1st place & galloway street ne - appendix a

Appendix A: Existing Conditions Report

1st Place and Galloway Street, NE Washington DC Transportation Access Study and Improvement Plan

PREPARED BY Toole Design Group LLC and Sabra Wang and Associates INC

FOR District Department of Transportation, Washington DC

EXISTING CONDITIONS REPORT

MARCH 2010

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TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................................................................. 2

LIST OF TABLES ........................................................................................................................................................... 7

LIST OF FIGURES......................................................................................................................................................... 8

INTRODUCTION.......................................................................................................................................................... 10

GENERAL CONTEXT .................................................................................................................................................. 11

COMMUNITY INVOLVEMENT .................................................................................................................................... 14

Summary of First Public Meeting ............................................................................................................................. 14

GENERAL ROADWAY, PEDESTRIAN AND BICYCLE INVENTORY ......................................................................... 16

1st Place and Galloway Street, NE Corridor Overview ................................................................................................ 16

General Roadway Characteristics ........................................................................................................................... 16

Lane Use & Traffic Control .................................................................................................................................. 16

Utilities ................................................................................................................................................................. 17

Drainage Conditions/Topography ........................................................................................................................ 17

Parking ................................................................................................................................................................ 17

Pedestrian and Bicycle ............................................................................................................................................ 18

Riggs Road Facilities ................................................................................................................................................... 23

Cross Section A – Riggs Road - west leg of intersection with 1st Place, NE ........................................................... 23

Roadway ............................................................................................................................................................. 23

Pedestrians ......................................................................................................................................................... 23

Bicycle Level of Service - Eastbound .................................................................................................................. 24

Bicycle Level of Service - Westbound ................................................................................................................. 24

Cross Section B – Riggs Road - east leg of intersection with 1st Place, NE ........................................................... 24

Roadway ............................................................................................................................................................. 24

Pedestrians ......................................................................................................................................................... 24



1st Place, NE Facilities ................................................................................................................................................ 28

Cross Section C – 1st Place, NE - south leg of intersection with Riggs Road ......................................................... 28

Roadway ............................................................................................................................................................. 28

Pedestrians ......................................................................................................................................................... 28

Bicycle Level of Service - Northbound................................................................................................................. 30

Bicycle Level of Service - Southbound ................................................................................................................ 30

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Cross Section D – 1st Place, NE - outside WMATA Metro Police Station ............................................................... 32

Roadway ............................................................................................................................................................. 32

Pedestrians ......................................................................................................................................................... 32

Bicycle Level of Service – Northbound & Southbound ........................................................................................ 32

Cross Section E – 1st Place, NE - entrance to WMATA Park-and-Ride Lot ............................................................ 34

Roadway ............................................................................................................................................................. 34

Pedestrians ......................................................................................................................................................... 34

Bicycle Level of Service - Northbound................................................................................................................. 36

Bicycle Level of Service - Southbound ................................................................................................................ 36

Cross Section F – intersection of 1st Place & Galloway Street, NE - beginning of Fort Totten Metrorail Station bus access lane .............................................................................................................................................................. 38

Roadway ............................................................................................................................................................. 38

Pedestrians ......................................................................................................................................................... 38



Galloway Street, NE Facilities ...................................................................................................................................... 41

Cross Section G – Galloway Street, NE - under railroad tracks .............................................................................. 41

Roadway ............................................................................................................................................................. 41

Pedestrians ......................................................................................................................................................... 41



Cross Section H – Galloway Street, NE - Adjacent to Kiss-and-Ride Lot ................................................................ 44

Roadway ............................................................................................................................................................. 44

Pedestrians ......................................................................................................................................................... 44

Bicycle Level of Service – Eastbound & Westbound ........................................................................................... 45

Cross Section I – Galloway Street, NE .................................................................................................................... 47

Roadway ............................................................................................................................................................. 47

Pedestrians ......................................................................................................................................................... 47



South Dakota Avenue Facilities ................................................................................................................................... 50

Cross Sections J & K – South Dakota Avenue at Galloway Street, NE ................................................................... 50

Roadway ............................................................................................................................................................. 50

Pedestrians ......................................................................................................................................................... 50

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Bicycle Level of Service – Northbound & Southbound ........................................................................................ 51

Traffic Control, Restrictions and Regulations ........................................................................................................... 54

Transit ...................................................................................................................................................................... 55

