0
0
2
3
:
0
0
Time
T
r
a
f
f
i
c

V
o
l
u
m
e

(
V
e
h
i
c
l
e
s
)
Mon Tues Wed Thurs Fri Sat Sun
Figure 24. 4
th
Street, NW Hourly Traffic Volume
Sherman Avenue, NW Hourly Volume
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
0
:
0
0
1
:
0
0
2
:
0
0
3
:
0
0
4
:
0
0
5
:
0
0
6
:
0
0
7
:
0
0
8
:
0
0
9
:
0
0
1
0
:
0
0
1
1
:
0
0
1
2
:
0
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Figure 25. Sherman Avenue, NW Hourly Volume
Georgia Avenue, NW Southern Section Hourly Volume
0
200
400
600
800
1,000
1,200
1,400
1,600
0
:
0
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Figure 26. Georgia Avenue, NW Southern Section Hourly Volume
Georgia Avenue, NW Northern Section Hourly Volume
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
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Figure 27. Georgia Avenue, NW Northern Section Hourly Volume
Existing Conditions
27
3.2.2 Vehicle Classification
The average weekday vehicle classification is categorized by
passenger cars, motorcycles, light trucks, single unit trucks,
buses, and multi-unit trucks. The percentage of heavy
vehicles for each location is shown in Table 1.
Table 1. % of Heavy Vehicles
Street % Heavy Vehicles
4
th
Street, NW 8%
Sherman Avenue, NW 5%
Georgia Avenue, NW Southern Section 8%
Georgia Avenue, NW Northern Section 8%
3.2.3 Speed
All of the street sections inside of the study area operate at
low speeds. The posted speed limit for each roadway in the
study area is shown in Table 2.
Average Spot Speed and 85
th
Percentile Spot Speed
The ATR records the speed of each vehicle passing over it.
This is called the spot speed. The average speed or mean
speed is computed by summing all of the individual
observations and dividing by the number of observations. The
middle speed of all the observations was used to represent
the group speed, which in term helped to determine the 85
th
percentile speed.
Table 2. Speed Limits
Street
Speed
Limit
(mph)
Georgia Avenue, NW 30
New Hampshire Avenue, NW 30
Sherman Avenue, NW 25
Florida Avenue, NW (between Barry Place, NW and V Street, NW) 25
Florida Avenue, NW (between 9th Street, NW and Georgia Avenue, NW) 30
Spring Road, NW 25
Park Road, NW 25
Monroe Street, NW 25
Kenyon Street, NW 25
Irving Street, NW 25
Columbia Road, NW 25
Harvard Street, NW 25
Barry Place, NW 25
Bryant Street 25
W Street 25
Vermont Street, NW 30
4
th
Street, NW 30
The 85
th
percentile speed is defined as the speed at which 85
percent of the vehicles recorded are driving at or below. The
percent of traffic driving higher than the posted speed limit
was also calculated. The mean speed and 85
th
percentile
speed data are shown in Table 3.
Existing Conditions
28
Table 3. Speed Data
Mean Speed mph 85
th
Percentile Speed mph
Street Direction
Weekday Weekend Weekday Weekend
NB 21.1 21.9 27.3 28.7
SB 26.4 27.1 32.3 33.1 4th Street, NW
Both 24.1 24.7 30.7 32.0
NB 26.8 25.7 32.5 32.3
SB 28.3 31.5 36.2 33.3 Sherman Avenue, NW
Both 27.4 28.8 36.9 38.0
NB 21.4 22.7 27.3 28.4
SB 20.5 20.3 27.4 28.3 Georgia Avenue, NW Southern Section
Both 21.0 21.4 27.4 28.4
NB 21.9 20.3 29.6 27.8
SB 26.2 24.6 33.1 32.6 Georgia Avenue, NW Northern Section
Both 24.1 22.6 32.1 31.3
Existing Conditions
29
3.3 Level of Service
Intersection level of service (LOS) was evaluated for the 13
study intersections. Both signalized and unsignalized
intersections were analyzed.
LOS is a measure of the average delay experienced by each
vehicle passing through an intersection. It can be measured
for vehicles making each directional turning movement, using
each approach leg, or as a composite average value for all
vehicles using the intersection. It is reported with a letter
grade designation ranging from A to F. LOS A represents
insignificant delay (less than 10 seconds per vehicle) while
LOS F represents significant delay. LOS D is typically
considered an acceptable level of service for an urban area.
The level of service is determined by the computed control
delay.
The criteria of LOS for both signalized and unsignalized
intersections are shown in Table 4.
Table 4. Intersection Level of Service Criteria
Intersection Control Type Unsignalized Signalized
Level of Service (LOS) Control Delay (seconds) Control Delay (seconds)
A t 10 t 10
B > 10 - 15 > 10 - 20
C > 15 - 25 > 20 - 35
D > 25 - 35 > 35 - 55
E > 35 - 50 > 55 - 80
F > 50 > 80
To evaluate the existing traffic conditions at the critical
intersections in the study area, the Study Team used a
SYNCHRO traffic model to obtain the average control delay
(in seconds/vehicle) of each intersection approach during MD
and PM periods. DDOT provided the SYNCHRO files for
existing condition with lane configurations, signal timings,
and link speed input for MD and PM periods. The MD and PM
peak hour turning movement data computed from the earlier
stage of this study were input into the SYNCHRO model to
evaluate existing conditions. The output of average control
delay from SYNCHRO models and the intersection LOS are
presented in Table 5.
The data indicates that all of the critical intersections
selected during the current MD and PM peak hour periods are
operating at or above an acceptable LOS. The LOS for each
study intersection is mapped in Figure 28.
Even though the overall performance of the critical
intersections is acceptable, some of the individual
approaches experience LOS lower than the minimum
acceptable LOS.
Those intersection approaches with LOS of E or F are listed
below:
MD Peak Hour Period
x The southbound approach of Georgia Avenue, NW at
Florida Avenue, NW operates at LOS F.
PM Peak Hour Period
x The southbound approach of Georgia Avenue, NW at
Florida Avenue, NW operates at LOS E.
x The eastbound approach of New Hampshire Avenue,
NW at Spring Road, NW operates at LOS F.
x The westbound approach of Sherman Avenue, NW at
Columbia Road, NW operates at LOS E.
Existing Conditions
30
Table 5. Peak Hour Vehicle Level of Service
MD PM
Intersection
Control
Type
Dir
Approach
Control
Delay
Approach
LOS
Average
Control
Delay
Intersection
LOS
Approach
Control
Delay
Approach
LOS
Average
Control
Delay
Intersection
LOS
NB 17.4 B 17.2 B
SB 16.8 B 15.6 B
NEB 18.2 B 25.9 C
Georgia
Avenue,
NW
New Hampshire
Avenue, NW
SC
SWB 18.3 B
17.5 B
19.8 B
19.6 B
EB 25.5 C 15.0 B
WB 21.8 C 22.8 C
NB 12.6 B 11.4 B
Georgia
Avenue,
NW
Park Road, NW SC
SB 12.0 B
13.8 B
12.9 B
13.2 B
EB 30.0 C 30.1 C
NB 13.0 B 19.7 B
Georgia
Avenue,
NW
Irving
Street, NW
SC
SB 8.8 A
16.0 B
9.0 A
18.5 B
EB 32.5 C 23.1 C
NB 6.9 A 14.6 B
Georgia
Avenue,
NW
Harvard
Street, NW
SC
SB 7.0 A
12.6 B
13.1 B
16.3 B
EB 39.1 D 41.1 D
NB 9.4 A 2.1 A
Georgia
Avenue,
NW
Barry
Place, NW
SC
SB 10.5 B
12.8 B
17.8 B
14.2 B
NB 10.5 B 11.0 B
Georgia
Avenue,
NW
Bryant
Street, NW
SC
SB 7.9 A
9.3 A
2.1 A
7.1 A
WB 54.8 D 38.5 D
NB 4.1 A 7.0 A
Georgia
Avenue,
NW
W Street, NW SC
SB 0.2 A
12.8 B
3.1 A
11.8 B
USC - Unsignalized Control (Stop Control)
SC- Signalized Control
Existing Conditions
31
Table 5. Continuous MD PM
Intersection
Control
Type
Dir
Approach
Control
Delay
Approach
LOS
Average
Control
Delay
Intersection
LOS
Approach
Control
Delay
Approach
LOS
Average
Control
Delay
Intersection
LOS
EB 15.6 B 23.7 C
WB 18.8 B 27.6 C
NB 29.0 C 23.9 C
Georgia
Avenue,
NW
Florida
Avenue, NW
SC
SB 93.6 F
37.6 D
72.0 E
36.3 D
EB 28.0 D 293.4 F
BN 1.4 A 3.1 A
New
Hampshire
Avenue,
NW
Spring
Road, NW
USC
SB 1.3 A
3.1 A
3.7 A
17.1 C
EB 24.3 C 44.9 D
WB 19.1 B 36.4 D
NB 10.5 B 11.4 B
New
Hampshire
Avenue,
NW
Monroe
Street, NW
SC
SB 10.4 B
12.8 B
6.9 A
14.5 B
WB 22.3 C 28.4 C
NB 11.0 B 13.4 B
Sherman
Avenue,
NW
Kenyon
Street, NW
SC
SB 10.9 B
14.0 B
9.5 A
16.1 B
WB 30.5 C 67.9 E
NB 11.2 B 19.5 B
Sherman
Avenue,
NW
Columbia
Road, NW
SC
SB 11.1 B
17.1 B
13.2 B
30.9 C
EB 22.5 C 35.5 D
NB 10.5 B 15.7 B
Florida
Avenue,
NW
Vermont
Avenue, NW
SC
SB 11.5 B
12.8 B
16.5 B
21.5 C
USC - Unsignalized Control (Stop Control)
SC- Signalized Control
Existing Conditions
32
Figure 28. Existing Condition Intersection Level of Service
NORTH
DRAFT
Existing Conditions
33
3.4 Intersection Approach Queue Length
The 50
th
percentile queue length is the average distance to
the back of queue for a typical traffic signal cycle. The
output calculated from the SYNCHRO models is presented in
the following table.
Table 6. 50
th
Percentile Queue Length (in feet)

