16th street nw corridor project - final report april 2013
TRANSCRIPT
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16 th Street NW Corridor Project
Final Report
Washington, D.C.
Prepared For:District Department of Transportation 55 M Street, SEWashington, D.C, 20003(202) 478- 1458
Prepared By:Kittelson & Associates, Inc. 36 South Charles Street, Suite 1920Baltimore, MD 21201(410) 347-9610
Project Manager: Kevin Lee, P.E., PTOEProject Principal: Brandon Nevers, P.E., PTOEAnalyst: Caitlin Doolin and James Wong
Project No. 11066
April 2013
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Table of ContentsExecutive Summary ........................................................................................................................................ i
Section 1. Introduction ................................................................................................................................. 1
Section 2. Project Purpose and Need ........................................................................................................... 9
Section 3. Related Studies and Corridor Context ........................................................................................ 13
Section 4. Existing Conditions ..................................................................................................................... 20
Section 5. Corridor Level Alternatives ........................................................................................................ 42
Section 6. Intersection Level Alternatives .................................................................................................. 62
Section 7. Recommendations and Next Steps ............................................................................................ 79
Section 8. Coordination Activities ............................................................................................................... 82
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List of Tables and FiguresTable 1.Evaluation Criteria for Breakout Projects ...................................................................................... 11
Table 2. Previous Projects and Studies Recommendation Summary ......................................................... 15
Table 3. Summary of Breakout Project Descriptions .................................................................................. 18
Table 4. Summary of Key Traffic Operations at Key Intersections ............................................................. 27
Table 5. Existing Bus Schedule .................................................................................................................... 30
Table 6. Summary of TCQSM Analysis Results ............................................................................................ 32
Table 7. Assumptions for Vehicle-Throughput ........................................................................................... 34
Table 8. Summary of Existing Person-Throughput Demand ....................................................................... 35
Table 9. Summary of Challenges and Opportunities along the 16 th Street NW Corridor ........................... 40
Table 10. Summary of Traffic Operations at Key Intersections for Full Time Through Lanes Alternative .. 45
Table 11 Summary of Traffic Operations at Key Intersections for Two-way Left-Turn Lane Alternative ... 47Table 12 Summary of Traffic Operations at Key Intersections for Raised Median Alternative ................. 49
Table 13 Summary of Traffic Operations at Key Intersections for Part-Time Transit Lane Alternative .... 51
Table 14. Relative impacts of Typical Section Options for 16 th Street NW Peak ourTransit Lanes - South of U Street ....................................................................................................................................................... 53
Table 15. Summary of Traffic Operations at Key Intersections for Full-Time Transit Lanes Alternatives .. 54
Table 16. Evaluation Matrix ........................................................................................................................ 57
Table 17. Corridor Options and Potential Changes to the Columbia Road NW/Harvard Road NW/Irving
Street Study Area ........................................................................................................................................ 71Table 18. Existing Operations at the AM and PM Peak Hours at 16 th Street NW/Park Road ..................... 73
Table 19. Lane Configurations Alternatives for 16 th Street NW/Park Road ................................................ 74
Table 20. Existing Traffic Operations for 16 th Street NW/Arkansas Avenue ............................................... 76
Table 21. Coordination and Partner Meeting Summary ............................................................................. 87
Figure 1. Project Study Area ......................................................................................................................... 3
Figure 2. Map of Literature Reviews within Study Area ............................................................................. 16
Figure 3. Breakout Project Locations .......................................................................................................... 19
Figure 4. Existing Conditions Typical Cross Sections ................................................................................... 22
Figure 5. Aerial of 16 th Street NW/Columbia Road NW/ Harvard Road NW and 16 th Street NW/ArkansasAvenue ........................................................................................................................................................ 23
Figure 6. 16 th Street NW Volume Profiles ................................................................................................... 25
Figure 7. Lane Utilization Graph for AM Peak Hour North of Park Road .................................................... 26
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Figure 8. Lane Utilization Graph for PM Peak Hour North of Park Road .................................................... 26
Figure 9. Existing on-street Parking Restrictions ........................................................................................ 29
Figure 10. Existing Bus Frequency ............................................................................................................... 30
Figure 11. Map of Existing Bus Stops and Services ..................................................................................... 31
Figure 12. Steps for Calculating Existing Person-Throughput Demand ...................................................... 35
Figure 13. Annual Frequecy of Crashes Along 16 th Street NW, 3006-2010 ................................................ 36
Figure 14. Severity Crash Analysis............................................................................................................... 37
Figure 15. Crash Type Analysis .................................................................................................................... 38
Figure 16. Summary Overview of Typical Sections Alternatives ................................................................. 44
Figure 17. Overview of Full Time Through Lanes Alternative ..................................................................... 58
Figure 18. Overview of Peak Hour Transit Lanes Alternative ..................................................................... 59
Figure 19. Overview of Raised Median Alternative .................................................................................... 60Figure 20. Existing Geometry and Circulation at CHI .................................................................................. 65
Figure 21. Option 1: Geometry and Circulation at CHI ............................................................................... 66
Figure 22. Option 2: Geometry and Circulation at CHI ............................................................................... 66
Figure 23. Option 3: Geometry and Circulation at CHI ............................................................................... 67
Figure 24. Option 4: Geometry and Circulation at CHI ............................................................................... 68
Figure 25. Option 5: Geometry and Circulation at CHI ............................................................................... 68
Figure 26. Columbia-Harvard-Irving: Issues/Opportunities Map ................................................................ 70
Figure 27. Westbound approach on Park Road .......................................................................................... 72
Figure 28. Concept Design for 16 th Street NW/Arkansas Avenue ............................................................... 78
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Executive Summary
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INTRODUCTION
The goal of the 16th Street NW corridor project is to identify physical and operational improvements for
person mobility and safety along the corridor. 16 th Street NW is a vital corridor for moving people into and
out of downtown (north-south) and to and from adjacent neighborhoods (east-west). It is relied upon
heavily by motorists, pedestrians, and transit riders. WMATA has identified the corridor as a priority bus
corridor, and DDOT has identified the corridor as a key pedestrian safety corridor, major arterial, and
evacuation route.