Transit Routes and Services ............................................................................................................................... 55

Transit Stop Amenities ............................................................................................................................................. 56

Issues and Observation With Respect to Transit Operations .............................................................................. 57

DATA COLLECTION AND TRAFIC MODEL DEVELOPMENT ................................................................................... 58

Roadway Geometrics .............................................................................................................................................. 58

Traffic Volumes ........................................................................................................................................................ 58

Signal Timing and Phasing ...................................................................................................................................... 67

Model Validation ...................................................................................................................................................... 67

Observation of Vehicular Traffic Operations ............................................................................................................ 69

A AM Peak Period ................................................................................................................................................... 69

A PM Peak Period M Peak Period ........................................................................................................................... 69

Transit ...................................................................................................................................................................... 70

EXISTING VEHICULAR LEVEL OF SERVICE ............................................................................................................ 72

Commuter Traffic ..................................................................................................................................................... 72

Intersection Capacity and Level of Service ......................................................................................................... 72

Arterial Level of Service ...................................................................................................................................... 73

Conflict Points .......................................................................................................................................................... 77

Crash Analysis ......................................................................................................................................................... 79

Crash History ....................................................................................................................................................... 79

Data Summary for Riggs Rd at South Dakota Ave .............................................................................................. 79

Analysis of data for Riggs Rd at South Dakota Ave ............................................................................................ 80

Data Summary for Riggs Rd at 1st Pl.................................................................................................................. 80

Analysis of data for Riggs Rd at 1st Pl ................................................................................................................ 81

Data Summary for South Dakota Ave at Galloway St ......................................................................................... 81

Analysis of data for South Dakota Ave at Galloway St ........................................................................................ 81

MODE SPLITS ............................................................................................................................................................. 83

Cordon Line ............................................................................................................................................................. 83

REVIEW OF EXISTING PLANS & PROPOSED DEVELOPMENTS ........................................................................... 85

Local Planning Studies and Designs ....................................................................................................................... 85

Private Developments .............................................................................................................................................. 85

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Planning and Design Guidance Documents ............................................................................................................ 85

Local Planning Studies and Designs ....................................................................................................................... 87

DCOP – Riggs Road and South Dakota Avenue Area Development Plan (March 2009) ................................... 87

Summary ............................................................................................................................................................. 87

Relevance to this study ....................................................................................................................................... 87

Specific Facility Recommendations ..................................................................................................................... 88

ULI-TAP Report - Fort Totten Metro Station: Maximizing Potential for TOD (March 2009) ................................. 89

Summary ............................................................................................................................................................. 89


Facility Recommendations .................................................................................................................................. 89

DDOT – Rehabilitation of Riggs Road and South Dakota Avenue NE Intersection ............................................ 93

Summary ............................................................................................................................................................. 93


DDOT – South Dakota Avenue Transportation and Streetscape Study (June 2007) .......................................... 94

Summary ............................................................................................................................................................. 94



DDOT – Metropolitan Branch Trail Design Concept Plan (2005) ........................................................................ 98

Summary ............................................................................................................................................................. 98



Proposed Private Development Projects ................................................................................................................. 99

Fort Totten Station Luxury Apartments (Clark Realty) ....................................................................................... 101

Art Place and Shops at Fort Totten (Morris and Gwendolyn Cafritz Foundation) .............................................. 102

The Dakotas/Fort Totten Square (Lowe Enterprises and Jacksophie Development, et al) ............................... 103

WMATA Fort Totten Metrorail Station Park & Ride/Kiss & Ride redevelopment ............................................... 104

Emerson Park Townhomes (K. Hovanian Homes) ............................................................................................ 104

Future Development Summary Table .................................................................................................................... 105

Planning and Design Guidance Documents .......................................................................................................... 106

DDOT – Washington DC Pedestrian Master Plan and Design Guidelines (May 2008) ..................................... 106

Summary ........................................................................................................................................................... 106

Relevance to this study ..................................................................................................................................... 106

DDOT – Washington DC Bicycle Master Plan (April 2005) and Design Guidelines (December 2006) ............. 106

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Summary ........................................................................................................................................................... 106


DDOT – Transit Alternatives Analysis (DCAA) “DC’s Transit Future” (December 2007) ................................... 107

Summary ........................................................................................................................................................... 107


Summary ........................................................................................................................................................... 107


Summary ........................................................................................................................................................... 108