50th Percentile
Queue Length (ft)
Intersection Dir MD PM
NB 165 222
SB 143 120
NEB 79 261
Georgia
Ave
New
Hampshire
Ave
SWB 80 118
EB 37 23
WB 25 60
NB 138 87
Georgia
Ave
Park Rd
SB 124 141
EB 113 149
NB 74 140
Georgia
Ave
Irving
St
SB 84 73
EB 110 153
NB 82 155
Georgia
Ave
Harvard
St
SB 83 85
EB 59 159
NB 137 28
Georgia
Ave
Barry
PL
SB 90 94
Table 6. Continuous
50th Percentile
Queue Length (ft)
Intersection Dir MD PM
NB 106 151 Georgia
Ave
Bryant
St
SB 74 16
WB 143 154
NB 56 66
Georgia
Ave
W St
SB 0 20
EB 147 345
WB 392 300
NB 100 82
SBL 206 217
Georgia
Ave
Florida
Ave
SBT 77 82
EB 68 137
WB 33 72
NB 75 244
New Hampshire
Ave
Monroe
St
SB 5 88
WB 71 151
NB 68 222
Sherman
Ave
Kenyon
St
SB 71 90
WB 225 469
NB 77 301
Sherman
Ave
Columbia
Rd
SB 75 121
EB 67 341
NB 91 196
Florida
Ave
Vermont
Ave
SB 114 175
DRAFT
Existing Conditions
34
The 50
th
percentile queue length for each intersection approach is also plotted in the figure below.
Figure 29 provides an overall queue length comparison of the study area for MD and PM peak periods.
Figure 29. Queue Length Comparison in the Study Area for Existing Condition
NORTH
DRAFT
Existing Conditions
35
3.5 Parking
3.5.1 Parking Inventory
On-street parking was inventoried for all arterial and
collector roads in the study area. The number of parking
spaces, both metered and hourly, and any parking
restrictions were noted for each of the roadways inside the
study area. The complete parking inventory is used to
evaluate the total parking capacity on the roads.
Throughout the study area, on-street parking is restricted in
some way for all of the studied roadways. The most common
types of parking restrictions involve time-regulated parking
in residential zones and metered parking. There are two
circumstances when on-street parking is not permitted: (1)
No parking due to street cleaning at a certain time or period,
and (2) Absolutely no parking under any circumstance.
The metered parking is regulated by 1-, 2-, 3- and 5-hour
meters.
The residential zone parking in the study area is designated
as either Zone 1 or Zone 4, or overlapped, i.e., for both
Zones 1 and 4.
The parking spaces restricted by meter were counted by the
number of actual meters. The parking spaces restricted by
distance or zone, i.e., time regulated parking, were
calculated by converting the distance between parking
restriction signs to the number of vehicles that could park
within this distance, using an assumption of 25 feet per
vehicle.
The parking inventory is shown in Figure 30 and in Tables 7-
10.
3.5.2 Parking Demand
Parking demand refers to the amount of parking that would
be used at a particular time, place and price. It is a critical
factor in evaluating parking efficiency. The parking demand
data collected for this study focused on on-street parking
along Sherman Avenue, NW and Georgia Avenue, NW. To
determine the weekday daily parking demand cycle, the
occupancy of the available parking spaces along Sherman
Avenue, NW and Georgia Avenue, NW inside the study area
were counted and documented each hour between 6:30 AM
and 6:30 PM on Wednesday, December 15, 2006.
Parking demand also reflects the parking adequacy, which
indicates whether there is sufficient parking at a particular
time and location. The ratio derived from demand versus
capacity can be a good indicator to show the relationship
between parking need and supply. Parking capacity is derived
from the available parking spaces counted in the inventory. A
ratio greater than one indicates that the parking demand in a
particular location and at a particular time exceeds the
parking capacity.
The parking demand versus capacity ratios are displayed in
Tables 11-14.
DRAFT
Existing Conditions
36
Figure 30. Parking Inventory
NORTH
DRAFT
Existing Conditions
37
Table 7. 2006 Georgia Avenue, NW West Side Parking Inventory and Demand
11/15/2006 Demand Units (Vehicles)
Legal Parking Available 6:30 7:30 8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30
Georgia Avenue, NW Between Parking Type Length (ft) Vehicle Spaces 7:30 8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30 18:30
Rock Creek Church Road, NW Princeton Place, NW No Parking - 0 0 0 0 0 0 0 0 0 0 0 0
Princeton Place, NW Otis Place, NW 3 H 213 9 3 3 4 7 5 10 5 10 10 10 10 14
Otis Place, NW Newton Place, NW 1 H 56 2 0 0 1 1 1 1 0 1 3 3 2 4
Newton Place, NW Park Road, NW No Parking - 0 0 2 2 1 1 3 3 3 2 3 0
Park Road, NW Morton Street, NW 30 min 119 4 0 3 2 4 5 4 4 2 3 3 3 0
Morton Street, NW Lamont Street, NW 1 H 100 4 0 1 1 1 4 6 8 5 6 5 5 5
Lamont Street, NW Kenyon Street, NW 1 H 199 8 0 0 2 2 4 8 3 6 5 0 9 8
Kenyon Street, NW Irving Street, NW 3 H 116 5 4 5 4 3 6 8 9 8 7 5 3 7
Irving Street, NW Columbia Road, NW 1 H 153 8 0 1 4 3 6 5 5 6 8 10 6 8
Columbia Road, NW Hobart Place, NW No Parking - 0 0 1 1 1 2 2 2 4 4 4 1
Hobart Place, NW Harvard Street, NW 3 H 55 2 3 3 3 4 4 3 2 5 3 3 1 1
Harvard Street, NW Gresham Place, NW No Parking - 0 0 0 2 1 1 0 1 1 2 1 2
Gresham Place, NW Girard Street, NW 3 H 97 4 0 0 0 0 8 5 5 6 5 6 5 6
Girard Street, NW Fairmont Street, NW 1 H 117 5 0 0 0 0 4 6 6 6 7 5 5 5
1 H 43 2 1 1 2 2 3 5 3 3 3 1 4 3
Fairmont Street, NW Euclid Street, NW
1 H 72 3 0 1 2 2 2 2 5 5 6 4 4 4
2 H 300 12 0 3 5 15 14 15 15 15 12 13 11 14
2 H 146 6 0 1 1 0 3 6 5 3 2 1 0 1 Euclid Street, NW Barry Place, NW
2 H 494 13 0 1 9 15 16 16 16 15 11 13 12 8
Barry Place, NW V Street, NW 1 H 369 16 1 0 3 7 20 21 18 20 11 12 10 6
2 H 10 1 0 0 1 3 5 4 2 3 1 0 0 0
West Side
V Street, NW Florida Avenue, NW
2 H 17 1 0 0 0 6 7 7 8 2 4 1 0 0
Total 105 12 23 47 80 120 136 124 127 115 103 98 97
H - Hour % of Utilization 0.11 0.22 0.45 0.76 1.14 1.30 1.18 1.21 1.10 0.98 0.93 0.92
M - Meter
Z - Zone
Note: % of Utilization greater than 1 means parking demand exceeds parking capacity.
DRAFT
Existing Conditions
38
Table 8. 2006 Georgia Avenue, NW East Side Parking Inventory and Demand
Georgia Avenue, NW Between Parking Type Length (ft) Vehicle Spaces 7:30 8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30 18:30
Rock Creek Church Road, NW Quebec Place, NW No Parking - 0 0 0 0 0 0 0 0 0 0 0 0
Quebec Place, NW Princeton Place, NW 1 H 108 5 0 0 0 4 2 2 4 1 1 4 0 5
Princeton Place, NW Otis Place, NW 3 H 137 6 0 0 1 0 2 5 3 4 7 8 3 3
Otis Place, NW Newton Place, NW 3 H 77 4 0 1 1 2 1 2 1 4 4 3 2 4
1 H 16 1 1 1 1 1 1 1 1 1 1 1 1 0
1 H 90 3 1 1 0 3 0 2 2 3 0 1 3 0
1 H 21 1 0 0 0 1 2 1 0 1 1 0 1 0
Newton Place, NW Park Road, NW
1 H 23 1 0 0 0 0 2 1 1 1 0 1 1 0
Park Road, NW Morton Street, NW 1 H 66 3 1 2 2 1 2 3 3 2 2 2 2 0
1 H 112 4 1 1 1 1 1 3 2 3 3 3 3 1
Morton Street, NW Lamont Street, NW
1 H 69 3 3 2 3 2 4 6 5 5 4 5 5 5
Lamont Street, NW Keefer Place, NW No Parking - 0 0 0 0 1 1 0 0 0 0 1 0
Keefer Place, NW Kenyon Street, NW 1 H 81 4 0 0 2 3 3 4 3 6 4 4 5 5
Kenyon Street, NW Irving Street, NW 2 H (Z 1) 274 10 4 5 6 8 13 13 11 13 13 12 11 11
Irving Street, NW Columbia Road, NW 1 H 154 5 1 1 2 4 4 4 3 6 5 4 5 7
Columbia Road, NW Harvard Street, NW 2 H (Z 1) 121 5 6 6 6 5 7 6 4 6 6 5 5 5
Harvard Street, NW Gresham Place, NW 3 H/2 H (Z 1) 98 4 0 6 3 4 5 5 4 4 5 3 2 2
1 H 79 4 1 0 1 0 5 3 0 4 1 4 0 0
3 H 76 4 0 0 3 3 1 3 3 6 4 4 4 0 Gresham Place, NW Girard Street, NW
2 H (Z 1) 43 2 0 2 0 6 6 6 6 0 5 2 4 5
Girard Street, NW Fairmont Street, NW 2 H (Z 1) 90 4 5 5 5 5 5 6 6 6 6 5 6 5
1 H 133 6 0 0 1 5 7 8 7 7 6 6 6 5
Fairmont Street, NW Howard Place, NW
2 H 459 19 0 1 10 18 19 19 17 20 18 20 16 8
2 H 286 11 0 0 6 11 12 11 12 12 11 10 6 9
Howard Place, NW Bryant Street, NW
1 H 157 10 0 0 1 6 4 6 16 10 14 8 10 10
Bryant Street, NW W Street, NW No Parking - 0 1 0 3 6 5 3 5 3 5 0 0
W Street, NW V Street, NW 1 H 102 4 0 0 1 2 6 5 6 10 6 3 2 0
2 H 69 2 0 0 1 3 7 5 3 4 3 3 1 1
East Side
V Street, NW Florida Avenue, NW
1 H 146 8 0 0 0 3 8 6 5 6 6 5 1 2
Total 133 24 35 57 104 136 142 131 150 139 131 106 93
M - Meter
Z - Zone
DRAFT
Existing Conditions
39
Table 9. 2006 Sherman Avenue, NW West Side Parking Inventory and Demand
Sherman Avenue, NW Between Parking Type Length (ft) Vehicle Spaces 7:30 8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30 18:30
Rock Creek Church Road, NW Spring Road, NW 2 H (Z 1/4) 136 5 7 5 7 4 5 4 4 7 5 6 7 5
Spring Road, NW Newton Place, NW 2 H (Z 1/4) 331 13 16 15 15 15 16 13 13 8 11 13 11 9
Newton Place, NW Monroe Street, NW No Parking - - 8 8 9 11 7 8 8 6 6 9 9 9
Monroe Street, NW Park Road, NW No Parking - - 3 2 0 0 1 1 0 0 0 0 0 0
Park Road, NW Lamont Street, NW 2 H (Z 1) 285 11 6 6 3 0 0 1 2 1 2 4 6 8
Lamont Street, NW Kenyon Street, NW Unregulated 274 11 5 6 1 0 0 0 0 0 0 0 3 4
Kenyon Street, NW Irving Street, NW 2 H (Z 1) 176 7 3 3 0 0 0 0 0 0 0 2 3 5
Irving Street, NW Columbia Road, NW 2 H (Z 1) 182 7 1 0 0 0 0 0 0 0 1 1 0 3
2 H (Z 1) 176 7 2 1 2 2 0 4 3 5 3 3 5 6
Columbia Road, NW Harvard Street, NW
2 H (Z 1) 16 1 1 0 0 0 0 0 0 0 0 0 1 2
2 H (Z 1) 65 3 1 1 0 0 1 0 0 3 1 3 3 2
Harvard Street, NW Girard Street, NW
2 H (Z 1) 85 3 3 1 0 0 0 3 4 3 3 3 3 3
2 H (Z 1) 33 1 1 0 0 0 0 0 0 0 0 0 0 1
Girard Street, NW Fairmont Street, NW
2 H (Z 1) 198 8 7 2 0 0 0 0 0 0 0 0 0 0
Fairmont Street, NW Euclid Street, NW 2 H (Z 1) 292 12 11 7 0 0 0 0 0 0 0 0 0 2
3 H 576 23 2 1 0 0 0 0 2 1 3 1 1 1
Euclid Street, NW Barry Place, NW
3 H 192 8 0 0 0 0 0 0 0 0 0 0 0 0
Barry Place, NW Florida Avenue, NW No Parking - - 0 0 0 0 0 1 0 0 0 0 0 0
Florida Avenue, NW W Street, NW No Parking - - 0 0 0 0 0 0 14 13 13 0 9 9
W Street, NW Vermont Avenue, NW No Parking - - 14 14 13 14 14 14 0 1 0 9 2 6
West Side
Vermont Avenue, NW U Street, NW 2 H 164 7 0 0 0 1 2 4 3 7 6 6 6 7
Total 127 91 72 50 47 46 53 53 55 54 60 69 82
M - Meter
Z - Zone

The SB inner lane was closed due to construction. Parking on the SB outside lane was prohibited between 7:00 am - 6:00 pm from 11/14/06 to 11/17/06.
DRAFT
Existing Conditions
40
Table 10. 2006 Sherman Avenue, NW East Side Parking Inventory and Demand
Sherman Avenue, NW Between Parking Type Length (ft) Vehicle Spaces 7:30 8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30 18:30
Rock Creek Church Road, NW Princeton Place, NW 2 H (Z 1/4) 84 3 3 4 3 0 0 1 2 3 3 3 3 4
2 H (Z 1/4) 60 2 2 1 0 0 0 1 4 8 3 2 10 3
Princeton Place, NW Otis Place, NW
2 H (Z 1/4) 292 12 8 6 0 0 0 2 2 0 6 6 2 11
Otis Place, NW Newton Place, NW 2 H (Z 1) 106 4 2 1 1 1 1 1 2 0 0 1 5 2
Newton Place, NW Park Road, NW Unregulated 134 5 6 6 3 2 2 4 4 3 2 1 1 6
Park Road, NW Morton Street, NW 2 H (Z 1) 112 4 3 5 5 6 4 4 4 4 3 1 2 2
Morton Street, NW Lamont Street, NW 2 H (Z 1) 252 10 8 5 10 8 7 8 8 6 6 7 2 5
Lamont Street, NW Kenyon Street, NW Unregulated 213 9 10 10 9 9 6 6 7 9 9 9 5 7
2 H (Z 1) 192 8 9 9 9 8 8 9 9 9 8 9 5 2
Kenyon Street, NW Irving Street, NW
2 H (Z 1) 39 2 2 2 2 2 3 2 2 1 1 2 2 7
Irving Street, NW Columbia Road, NW 2 H (Z 1) 181 7 9 10 9 9 9 7 10 6 7 8 9 9
Columbia Road, NW Hobart Place, NW 2 H (Z 1) 36 1 2 2 2 2 2 2 2 2 2 2 1 1
Hobart Place, NW Harvard Street, NW 2 H (Z 1) 27 1 1 2 1 1 2 2 2 1 1 1 2 3
Harvard Street, NW Gresham Place, NW 2 H (Z 1) 76 3 2 4 4 4 4 4 4 4 4 4 5 4
Gresham Place, NW Girard Street, NW 2 H (Z 1) 76 3 4 3 3 2 4 3 4 4 3 5 4 3
Girard Street, NW Fairmont Street, NW 2 H (Z 1) 221 9 8 9 9 9 7 7 7 6 5 8 9 8
Fairmont Street, NW Euclid Street, NW 2 H (Z 1) 150 6 11 10 10 9 8 9 10 9 8 9 9 9
3 H 64 3 0 2 3 3 3 3 4 4 4 4 4 1
3 H 473 19 4 2 11 11 16 16 13 15 13 13 9 9 Euclid Street, NW Barry Place, NW
2 H (Z 1) 234 9 0 0 4 9 12 11 11 10 5 4 4 1
Barry Place, NW V Street, NW No Parking - - 0 0 0 1 2 3 5 3 1 1 0 0
East Side
V Street, NW U Street, NW No Parking - - 1 0 0 0 0 0 1 0 0 0 0 0
Total 120 94 93 98 95 98 102 111 104 93 99 93 97
M - Meter
Z - Zone
DRAFT
Existing Conditions
41
Georgia Avenue, NW Parking Demand vs Capacity
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.40
6:30 7:30 8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30
Time
P
a
r
k
i
n
g

D
e
m
a
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d

v
s

C
a
p
a
c
i
t
y

R
a
t
i
o
Georgia Avenue, NW West Side Georgia Avenue, NW East Side
Figure 31. Georgia Avenue, NW Parking Demand vs. Capacity
(Ratio > 1 means parking demand exceeds parking capacity)
Sherman Avenue, NW Parking Demand vs Capacity
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
6:30 7:30 8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30
Time
P
a
r
k
i
n
g