Currently the corridor experiences extensive vehicle queuing during peak periods, limited east-west
connectivity for all users, and relatively high transit delay. As demand along the corridor continues to
grow, it will become even more challenging to meet both local and regional mobility needs for the
corridors wide range of users and uses.
Through a collaborative investigation and evaluation process, the DDOT project team has identified
improvements to meet these challenges. Key recommendations include:
Implement peak-hour peak-direction transit lanes from Arkansas Avenue NW to H Street NW
and
Improve pedestrian safety with intersection modifications at Park Road NW, Irving Street/15th
Street NW, and Arkansas Avenue NW.
Transit lanes along the corridor can increase person throughput and reduce transit travel times. The
project team has conducted technical analysis to support the feasibility of these recommendations. A
summary of the analysis, next steps, and an implementation plan is provided in the following
memorandum.
EXISTING TYPICAL SECTION
The 16th
Street NW corridor has a minimum of a 50 foot curb-to-curb section throughout the study limitswhich extends 6.4 miles between H Street NW and Eastern Avenue NW. However, within these limits 16 th
Street NW has three distinct typical sections: a raised landscape median on the north end, a center
reversible lane in the mid-section, and a four-lane section (two travel lanes in each direction) on the south
end.
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Alternatives Evaluation
Three typical section options were taken forward in the evaluation process and compared to no-build
conditions (1) Full-time Through Lanes, (2) Peak-hour Peak-direction Transit Lane, and (3)
Raised/Landscaped Median. Each option was evaluated relative to the existing corridor conditions for four
major criteria: Safety, Mobility, Community, and Feasibility. The results of the qualitative comparison are
shown in the following table:
Each option considered for 16 th Street NW presents tradeoffs. The Raised/Landscaped Median option
provides the highest safety and community benefits, but has significant negative impacts on mobility. The
Full-Time Through lane option is the most feasible option in terms of implementation, but the option does
not meet future demand for person throughput along corridor. The Peak-hour Peak-direction Transit lane
option balances mobility and community needs but impacts auto mobility.
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PROJECT EVALUATION PROCESS SUMMARY
The project team worked closely with DDOT staff from PPSA, IPMA, TOA,
and PTSA to establish a range of improvement options for the corridor and
conducted an evaluation using both qualitative and quantitative measures.
Since the start of the project in July 2010, the Project Team has worked
closely with DDOT through 11 progress and working meetings to refine the
evaluation process and its results.
The flow chart to the right describes the steps undertaken by the project
team. A summary of each of these steps follows.
Issues and Opportunities
The project team utilized past projects within the study area, field visits,
and DDOT staff to assess the key issues and opportunities along the
corridor. It was determined that the critical areas for improvement were
within the existing reversible lane section between U Street NW and
Arkansas Avenue NW. Key elements included the operations and safety of
the reversible lane at the Columbia/Harvard/Irving intersections as well as
pedestrian safety at Arkansas Avenue.
Alternatives Development
The project team identified a wide-range of potential options for reconfiguring 16 th Street NW, with a
focus on the reversible lane section between U Street NW and Arkansas Avenue NW. The full set of typical
section options include:
No Build
Removing the Reversible Lane
Full-time through/general purpose lane
Two-way Left-turn lane
Raised/Landscaped median
Median with full time transit lanes
Median with full time transit/HOV lanes
Reversible Lane with Transit Options
Full time transit lanes
Peak-hour Peak-direction transit lanes
Extend the Reversible Lane
Identify Issues andOpportunities
DevelopAlternatives
EvaluateAlternatives
Select PreferredAlternative
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Preferred Alternative
Technical analysis was performed to support the operational feasibility of the options analyzing person
throughput, intersection and corridor operations, safety, and transit operations. Based on the results,
the project team determined that the Peak-hour Peak-direction Transit lane option provided the
greatest potential for improving person mobility along the corridor while meeting DDOT and WMATA
goals. This option would extend for 2.7 miles between H Street NW and Arkansas Avenue NW.
Based on the project teams analysis, the Peak -hour Peak-direction Transit lanes are estimated to have
the following benefits:
Increase transit travel speeds by 30-percent; and
Accommodate up to a 10-percent increase in person demand.
Drawbacks to the implementation of this option include:
Increase in vehicular delays at critical intersections along the corridor, including U Street,
the Columbia/Harvard/Argonne intersections and R Street; and
Inability to reduce crossing distances and vehicle exposure for pedestrians crossing 16 th
Street.
While this alternative is technically feasible, there are, however, some substantial challenges to thisalternative. Decisions about how to proceed need to be made in coordination with DDOTs long term
planning activities.
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Conceptual Layouts
The following figure provides an illustration of the typical section for 16 th Street NW for the section
between Arkansas Avenue and Park Road NW for both existing conditions and with implementation of
the Peak-hour Peak-direction Transit lanes.
Existing Typical Section Between Arkansas Avenue to Park Road NW
Peak-hour Peak-direction Transit Lane Between Arkansas Avenue to Park Road NW
On-street parking is currently permitted on portions of 16 th Street NW in off-peak time periods and peak
periods in the opposite direction. To address potential mobility concerns, on-street parking could be
restricted to provide additional vehicular capacity. As the project moves forward, the project team will
evaluate parking management strategies and their associated trade-offs.
ADDITIONAL SAFETY IMPROVEMENTS
In addition to identifying improvements to the typical section for 16 th Street NW, the project team
identified opportunities to improve pedestrian safety at critical locations identified in the Pedestrian
Master Plan, including the intersections of Arkansas Avenue, Park Road, and Irving Street at 16 th Street
NW. Improvements include reducing side-street crossing distances and reducing intersection skews. A
schematic showing improvements to the Arkansas Avenue/16 th Street NW intersection is shown in the
figure below.
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NEXT STEPS
The project team recommends advancing the Peak-hour Peak-direction Transit lane option by
conducting additional analysis to address specific questions raised during the DDOT review process anddeveloping an Implementation Plan that describes the steps and approvals needed for full
implementation and operation.
The key next steps are as follows:
Review preferred alternative in the context of DDOTs long -range plan.
Implement short-term safety improvements using low-cost techniques that do not preclude
mid- to long-term corridor level improvements. Locations identified in this study for potential
short-term improvements include:
16 th Street NW/Columbia Road NW/Harvard Road NW. This location requires further
study to refine improvements.