Summary ........................................................................................................................................................... 108


TCRP Report 19 – Guidelines for the Location and Design of Bus Stops (1996) ............................................. 108

Summary ........................................................................................................................................................... 108


Summary ........................................................................................................................................................... 109


TCRP Synthesis 62 – Integration of Bicycles and Transit (October 2005) ........................................................ 109

Summary ........................................................................................................................................................... 109


Summary ........................................................................................................................................................... 110


Easter Seals-Project Action: Accessible Pathways to Bus Stops, Transit Facilities: A Process Guide ............. 110

Summary ........................................................................................................................................................... 110


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LIST OF TABLES Table 1: Bicycle Level of Service ................................................................................................................................. 21 Table 2: Existing Transit Routes, Destination and Schedule ....................................................................................... 56 Table 3: SYNCHRO and SIMTRAFFIC parameters .................................................................................................... 68 Table 4: Summary of Observation during AM and PM Peak Periods........................................................................... 69 Table 5: Bus route destination, bus bay utilization and passenger boarding/alighting ................................................. 71 Table 6: Existing Condition Intersections Level of Services [AM (PM)] ...................................................................... 73 Table 7: Existing Condition Corridor Level of Service .................................................................................................. 74 Table 8: AM and PM Peak Hour Mode Split Comparison by Study Intersections ........................................................ 83 Table 9: Future Development Summary Table .......................................................................................................... 106

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LIST OF FIGURES Figure 1: 100 lb Parrot Gun – Fort Totten (1865) ......................................................................................................... 11 Figure 2: Showing the Study Area and Street Network ................................................................................................ 13 Figure 3: Screenshot of stakeholder input uploaded to the interactive online map established for the project at: http://www.communitywalk.com/forttotten .................................................................................................................... 15 Figure 4: Pedestrian Facility Inventory Needs Map ...................................................................................................... 19 Figure 5: Cross Section Key Map ................................................................................................................................ 22 Figure 6: Looking northeast from the property at the southwest corner of the intersection of Riggs Road and 1st Place. Note the inconsistent sidewalk layout and non-conforming curb ramps. ........................................................... 23 Figure 7: Looking north at the crosswalk across Riggs Road on the east side of 1st Place, NE. Note the uneven pavement surface and worn crosswalk pavement markings. ....................................................................................... 25 Figure 8: Cross Section – Riggs A ............................................................................................................................... 26 Figure 9: Cross Section – Riggs B ............................................................................................................................... 27 Figure 10: Looking north from the east side of 1st Place, NE towards Riggs Road. Note the damaged pavement and missing sidewalk at the intersection. ............................................................................................................................ 28 Figure 11: Looking south at the east side of 1st Place, NE from Riggs Road. Note the fire hydrant and missing sidewalk. ...................................................................................................................................................................... 29 Figure 12: Looking south at the east side of 1st Place, NE. Note the multiple parking spaces with direct and continuous access across the sidewalk and inconsistent or undesignated sidewalk surfaces. ................................... 30 Figure 13: Cross Section – 1st Place C ....................................................................................................................... 31 Figure 14: Looking south from the west side of 1st Place, NE. Note the pavement surface and generally consistent sidewalks. .................................................................................................................................................................... 32 Figure 15: Cross Section – 1st Place D ....................................................................................................................... 33 Figure 16: Looking south at the east side of 1st Place, NE at Ingraham Street NE. Note the unusual bend in the striped crosswalk and the approaching dedicated right-turn lane off of northbound 1st Place, NE. The paved pathway from the west meets 1st Place, NE on the right of this image. ..................................................................................... 34 Figure 17: Looking south at the east side of 1st Place, NE along the WMATA Park-and-Ride lot. Note the continuous head-in parking spaces that overhang the sidewalk. ................................................................................................... 35 Figure 18: Cross Section – 1st Place E ....................................................................................................................... 37 Figure 19: Looking southeast from the north side of Galloway Street towards the station entrance. Note the wide pavement area without a direct or protected pedestrian route to the station entrance. The station’s bike lockers can be seen on the pedestrian plaza area. ......................................................................................................................... 38 Figure 20: Cross Section – 1st Place F ........................................................................................................................ 40 Figure 21: Looking east at the configuration of Galloway Street as it passes under the railroad bridge. Note the darkened conditions under the railroad tracks for approaching vehicles...................................................................... 41 Figure 22: Looking south at the east side of 1st Place, NE at Riggs Road. Note the use of temporary barriers and signage, lack of aesthetic treatments, and police vehicle parked on the pedestrian plaza area. ................................. 42 Figure 23: Cross Section – Galloway Street G............................................................................................................. 43 Figure 24: Looking west down Galloway Street, NE from 3rd Street NE. Note the new sidewalk with light pole obstructions on the north side and vegetated strips causing the discontinuous sidewalk in the buffer area on the south side. .................................................................................................................................................................... 44