D
e
m
a
n
d

v
s

C
a
p
a
c
i
t
y

R
a
t
i
o
Sherman Avenue, NW West Side Sherman Avenue, NW East Side
Figure 32. Sherman Avenue, NW Parking Demand vs. Capacity
(Ratio > 1 means parking demand exceeds parking capacity)
Note: Sherman Avenue, NW west side parking was
affected by local construction work that restricted on-
street parking on the west side of the street from 7:00 AM
to 6:00 PM when the parking demand data was collected.
DRAFT
Existing Conditions
42
3.6 Transit Facilities
There are a number of public transportation modes serving
the study area.
Metrobus routes 70, 71, 66, 68, serve the study area and
travel in the north-south direction. Metrobus routes H1, H2,
H3, H4, H8, X3, travel east-west. Metrorail has two stops
located on either end of the study area. To the north is the
Georgia Avenue - Petworth Station, located near the
intersection of Georgia Avenue, NW and New Hampshire
Avenue, NW. To the south is the African-American Civil War
Memorial / Cardozo Station, located at U Street, NW and 11
th
Street, NW.
Figure 33 depicts the metro map which encompasses the
study area.
Bus
The 70, 71 route, called Georgia Avenue and 7
th
Street
Line, runs through Georgia Avenue, NW in both directions.
At the northern end of this line is the Silver Spring Station,
which is adjacent to the DC / Maryland border. The southern
end of the line is located at Buzzard Point Station, which is
north of the Anacostia River. The 70, 71 route stops at three
locations inside the study area: Georgia Avenue, NW at New
Hampshire Avenue, NW; Georgia Avenue, NW at Irving Street,
NW; and Georgia Avenue, NW at Florida Avenue, NW. During
the weekday, the travel time scheduled between stations is
displayed in Table 11.
Figure 33. Metro Map
Table 11. Weekday Bus Routes 70, 71 Travel Time
Weekday Routes
70, 71 Travel
Time
Georgia Avenue,
NW at New
Hampshire Avenue,
NW
Georgia
Avenue, NW at
Irving Street,
NW
Georgia Avenue, NW
(or 7
th
Street, NW)
at Florida Avenue,
NW
Southbound 3-5 minutes 4-7 minutes
Northbound 3-6 minutes 5-10 minutes
The 66, 68 route, called the Petworth - 11
th
Street Line
starts from its northern terminus at the Georgia Avenue -
Petworth Station, located at the intersection of Georgia
Avenue, NW at Quincy Street, NW. Its southern terminus is at
the Federal Triangle Station, which is near 10
th
/ 12
th
DRAFT
Existing Conditions
43
Street, NW at Constitution Avenue, NW. In the study area,
only route 68 serves Sherman Avenue, NW.
Route 66 does not go through the study area. Route 66 runs
along 11
th
Street, NW, which is parallel to Sherman Avenue,
NW. Routes 66 and 68 diverge at the intersection of New
Hampshire Avenue, NW at Monroe Street, NW and converge
at the intersection of 11
th
Street, NW at Vermont Avenue,
NW.
Route 68 starts at the Georgia Avenue - Petworth Station and
makes one stop at Sherman Avenue, NW at Irving Street, NW.
Its next stop is at Vermont Avenue, NW at U Street, NW,
which is located just outside and southwest of the study area.
The scheduled weekday travel time between stations is
shown in Table 12.
Table 12. Weekday Bus Route 68 Travel Time
Weekday Route
68 Travel Time
Georgia Avenue -
Petworth Station
Sherman Avenue,
NW at Irving
Street, NW
Vermont Avenue,
NW at U Street,
NW
Southbound 4-5 minutes 4-5 minutes
Northbound 4-5 minutes 4-5 minutes
Metrorail Facilities
The Metrorail Green Line running between the Greenbelt and
Branch Avenue Stations has three stops located near the
study area. The U Street / African-American Civil War
Memorial / Cardozo Station is at the southern end of the
study area border. The Columbia Heights Station is located at
14
th
Street, NW and Irving Street, NW, on the west side of
the study area. The Georgia Avenue - Petworth Station is at
Georgia Avenue, NW and New Hampshire Avenue, NW at the
north end of the study area.
3.7 Bicycle Facilities
Currently in the study area bicyclists must share lanes with
motor vehicles or ride on the sidewalk. Along the eastern
edge of the study area, bike lanes have been installed on 4
th
Street and Warder Street NW. It can be dangerous for
bicyclists to share lanes, especially when are in the flow of
traffic between moving and parked vehicles.
Mixing bicycles and pedestrians on a limited sidewalk area
can also be dangerous. The bicycle route map representing
current bicycle facilities is found in the District of Columbia
Bicycle Master Plan. The bicycle route map inside the study
area is enlarged and shown in Figure 34. The New Hampshire
Avenue, NW, Lamont Street, NW, Kenyon Street, NW,
Columbia Road, NW and Harvard Street, NW are signed
bicycle routes. A signed bicycle route is typically designated
along more lightly traveled residential or secondary roads
and is indicated by signs with or without a specific route
number.
DRAFT
Existing Conditions
44
Figure 34. Bicycle Facilities
Signed bicycle routes are often utilized to direct bicyclists to
less-congested roadways that may follow the same general
corridor as more heavily traveled arterial highways.
The demand for bicycle use in the study area can be found from
the bicycle user percentage map
4
shown on the left. Figure 35
indicates the percentage of people who commute by bicycle
within the area. In the central part of the study area, the

4
Source: District of Columbia Bicycle Master Plan, Bicycle Commuting Percentage
Map, April, 2005
percentage of people who prefer to commute by bicycle is
higher than the other parts in the study area.
Figure 35. Percentage of Bicycle Commuters
Bicycle Level of Service
The Bicycle level of service (BLOS) is an evaluation of
bicyclists perceived safety and comfort with respect to
vehicular traffic while traveling in a roadway corridor. The
statistically calibrated mathematical equation entitled the
Bicycle LOS Model (Version 2.0) is to be used for the
evaluation of bicycling conditions in shared roadway
environments in the District of Columbia Bicycle Master Plan.
Criteria used to calculate BLOS are shown below in Table 13.
DRAFT
Existing Conditions
45
BLOS in the study area is determined for existing conditions
and is referenced from the District of Columbia Bicycle
Master Plan. BLOS within the study area is shown in Figure
36.
Table 13. Bicycle Level of Service Criteria
BLOS rating A represents the most suitable conditions for
bicycling and BLOS rating F represents the most
unfavorable. For urban areas, BLOS D is considered the
least acceptable rating. As evidenced on Figure 36, the
majority of the portions of Georgia Avenue, NW, Sherman
Avenue, NW and New Hampshire Avenue, NW are currently
experiencing BLOS D.
Georgia Avenue, NW, between Euclid Street, NW and Florida
Avenue, NW, is shown as BLOS E. In addition, Harvard Street,
NW, Columbia Road, NW and Irving Street, NW inside of the
study area all share a BLOS E rating. Florida Avenue, NW
between W Street, NW and U Street, NW has a BLOS F rating.
Figure 36. Bicycle Level of Service
DRAFT
Existing Conditions
46
3.8 Pedestrian Facilities
Most of the areas along the streets running east-west inside
of the study area are residential. Sherman Avenue, NW is
primarily residential with sporadic commercial sites. Georgia
Avenue, NW has high pedestrian activity because its major
land use is primarily commercial and academic, mixed with
residential areas. One indicator of pedestrian facility
capability and pedestrian friendliness is the width of the
sidewalks. This measure is depicted in Figure 37.
Figure 37. Sidewalk Widths
NORTH
DRAFT
Existing Conditions
47
3.9 Crash Data
To assess the safety conditions in the study area, the Study
Team obtained accident summary reports for 2003 2005 for
intersections along Sherman Avenue, NW and Georgia Avenue,
NW. The accident summary reports listed accidents by
collision type(s), and the time of the occurrence.
The data indicates that 2004 had more accidents than either
2003 or 2005 for both of the two corridors. The total number
of injuries on both corridors showed an increase each year
from 2003 to 2005.
Table 14. Georgia Avenue, NW Crash Data 2003-2005
2003 2004 2005
Intersection
Accidents Injuries Accidents Injuries Accidents Injuries
5 6 12 3 6 2
Princeton Place, NW
8 4 6 7 5 3
Otis Street, NW
0 0 2 2 0 0
Park Road, NW
16 5 10 3 14 7
Morton Street, NW
10 2 12 6 6 2
Lamont Street, NW
11 5 5 2 8 4
Kenyon Street, NW
11 7 17 6 10 4
Irving Street, NW
7 2 15 6 18 9
Columbia Road, NW
12 4 10 7 10 7
Hobart Street, NW
0 0 1 1 0 0
Gresham Place, NW
4 0 6 2 5 1
Girard Street, NW
9 5 9 3 6 7
Fairmont Street, NW
5 3 11 6 11 8
Euclid Street, NW
8 3 7 0 5 4
Howard Place, NW
5 3 9 1 5 2
Barry Place, NW
12 2 17 8 21 9
Bryant Street, NW
11 5 13 2 8 3
W Street, NW
5 3 8 5 6 3
G
e
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g
i
a

A
v
e
n
u
e
,

N
W

V Street, NW
7 0 7 2 12 7
Total
146 59 177 72 156 82
DRAFT
Existing Conditions
48
2003-2005 Georgia Avenue, NW Accidents and Injuries
0
20
40
60
80
100
120
140
160
180
200
2003 2004 2005
Year
N
u
m
b
e
r

o
f

E
v
e
n
t
s
Accidents
Injuries
Figure 38. 2003-2005 Georgia Avenue, NW Accidents and
Injuries Comparison
2003-2005 Georgia Avenue, NW Accident Type Summary
Right Angle Left Turn Right Turn Rear End Side Swiped Head On Parked
Fixed Object Ran Off Road Pedestrian Backing Non Collision Other
Figure 39. 2003-2005 Georgia Avenue, NW Accident Type
Summary
2003-2005 Sherman Avenue, NW Accidents and Injuries
0
10
20
30
40
50
60
70
2003 2004 2005
Year
N
u
m
b
e
r

o
f

E
v
e
n
t
s
Accidents
Injuries
Figure 40. 2003-2005 Sherman Avenue, NW Accidents and
Injuries Comparison
2003-2005 Sherman Avenue, NW Accident Type Summary
Right Angle Left Turn Right Turn Rear End Side Swiped Head On Parked
Fixed Object Ran Off Road Pedestrian Backing Non Collision Other
Figure 41. 2003-2005 Sherman Avenue, NW Accident Type
Summary
Existing Conditions
49
Table 15. Sherman Avenue, NW Crash Data 2003-2005
2003 2004 2005
Intersection
Accidents Injuries Accidents Injuries Accidents Injuries
Princeton Place, NW
1 0 0 0 0 0
Monroe Street, NW
1 0 0 0 0 0
Park Road, NW
3 1 4 0 4 1
Lamont Street, NW
5 0 4 2 5 7
Kenyon Street, NW
3 4 11 7 6 7
Irving Street, NW
6 4 6 5 6 2
Columbia Road, NW
11 7 5 1 9 2
Harvard Street, NW
3 3 3 1 3 4
Girard Street, NW
1 0 0 0 5 2
Fairmont Street, NW
3 1 8 5 1 0
Euclid Street, NW
6 4 8 3 8 3
Barry Place, NW
7 3 11 7 13 6
S
h
e
r
m
a
n

A
v
e
n
u
e
,

N
W

Florida Avenue, NW
1 0 2 2 0 0
Total
51 27 62 33 60 34
Existing Conditions
50
Table 16. 2003-2005 Georgia Avenue, NW Peak Hour Crash Data
AM Peak Hours MD Peak Hours PM Peak Hours Off Peak Hours
Intersection
2003 2004 2005 2003 2004 2005 2003 2004 2005 2003 2004 2005
0 1 0 1 1 1 0 4 4 4 6 1
Princeton Place, NW
2 2 0 0 0 1 0 0 0 6 4 4
Otis Street, NW
0 0 0 0 0 0 0 0 0 0 2 0
Park Road, NW
0 0 0 1 0 2 2 3 2 13 7 10
Morton Street, NW
0 1 0 0 0 0 2 4 0 8 7 6
Lamont Street, NW
2 0 1 1 0 0 3 0 0 5 5 7
Kenyon Street, NW
4 4 0 0 3 1 1 2 2 6 8 7
Irving Street, NW
2 4 2 0 2 1 0 2 3 5 7 12
Columbia Road, NW
2 2 0 1 0 0 3 2 3 6 6 7
Hobart Street, NW
0 0 0 0 1 0 0 0 0 0 0 0
Gresham Place, NW
0 0 0 0 2 0 0 0 0 4 4 5
Girard Street, NW
1 2 0 1 0 1 1 1 1 6 6 4
Fairmont Street, NW
1 1 1 0 1 0 0 2 1 4 7 9
Euclid Street, NW
0 0 0 2 1 0 1 0 0 5 6 5
Howard Place, NW
1 2 0 1 3 0 1 0 1 2 4 4
Barry Place, NW
0 1 1 3 6 3 1 5 5 8 5 12
Bryant Street, NW
0 0 0 2 1 3 3 4 0 6 8 5
W Street, NW
0 0 1 0 2 2 1 0 0 4 6 3
G
e
o
r
g
i
a

A
v
e
n
u
e
,

N
W

V Street, NW
0 1 0 2 1 3 1 0 2 4 5 7
Total
15 21 6 15 24 18 20 29 24 96 103 108
Existing Conditions
51
Table 17. 2003-2005 Sherman Avenue, NW Peak Hour Crash Data
AM Peak Hours MD Peak Hours PM Peak Hours Off Peak Hours
Intersection
2003 2004 2005 2003 2004 2005 2003 2004 2005 2003 2004 2005
Princeton Place, NW
0 0 0 0 0 0 0 0 0 1 0 0
Monroe Street, NW
0 0 0 0 0 0 0 0 0 1 0 0
Park Road, NW
0 0 0 0 1 1 1 1 0 2 2 3
Lamont Street, NW
0 0 2 1 0 0 0 2 1 4 2 2
Kenyon Street, NW
0 0 1 0 0 0 0 0 2 3 11 3
Irving Street, NW
0 1 0 0 0 1 2 0 0 4 5 5
Columbia Road, NW
3 0 0 0 1 1 1 1 3 7 3 5
Harvard Street, NW
0 1 0 0 0 0 1 0 1 2 2 2
Girard Street, NW
0 0 0 1 0 1 0 0 1 0 0 3
Fairmont Street, NW
0 1 0 0 0 0 1 0 1 2 7 0
Euclid Street, NW
0 0 2 1 1 4 2 2 0 3 5 2
Barry Place, NW
0 2 0 0 0 0 0 2 3 7 7 10
S
h
e
r
m
a
n