16 th Street NW/Arkansas Avenue.
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Obtain approval for DDOT s preferred alternative
Complete preliminary design for preferred alternative including:
Refine detailed traffic operations analysis to determine the preferred intersection
treatments, lane configurations, and parking management at key sections along thecorridor.
Conduct micro-simulation modeling at select intersections such as Columbia/Harvard,
Irving/15 th Street, and Arkansas Avenue.
Assess impact to on-street parking along the corridor and evaluate options for
removing/relocating parking.
Prepare a design plan to determine how the corridor and intersections will look and
function.
Solicit feedback through a public open house to gain public and political input and the
determine level of support for the proposed recommendations. The open house should describe
the purpose and need of the project, the alternatives that were evaluated along with the
evaluation results, and the recommended improvements and implementation plan.
Build partnerships for implementation with WMATA, Maryland SHA, and MTA.
WMATA : Success of the project depends largely on the number of buses that use the peak
hour transit lane. Under current service levels, approximately 25 buses per hour would
travel in the transit lane during the peak hours; this is generally considered the minimum
threshold for a dedicated transit lane. In order to realize the full potential of person
throughput, an increase in transit service along the corridor above the current levels will be
necessary by WMATA. Further, the addition of transit lane corridors along H Street, I Street,
and K Street would build a critical mass of transit lanes in the District and improve
network-wide performance for transit riders.
Maryland SHA and MTA : Coordination with Maryland SHA and MTA provides theopportunity to create a regionally connected transit network. The northern portions of the
WMATA S-line routes connect to the Silver Spring transit center and coordination with SHA
and MTA will allow a seamless continuation of transit preferential treatments to a major
hub.
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MWCOG : Coordination with MWCOG will be necessary through the implementation process
to define analysis requirements for assessing impacts to air quality, and regional travel
patterns.
Develop 30-percent design plans to be approved by PPSA, TOA, and IPMA prior to final design.
Thirty-percent design plans will address intersection lane configurations, traffic control, striping,
and transit treatments along the corridor and refined estimates of implementation costs.
Prepare final design plans upon approval of 30-percent plans (to be led by IPMA).
Coordinate with partner agencies such as the Metropolitan Police Department, TOA, and DDOT
Roadway Maintenance to determine needs and protocols for key operational elements such as
enforcement, signal operation/transit priority, maintenance, and evacuation procedures.
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Section 1 Introduction
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Introduction
The 16 th Street NW Corridor is a heavily traveled urban arterial in Washington, DC with high traffic and
commuter volumes, high ridership bus routes and Metro stations, and varying roadway cross-sections
and functions. The study area covers three wards (Wards 1, 2, and 4), ten Advisory Neighborhood
Committees (ANC) (including 1A-D, 2A-F and 4 A-D and 4G), and a wide range of land uses: the southern
portion consists predominantly of office, retail, hotels, and government uses and the northern portion is
primarily low-density residential in nature. 16 th Street NW is a vital corridor for moving people into and
out of downtown (north-south) and to and from adjacent neighborhoods (east-west). It is relied upon
heavily by motorists, pedestrians, and transit riders. WMATA has identified the corridor as a priority bus
corridor, and DDOT has identified the corridor as a key pedestrian safety corridor, major arterial, and
evacuation route. The goal for the 16th Street NW corridor project is to identify physical and operationalimprovements for person mobility and safety along the corridor. This project focuses on the operations
and safety along the 16 th Street NW corridor; however the project limits follow these general
boundaries:
Eastern Avenue to the north
H Street to the South
Georgia Avenue to the East
Beach Drive / Rock Creek Parkway to the West
Figure 1 illustrates the project study area as described.
Background
Several planning efforts have already been completed along and around the 16th Street NW corridor,
including the Columbia Heights Transportation Study, the Mount Pleasant Transportation Study, the
WMATA Metrobus 16th Street Line Study, and the WMATA Priority Corridor Network. While theneighborhood studies have involved in depth evaluation, they are limited in geographic scope. The
transit studies, in contrast, have been larger in geographic scope but are limited in technical analysis and
design. The purpose of this project builds upon the previous studies by incorporating previous findings
and recommendations as a guide and base for alternatives that were developed and evaluated as part of
this project.
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16th St
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Figure #: Corridor Overview K Street to Eastern Ave
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Study Area
16th Street Corridor StudyWashington, D.C
Regional Location of
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Study Area Characteristics
The thoroughfare is also used by several different modes, providing four bus routes, heavy private auto
demand and significant pedestrian activity in certain locations throughout the corridor. However, its
existing facilities favor the private automobile significantly. The majority of the pavement space is
dedicated to cars and the reversible lane favors peak hour private auto demand.
REGIONAL IMPORTANCE
The 16 th Street NW Corridor is an urban arterial that serves local and regional trips alike through various
modes of travel. Commuters from the greater DC and Maryland area use it daily as a significant north-
south thoroughfare. These commuters contribute to the economic growth and development of the area
and it is important to maintain acceptable travel conditions for long-distance travel. Along with Georgia
Avenue/US 29 it is one of the routes for north-south travel, particularly for commuters traveling
between the Capital Beltway to the north and downtown Washington. It is also a designated evacuation
route for the White House, increasing it s important identity in DCs network.
LOCAL IMPORTANCE
People who live nearby and use the corridor locally traverse the different neighborhoods in the east-
west direction. The combination of east-west and north-south movements creates conflicts of activity
along the corridor. The 16 th Street NW corridor traverses several different wards of the city. The
thoroughfare acts as a barrier for many of the District s neighborhoods. The corridor serves as a
boundary between neighborhoods because it is busy, large and difficult to cross. This results in diversity
of land use throughout the corridor. The northern end of the corridor has areas dedicated to residential
land use while the southern end acts more as a central business district with commercial and office uses.
Rock Creek Park to the west is a major draw for visitors within and outside of the study area. Other
parks and recreational areas in or adjacent to the study area include Scott Circle Park, Meridian Hill Park,
National Zoological Park, Beach Parkway Park, and North Portal Park. Other notable uses include Walter
Reed Army Medical Center, Walter E. Washington Convention Center, Howard University, numerous
foreign embassies, and a multitude of religious institutions.