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Figure 25: Looking east to Galloway Street, NE the lane(s) that exit the bus access lane and Kiss-and-Ride lot heading eastbound. Note the new sidewalk on the opposite side of Galloway Street, missing sidewalk and crosswalk on the near side, and confusing dual turn arrow onto a two-way section of roadway. ................................................. 45 Figure 26: Cross Section – Galloway Street H ............................................................................................................. 46 Figure 27: Looking east at the south side of Galloway Street as leaving the station area. Note the dirt social trail and pedestrian crossing the street mid-block. ..................................................................................................................... 47 Figure 28: Looking east at the south side of Galloway Street where one of the several dirt social paths diverges to the south across the National Park Service property. ........................................................................................................ 48 Figure 29: Cross Section – Galloway Street I .............................................................................................................. 49 Figure 30: Looking south across Galloway Street along the west side of South Dakota Avenue. Note the diagonal crosswalk that increases crossing distance for pedestrians. ........................................................................................ 50 Figure 31: Cross Section – Galloway Street J.............................................................................................................. 52 Figure 32: Cross Section – Galloway Street K ............................................................................................................. 53 Figure 33: Figure Showing Existing Average Daily Traffic on Studies Roadways ........................................................ 59 Figure 34: Figure Showing Existing Vehicular AM Peak Volumes ............................................................................... 60 Figure 35: Figure Showing Existing Vehicular PM Peak Volumes ............................................................................... 60 Figure 36: Existing AM Peak Pedestrian Volumes ....................................................................................................... 61 Figure 37: PM Peak Pedestrian Volumes .................................................................................................................... 62 Figure 38: AM Peak Bicycle Volume ............................................................................................................................ 63 Figure 39: PM Peak Bicycle Volumes .......................................................................................................................... 64 Figure 40: AM Peak Bus Volumes ............................................................................................................................... 65 Figure 41: PM Peak Bus Volumes ............................................................................................................................... 66 Figure 42: Modal Access Distribution ........................................................................................................................... 70 Figure 43: AM Peak Vehicular Level of Service ........................................................................................................... 75 Figure 44: PM Peak Vehicular Level of Service ........................................................................................................... 76 Figure 45: Conflict Map (General) ................................................................................................................................ 78 Figure 46: Crash Diagram ............................................................................................................................................ 82 Figure 47: Summary of AM Peak Hour Inbound Cordon Line Volumes ....................................................................... 84 Figure 48: Summary of PM Peak Hour Outbound Cordon Line Volumes .................................................................... 84 Figure 49: Plan’s Vision for long-term redevelopment at the Riggs Road/South Dakota Ave Intersection .................. 88 Figure 50: ULI Opportunity Area .................................................................................................................................. 90 Figure 51: ULI vision for station area ........................................................................................................................... 91 Figure 52: ULI Vision for WMATA parcels ................................................................................................................... 92 Figure 53: Facility Recommendations .......................................................................................................................... 93 Figure 54: Proposed improvements for Kennedy, Jefferson, and Ingraham Streets .................................................... 95 Figure 55Proposed improvements for Hamilton and Galloway Streets ........................................................................ 96 Figure 56 Proposed improvements for Gallatin Street and Farragut Place .................................................................. 97 Figure 57: Proposed Metropolitan Branch Trail............................................................................................................ 99 Figure 58: Development projects in the vicinity of Fort Totten Metro Station ............................................................. 100 Figure 59: Site plan for Fort Totten Station ................................................................................................................ 101 Figure 60: Site plan for Art Place and Shops at Fort Totten ....................................................................................... 102 Figure 61: Looking south at the future site of The Dakotas ........................................................................................ 103

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INTRODUCTION This project was commissioned by the District Department of Transportation (DDOT) in the fall of 2009 and is termed

the 1st Place and Galloway Street, NE Transportation Access Study and Improvement Plan. This Existing Conditions