A
v
e
n
u
e
,

N
W

Florida Avenue, NW
0 0 0 0 0 0 1 0 0 0 2 0
Total
3 5 5 3 3 8 9 8 12 36 46 35
Existing Conditions
52
Figure 42. Data from DDOT Accident Summary Report (R-7) 2005
5
Figure 43. Data from DDOT Pedestrian Crashes 2002-2004

5
Crash data missing for the intersections of Georgia Ave. NW and Florida Ave. NW; Sherman Ave. NW and Gresham Pl. NW; Sherman Ave. NW and Hobart Pl. NW; Sherman Ave. NW
and Morton St. NW.
NORTH
NORTH
Existing Conditions
Appendix II.
Appendix II. Future Trafc Analysis Report
Technical Memorandum of Future Conditions
TECHNICAL MEMORANDUM
Washington, DC
Future Traffic Conditions
EXECUTIVE SUMMARY
This memorandum describes the future traffic conditions for the
Lower Georgia Avenue Study Area in northwest Washington, D.C.
This memo will outline the improvements in signal plans, illustrate
the delay time and level of service (LOS) for select intersections and
describe various transit & bicycle impacts to vehicular travel in the
corridor. Additionally, impacts of parking, bus blockages, conflicting
pedestrians and bicycles on the study area will be addressed.
In this memorandum, the existing mid-day & pm weekday turning
movement volumes were increased by one percent per year to
obtain 2008 volumes. The Georgia Avenue NW and Sherman
Avenue NW corridors in the study area (from New Hampshire
Avenue NW to Florida Avenue NW), and all the side streets between
them (except W Street NW and Bryant Street NW) were balanced.
Additionally, it was assumed that the percentage of heavy vehicles
would not change in the study area (i.e. five percent on Sherman
Avenue, NW and eight percent Georgia Avenue, NW) in 2008.
Improvements in Signal Plans
It should be noted that there are currently signalized controls at New
Hampshire Avenue NW and Monroe Road NW and Princeton Pl NW,
and Florida Avenue NW and Sherman Avenue NW. However,
roundabouts are planned at these locations within the new design for
Sherman Avenue NW.
Georgia Avenue NW and Park Road NW
In the existing traffic signal plan of Georgia Avenue NW and Park
Road NW, the westbound (WB) and eastbound (EB) approaches
have a right of way at the same time in a single signal cycle, which
results in conflicts for the thru movement from the WB approach and
left turns from the EB approach. Also, conflicts occur in thru
movements from the EB and the left turns from the WB. The
aforementioned conflicts are shown in Figure 1A and Figure 1B
below.
Figure 1A. Conflict at Georgia Avenue NWand Park Road NW
Figure 1B. Conflict at Georgia Avenue NWand Park Road NW
In the future signal plans, the Park Road WB and EB approaches
were separated and it was planned to have a right of way
consecutively for all alternatives to increase the safety of the
intersection. Although the westbound and eastbound approaches
were decided to become separate, there was no need to change the
pedestrian phasing since there was no conflict for them. A minimum
of 16 seconds was provided for westbound and eastbound traffic so
that westbound and eastbound pedestrian movement would have at
least 26 seconds (The amber and all red times were 4 seconds and
2 seconds, respectively for this intersection).
Georgia Avenue NW and Princeton Place NW
The left turns from the Georgia Avenue NW southbound approach to
Princeton Place NW are served with a protected phase in current
signal plans. However, the left turning volume is quite low at this
intersection (8 veh/hr and 4 veh/hr which constitutes 1.5 percent and
one percent of total southbound volume for mid-day and pm peak
hours respectively) and there is no sight concern for those vehicles.
The left turns from the southbound approach were decided to
operate with the southbound thru traffic (in other words with a
permissive phase) in all alternatives to increase the amount of time
that other movements may use at this intersection. This strategy
decreased the average delay of the intersection significantly in
Alternative 1-B (for both mid-day and pm peak hours) at which there
is only one traffic lane due to the proposed single transit lane.
Georgia Avenue NW and Barry Place NW and Georgia Avenue
NW and Bryant Street NW
The left turning traffic from the southbound approach at Georgia
Avenue NW and Bryant Street NW and from the northbound
approach at Georgia Avenue NW and Barry Place NW are served by
protected left turn phases under existing operations. As mentioned
earlier, there will be a single transit lane prior to and after these two
intersections in Alternative 1-B and 2-B, which makes it difficult to
have a protected left turn with one non transit lane. Therefore, left
turns to Barry Place NW and Bryant Street NW in Alternatives 1-B
and 2-B were served with permissive & protective left turn phases in
the future conditions analysis. Since there is a dedicated left turn
lane on the southbound approach at Georgia Avenue NW and Bryant
Street NW in alternative 3-B, the left turns were decided to be served
with a. permissive and protective left turn phase as well. However,
no change was made to Georgia Avenue NW and Barry Place NW
since the lane configuration remains the same in alternative 3-B. For
the same reason, the left turns to Barry Place in Alternatives 3-C and
3-D were decided to operate with protective phases, as they do
under existing operations.
(Note: No change was made to Georgia Avenue NW and Howard
Place NW even though a single left turn lane is provided for the
southbound approach in Alternative 3-B, 3-C and 3-D. This is
because this intersection will be operating with quite low delays and
LOS A during both the mid-day and pm peak hours in the mentioned
alternatives.)
Impact of Parking, Bus Blockages, Conflicting
Pedestrians and Bicycles
The impact of parking in the alternatives in which it is permitted was
modeled by parking maneuvers in the traffic analysis software. It was
assumed that while there would be two maneuvers/hr (per block) on
Sherman Avenue in both the mid-day and pm peak hours, the
number of parking maneuvers on Georgia Avenue would be four
maneuvers per hour (per block) and two maneuvers per hour (per
block) for the mid-day and PM peak hours, respectively.
The impact of bus stops was captured as well throughout the study
for the alternatives which do not have a single transit lane planned.
The 70/71 line running thru Georgia Avenue has 10 minute and 7.5
minute headways on average during the mid-day and pm peak
hours. Therefore, in the traffic analysis software, it was assumed that
there would be 6 and 8 bus blockages per hour on average at the
bus stops along Georgia Avenue. On the other hand, if any stop on
Georgia Avenue is used by the Line 79 Bus Rapid Transit (BRT)
service in PM peak hours with a headway of 10 minutes, the number
of bus blockages was assumed to be 14 per hour (8 blockages/hr
from regular 70/71 buses and 6 blockages/hour from BRT buses) for
such bus stops. The impact of the bus line along Sherman Avenue
NW was assumed to be 4 blockages/hour and 6 blockages/hour on
average for the mid-day and pm peak hours respectively depending
on the average headway of the line. The impact of the bus lines
along some of the side roadways such as Florida Avenue, Irving
Street, and Columbia Road was captured in traffic analysis also.
Conflicting pedestrian and bicycle movements affect traffic turning
movements around key signalized intersections. The slowing impact
of such different modes on traffic was captured for the key
intersections on Georgia Avenue NW and Sherman Avenue. It
should be noted that the volumes of pedestrians and bicyclists were
not increased for the year 2008.
Level of Service
Intersection level of service (LOS) was evaluated for the 13 study
intersections. Both signalized and unsignalized intersections were
analyzed. LOS is a measure of the average delay experienced by
each vehicle passing through an intersection. It can be measured for
vehicles making each directional turning movement, using each
approach leg, or as a composite average value for all vehicles using
the intersection. It is reported with a letter grade designation ranging
from A to F. LOS A represents insignificant delay (less than 10
seconds per vehicle) while LOS F represents significant delay. LOS
D is typically considered an acceptable level of service for an urban
area. The level of service is determined by the computed control
delay. Please see the table below for specifics of LOS designation.
To evaluate the future traffic conditions at the critical intersections in
the study area, the Study Team used a SYNCHRO and HCS traffic
model to obtain the average control delay (in seconds/vehicle) of
each intersection approach during MD and PM periods. The MD and
PM peak hour turning movement data computed from the earlier
stage of this study were input into the SYNCHRO model to evaluate
existing conditions.
Traffic Engineering Analysis
As mentioned earlier, a detailed traffic analysis including all of the
changes in lane configurations, the impact of transit services,
pedestrians, and bicyclists on traffic, and the possible improvements
in signal plans were conducted for mid-day and pm peak hours in
2008 for all design alternatives.
The following paragraphs, tables, and figures discuss the traffic
operations of the key 13 intersections in the study area (shown in
Figure 2 below).
Figure 2. Location of Key Intersections in Study Area
It should be noted that all signal timings and offsets of the signalized
intersections along Georgia Avenue NW and Sherman Avenue NW
between New Hampshire Avenue NW and Florida Avenue NW were
optimized by Synchro 7. In Figure 3- Figure 15, the turning volumes
for each of the key intersections for mid-day and pm peak hours are
shown.
Figure 3. New Hampshire Avenue and Spring Road Intersection
Volumes
Figure 4. Sherman Avenue and New Hampshire Avenue
Intersection Volumes
Figure 5. Sherman Avenue and Kenyon Street Intersection
Volumes
Figure 6. Sherman Avenue and Columbia Road Intersection
Volumes
Figure 7. Georgia Avenue and Rock Creek Church Road
Intersection Volumes
Figure 8. Georgia Avenue and Park Road Intersection Volumes
Figure 9. Georgia Avenue and Irving Street Intersection
Volumes
Figure 10. Georgia Avenue and Harvard Street Intersection
Volumes
Figure 11. Barry Place and Georgia Avenue Intersection
Volumes
Figure 12. Georgia Avenue and Bryant Street Intersection
Volumes
Figure 13. Georgia Avenue and W Street Intersection Volumes
Figure 14. Georgia Avenue and Florida Avenue Intersection
Volumes
Figure 15. Georgia Avenue and Vermont Avenue Intersection
Volumes
All key intersections except Georgia Avenue NW and Irving Street
NW operate with acceptable delays and LOS during both the mid-
day and pm peak hours in Alternative-1-B as seen in Table 1, In the
mid-day peak hours, the southbound approach on Georgia Avenue
NW and Irving Street NW experiences a high delay and a long queue
length (50
th
and 95
th
queue lengths are 569ft and 768ft respectively).
The delay decreases in pm peak hours due to the existing phasing
and optimum split lengths (this is for only Georgia and Irving). The
volume/capacity ratio for the southbound approach halves, but the
volume still exceeds the capacity by 70 percent for this approach. It
was possible to decrease the traffic delays at Georgia Avenue NW
and Irving Street NW, by changing the current signal phasing;
however, existing logic was used since the sight distance at this
intersection may be a concern for turning movements. Although
Sherman Avenue NW has only one lane, all intersections along the
corridor operate with LOS D or better in Alternative 1-B, as they do in
the other alternatives.
In Alternative 2-B, since Georgia Avenue NW operate with 2 lanes
between New Hampshire NW and Barry Place NW , Georgia Avenue
NW and Irving Street NW improves and starts to operate with
acceptable delays and LOS in both the mid-day and pm peak hours,
as all other key intersections in the study area do. It should be noted
that although Georgia Avenue NW between Barry Place NW and
Florida Avenue NW operate with 1 non-transit lane, it is still possible
to have acceptable LOS with optimum cycle lengths, phasing and
offsets for this section on Georgia Avenue NW. Since the
southbound approach at Georgia Avenue NW at Barry Place NW
has a dedicated right turn and it operates with 3 lanes (the parking
lane is converted to transit lane and right turning lane, which lets
non-transit thru and left turning traffic have 2 lanes) this alternative
has the minimum pm delays at this intersection among all design
alternatives.
In Alternative 3-B, all intersections on Georgia Avenue NW and
Sherman Avenue NW operate with LOS D or better during both the
mid-day and pm peak hours. A thru and shared turn lane is
converted to a dedicated left lane onto Howard Place NW and Bryant
Street NW in the southbound approach, a dedicated right turn lane
onto Bryant Street NW on the northbound approach and onto Barry
Place NW on the southbound approach. Dedicated lanes before
Georgia Avenue NW and Bryant Street NW decrease the average
delay at this intersection compared to alternatives 1-B and 2-B.
Another reason for the reduction was the transit lane prior to and
after Bryant Street NW in Alternative 1-B and 2-B (Note: Georgia
Avenue NW and Bryant Street NW operates with 2 lanes in
Alternative 3-B). On the other hand, the changes in lane
configurations do not change the delays at Georgia Avenue NW and
Barry Place NW and Georgia Avenue and Howard Place NW
significantly, after optimization of all the intersections on Georgia
Avenue NW and Sherman Avenue in the study area.
In Alternatives, 3-C and 3-D, there are left turns from the southbound
approach to Bryant Street NW and Florida Avenue. NW, and turns
from the northbound approach to V Street NW. It was assumed that
the vehicles making left turns onto Bryant Street NW and Florida
Avenue NW would reach their destinations by accessing Howard
Place NW and V Street NW respectively. On the other hand, it is
predicted that vehicles would prefer to use Barry Place NW once the
left turns onto V Street from the northbound approach are restricted.
As seen in Table1 and Table 2, left turn restrictions decrease the
delays at Georgia Avenue NW and Florida Avenue NW and Georgia
Avenue NW and Bryant Street NW significantly and there is no
considerable increase in delays at Georgia Avenue NW and Howard
Street NW and Georgia Avenue NW and T Street NW. However, the
delay at Georgia Avenue NW and Barry Place NW increases in the
pm peak hours under optimum operations.
Table 1. Delays in Midday (MD) Peak Hours
MD 1-B MD 2-B MD 3-B MD 3-C MD 3-D Intersection
Cycle Delay LOS Cycle Delay LOS Cycle Delay LOS Cycle Delay LOS Cycle Delay LOS
New Hamp. Ave NW Princeton Place NW N\A 2.9 A N\A 2.9 A N\A 2.9 A N\A 2.9 A N\A 2.8 A
New Hamp. Ave NW Park Rd NW & Monroe St NW N\A 5.0 A N\A 5.0 A N\A 5.0 A N\A 5.0 A N\A 5.0 A
Sherman Avenue NW Kenyon Street NW 70 9.0 A 70 11.3 B 70 8.4 A 70 8.7 A 80 12.3 B
Sherman Avenue NW Columbia Road NW 70 7.6 A 70 10.0 B 70 9.7 A 70 9.6 A 80 11.1 B
Georgia Avenue NW New Hampshire NW 70 10.3 B 70 9.9 A 70 10.0 A 70 10.0 A 80 13.6 B
Georgia Avenue NW Park Rd NW 70 18.9 B 70 10.9 B 70 11.3 B 70 11.3 B 80 13.3 B
Georgia Avenue NW Irving Street NW 70 456.1 F 70 6.9 A 70 10.0 B 70 10.0 A 80 7.4 A
Georgia Avenue NW Harvard Street NW 70 10.2 B 70 5.6 A 70 5.2 A 70 6.0 A 80 6.0 A
Georgia Avenue NW Barry Pl NW 70 7.2 A 70 9.3 A 70 9.2 A 70 8.2 A 80 11.5 B
Georgia Avenue NW Bryant Street NW 70 11.1 B 70 10.4 B 70 7.0 A 70 2.1 A 80 1.6 A
Georgia Avenue NW W Street NW 70 11.7 B 70 11.9 B 70 6.2 A 70 8.5 A 80 8.0 A
Georgia Avenue NW Florida Avenue NW 70 23.2 C 70 22.8 C 70 22.9 C 70 12.1 B 80 14.7 B
Florida Avenue NW Vermont Avenue NW 100 12.7 B 100 12.1 B 100 12.1 B 100 12.1 B 100 12.1 B
Table 2. Delays in PM Peak Hours
PM 1-B PM 2-B PM 3-B PM 3-C PM 3-D Intersection
Cycle Delay LOS Cycle Delay LOS Cycle Delay LOS Cycle Delay LOS Cycle Delay LOS
New Hamp. Ave NW Princeton Place NW N\A 8.8 A N\A 8.6 A N\A 8.6 A N\A 8.6 A N\A 8.6 A
New Hamp. Ave NW Park Rd NW & Monroe St NW N\A 32.6 D N\A 32.6 D N\A 32.6 D N\A 32.6 D N\A 32.6 D
Sherman Avenue NW Kenyon Street NW 100 21.7 C 100 25.9 C 100 22.9 C 100 23.4 C 100 24.4 C
Sherman Avenue NW Columbia Road NW 100 28.6 C 100 33.0 C 100 31.9 C 100 31.9 C 100 34.1 C
Georgia Avenue NW New Hampshire NW 100 19.1 C 100 16.5 B 100 16.7 B 100 16.9 B 100 16.4 B
Georgia Avenue NW Park Rd NW 100 31.5 C 100 14.7 B 100 12.7 B 100 12.5 B 100 16.8 B
Georgia Avenue NW Irving Street NW 100 155.3 F 100 12.7 B 100 14.2 B 100 13.4 B 100 12.2 B
Georgia Avenue NW Harvard Street NW 100 25.0 C 100 14.1 B 100 15.9 B 100 16.1 B 100 10.7 B
Georgia Avenue NW Barry Pl NW 100 13.8 B 100 11.4 B 100 13.0 C 100 20.5 C 100 23.6 C
Georgia Avenue NW Bryant Street NW 100 9.8 A 100 11.4 B 100 5.6 A 100 2.1 A 100 2.0 A
Georgia Avenue NW W Street NW 100 20.2 C 100 18.8 B 100 13.2 B 100 11.4 B 100 12.1 B
Georgia Avenue NW Florida Avenue NW 100 25.6 C 100 25.3 C 100 25.7 C 100 15.0 B 100 18.1 B
Florida Avenue NW Vermont Avenue NW 100 20.5 C 100 22.7 C 100 23.1 C 100 23.6 C 100 23.4 C
New Hampshire Avenue NW and Park Rd NW & Monroe St NW was
analyzed by HCS as an unsignalized intersection.
In alternative 3-D, due to the additional parking in some sections on
Georgia Avenue NW between Howard Place NW and Florida
Avenue NW, the common cycle length on Sherman Avenue NW and
Georgia Avenue was found to be 80 seconds for the mid-day peak
hour. This change in the cycle length resulted in small changes in
LOS. Although there were insignificant changes in delays, the LOS
was same as for alternative 3-C for pm peak hours. The new
proposed bulb-outs will slow down the vehicles since it is proposed
to narrow cross sections and shorten turning radii at the corner of the
intersections.
Transit Impact Analysis
In the study area, the 70/71 buses carry more than 20,000 riders
every day thru the corridor. On the other hand, while the cross-town
H routes carry thousands of residents to and from work, the 68 bus
lines operate along Sherman Avenue NW.
The new design of Sherman Avenue NW will decrease the number
of lanes in both the southbound and northbound directions. At first
glance, it may seem like the reduction in the number of lanes will
affect the transit operations negatively. However, if it is assumed that
transit will experience the same amount of average delay as
vehicular traffic, the traffic analysis shows that the northbound and
southbound approaches on Sherman Avenue NW will not experience
a significant delay during mid-day peak hours under optimum
conditions (all northbound and southbound approaches at the
signalized intersections on Sherman Avenue operate with LOS D or
better). During the pm peak hours, the northbound approach at
Sherman Avenue NW and Fairmont Street NW operates with a LOS
of E under optimum conditions. If there is a near-end bus stop, it is
possible that transit may not benefit from the coordination among the
signalized intersections along Sherman Avenue NW as much as
vehicular traffic does. There will be a bus stop on the northbound
approach of Sherman Avenue NW and Euclid Street NW and that
may prevent the line 68 buses to benefit from the coordination
between Sherman Avenue NW and Barry Place NW and Sherman
Avenue NW and Euclid Street NW. Therefore, buses may
experience high delays before Euclid Street NW on the northbound
approach as well during pm peak hours
Georgia Avenue NW has three different lane configurations in terms
of transit. In Alternative 1-B, most right lanes are dedicated for buses
and right turning vehicles and bikes from New Hampshire Avenue
NW to Florida Avenue NW. The advantages of such a transit
dedicated lane are:
x It reduces transit travel times,
x It increases the regularity of the transit service, which will
improve schedule adherence and increase ridership, and
x It makes transit travel times more predictable, therefore
making the planned transit signal priority more effective.
In Alternative 2-B, there is a transit dedicated lane between Barry
Place NW and Florida Avenue NW (it ends at Howard Place NW on
the southbound approach), and buses will be operating in mixed
traffic between New Hampshire Avenue NW and Howard Place NW.
In this alternative, the impact of the single transit lane will not be as
significant as it is in Alternative1-B. However, since most of the
Georgia Avenue NW corridor operates with two lanes (in other words
without a single transit lane), this alternative is less destructive to
vehicular traffic. It is important to note that traffic analysis show that
as buses operate in mixed traffic, there are no high delays due to
assumptions and explanations made for Sherman Avenue NW.
In Alternative 3-B, 3-C and 3-D, there is no single transit lane. The
buses will be operating in mixed traffic and it may be hard to have an
effective transit signal priority in these alternatives. Only turning
lanes and restrictions might affect transit delays slightly (i.e once you
have a single right turn or a single left turn lane, the number of
vehicles that will share the lane with a transit vehicle will increase).
Therefore, transit vehicles may experience different delays
compared to the no change scenario, within acceptable limits.
Bicycle Impact Analysis
In Alternatives 1-B and 2-B, bicyclists will share the single transit
lane with buses and right turning vehicles along the Georgia Avenue
NW corridor (In Alternative 2-B, only between Howard Place NW and
Florida Avenue NW). This may provide a safer environment for them
since they will have less interaction with vehicular traffic. There will
not be a significant change in Alternative 3-B, 3-C, and 3-D in terms
of bicycle mode.
Summary
As explained earlier, all the key intersections in the study area will
operate with LOS D or better during both MD and PM peak hours in
Alternative 2-B, 3-B, 3-C, and 3-D under optimum signal timings. On
the other hand, the intersection of Georgia Avenue NW and Irving
Street NW will operate with LOS F during in both MD and PM peak
hours in Alternative 1-B due to the reasons mentioned.
As shown in Table 3, the average delays on Sherman Avenue NW
between Park Road NW and Monroe Street NW and Barry Place
NW, and Georgia Avenue NW between New Hampshire Avenue NW
and Florida Avenue NW are similar for all alternatives under optimum
signal timings, with the exception of Alternative 1-B. For Alternative
1-B, there is a only one non-transit lane on Georgia Avenue, NW,
and thus the vehicular delays on this corridor is higher than the other
alternatives during the MD and PM peak hours.
Table 3. Average Delays along the Corridors in 2008
(seconds/vehicle)
MD Peak Hour PM Peak Hour
Alternative
Sherman
Avenue
Georgia
Avenue
Sherman
Avenue
Georgia
Avenue
Alt 1-B 9 42 24 29
Alt 2-B 10 9 25 13
Alt 3-B 9 9 26 13
Alt 3-C 9 8 27 12
Alt 3-D 10 9 27 12
Alternative 2-B may be considered as the optimum alternative since
it allows improvements for the efficient flow of all modes, cars,
buses, bikes and pedestrians, due to the only bus lane. Although
Alternative 1-B may improve the transit operations along Georgia
Avenue NW, the new lane configuration will have a significant impact
on vehicular traffic along the corridor, as seen in Table 3. While the
traffic operations on Georgia Avenue NW improves in Alternatives 3-
B, 3-C, and 3-D, these alternatives do not improve other modes such
as transit and bikes.
Appendix III.
Appendix III. Steering Committee List
Steering Committee List
A comprehensive effort was made to engage local businesses and the residential community in the Lower Georgia Avenue
Transportation and Streetscape Project between June 2006 and May 2007. Using a community-based planning approach, extensive
outreach was conducted to stakeholders to encourage participation and to invite their opinions, concerns and ideas. The public
information component was interactive and overseen by a Steering Committee consisting of a cross section of community, civic and
business leaders. Below is a list of Steering Committee Members that participated in this study.
NAME TITLE ORGANIZATION
Elected Officials
Ali Muhammed Chair ANC 1A
Janisha Richardson Commissioner ANC 1A08
Ann Theisen Commissioner ANC 1A 05
Thomas Smith Commissioner ANC 1B 09
Dee Hunter Chair ANC 1B04
Myla Moss Commissioner ANC 1B01
Civic Associations
Marie Whitfield President Park Morton Residents Council
Darren Jones/ Tony
Norman President Pleasant Plains Civic Assoc.
Windy Carson Smith President LeDroit Park Civic Association
Alicia Rucker President Luray/Warder Block Association
Larry Ray President
North Columbia Heights Civic
Association
Sinclair Skinner/
Jackeline Reyes Staff Adrian Fenty for Mayor
Ann Mobley President Kenyon Block St. Association
Cell Bernadino Executive Ft. Lincoln New Town
John Adams Const. Svcs Councilmember Graham
Sinclair Skinner Leader Shaw Community
Businesses
Local Retailers
Haile Gerina Owner Sankofa Video & Bookstore
Jeffrey Napper Co-owner/Manager Everlasting Life Co-op
Kenny Gilmore Owner Howard Deli
Dr. Ronald Simmons President Us Helping Us
Selwin Holder Owner Pluck U Chicken
Tracy Carter GM Soul Vegetarian
Cortney Stewart Owner Mentoring Works II
Tosha Link Owner Bara Business Solutions
Warren Allen Principal Blue Nile Herb & Spice Company
Brenda Williams Principal
Young America Charter School;
Neighborhood Development
Corporation
Chuck Gary Owner Chuck & Billy's Bar and Carryout
Charles Russell Principal Mini Mart
John Goodwin Owner Wilson's
Johnnie Harris Owner Johnnie's Florist
James Spruill, Jr. Owner Spruill's Bluebird Barbershop
Tsehay Meshesha Owner Georgia Avenue Market
Y. Kim Owner Labamba Shop
Kenny Gilmore Owner Howard Deli
Ayize Sabater MOMIFs
Chuck Gary Owner Chuck & Billy's Bar and Carryout
John Boddi Owner Renee By Boddis
Ross Lakritz/ John
Adler Owner Lakritz Adler