Connectivity in the east-west direction is limited by Rock Creek Park to the west along the northern
portion of the study area. The major east-west routes are K Street, Massachusetts Avenue, Rhode Island
Avenue NW, U Street, Columbia Road, and Military Road NW, each having direct access to the west
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through Rock Creek Park or south of the Park boundary. Neighborhoods that lie along the eastern edge
of Rock Creek Park, such as Crestwood, Mount Pleasant, and Adams Morgan have few points of access
to the west and are generally funneled east to the 16th Street Corridor or beyond.
Transportation Context
The study area includes multiple facilities that provide connectivity in the north-south direction, with
the principal arterials, 16th Street NW and Georgia Avenue/US 29, accommodating a large percentage of
commuters, running continuous from Montgomery County and I-495/Capital Beltway directly into
downtown. The connectivity in the east-west direction however, is severely disrupted by Rock Creek
Park to the west along the northern portion of the study area.
ROADWAY CROSS SECTION
From north to south, the cross section of 16 th Street varies between four lanes with peak hour on-street
parking restrictions (one travel lane per direction during off-peak periods with adjacent on-street
parking), five lanes with on-street parking on one side (two travel lanes per direction), five lanes with a
reversible lane and peak hour on-street parking restrictions (two to three lanes per direction), and six-
lanes with on-street parking (two travel lanes per direction).
TRANSIT ACTIVITY
The study area is served by all five Metro lines at 9 total stations: three Orange and Blue, two Red, and
four Yellow, and Green. The density of Metro stations is highest in the southern portion of the corridor
in and near downtown. The northern 3.5 miles of the corridor study area have limited access to fixed railtransit with the Silver Spring Metro, Silver Spring MARC, and the Takoma Metro stations lying outside of
the project area. DDOT is currently planning streetcar lines that will be constructed in three phases,which will impact the 16 th Street Corridor.
WMATA identifies the 16 th Street, Georgia Avenue/7 th Street, Rhode Island Avenue, and Massachusetts
Avenue corridors as priority bus corridors, meaning that these corridors serve a high volume of bus
passengers and are slated for service improvements designed to enhance bus passenger travel timesand bus reliability. An express limited-stop service along the 16 th Street NW corridor has steadily
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increased transit ridership since it has been deployed. The recent awarding of the TIGER grant for
implementing transit preferential treatments along the bus priority corridor presents an opportunity for
implementing a series of corridor improvements, increasing transit reliability, potentially decreasing
auto trips, and strengthening the relationships between DDOT and WMATA.
PEDESTRIAN ACTIVITY
The Districts Pedestrian Master Plan identifies a number of
high pedestrian deficiency areas within the study area
(areas where a combination of pedestrian facility deficiencies
and high traffic volumes creates pedestrian safety
challenges). These areas include intermittent sections of 16 th
Street NW. Although the southern portion of the study area
has few sidewalk gaps, many gaps in the sidewalk systemoccur throughout the remaining study area, mostly on local
streets, but also on sections of higher-volume streets. The Pedestrian Master Plan identifies that
pedestrian crashes occur in many locations throughout the study area, but particularly at the
intersections of U Street/16 th Street, L Street/Connecticut Avenue, L Street/14 th Street, Calvert
Street/Columbia Road NW, and Georgia Avenue/Florida Avenue. 16 th Street NW and a section of New
Hampshire Avenue are identified as a Priority Pedestrian Corridor, and the Pedestrian Master Plan
describes a comprehensive set of proposed pedestrian improvements for these streets. In addition, New
Hampshire Avenue has received focus from the Districts Great Streets planning effort, while the 16 th
Street NW corridor received substantial focus from the Columbia Heights/Mount Pleasant
Transportation Study.
BICYCLE ACTIVITY
Neighborhoods within the study area including Mount Pleasant, Adams Morgan, and Columbia Heights
experience some of the highest percentage bicycle-commute trips in the District. This level of bicycle
activity is attributed to the north-south directness and proximity of the study area to downtown and theexisting bicycle facilities and signed routes on 14 th Street NW, 13 th Street NW, Massachusetts Avenue
NW, Rhode Island Avenue NW, R Street NW, and the Rock Creek Park Trail (as documented in the
Districts Bicycle Master Plan ). The Bicycle Master Plan calls for future bicycle lanes, on-road separated
bicycle facilities, and multi-use trails at many locations within the study area. While 16 th Street NW is not
identified as a primary bike route, bike activity is present. Additionally, a substantial number of bicycle
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crashes in the District occurred in the 16 th Street Corridor project area, particularly in the southern
portion near downtown.
Project Scope
The 16 th Street NW corridor project identified and evaluated potential solutions and outlines an
implementation plan for improving the safety and mobility along the corridor. Solution sets that balance
the needs of all modes and improve the livability for residents in the are presented in this report this
report. Contents of this report include the following:
Related Studies and Corridor Context,
Existing conditions,
Purposes and Needs,
Alternatives Development,
Preferred Alternative,
Implementation plan, and
Coordination Activities.
Project Objectives and Goals
To ensure success of the project, the project team outlined goals that would guide the projects
alternatives development. The primary broad goals of the 16 th Street project are to:
1. Develop a progressive and balanced approach to the operations of 16 th StreetNW,
2. Explicitly encourage the use of mass transit through service enhancements andefficiencies,
3. Improve safety, mobility, and quality of life, especially for the most vulnerableroadway users including pedestrians, bicyclists, children, and senior citizens.
To best accomplish these goals and identify strengths and challenges within the study area, the project
team identified specific objectives that would be carried out throughout the tasks of the project:
1. Identify key intersections and street segments that require geometric oroperational changes to aid in traffic flow or safety improvements,
2. Devise design drawings and/or management strategies that address mobilityand safety,
3. Explore transit priority techniques, such as transit lanes and bus signal priority,
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4. Use appropriate software to test the impacts of alternatives andrecommendations,
5. Coordinate DDOT and WMATA planning efforts on 16 th Street and establish amodel for other similar corridor work,
6. And, develop an implementation plan for the preferred alternative.
The above goals and objectives guided the alternatives development process, as discussed insubsequent sections of this report.