Report is a part portion of the said study. This project seeks to improve access and circulation for the confluence of

pedestrians, bicyclists, buses, and vehicles at the Fort Totten Metrorail station and through a study area that

generally includes roadways and paths within ½ mile of the Metrorail station. There are several significant changes

coming to the area, including a planned reconfiguration of the Riggs Road/South Dakota intersection and several

major real estate developments in various stages of planning and construction in the immediate vicinity that will

significantly increase residential and commercial densities. These and other projects underscore the need to provide

safe and efficient multimodal traffic circulation in the project study area. The primary goal of the project is to improve

circulation so all modes can safely access and navigate the station area as the surrounding neighborhood evolves

and increases the demand for the use of the Fort Totten Metrorail station. In particular, this project will study

redesigning 1st Place and Galloway Street, NE to improve multimodal functionality and area circulation, while also

providing key planning strategies to better connect the surrounding neighborhood to the Fort Totten Metrorail station.

The findings in this existing conditions report are based on field observations, review of past studies and

consideration of the public comments. Several data collection methods and other strategies were used to gather the

public’s input. In particular, the use of the project’s website, a ‘CommunityWalk website’, several field visits and an

open house event. Highlights from this public input are summarized later in this report.

This report is organized as follows:

Introduction

General Context

Community Involvement

General Roadway, Pedestrian and Inventory

Traffic Control, Restriction and Regulations

Transit

Data Collection and Traffic Model

Development

Existing Vehicular Levels of Service

Model Splits

Existing Plans and Proposed Developments

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GENERAL CONTEXT

The project study area is located in northeast Washington, DC

on the border the Lamond-Riggs and Michigan Park

neighborhoods and is centered on the Fort Totten Metrorail

Station. The primary focus is on 1st Place and Galloway Street,

NE Washington DC. Figure 2 shows the study area, street

network, study intersections and traffic control. There are a

number of different land uses within convenient walking and

bicycling distance of the Fort Totten Metrorail Station. Current

development in the area is a mix of light industrial, heavy

industrial, moderate density residential development,

educational/institutional, and the site of Fort Totten (part of the Fort Circle Parks that are relics of the city’s Civil War

era fortification system managed under the Civil War Defenses of Washington unit of the National Park Service)

Both the CSX freight railroad line and the Metrorail Red Line run north-south through the study area. The two

systems run on parallel tracks that are located on an elevated embankment, and cross Galloway St NE and Riggs Rd

NE above grade. The Fort Totten Metrorail Station is also a transfer point to Metrorail Green and Yellow Lines, which

traverse the site underground east-west.

Industrial uses are a combination of light manufacturing such as printing, auto repair, and the Food and Friends

facility that delivers meals to people around the greater Washington DC Region. Heavy industrial uses include a

concrete manufacturing plant located south of the Fort Totten Metrorail Station and the Fort Totten Waste Transfer

Station both located south of the Fort Totten Metrorail Station on the west side of the tracks.

Residential development is a combination of older garden apartments, single family detached and attached housing

and two newer developments: Fort Totten Station Luxury Apartments (308 apartment units) located directly across

Galloway Street, NE from the Metrorail station entrance, and Emerson Park (75 townhomes) located south of the

Metrorail station on Emerson Street NE. There are several planned and potential residential and mixed use

developments that are described elsewhere in this report.

The former Backus Middle School and Recreation center lie to the east of the Metrorail station. The University of the

District of Columbia (UDC) has interest in occupying the site. LaSalle Elementary School and the Riggs Road

Playground are located off of Riggs Road on the eastern limits of the study area. The Community Academy Public

Charter School is located to the west of 1st Place, NE on Riggs Road. In addition, there are several smaller

Figure 1: 100 lb Parrot Gun – Fort Totten (1865)

Source: Library of Congress

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churches, labor union halls and other institutional uses. The Lamond Riggs Library is located at the intersection of

South Dakota Avenue and Kennedy Street NE.

NPS Fort Circle Parks land borders 1st Place and Galloway Street, NE for much of their length and continues to the

north and east of the study area. The Park is largely unimproved, although there is a paved and illuminated trail

connecting1st Place, NE and Rock Creek Church Road and there are several unimproved paths that connect

between Galloway Street, NE and Gallatin Street NE. The Keene Recreation Center (natural area) abuts the

National Park property between 1st Place and Rock Creek Church road and is home to a large community garden

that serves gardeners from around the District.