INSTITUTIONS
Educational
Anita Burger Benjamin Banneker HS Principal
Dr. Marta Palacios Bruce Monroe Elementary Principal
Maybelle Bennett
Director, HU Community
Assoc. Howard University
Christopher Hopson Gov. Relations Howard Univ.
Faith Community
Rev. Tucker Pastor New Commandment Baptist Church
Dr. Earl E. Trent, Jr. Pastor Florida Ave Baptist Church
Arts
*Sylvia Robinson President Emergence Community Arts Collective
Ayize Sabater President MOMIES TLC
Stakeholders
Eric Gilliland Exec. Dir Washington Area Bicyclist
Robert Grow Dir. BTRAC BOT
Kea Prather Taylor Imagine Photography
Appendix IV.
Appendix IV. Comments from Public Meetings
Table of Comments from Public Meetings
The Lower Georgia Avenue Study team members, and Robinson Associates, devised and implemented a community engagement
plan and worked with DDOT to facilitate and manage three community meetings, workshops, and civic engagements over the course
of the eleven-month project. Below is a table outlining several comments from the citizens and responses gathered from these
meetings.
Citizens/ Share Holders Comment Team Members Response
I have not heard any thing about economic
development in any of this. I am a business owner on
Georgia Ave. and I am wondering on how do you intend
to bring new businesses to the community?
This Streetscape Project is economic development. For example
Barracks Row was very similar to Georgia Avenue. The streets were
neglected there and retailers and new businesses wouldnt enter the
community. After the project was completed the new businesses
came. There are eight new restaurants on 8
th
Street, new retailers, a
furniture stores, boutiques and pet stores, etc. There was an existing
Chinese Take Out Restaurant that had bullet proof glass and was take
out only, now that same establishment has white table cloths with
inside and outside caf seating. So, this design project definitely will
affect economic development and new businesses will want to put
their money into the community.
Who will be deciding public artwork? The DC Commission on The Arts is probably the entity that will
oversee that component. They have the budget for ongoing
maintenance, are best equipped and this is what they do. That is not
to say that Howard University will not have some input, but the public
art will mirror the community.
Sherman Avenue looks like there will be less traffic
lanes than currently exists. How will this design
address the traffic that we already have as well as the
new traffic that will come?
Sherman Avenue has been redesigned to be a residential street to
slow down the traffic speeding through the neighborhood and to
encourage traffic heading downtown to find alternative routes
designed for higher traffic volumes. It is also to encourage less
vehicle traffic and more Metro usage.
I have concerns regarding trees and tree boxes as it
relates to safety. The tree boxes are too close to the
The city is responsible for the maintenance of the trees and the boxes.
We have finally caught up on our tree maintenance but the reality is
bus stops and curbs and who will maintain the trees
and tree boxes?
we do not have the budget or the manpower to maintain the tree
boxes. We will be looking at working with community organizations
and the business owners to assist in the maintaining of the boxes as
we do on Barracks Row.
There are some problem intersections that stand out in
my mind and I do not see a resolution of them in these
plans, like the congestion near Howard Us bookstore at
Bryant Street. Crossing in front of the bus lane shuts
down traffic, how will this be resolved?
A turn signal should fix this problem and some bus stop relocations
will be looked at to resolve this concern.
Has anyone contacted the police department to help
stop this bottleneck? Sometimes it takes human
intervention to direct traffic.
We acknowledge this issue and thank to Councilman Grahams
diligence in this matter. We will be adding thirty additional Traffic
Control Officers to the current role, bringing the count up to seventy-
three officers. These officers will also have ticket/summons writing
ability, so that will have an impact on the traffic congestion.
The material that you are considering, DuraTherm, will
it look like this in 2-5 years, because if you cannot fix
streets you cannot fix schools?
Yes, this material is very innovative and will be able to withstand the
extremes of east coast weather and heavy traffic and never loose
shape or color and will blend in with existing material.
Are the sidewalks being widened on Georgia Avenue
for turning and what type of tree is being planned for
the tree boxes?
Yes, bump outs will be at the corners and the trees that are being
considered are Londons, Oaks and Maples.
How long will this total project take for completion? We are anticipating completion in two to three years.
What is the real goal of the Study? To make Georgia Avenue a Great Street with thriving economic
development, excellent mobility and an inviting streetscape that will
draw people to the area and to give them a reason to come to the
community.
As a business owner whos been on GA Ave. for over The intent of this work is to explore that and similar issues and
40 years, there is traffic congestion caused by a
commercial cleaner with its 5 trucks and congestion
around the largest institute on Georgia Avenue Howard
University. What can be done about this?
develop strategies for resolving them for mutual success up and down
the corridor.
Will you widen the streets on Georgia Avenue? DDOT will only work within the existing right of way (which is limited to
the existing sidewalks and streets). We can reallocate that right of
way for instance narrow sidewalks to make more room for buses or
narrow travel lanes to add to sidewalks but it is not envisioned that
the overall street (sidewalks + roadway) will be widened into the
abutting private properties. Given that limitation, we are challenged to
find ways to move transit more efficiently, solve the bottleneck around
Howard University Hospital, and provide more room for pedestrians.
How will the Georgia Ave. renovations be an economic
development tool for us?
DDOT has experience in seeing how streetscape improvements can
concurrently improve economic performance of adjacent retail. In
2003, DDOT completed an $8 million streetscape renovation of 8
th
Street/Barracks Row, which helped to attract over $15 million in
private investment along the corridor, 19 new businesses including 9
outdoor cafes, which add life and generate $80,000 more in sales tax
per year. Most importantly, the vast majority of original businesses on
Barracks Row are still there but are now thriving by taking advantage
of the new look of the corridor.
What about more disabled access to sidewalks on
Georgia Avenue? Pedestrians have to walk single file
now. Can we widen the sidewalks to make it safer for
pedestrians to walk?
Yes, sidewalks can be widened, but only by narrowing something else
in the roadway. That is the challenge of this study if we widen the
sidewalks than we narrow the traffic area and then what happens?
Which is more important for business and the community?
Pedestrians are critically important. The sign of a great and viable
street is the number of people walking on the sidewalks and going
inside the stores and businesses.
Will Howard University be involved? Howard University is an important institutional component of lower
Georgia Avenue and will play a big part of this beautification project.
We want the transportation aspect of this to work efficiently and need
to solve the traffic bottleneck near Howard University.
You mentioned traffic and volume. What can be done
about this?
Again, this is a major component of this study and we will need to be
creative. Walking is part of the answer, so is transit and parking.
How do we get more businesses to come to Georgia
Avenue, which is characterized by struggling little
businesses spread out all along the Avenue?
Economic development is the main goal of the Great Streets program.
We need to make Georgia Avenue more successful for existing
businesses and appealing and inviting to prospective businesses. We
need to increase mobility on the street, create safe pedestrian-friendly
sidewalks and lighting and broaden the retail appeal.
What are the next steps in this project? In December, there will be another Steering Committee meeting,
which will review the November 14 community meeting responses and
community input and make recommendations to the Study team. On
Dec. 12, we will convene another community meeting.
On January 27, 2007, a design workshop was held for the Lower Georgia Avenue Study Area in which citizens and shareholders
were asked to share their goals for the corridor. In this gathering, the study team members asked the participants various questions
on their views of the area.
Design Workshop Question Citizens/ Shareholders Response
Group #1
Where are destinations, or historic & culturally
significant locations, from a pedestrian and
from a vehicular viewpoint?
Howard University
Myrtilla Minor Teachers College
Griffiths Stadium
Harambe House ( Ed Muph7ys Supper Club)
Freedmens Hospital
Howard Hall
Pyramid Bookstore area
Sankofa Films & Videos
Morgan Seafood
Banneker High School
Banneker Recreation Area
National Home for Destitute Colored Women and Children
Fisher of Men Church
Celebrity Hall (Black Hole)
Garfield Hospital
Porter House and Ralph Bunche House to connect with
Columbia Hights Heritage Trail
Which intersections need upgrading to improve
pedestrian safety?
All intersections on Sherman from Park to Florida need
improvement.
x Narrow to one travel lane with protective left turning lanes
x Install medians where appropriate
Crosswalks in H.U. area along Georgia. all similar saying H.U.
Historic Destination
Georgia & Park Rd.
Georgia & Morton
Georgia & Lamont
Georgia & Irving
Georgia & Columbia
New Hampshire Ave., Georgia & Princeton
Where are wider sidewalks needed and what
material should they be made of?
Sherman Ave.
Georgia Ave. Between Barry & Florida
Where might public art be located and what
form should it take, such as at gateway
locations?
Florida & Georgia Ave.
Crosswalks designed by H.U. artists and or celebrating illustrious
H.U. faculty and alumnae.
Walk of Fame from Florida Ave. to New Hampshire Ave.
Should parking be removed on Georgia from
Barry Place to Florida Ave. to improve bus and
traffic flow, and how should we address parking
for the rest of the corridor?
Yes. Especially if structured parking is contemplated which we
understand will be part of Howard Town Center.
How would you describe your future vision for a
new Georgia Ave. and Sherman Ave.?
Howard University Historic District (from Fla. Ave. to Columbia Rd.)
Parkview Assets
Strong Housing Stock
Parkview Elementary School (soon to upgrade with Bruce Monroe)
Historically (above H.U. along Georgia Ave.) an area prominent w/
African American doctors and their private practices.
Strengthen African American cultural theme around Sankofa, Blue
Nile, House of Khemet & former Pyramid Bookstore area.
Group #2
Where are destinations, or historic &
culturally significant locations, from a
pedestrian and from a vehicular viewpoint?
Georgia Ave between New Hampshire Ave & Lamont Street
needs identity, and there is a need to encourage new small
business and economic development
Gateway - Intersection of Harvard Street and Georgia Ave (metal
flags)
Which intersections need upgrading to
improve pedestrian safety?
Georgia between Princeton & Morton
x Lane markings enhanced
x Pedestrian priority should be given
x Crosswalk with intersection boxes
x Cobblestone pavers
x Simple box
x Add planters when there is no space for trees
Georgia between Irving & Harvard
Georgia Ave. between Barry Place and Florida Ave.
x use stamped concrete as material.
x provide Bridge enclosed a la D.O. Ag ( Gateway Arch)
over Georgia Ave & Barry Place to H. U.
x Potential on street parking removal to help traffic flow
x This area is also a festival street area
x Public realm signature space
locations?
Possible artistic bike racks at the intersection of Georgia &
Fairmount Street
Barry Place to Florida Ave. to improve bus
and traffic flow, and how should we address
parking for the rest of the corridor?
Add bike parking at Georgia Ave. & New Hampshire Ave.
The intersection of Georgia & New Hampshire (as per marked
drawing it is located on the north side of NH and the East side of
Georgia Ave, triangle block) is a transit gateway that needs to be
tied into transit by providing:
x Special lighting
x Large pedestrian area for waiting
x Possible heat panel
x Rapid Bus Stops
Group #3
Caribbean Carnival starting at NH & GA -ending at Banneker Park
(last week in June)
Highlight items in GA Ave. historic trail
Forever Chutch of Men
Earmark funds to clean up historical structure
Signs/ medallions in sidewalk
Tie everything together
Khemet Nile Valley on Harvard
Bruce Monroe School between Irving and Columbia
Benjamin Banneker School
American Women (?) on Euclid across from B. Banneker school
Hospital on GA & V Street
pedestrian safety?
Sherman/ New Hampshire & Georgia
x Slow down traffic
x Add median with trees on Sherman Ave and guarantee
tree maintenance
x Wide sidewalks ADA ramps
x Bike lanes ---- make sure cross-town bike lanes
Georgia Ave
x Synchronize traffic lights
x Traffic control officers (*)
x Keep drivers slow from Florida & Howard Place
x Improvement at Bryant (keep left turn at Bryant)
x Nile Valley --- special paving & banner
x Howard --------special paving - - - blue& white
x Petworth -------crosscut brick
x Need a business association on GA between Lamont &
Harvard
x Police precinct on Park Rd. & Georgia
x Need traffic light at GA & Norton
GA & Lamont
GA & Keefer Place
x At Greshman improve traffic visibility
Georgia & Florida Ave. traffic needs improvement
Georgia from New Hampshire till Lamont Street
West side of GA from Harvard street till Barry Place
East side of GA from Hobart Place to Gresham Place
locations?
Wall Mural on GA &west side of Princeton
Artwork in sidewalk at GA & Irving and GA& Columbia Rd.
Medallions in sidewalk
Dont remove parking
Group #4
Revolution Row (Historic) on GA between Columbia & Euclid
pedestrian safety?
GA & Park Rd
GA& Kenyon
GA & Irving
GA & Columbia Rd
GA & Euclid
Howard Place
GA & Florida Ave.
Provide Metro Bridge or pedestrian safe zone @ NH and
Georgia intersection
Where are wider sidewalks needed and what On GA between Florida and Hobart Place
locations?
Howard public art on campus
Group #5
GA between Euclid & Florida Ave.
GA & New Hampshire Ave.
Newton Place
pedestrian safety?
Sherman & Florida Ave
GA & Berry Place
Florida Ave & 9
th
Street
Georgia Ave & Florida Ave
All intersections
GA between Florida Ave and Euclid Street
Sherman Ave and Florida Ave
locations?
Facades between Columbia Rd & Harvard Street
Group #6
Banneker Park
Banneker School
Howard Univ.
Historic Police Station
Highlight generations of black families residence
pedestrian safety?
Every intersection needs upgrade
Long term maintenance of crosswalks
Coordinating repairs, protecting existing trees, etc.
Crossing times too short at Florida &Elington
Columbia
Irving
Kenyen
Recycled materials (rubber) sidewalks
Circulator bus extend to GA Ave
If you remove parking there is no other option.
How would you describe your future vision for a
new Georgia Ave. and Sherman Ave.?
Balance of retail, restaurants and services
Dog Park accommodates dog owners, tree pits?
Appendix V.
Appendix V. Public Meeting Summaries
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N
e
w