Summary of Recommendations and Next Steps
The following provides a summary of the recommendations and next steps outlined as a result of this
report:
The analysis recommends short -term safety improvements for key intersections, The evaluation of corridorlevel alternatives recommends Peak hour bus -only lane fromMaryland Avenue to H Street NW.
Further environmental action is required under NEPA for the peak hour bus -only lanes, The peak -hour, bus -only lanes require further evaluation and confirmation of goals through the
Districts large scale planning efforts.
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Section 2 Project Purposeand Needs
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Purpose
The 16 th Street NW corridor is already nearing vehicular capacity, and additional congestion and delay is
anticipated on the corridor in the coming years. This means operational strategies that balance mobility
and safety needs are imperative to the functionality of the corridor. The purpose of this project is to
identify and address safety concerns, optimize operations by prioritizing transit, and improve the quality
of life for residents in the area. The project focuses on the operations and safety along the 16 th Street
NW corridor; however the project limits follow these general boundaries: Eastern Avenue to the north,
H Street to the South, Georgia Avenue to the East, Beach Drive / Rock Creek Parkway to the West.
Study Needs
With the rising demand on the corridor, DDOT sought to identify intersection and corridor level
improvements that would meet peak direction and peak demand. The goal of the project is to develop
alternatives that could improve facilities for other modes while maintaining traffic operations. While the
study limits outlined above were considered, the core of the operations and safety analysis focused on
16 th Street NW from U Street to Arkansas Avenue. Higher level analysis of the various cross sections and
operations indicated that this section was a core piece of the study area. This section of 16 th Street NW
contains all three cross section types: raised median, reversible lane and 4-lane through lanes.
The development of preferred alternatives included identifying safety and facility needs for pedestrians
and bicyclists along the corridor. The project also identified intersection-level improvement for
pedestrian and bicycle comfort as well as traffic operations.
Crash data was pivotal in highlighting safety concerns and opportunities for each of the alternatives.
Safety data assessed the safety impacts of the reversible lane as well as safety opportunities for each
alternative.
Finally, the project sought to ensure all modifications would not impede neighborhood connectivity or
drastically alter character of neighborhood. The development of the alternatives strived to ensure all
recommended improvements enhanced neighborhood livability.
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Evaluation Criteria
An evaluation based on safety, mobility, community and feasibility was used to help understand the
impacts of potential alternatives. The safety and mobility categories evaluated the impacts of the
alternative on each mode, while the community and feasibility criteria evaluated the impacts on the
character of the area and whether construction and maintenance was realistic. d provides a
summary of each category and sub category for the evaluation criteria.
Table 1. Evaluation Criteria for Breakout Projects
Category (in bold)/ SubCriteria
Description
Safety Safe Passages are the top priority for DDOT as described in the DDOT Action Agenda.The goal is to work towards zero transportation-related fatalities and to annually
reduce injuries by 10%. As the modes most susceptible to injuries and fatalities,protection ought to be in place for bicycles and pedestrians.
Pedestrians Many aspects of the built environment along the corridor impact pedestrian safety.Factors that impact pedestrian safety as identified in the HSM 1includesegment type,operating speed, lighting, traffic volume, median width, and barriers.
Transit The safety of transit vehicles is a function of the level of friction with other users,particularly in the curbside through lane where transit vehicles mostly travel, and thenumber of maneuvers required for transit vehicles.
Automobiles Considerations for automobile safety include the presence and types of conflicts andrequired maneuvers for weaving, merging, and diverging. The HSM provides anapproach for evaluating roadway safety based on crash modification factors (CMFs)for treatments such as presence of left-turn lanes, on street parking, and medianwidth to enable a relative comparison across different alternatives.
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Category (in bold)/ SubCriteria
Description
Mobility for All Modes Mobility for all modes is an outcome of the Sustainable Living element of theDDOT Action Agenda. Sustainable Living speaks to the importance of effectivelyusing the existing transportation infrastructure and being cautious with planningdecisions that will influence mode choice among users. To the extent possible,walking should be prioritized for short (
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Section 3 Related Studies andCorridor Context
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Introduction
A number of transportation projects and studies have been undertaken within the study area in recent
years, each with a unique geographic scope and focus. The previous studies and documents provide
recommendations ranging from policies to
location-specific improvements. For example, the
DC Transportation Vision Plan is a high-level
policy document that identifies issues, goals,
performance measures, and tools but does not
address specific problem areas. The Districts
Pedestrian and Bicycle Master Plans identify
mode-specific issues by location within the study
area but do not address specific solutions,and the
Columbia Heights/Mount Pleasant Transportation
Study provides the greatest level of detail and
identifies site-specific solutions but only covers a limited portion of study area.
This report synthesizes findings and recommendations from multiple reports to develop a
comprehensive understanding of transportation needs and opportunities for improvement for the
entire study area across all modes.
Documents reviewed and summarized include the following:
DC Transit Alternatives Analysis
WMATA Priority Corridor NetworkStudy
Columbia Heights Transportation Study
Mount Pleasant Transportation Study
14th Street Transportation andStreetscape Study
15th Street NW Reconfiguration
K Street Centerway EA and PreliminaryEngineering
DC Transportation Vision Plan
Bicycle Master Plan
Pedestrian Master Plan
WMCOG Vision Plan
District of Columbia Strategic HighwaySafety Plan
WMATA Regional Bus Study
WMATA Guidelines for the Design andPlacement of Transit Stops
District of Columbia Transit FutureAlternatives Analysis
Zoning maps
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Figure 2 illustrates the areas covered by the above studies, with the exception of those that cover the
entire District of Columbia or the DC-MD-VA metro region. The area between M Street and Piney Branch
Parkway is the most heavily studied; while there have been limited studies in other parts of the corridor.
There have been few attempts to study the entire 16th Street corridor from a complete streets
perspective. Although many previous studies have considered all or part of 16th Street, there is a need
to synthesize the information provided by these studies and identify a cohesive set of solutions that can
be readily implemented.
Recommendations from Previous Studies
Recommendations are often replicated in multiple studies, especially when the study areas overlap. The
following table identifies the issues that exist on the 16 th Street corridor and how frequently each has
been identified. The matrix lists the recommendations that were found during the literature review by
mode and indicates which studies are associated with that recommendation. The solid circle indicatesthat the recommendation was specifically stated in the study, and the hollow circle indicates that the
general recommendations of the study provide implied support for a specific recommendation.