Much of the travel environment reflects the area’s industrial past. Many of the routes that pedestrians, bicyclists,

drivers and bus passengers travel on through the area feature buildings with windowless facades (or the windows are

covered), surface parking lots, and few street trees. Along 1st Place, NE, several of the buildings on the west side of

corridor appear vacant or infrequently occupied. This creates an environment where people, especially pedestrians

and bicyclists who are not in vehicles, may feel uncomfortable due to the lack of visual engagement with building

occupants. The relatively poor condition of much of the infrastructure, including roadway and sidewalk pavement,

striping, signage, lighting and signals, and street trees further contributes to the perception of neglect. During a

community meeting in November 2009, many commented that the dimly lit pedestrian pathway connecting 1st Place,

NE and Rock Creek Church Road NE creates a sense of vulnerability, especially at night. This perception is

underscored by the frequent presence of Metropolitan Police Department or National Park Service police vehicle

stationed mid way along the path between the two end points.

The travel environment along Galloway Street, NE is somewhat more appealing, due to the proximity of the

residential properties on the north side of the roadway and the natural area to the south. However, the existing

lighting is fairly dim, which may foster a sense of vulnerability to people traveling through the area after dark. The

informal pathways on the south side of Galloway Street, NE are unlighted, heavily rutted and muddy when wet.

The Metrorail station itself has a fairly utilitarian presence, and does not create a very welcoming pedestrian and

bicycle environment. The iron trusses that carry the CSX freight line and Metrorail red line across Galloway Street,

NE create an imposing façade for the Metrorail station. Once underneath the railroad bridge spans, the dim lighting

(even during daytime), litter and droppings from birds roosting in the bridge structure creates a somber and uninviting

atmosphere. This same effect is present at the railroad/Metrorail bridge crossing at Riggs Road NE. In this location,

narrow sidewalks that are in relatively poor condition along with high speeds and volumes of vehicle traffic detract

from the non-motorized travelers’ experience.

Riggs

Rd

Chillum Pl

North

Cap

itol S

t

Galloway St

Fort Totten Dr

Kennedy St1st S

t

Hamilton St

South Dakota Ave

Blair Rd

4th St

Hawaii Ave

Jefferson St

Farragut St

Bates Rd

1st P

l

6th Pl

Gallatin St

3rd St

7th St

Allison St 6th S

tEmerson St

Decatur St

Longfellow StNicholson St

8th St

Delafield St

Madison St

New H

ampsh

ire Av

e

5th St

Faraday Pl

7th P

l

2nd St

Ingraham St

Farragut Pl

Clerm

ont D

r

Ava Way

Oglethorpe St

Buchanan St

Webster St

John Mccormack Rd

Crittenden St

Puert

o Rico

Ave

Ava Cir

Decatur Pl

6th P

l

Crittenden St

Buchanan St

6th P

l

8th St

1st S

t

Gallatin St

Ingraham St

7th S

t

Kennedy St

6th St

4th St

6th S

t

8th S

t

Madison St

Farragut St

Farragut Pl

1st P

l

Hamilton St

8th S

t

3rd St

Allison St

Jefferson St

Fort Totten

Metrorail Station

Metro RailBuildingNational Park Service Land

0 440 880Feet

1st Place and Galloway Street NE Transportation Access Study and Improvement PlanNo warranties of any sort, includingaccuracy, fitness or merchantability,accompany this product.

DRAFT

Study Area, Study Network, Study Intersections, and Traffic ControlLegend Figure 2

Data Source: DC GIS

December 2009

Fort Totten Station

Art Place & Shops

The Dakotas/Ft. Totten Square

WMATA Park-and-Ride

WMATA Kiss-and-Ride

The Dakotas Planned mixed-useThe Cafritz FoundationFt Totten Station DevelopmentWMATA Park-and-RideWMATA Kiss-and-RideOpportunity SiteEmerson Park

Proposed Road ClosureProposed New RoadwayProposed Upgraded AlignmentShared Use PathProposed Trail

Proposed Intersection Realignment

Signal Controlled Study Intersection

Stop Controlled Study Intersection

Crash Analysis Conducted

EmersonPark

Community Gardens

KeeneRecreation

Center

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COMMUNITY INVOLVEMENT Summary of First Public Meeting

Twenty stakeholders signed in at the first public meeting, which was held on Tuesday November 17, 2009 between

the hours of 6:30 – 8:00pm. The meeting was held at the WMATA Police Substation located at 5315 1st Place, NE,

Washington, DC 20011, next to the Fort Totten Metrorail Station.