H
a
m
p
s
h
i
r
e

A
v
e
n
u
e
,

C
o
l
u
m
b
i
a

R
o
a
d
,

H
a
r
v
a
r
d

S
t
r
e
e
t
,

F
l
o
r
i
d
a

A
v
e
n
u
e
.

P
a
r
k

R
o
a
d
,

E
u
c
l
i
d
,

B
a
r
r
y
,

F
a
i
r
m
o
n
t
,

a
n
d

a
l
l

i
n
t
e
r
s
e
c
t
i
o
n
s

a
l
o
n
g

G
e
o
r
g
i
a

A
v
e
n
u
e
.

-
-
S
y
n
c
h
r
o
n
i
z
e

t
r
a
f
f
i
c

l
i
g
h
t
s

a
l
l

a
l
o
n
g

t
h
e

G
e
o
r
g
i
a

A
v
e
n
u
e

c
o
r
r
i
d
o
r
.
-
-
C
r
e
a
t
e

p
e
d
e
s
t
r
i
a
n

i
n
t
e
r
s
e
c
t
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o
n
s

a
l
o
n
g

t
h
e

c
o
r
r
i
d
o
r

w
i
t
h

w
h
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e
l

c
h
a
i
r

a
c
c
e
s
s
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b
l
e

r
a
m
p
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,

s
t
o
p
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g
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t
s

a
n
d

y
e
l
l
o
w

t
r
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a
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e

s
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g
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s

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n
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c
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n
g

s
t
o
p

f
o
r

p
e
d
e
s
t
r
i
a
n
s
.