Table 2. Previous Project and Studies Recommendation SummaryTRAFFIC /PARKING
TRANSITPEDESTRIAN
/ BICYCLE
14 th St Transportation and Streetscape 15 th St Re-configuration 16 th St Metrobus Line Bicycle and Pedestrian Plan for National Capitol Brightwood Transportation Study Columbia Heights / Mt. Pleasant Study DC Bicycle Master Plan DC Neighborhood Circulation DC Pedestrian Master Plan DC Strategic Highway Safety Plan DC Transit Improvements DDOT Action Agenda
K Street Transitway Mount Pleasant Transportation Study TBP Vision 1998 WMATA Guidelines for Transit Stops WMATA Priority Corridor Study WMATA Regional Bus Study
- Recommendation made - Recommendation supported in principle
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16th St
13th StR St
KSt
B e a c
h D r
QSt
14th St
Georg ia A ve
5th St
M S
t
1st St
11th St
I S t
15th St
P S t
I r v i n g S t
18th St
U S
t
9th St
B l a i r R d
C o n n e c
t i c u t A v
e
7th St
6th St
P a r k
R d
3rd St
M i l i t a r y
R d
4 t h S t
O r e go n Av e
Aspen St
C o l u m b i a R d
LSt
North Capitol St
U p s h u r S t
12th St
K a n s a s A v e
21st St
22nd St
K e n n e d y S t
1 9th St
K l i n g l e R d
K a l m i a R d
U t a h A
v e
K e n y o
n S t
P o r t e r S t
P a r k P l
20th St F l o r i d a A v e
T i l d e n S t
H a r v a r d
S t
C a l v e r t S t
C o l o r a d o A v e
B r y a n t S t
A l a s k a A v e
T S t
28 th St
B r o a d B
r a n c h R
d
A r k a n s a s A v e
10th St
30 th St
I o w a A
v e
B l a g d e n A v e
N e w J e r s e y
A v e
R h o d e
I s l a n d A v e
I l l i n o i s
A v eS he rma n A ve
L i n
n e a n
A v e
P i n e y B r a n c h R d
23rd St
W a r d e r S t
S p r i n
g R d
W e s t e r n A v e
E a s t e
r n A v
e
EuclidSt
N e b r a s k a A v e
24th St
N e w
Y o r k A v e
R o c k C r e e k & P o t o m a c P k y
C a t h
e d r a l A
v e
M i c h i g a n A v e
R o c k C r e e k C h u r c h
R d
ButternutSt
P o r t a l D r
P i n e y B
r a n c h P k y
C h e s t n u t
S t
M o r r o w
D r
W is co ns in Av e
M a s s a c h u s e t t s A v e
C l e v e l
a n d A
v e
L o c u s t R d
M a c o m
b S t
W e b s t e r S t
AlbemarleSt
M o n r o e S
t
W a t e r
s i d e D
r
W e s t B e
a c h D r
Decatur St
h St
d St
e r s t a t e
6 6
P e n n s y l v a
n i a A v
e
27 th St
B a r r y P l
N e w H a m p s h i r e A v e
M o u n t P l e
a s a n t S t
A d a m s M i l l R d
V e r m o n t A v e
C e d a r S t
M i s s o u r i A v e
L a u r e l S t
W a lbr idge P l
M t V e r n o n
P l
G r a n t C i r
M a s s a c h u s e t t s
A v e
R h o d e I s l a n d A v
e
E a s t e
r n A v
e
N e w H a m p s h i r e A v e
3rd St
KSt
10th St
5 t h S t
17th St
5th St
5 t h S t
d St
North Capitol St E a s t
e r n A v e
V e r m o n t A v e
14th St
M i s
s o u r i A
v e
14th St
M a s s
a c h u
s e t t s
A v e
P a r k R d
N e w
Y o r k A v e
QSt
I S t
13th St
5th St
K e n n e
d y
S t
R S
t
K S
t
F l o r i d a A v e
E u c l i d S t
LSt
North Ca pi to l S t
ISt
ISt
F l o r i d
a A v
e
K a n s a s A v e
P S t
PSt
H a r v a r d
S t
7 t h S t
4th St
M St
E u c l i d S t
Street CenterlinesInterstate
Principal Arterial
Minor Arterial
Collector
Local
Study Areas14th Street Multimodal Transportation and Streetscape Design Study
15h Street Reconfiguration
DC Pedestrian Master Plan
16th Street Metrobus Line
Brightwood Transportation Study
Columbia Heights/Mount Pleasant Transportation Study
DC Neighborhood Circulation Study
K Street Transitway
Mount Pleasant Transportation Study
WMATA Priority Corridor Network Studyojfile\11066- 16thStreet NW Corridor Study\gis\MapTemplate\CorridorOverview_11x17_1100scale.mxd
0 1,100 2,200550Feet
. ProjectedStateplaneCoordinateSystem:MarylandFIPS 1900
BaseData Source: DCGIS
NoWarranties of any sort,including accuracy,fitnessormerchantabilityaccompanythis product.
Figure #: Corridor Overview K Street to Eastern Ave
1 inch = 2,167 feet
Literature Review
16th Street Corridor StudyWashington, D.C
Regional Location of
Corridor
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As indicated in Table 2, there is substantial overlap between recommendations in the previous studies.
However, none of the studies cover a comprehensive evaluation of the challenges and opportunities the
16th Street NW corridor faces. Many recommendations from the above studies pertain to areas on or
around the 16th Street NW Corridor. The following major themes summarize the findings of many of the
previous studies:
Several geometrically complex intersections along the corridor call for reconfiguration and
face operational issues. These intersections include:
o 16 th Street NW/Columbia Road/Harvard Street o 16 th Street NW/15 th Street/Irving Street o 16 th Street NW/Park Road/Pine Street o 16 th Street NW/U Street/New Hampshire Avenue
Elimination or modification of the reversible lane.
General improvements to pedestrian facilities and specific improvements to intersectionsidentified as unsafe for pedestrians as identified by the Districts Pedestrian Master Plan.
Maintenance of pavement markings, signs and signal heads.
Addition of bicycle facilities.
Evaluation and improvement of bus stop placement and amenities.