-
-
D
e
s
i
g
n
a
t
e

i
n
t
e
r
s
e
c
t
i
o
n
s

w
i
t
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u
n
i
q
u
e

p
a
v
e
m
e
n
t
s
,

m
a
r
k
i
n
g
s

a
n
d
/
o
r

s
i
g
n
a
g
e

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n
d
i
c
a
t
i
n
g

c
l
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a
r

d
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c
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a
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d

u
n
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q
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e

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o
c
a
t
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n

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n
f
o
r
m
a
t
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o
n

-
-
A
d
d

t
r
a
f
f
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c

c
o
n
t
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f
f
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n

G
e
o
r
g
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a

A
v
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n
u
e

-
-
D
o

n
o
t

c
h
a
n
g
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t
r
a
f
f
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c

s
p
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d
s

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t

d
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t

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a
y

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c
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t

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d
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f
f
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c
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t

t
o

r
e
m
e
m
b
e
r
.

-
-
U
s
e

d
i
r
e
c
t
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n
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g
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s

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l
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a
n

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u
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G
e
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r
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a

A
v
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n
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e
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e
s
p
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c
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a
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y

a
t

N
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w

H
a
m
p
s
h
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r
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a
n
d

F
l
o
r
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d
a

A
v
e
n
u
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s
.

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-
C
h
a
n
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e

S
h
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r
m
a
n

A
v
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f
r
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f
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a
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s

t
o

a
l
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w

f
o
r

a

t
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r
n
i
n
g

l
a
n
e
.

-
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C
h
a
n
g
e

l
o
w
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r

p
o
r
t
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o
n

o
f

G
e
o
r
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a

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v
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n
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e

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o

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l
a
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s

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o

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l
l
o
w

f
o
u
r
t
h

l
a
n
e

f
o
r

t
u
r
n
i
n
g
.

2
.

W
h
i
c
h

I
n
t
e
r
s
e
c
t
i
o
n
s

N
e
e
d

U
p
g
r
a
d
i
n
g

t
o

I
m
p
r
o
v
e

P
e
d
e
s
t
r
i
a
n

S
a
f
e
t
y
?

(
C
o
n
t
d
.
)
-
-
C
r
e
a
t
e

m
e
d
i
u
m
s

w
i
t
h

t
r
e
e
s

i
n

c
e
n
t
e
r

o
f

S
h
e
r
m
a
n

A
v
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n
u
e

b
e
t
w
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e
n

G
i
r
a
r
d

a
n
d

E
u
c
l
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d

S
t
r
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t
s

a
n
d

o
n

G
e
o
r
g
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a

A
v
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n
u
e

b
e
t
w
e
e
n

C
o
l
u
m
b
i
a

R
o
a
d

a
n
d

V

S
t
r
e
e
t

t
o

c
a
l
m

t
r
a
f
f
i
c
.

-
-
I
m
p
r
o
v
e

P
a
r
k

R
o
a
d

i
n
t
e
r
s
e
c
t
i
o
n

w
h
e
r
e

t
r
a
f
f
i
c

t
u
r
n
s

i
n

t
o

e
i
t
h
e
r

S
h
e
r
m
a
n

A
v
e
n
u
e

o
r

N
e
w

H
a
m
p
s
h
i
r
e

A
v
e
n
u
e
.

-
-
K
e
e
p

l
e
f
t

t
u
r
n

l
a
n
e

a
t

B
r
y
a
n
t

S
t
r
e
e
t

a
n
d

i
m
p
r
o
v
e

B
r
y
a
n
t
,

W

a
n
d

V

S
t
r
e
e
t
s
.

-
-
I
m
p
r
o
v
e

F
l
o
r
i
d
a

A
v
e
n
u
e

i
n
t
e
r
s
e
c
t
i
o
n

a
t

G
e
o
r
g
i
a

A
v
e
n
u
e

w
h
e
r
e

t
r
a
f
f
i
c

t
u
r
n
s

l
e
f
t

t
o

N
e
w

Y
o
r
k

A
v
e
n
u
e
.

C
u
r
r
e
n
t
l
y
,

p
e
d
e
s
t
r
i
a
n
s

r
u
n

a
c
r
o
s
s

s
t
r
e
e
t
.

A
l
s
o
,

t
h
e

e
m
e
r
g
e
n
c
y

e
n
t
r
a
n
c
e

t
o

H
o
w
a
r
d

U
n
i
v
e
r
s
i
t
y

H
o
s
p
i
t
a
l

c
a
u
s
e
s

m
a
j
o
r

t
r
a
f
f
i
c

c
o
n
g
e
s
t
i
o
n

p
r
o
b
l
e
m
s
.

-
-
I
m
p
r
o
v
e

F
l
o
r
i
d
a

A
v
e
n
u
e

b
e
t
w
e
e
n

G
e
o
r
g
i
a

A
v
e
n
u
e

a
n
d

9
t
h

S
t
r
e
e
t

-
-
U
p
g
r
a
d
e

i
n
t
e
r
s
e
c
t
i
o
n

a
t

F
l
o
r
i
d
a

A
v
e
n
u
e

a
n
d

B
a
r
r
y

P
l
a
c
e
.

-
-
I
n
s
t
a
l
l

t
r
a
f
f
i
c

l
i
g
h
t
s

a
t

G
e
o
r
g
i
a

A
v
e
n
u
e

a
n
d

M
o
r
t
o
n
,

L
a
m
o
n
t
,

K
e
e
f
e
r

P
l
a
c
e
,

P
a
r
k

R
o
a
d

a
n
d

K
e
n
y
o
n
.
-
-
I
m
p
r
o
v
e

s
i
g
h
t

d
i
s
t
a
n
c
e

a
t

G
e
o
r
g
i
a

A
v
e
n
u
e

a
n
d

G
r
e
s
h
a
m

P
l
a
c
e
.

-
-
A
d
d

b
u
l
b
-
o
u
t
s

a
n
d

m
e
d
i
a
n
s

t
o

N
e
w

H
a
m
p
s
h
i
r
e

A
v
e
n
u
e
.

-
-
I
n
s
t
a
l
l

b
e
t
t
e
r

s
i
g
n
a
g
e

w
h
e
r
e

G
e
o
r
g
i
a
,

S
h
e
r
m
a
n

a
n
d

F
l
o
r
i
d
a

A
v
e
n
u
e
s

c
o
n
v
e
r
g
e
.

-
-
I
m
p
r
o
v
e

t
r
a
f
f
i
c

f
l
o
w

w
i
t
h
o
u
t

i
n
c
r
e
a
s
i
n
g

s
p
e
e
d

f
r
o
m

H
o
w
a
r
d

P
l
a
c
e

t
o

F
l
o
r
i
d
a

A
v
e
n
u
e
.

-
-
C
a
l
m

t
r
a
f
f
i
c

a
t

G
e
o
r
g
i
a

A
v
e
n
u
e

a
n
d

t
h
e

f
o
l
l
o
w
i
n
g

s
t
r
e
e
t
s
:

C
o
l
u
m
b
i
a

R
o
a
d
,

B
a
r
r
y

P
l
a
c
e
,

F
l
o
r
i
d
a

A
v
e
n
u
e
,

a
n
d

B
r
y
a
n
t

S
t
r
e
e
t
.

-
-
D
e
s
i
g
n

e
x
i
t

f
o
r

r
e
n
o
v
a
t
e
d

M
c
D
o
n
a
l
d
s

o
n

G
e
o
r
g
i
a

A
v
e
n
u
e

t
o

e
x
i
t

o
n

8
t
h
o
r

9
t
h

S
t
r
e
e
t
s
,

o
r

o
n

B
a
r
r
y

P
l
a
c
e
.

-
-
C
r
e
a
t
e

d
i
a
g
o
n
a
l

p
e
d
e
s
t
r
i
a
n

c
r
o
s
s
i
n
g
s

a
t

N
e
w

H
a
m
p
s
h
i
r
e

a
n
d

F
l
o
r
i
d
a

A
v
e
n
u
e
s

a
t

G
e
o
r
g
i
a

A
v
e
n
u
e
.
-
-
I
m
p
l
e
m
e
n
t

s
p
e
c
i
a
l

l
i
g
h
t
i
n
g

t
h
r
o
u
g
h
o
u
t

t
h
e

e
n
t
i
r
e

c
o
r
r
i
d
o
r
.

-
-
R
e
m
o
v
e

u
n
n
e
c
e
s
s
a
r
y

t
r
a
f
f
i
c

i
s
l
a
n
d
s

a
l
o
n
g

c
o
r
r
i
d
o
r
.

-
-
W
i
d
e
n

s
t
r
e
e
t
s

a
t

S
h
e
r
m
a
n
,

F
l
o
r
i
d
a

a
n
d

N
e
w

H
a
m
p
s
h
i
r
e

A
v
e
n
u
e
s
.

3
.

W
h
e
r
e

a
r
e

W
i
d
e
r

S
i
d
e
w
a
l
k
s

N
e
e
d
e
d

a
n
d

o
f

W
h
a
t

M
a
t
e
r
i
a
l

S
h
o
u
l
d

T
h
e
y

M
a
d
e
?

-
-
W
i
d
e
n

s
i
d
e
w
a
l
k
s

o
n

E
u
c
l
i
d

S
t
r
e
e
t
,

H
o
b
a
r
t

P
l
a
c
e
,

H
o
w
a
r
d

P
l
a
c
e
,

S
h
e
r
m
a
n

A
v
e
n
u
e
,

F
l
o
r
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d
a

A
v
e
n
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e
,

f
r
o
m

B
a
r
r
y

P
l
a
c
e

t
o

C
o
l
u
m
b
i
a

R
o
a
d
,

a
n
d

a
l
l

a
l
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n
g

G
e
o
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g
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a

A
v
e
n
u
e
.

-
-
W
i
d
e
n

s
i
d
e
w
a
l
k
s

a
t

H
o
w
a
r
d

T
o
w
n

C
e
n
t
e
r

a
n
d

H
o
w
a
r
d

U
n
i
v
e
r
s
i
t
y
,

f
r
o
m

E
u
c
l
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d

t
o

F
l
o
r
i
d
a

A
v
e
n
u
e
.
-
-
U
s
e

r
u
b
b
e
r

f
o
r

s
i
d
e
w
a
l
k
s
;

n
o
t

b
r
i
c
k
s

w
h
i
c
h

a
r
e

t
o
o

d
i
f
f
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c
u
l
t

f
o
r

s
e
n
i
o
r
s

a
n
d

t
h
e

d
i
s
a
b
l
e
d
.

-
-
U
s
e

s
t
a
m
p
e
d

o
r

p
a
v
e
d

c
o
n
c
r
e
t
e

s
i
d
e
w
a
l
k
s

t
h
a
t

a
r
e

e
a
s
i
e
r

t
o

r
e
p
a
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r

a
n
d

m
o
r
e

u
n
i
f
o
r
m
.

-
-
I
n
v
o
l
v
e

S
h
e
r
m
a
n

A
v
e
n
u
e

r
e
s
i
d
e
n
t
s

i
n

t
h
e
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r

a
v
e
n
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e
s

d
e
s
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g
n
.
-
-
W
i
d
e
n

S
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4
.

W
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M
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g
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P
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b
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A
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t

B
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a
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W
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F
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m

S
h
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d

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t

T
a
k
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H
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R
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A
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5

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P
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-
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1
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O
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3
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M
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9
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R
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G
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b
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G
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M
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G
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M
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5
.

S
h
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P
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g

b
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G
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A
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B
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P
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F
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B
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a
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T
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F
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H
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R
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C
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F
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5
0
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s
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g
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a

April 26, 2007 Steering Committee Meeting
Page 3 of 4
April 26, 2007 Steering Committee Meeting
Page 4 of 4

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n
i
t
y

D
e
s
i
g
n

M
e
e
t
i
n
g

S
u
m
m
a
r
y

i
s

p
o
s
t
e
d

o
n

D
D
O
T
s

w
e
b
s
i
t
e

a
t

w
w
w
.
d
d
o
t
.
d
c
.
g
o
v

a
n
d

a
v
a
i
l
a
b
l
e

a
t

A
N
C

1
A
,

A
N
C

1
B
,

t
h
e

P
e
t
w
o
r
t
h

L
i
b
r
a
r
y
,

a
n
d

t
h
e

M
a
r
t
i
n

L
u
t
h
e
r

K
i
n
g
,

J
r
.

M
e
m
o
r
i
a
l

L
i
b
r
a
r
y
.

D
i
s
t
r
i
c
t

C
a
b
l
e
v
i
s
i
o
n

C
h
a
n
n
e
l

1
6

a
i
r
e
d

t
h
e

C
o
m
m
u
n
i
t
y

D
e
s
i
g
n

M
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e
t
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n
g

J
u
n
e

2
0
0
7
.

F
o
r

a
d
d
i
t
i
o
n
a
l

i
n
f
o
r
m
a
t
i
o
n
,

c
o
n
t
a
c
t
:

C
a
l
l
i
s
t
u
s

N
w
a
d
i
k
e
,

T
r
a
n
s
p
o
r
t
a
t
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n

P
l
a
n
n
e
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,

D
D
O
T
,

2
0
0
0

1
4
t
h

S
t
r
e
e
t
,

N
W
,

W
a
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h
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n
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t
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n
,

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C

2
0
0
0
9
,

2
0
2
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6
7
1
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7
3
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c
a
l
l
i
s
t
u
s
.
n
w
a
d
i
k
e
@
d
c
.
g
o
v
.

Appendix VI.
Appendix VI. Specic Design Elements
I
n
t
e
r
s
e
c
t
i
o
n
s

-

G
e
o
r
g
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a

A
v
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n
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e
L
o
w
e
r

G
e
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a

A
v
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n
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e

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t
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t
s
c
a
p
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D
e
s
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g
n
K
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y

I
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t
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r
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c
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n
s

(
F
l
o
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d
a

A
v
e
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,

V

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t
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,

W

S
t
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,

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r
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a
n
t

S
t
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,
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r
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y

P
l
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,

H
o
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d

P
l
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a
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n
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t
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G
i
r
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r
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t
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H
a
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C
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R
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t
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P
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p
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c
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w
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A
f
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m
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p
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m
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p
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f
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p

o
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p
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y
:

1
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t
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r
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c
t
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w
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h
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2
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D
A
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p
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.

3
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B
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l
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c
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p
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d

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p
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c
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p
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1
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2
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7
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t

P
r
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t

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a
t

K
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c
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c
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t
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r
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t

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R
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d
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f
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c
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G
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T
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t
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y

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d

C
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d

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p
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P
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s
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s
p
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B
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d
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p
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d
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d
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s
t
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p
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F
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P
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b
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p
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;

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C
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T
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D
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B
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s
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b
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p
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2
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L
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P
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M
a
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O
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4 4
PUBLIC ART OPPORTUNITY SITES AND CRITERIA FOR LOWER GEORGIA AVENUE
Lower Georgia Avenue Public Art Opportunity Sites
M . Kenyon St.
SE corner
small pocket
park
N . Lamont
St. SE corner
store
O. Morton St. SE
corner decorative
fence/planting to
shield parking lot
P. Park Road ????
A. V St. NE corner
B. Barry Place
NWcorner
G. Brick
retaining
wall
C. Howard Univ.
Legacy Walk
F. Banneker Park
Recreation Center
J. Harvard St.
SW corner
K. Columbia
Rd. NE & SE
corners
H. Fairmount St.
Main Entrance
I. Historic retail
row
Howard Town
Center Streetscape
Georgia Avenue Potential
Public Art Sites
Criteria (3 Most desirable1 not as highly desirable)
A. V St. NE corner: Southern edge of
Howard Town Center
B. Barry Place NW corner: Northern
edge of Howard Town Center
Public art can be used to highlight the two intersections that geographically define the Howard Town Center
along Georgia Avenue. The art works should be visible from passing cars and should represent the branding
of Howard Town Center.
2
C. Howard University Legacy Walk:
Connecting Howard Town Center to
Howard University entrances along
the east side of Georgia Avenue
A prototype bronze plaque should be designed that can illustrate the achievements of the faculty and alumni of
Howard University. Plaques are to be inserted into the sidewalk in short intervals to create a visual connection
between the Howard Town Center and the Howard University Fairmount Street entrance.
3
D. Banneker Park entrance wall: New
entrance to Banneker Park
A new curving wall should create a new visible entrance to Banneker Park from Georgia Avenue.
3
E. Howard Pl. entrance: Secondary
entrance to Howard University from
Georgia Avenue
Vertical elements such flag poles on either side of the Howard Place entrance to Howard University located
close to the Georgia Avenue sidewalk will add to its attractiveness and highlight its location.
1
F. Banneker Park Recreation Center:
Entranceway area
The front landscaping of the Banneker Park Recreation Center requires an upgrade to create an attractive
entranceway. A Banneker related art work located at the entranceway will help to create a positive image.
2
G. Brick retaining wall: 10-12 foot
high brick wall located at the sidewalk
edge
The brick wall located directly adjacent to the sidewalk on the east side of the street at the intersection of
Euclid Street may be considered as an opportunity to continue the Legacy Walk concept onto a vertical wall
surface.
1
H. Fairmount St. Main Entrance:
Main entrance to Howard University
from Georgia Avenue
Vertical elements such flag poles on either side of the Fairmount Street entrance to Howard University located
close to the Georgia Avenue sidewalk will add to its attractiveness and highlight its location.
2
I. Historic retail row: Culturally
significant retail establishments on the
west side of Georgia Avenue
A commemorative artwork located at the location of the significant retail stores should tell the story of their
significance to Howard University and to the Civil Rights Movement
3
J. Harvard St. SWcorner: Major
cross-town street running one-way
east
K. Columbia Rd. NE & SE corners:
Major cross-town street running one-
way west
L. Irving St. NE corner: Major cross-
town street running one-way east
M. Kenyon St. SE corner small pocket
park: Major cross-town street running
one-way west
These four intersections present opportunities to create an artwork that highlights Georgia Avenue. The work
should be visible from passing cars and represent an aspect of the Georgia Avenue renaissance
3
Georgia Avenue Potential
Public Art Sites (Continued)
N. Lamont St. SE corner store: cross-
town street running east
A wide sidewalk area in front of the SE corner store may provide a good opportunity for artwork that reflects
neighborhood history or event.
2
O. Morton St. SE corner decorative
fence/planting to shield parking lot:
street fronting parking lot
The parking lot facing onto Georgia Avenue should be shielded from the street with ornamental plantings and a
decorative fence that may be a craft or artwork.
2
P. Park Road: ????
Sherman Avenue Public Art Opportunity Sites
A. New roundabout at
Florida and New
Hampshire Avenues
E. New Roundabout at
Park Rd. and New
B. Girard St.
SE corner
store
C. Harvard St. NE
corner store
D. Columbia Rd. NE
corner store
Sherman Avenue Potential Public Art Sites
A. New roundabout at Florida and Sherman Avenues:
Southern end of renewed Sherman Avenue
Public art can be used to highlight the southern end of the newly renovated
Sherman Avenue. The proposed roundabout should be planted with ornamental
plantings and contain a work of art that is highly visible from passing cars. The
artwork should be mirrored with a twin art element in the roundabout located at
Park Road and Sherman Avenue, and should be representative of the history of the
area, a significant person or event.
3
B. Girard St. SE corner store: neighborhood
service/retail
C. Harvard St. NE corner store: neighborhood
service/retail
D. Columbia Rd. NE corner store: neighborhood
service/retail
A wide sidewalk area in front of each of these corner stores may provide a good
opportunity for artwork that reflects neighborhood history or event.
1
E. New Roundabout at Park Rd. and Sherman Avenue:
Northern end of renewed Sherman Avenue
Public art can be used to highlight the northern end of the newly renovated
Sherman Avenue. The proposed roundabout should be planted with ornamental
plantings and contain a work of art that is highly visible from passing cars. The
artwork should be mirrored with a twin art element in the roundabout located at
Florida Avenue and Sherman Avenue, and should be representative of the history
of the area, a significant person or event.
3
Examples of Typical Public Art Projects
Art in sidewalks
Art on Walls
Free standing art/sculpture
Decorative fences & railings
Freestanding art/street furniture
Flags and flag poles, Metal / fabric banners on poles
Commemorative, Memorial, Legacy Walkways
Appendix VII.
Appendix VII. Associated News Articles
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Appendix VIII.
Appendix VIII. McDonalds Restaurant Exit Analysis
Short-Term Recommendation McDonalds Parking Lot
The parking lot of Mc Donalds between Barry Place NW and Bryant Street NW generates and attracts many trips during midday and
afternoon peak hours. As seen in Figure 1, the McDonalds intersects Georgia Avenue NW at two points: an entrance and exit just
south of Barry Place, and an exit just north of Bryant Street. The entrance/exit near Barry Place is frequently used by entering and
exiting vehicles. Vehicles traveling on both directions of Georgia Avenue tend to use this entrance most, although there is a second
entrance to the restaurant off of 8
th
Street NW.
Figure 1. Mc Donalds Entrances and Exits between Barry Place NW and Bryant Street NW
Field observations revealed that there is a lot of congestion of Georgia Avenue between Barry Place and Bryant Street due to the
vehicle maneuvers into and out of the McDonalds parking lot. With the existing friction in this section due to large number of turning
vehicles, parked vehicles reducing lane capacities, double parked vehicles blocking through-moving vehicles, and stopped buses
blocking through-moving vehicles, any thing that can eliminate some of the friction in this area would improve traffic operations and
transportation mobility.
One of the short-term recommendations is to eliminate the main entrance/exit to the McDonalds restaurant and relocate the
entrance/exit Barry Place, or just divert patrons to the exit off of 8
th
Street NW. McDonalds patrons would be directed to turn onto
Barry Place, thus positioning all turn movements at the signalized intersection. This would combine all operations to Barry Place,
and would eliminate a friction point at the McDonalds entrance/exit. The drive-thru exit near Bryant Street would remain.
Page 1 of 6
Traffic volumes for the McDonalds Restaurant are shown in Figure 2. Less than one hundred vehicles enter and exit the facility
during the midday and afternoon peak hours. But the delays generated as a result of the waiting vehicles contribute to inefficient
operation on Georgia Avenue.
Figure 2. Traffic Volumes for the McDonalds Parking Lot (2007)
Vehicular queue lengths and the impact of queues on blocking intersections can reveal the level of friction on this segment of
Georgia Avenue. Figure 3 shows the percent of blocking queues on Georgia Avenue near the McDonalds entrance.
Page 2 of 6
Figure 3A. % Blocking Queues for Midday Peak
Hour
Figure 3B. %Blocking Queues for PM Peak
Hour
According to the diagrams, the left-most lanes in both the northbound and southbound directions are blocked at least 10 to 20
percent of the time to at most 50 percent of the time, particularly near the entrance to the McDonalds parking lot. Of course, turning
vehicles at Barry Place and Bryant Street create queues in and of themselves that block the lanes on Georgia Avenue. Queuing
vehicles waiting to turn into the McDonalds parking lot also contribute to this situation. To help clear congestion in this segment of
Georgia Avenue, the queue lengths need to reduced, or even eliminated.
According to the Synchro models, the amount of vehicles waiting to turn into McDonalds on a weekday midday and afternoon period
contribute to about queues from 70-100 feet and queuing delays of up to 50 seconds per vehicle for the northbound direction. If
these vehicles can be re-routed to another entrance, this would eliminate of the friction due to the queuing vehicles at the
McDonalds entrance.
Table 1. McDonalds Entrance Exit Queuing Statistics (for turning lanes into McDonalds)
Approach Peak Hour Measures NB SB
Average Queue (feet) 74 17
Upstream Blocking Time (%) 68 5
Midday
Total Delay (secs) 40.3 0.2
Entrance/Exit
PM
Page 3 of 6
Midday
Exit
PM
Relocation of McDonalds Entrance
An analysis was performed to evaluate the impacts and operations if the McDonalds entrance was relocated. Figure 4 shows the
readjusted traffic volumes to the restaurant as a result of the closing the entrance on Georgia Avenue.
Figure 4. Traffic Volumes for the McDonalds Parking Lot with Revised Configuration
There will be an increase the turning volumes at the intersection of Barry Place and Georgia Avenue. This will increase the average
delays and queue lengths for the northbound approach to this intersection. However, as seen Table 2, the increased volumes will
not deteriorate the intersection level of service (LOS).
Page 4 of 6
Table 2. Comparison of Measures of Effectiveness for Barry Place NW Intersection
Intersection EB Barry Place NB Georgia Avenue SB Georgia Avenue
Scenario
Time
Period
Delay
(secs)
LOS
Delay
(secs)
LOS
Queue
(95th) (feet)
Delay
(secs)
LOS
Queue
(95th) (feet)
Delay
(secs)
LOS
Queue
(95th) (feet)
Before the Relocation Midday 20.9 C 41.9 D 137 25.1 C 208 11.2 B 131
After the Relocation Midday 25.1 C 45.7 D 169 31.3 C 225 11.4 B 133
Before the Relocation PM 24.5 C 45.1 D 276 19.6 B 210 22.1 C 221
After the Relocation PM 26.8 C 50.3 D 334 21.9 C 228 22.5 C 224
The Synchro model results reveal the level of queue lengths and the amount of queues blockages at this segment of Georgia
Avenue were reduced as a result of eliminated the entrance. Figure 5 shows the percent of blocking queues on Georgia Avenue with
the revised configuration.
Figure 5A. % Blocking Queues for Midday Peak
Hour
Figure 5B. %Blocking Queues for PM Peak
Hour
According to the diagrams, the left-most lanes in both the northbound and southbound directions are blocked at least one to five
percent of the time to at most 50 percent of the time. These blockages are due to the queuing at the intersections of Barry Place and
Bryant Street. Noticeably missing is the queuing related to the McDonalds entrance, which has shifted to Barry Place. Also missing
is the friction and blockages as a result of the McDonalds entrance.
Page 5 of 6
Table 3 reveals the queuing statistics for the Georgia Avenue as a result of the relocated entrance. Although there are no statistics
available for the entrance, there are reductions in the amount of delays and percent blockages for the Drive-Thru exit. In the
northbound direction, the percent blockages are reduced from 12 percent to zero percent in the midday peak hour, and from 21
percent to 13 percent in the afternoon peak hour. The delays on Georgia Avenue associated with this exit also decrease. In the
southbound direction, the percent blockages are reduced by five percent in the midday peak hour, yet remain the same in the
afternoon peak hour. Delays for the southbound direction increase by as much as 13 seconds in the southbound direction, likely
because vehicles in the southbound have more interactions with exiting vehicles from the drive-thru.
Table 3. Relocated McDonalds Entrance Queuing Statistics
Approach Peak Hour Measures NB SB
Midday
Exit
PM
Findings
The relocation of the McDonalds entrance from Georgia Avenue to 8
th
Street NW would provide the following benefits to multimodal
traffic operations.
x Reduces friction and percent blockages on Georgia Avenue, thus improving traffic flows.
x Reduces vehicle-to-vehicle conflict points on Georgia Avenue in this narrow roadway section.
x Traffic analysis reveals less queuing impacts on Georgia as a result of the entrance; it would eliminate the queuing on Georgia
Avenue due to the vehicles turning left from Georgia into the parking lot.
x Although relocation will increase volumes and queuing at the Barry Place intersection, the level of service and delays will not
deteriorate overall corridor operations.
x The relocation will not significantly increase queues at Barry Place.
x Safety will be improved as McDonalds patrons will now turn at a signalized intersection as opposed to an uncontrolled driveway.
x Decreases average delays and queue lengths for the vehicles leaving the Mc Donalds parking lot.
Page 6 of 6

Lower Georgia Avenue Transportation and Streetscape Improvements - Appendices

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Page A-1 Lower Georgia Avenue Transportation and Streetscape Study - Final Report

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