Evaluation of need for increased transit service in the peak hours.
The themes and recommendations from previous studies are consistent and many overlap each other.
Based on the above findings, the project team identified seven breakout projects to focus theoperations analysis. These breakout projects included:
Breakout Project #1: Reversible Lane Segment
Breakout Project #2: 16 th Street NW/Columbia Road NW/Harvard Road NW
Breakout Project #3: 16 th Street NW/15 th Street NW/Irving Street
Breakout Project #4: 16 th Street NW/Park Road
Breakout Project #5: 16 th Street NW/Arkansas Avenue
Breakout Project #6: 16th
Street NW/Colorado Avenue/Blagden Avenue Breakout project #7: North End Parking
Each of these breakout projects is located within a 1.5 mile subsection of 16 th Street NW between U
Street and Arkansas Avenue. The operations analysis for the project focuses on the corridor within this
subsection. Table 3 provides a summary of the breakout project descriptions and Figure 3 provides a
map of the break out project locations.
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Table 3. Summary of Break -Out Project Descriptions
Reference Name Description
Modal Issue Addressed
Auto Transit Peds Bicycles
S a f e t y
O p e r a t i o n s
C i r c u l a t i o n
T r a f
f i c C a
l m i n g
P a r k i n g
C a p a c i t y
Q u a
l i t y o f S e r v i c e
S t o p s / W a i t i n g A r e a s
S a f e t y
F a c i
l i t y C o n t i n u i t y
S a f e t y
C r o s s i n g s
F a c i
l i t y C o n t i n u i t y
1
R e v e r s i b
l e L a n e
S e g m e n t
The objective this breakout project is to conduct a detailed operational analysis of alternative typical sections for this section of thecorridor. Concerns have been documented in previous studies about the reversible lane and more specifically, whether or not that spacecould be better used as a transit lane, on-street parking or for boulevard medians. The impact of the addition of a northbound left turnlane onto Park Road will be incorporated in the evaluation. The outcome of this project will influence the other intersection projects inthis corridor (#2-5).
X X X X X X X X
2
C o l u m
b i a -
H a r v a r d
The objective of this breakout project is to develop alternative concepts that normalize intersection geometry, reduce pavement area
and improve users comfort and safety. The breakout project will evaluate how these intersections jointly function for autos, bicycles,pedestrians and transit. The combined operations at these four intersections are interrelated due to the proximity to one another andirregular geometric elements resulting from skewed approaches.
X X X X X X x
3
1 5 t h
/ 1 6 t
h
/ I r v i n g This project addresses the joint intersection of 15th Street, 16th Street and Irving Street. There are deficiencies related to lane balance,
merging movements, pedestrian signal timing (between both intersections), on-street parking on Irving Street and bus stop waitingareas. Alternative design concepts will be developed and evaluated to address deficiencies within the current ROW.
X X X X X X x
4
P a r k R o a d The northbound left turn onto Park Road is currently accommodated with a right hand diverge that makes a jug-handle turn, although
DDOT has plans to implement a separate left-turn lane at this location. The diverging turn creates a queuing issue on the westboundapproach of Park Road. Additionally, there are opportunities to improve the pedestrian crossing of Pine Street which is currently alengthy crossing at a shallow angle.
X X X x
5
A r k a n s a s A v e n u e
The intersection of 16th Street and Arkansas Avenue has a high-speed downhill right turn movement creating an uncomfortable andpotentially unsafe pedestrian crossing. A popular pedestrian route, indicated by a well beaten foot path in the grass, is not served bysidewalks on the south side of Arkansas. The safety concerns for pedestrians are exacerbated by limited sight distance for approachingright-turning vehicles for crossing pedestrians.
X X X X X X
6
B l a g
d e n / C o
l o r a
d o
This project will assess what measures can be used to discourage cut-through traffic by using traffic calming treatments. Instead of making a dog-leg maneuver through two signals, motorists continue southwest on Colorado Avenue and then get onto Blagden Avenueby making the two turns in a residential neighborhood.
X X
7
N o r t h E n
d P a r k i n g
Local residents have indicated a desire to restrict parking during the weekend due to congestion along the corridor yet there is a highdemand for parking at certain of the weekend particularly related to church activity. This project will qualitatively assess the parkingdemand and availability on the north end of the 16th Street corridor and evaluate the feasibility of making adjustments to the parkingrestrictions.
X X
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16TH ST
14TH ST
13TH ST
K A L M I A R D
C O L O R A D O A V E
B E A C H D R
M I L I T A R Y R D
A L A S K A A V E E A
S T E R
N A V
E
ASPEN ST
I O W A A
V E
P O R T A L D R
B L A G D E N A V E M O R R O W D R
L O C U S T R D
K E N N E D Y S T
DECATUR ST
VAN BUREN ST
N O R T H P O R T A L D R
C R I T T E N D E N S T
1 7 T H
S T
B E A C
H D R
4TH ST
14TH ST
13TH ST
IRIS ST
JUNIPER ST
M A I N D R
J O Y C E R D
1 7 T H S
T
L U Z O N A V E
J O N Q U I L S T
BUCHANAN ST
FLORALST
MADISON ST
P I N E Y B R A N C H R D
GALLATIN ST
L E E
G A T
E R D
M I S S O U R I A V E
MONTAGUE ST
HEMLOCK ST
EMERSON ST
LONGFELLOW ST
HAMILTON ST
GERANIUM ST
SOMERSET PL
DAHLIAST
R E D W O O D T E R
O R C H I D S T
UNDERWOOD ST
DELAFIELD PL
FERN ST
INGRAHAM ST
R I T T E N H O U S E S T
T U C K E R M A N S T
1 3 T H P L
M A N
C H E S
T E R L N
A S P E N D R
F O R T S T E V E N S
D R
S H E R R I L L D R
B L A G D E N T E R
C O L O R A D O A V E
H O L L Y
S T
M Y R T L E S
T
FARRAGUTST
S Y C AM O R E S
JEFFERSON ST
R O X A N N A R D
WHITTIER ST
N O R T H G A T E R D
P R I M
R O S E
R D
TEWKESBURYPL
P O P L A R L N
1 5 T H P L
15TH ST
G Y L E T E R
K E N N
E D Y P L
1 4 T H P L
O G L E T H O R P E S T
R O S S D R
WHITTIER PL
15TH ST
H ST
HOLLY ST
M A D I S O N
S T
13TH PL
13TH ST
P R I M R O S E R D
17 T H ST
R O X A
N N A R
D
Legend
Study Roadway
Street Centerlines
Interstate
Principal Arterial
Minor Arterial
Collector
Local
e\11066 - 16thStreet NW Corridor Study\gis\Map Figures\DataCollectionPlan_C orridorOverview_11x17_1100scale.mxd
0 1,100 2,200550Feet
. Projected StateplaneCoordinate System:
Maryland FIPS 1900Base Data Source:DC GIS
No Warrantes of any sort, including accuracy, tness or merchantabilityaccompanythis product.
Corridor Project Lo catonsK Street to Eastern Avenue
1 inch = 1,100 feet
Regional Loca ton of
Corridor
16TH ST
14TH ST
15TH ST
I ST
18TH ST
LST
K ST
RST
Q STP
ST
UST
P A R K
R D
C O L U M B I A
R D
A R K A N S A S A V E
N E W H A M P S H I R E A V E
F L O R I D A A V E
S P R I N G
R D
H A R V A R D S T
P I N E Y B R A N C
H P K Y
C O N N
E C T I C U
T A V E
B L A G D E
F U L L E R S T
M O U N T P
L E A S A N T
S T
17TH ST
V E R M O N T A V E
M O N R O E S T E
U C L I D S T
17TH ST
14TH ST
E U C L I D S T
M ST
H A R V A R D S T
15TH ST
E U C L I D S T
TST
S ST
V ST
17 TH ST
W ST
15TH ST N E
W T O
N S T
CORCORAN ST
18TH ST
O S
TWEBSTER ST
BUCHANAN ST
O N T A R IO R D
L A N I E R P L
UPSHUR ST
HOLMEAD PL
A R G Y L E T E R
O G D E
N S T
SHEPHERD ST
H O B A R T S T
S W A N N S T
M E R
I D I A N P L
P E R R Y
P L
C H A M P L A I N
S T
H IA T T P L
CHURCH ST
C H A P I N S T
O T I S
P L
B R O W N S T
M O Z A R T P L
S U M M I T
P L
S P R I N G P L
O A K S T
G I R A R D
S T
B E L M O N T S T
RIGGS ST
RANDOLPH ST
C L I F T O N S T
C R E S C E N T P L
M OUNT PL EASA NT ST
K A L O R A M
A R D
Q U I N C Y S T
D E
S A L E S
S T
B E E K
M A N
P L
FAIRMONT ST
I N G L
E S I D
E T E
R
Q U A R R Y
R D
C RE S TW O OD D R
O A K W O O D T E R
C L I F T O N S T
B E L M O N T S
T
SWANN ST
N ST
G I R A R D S T
BELMONT ST O
T I S P L
M O N R O
E S T
17TH ST
O A K S T
SHEPHERD ST
TAYLOR ST
1 7 T H S T
18 T H S T
O N T A
R I O
R D
CHURCH ST
Breakout Project Locatons
16th Street Corridor StudyWashington, D.C
DECEMBER 3, 2010
6
2 3 4 51
Breakout Project Locations
3
1 2
(1) Reversible Lane Segment (4) Park Road(2) Columbia-Harvard Intersection (5) Arkansas Avenue(3) 15th/16th/ Irving Street (6) Blagden-Colorado
Coordination Efforts(1) U Street Reconstruction(2) Spring Place HAWK(3) Walter Reed BRAC Relocation(4) Parking Consistency Along Corridor (Not Shown)
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Section 4 Existing Conditions
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Introduction
As outlined in the previous section, the focus of the operations analysis is on the subset area between
Arkansas Avenue and U Street. due to the complexity of the challenges and areas this corridor traverses
and the location of breakout projects identified from previous studies, the existing conditions analysis
contained in this report focuses on the 16 th Street NW Corridor from U Street to Arkansas Avenue as a
representative sub-section of the whole corridor.
Breakout Project #1: Reversible Lane Segment
Breakout Project #2: 16 th Street NW/Columbia Road NW/Harvard Road NW
Breakout Project #3: 16 th Street NW/15 th Street NW/Irving Street
Breakout Project #4: 16 th Street NW/Park Road
Breakout Project #5: 16 th Street NW/Arkansas Avenue
Breakout Project #6: 16 th Street NW/Colorado Avenue/Blagden Avenue
Breakout project #7: North End Parking
Roadway Cross Section
The cross section of 16th Street varies between four lanes with peak hour on-street parking restrictions
(one travel lane per direction during off-peak periods with adjacent on-street parking), five lanes with
on-street parking on one side (two travel lanes per direction), five lanes with a reversible lane and peak
hour on-street parking restrictions (two to three lanes per direction), and six-lanes with on-street
parking (two travel lanes per direction).
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16TH ST
B E A C
H D R
1 3 T H
S T
1 4 T H
S T
P A R K R
D
M I L I T A
R Y R D
I R V I N G S T
W I S E R D
1 5 T H
S T
B L A G
D E N
A V E
C O L U
M B I A
R D
C O L O
R A D O
A V E
A R K A
N S A S
A V E
A L A S
K A A V E
C A L V E R T S T
A S P E N S T
I O W A A
V E
S P R I N G R D
U P S H U R S T
M O R R O W
D R
K L I N G L E R D
H A R V A R D S T
K E N N E D Y S T
V A N B U R E N S T
D E C A T U R S T
C A T
H E D
R A
L A V
E
A D A M
S M I L L
R D
C R I T T E N D E N S T
M O
U N T P L E
A S A
N T S
T
K E N Y O N S T
E U C LID S T
1 7 T
H S T
A D A M
S M I L
L R D
H A R V A R D S T
1 4 T H
S T
H:\projfile\11066 - 16th Street N W Corridor Study\gis\Map Figures\Figure4_LitReview_StudyAreas_11x17_2200scale.mxd
.3
4
Data collected between September 27 and October 3, 2010.
2
Full Corridor Overview of Cross Sections:K Street to Eastern Ave
Projected StateplaneCoordinate System: Maryland FIPS 1900Base Data Source: DC GIS
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