This community reception introduced the project and provided an opportunity to meet with and hear from key

stakeholders including city and regional agencies and the public on issues and opportunities in the study area. The

project team delivered a presentation that summarized the project, described major deliverables (plan, design

concepts, and 30% design of preferred alternative), proposed schedule, and details on the various venues for the

public and stakeholders to provide input. Both before and after the presentation, attendees were invited to submit

comments on their priority design issues for the study area and identify existing barriers to accessing the station

area.

Community involvement is a central component of this project, and the project team has used three primary means of

providing information to and soliciting comments from neighborhood stakeholders in addition to the first public

meeting:

Project website: http://www.tooledesign.com/forttotten

Project email address: [email protected]

Interactive online map: http://www.communitywalk.com/forttotten

Each of the dozens of comments received to date via both the first public meeting and the other established means

have been complied and uploaded to the CommunityWalk interactive online map as shown in Figure 3 with detailed

review of each comment available at the website.

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Key themes can be distilled from the comments received and barriers identified by stakeholders:

Improve pedestrian connectivity

o Complete missing facilities, particularly:

Across NPS land between Galloway Street and Gallatin Street NE

3rd Street NE

1st Place, NE at Riggs Road

o Fix substandard and damaged existing facilities

Improve the perception of safety

o General sense of danger in the area from both vehicles and potential criminal activity

o Increase lighting of underpasses and cut-through areas

o Improve intersections and signal timings for pedestrians

o General aesthetics and consistency of the streetscape and surrounding area

Improve wayfinding information and signage

o Direct both pedestrians and vehicles to the station entrance

o Identify the availability of parking before reaching the site (i.e. from Riggs Road, South Dakota

Avenue, and possibly beyond)

Figure 3: Screenshot of stakeholder input uploaded to the interactive online map established for the project at: http://www.communitywalk.com/forttotten

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GENERAL ROADWAY, PEDESTRIAN AND BICYCLE INVENTORY This section provides a description of the existing facilities in the 1st Place and Galloway Street, NE corridor for

pedestrians and bicyclists. The discussion starts with an overview of facilities and issues along the entire corridor,

and is followed by a detailed analysis of eleven (11) typical section locations along the corridor starting at the

intersection of Riggs Road and 1st Place, NE, moving south on 1st Place, NE to the Fort Totten Metrorail Station,

continuing east on Galloway Street, NE, and concluding with the intersection of South Dakota Avenue and Galloway

Street, NE. The specific locations of the typical sections detailed in this section are shown on the key map (Figure 5)

For each of the eleven typical sections, the roadway characteristics are detailed with a focus on existing pedestrian

facilities and walking routes. This is supplemented with images and typical section diagrams. In addition, the results

of a Bicycle Level of Service analysis are explored for travel in each direction for each cross section.

1st Place and Galloway Street, NE Corridor Overview

The defining characteristic of the 1st Place and Galloway Street, NE corridor today is that there is a continuously

changing typical section. A traveler on the corridor currently encounters a new roadway cross section and

arrangement of facilities roughly every 500 feet.

Starting at Riggs Road, it is 0.3 mile downhill and south along 1st Place, NE to the Fort Totten Metrorail Station.

South Dakota Avenue is reached by continuing downhill and east on Galloway Street, NE for another 0.3 mile. In this

0.6 mile, 1st Place, NE features four distinct cross sections and Galloway Street, NE features three sections including

the Metrorail station entrance area under the railroad tracks.

General Roadway Characteristics

Lane Use & Traffic Control A bus access lane and bus bays run one-way eastbound and span the length of the Fort Totten Metrorail Station

area, running parallel with 1st Place and Galloway Street, NE. The roadways feature one through lane in each

direction between Riggs Road and South Dakota Avenue with short sections of two lanes in a direction as traffic

splits to enter the WMATA station bus access lane and parking lots. There are two posted speed limit signs of 15

miles per hour; one leaving the station in each direction. These are the only posted speed limit signs along the

length of the corridor.

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There are stop signs for each direction at the striped crosswalk located under the railroad tracks for through traffic

along 1st Place and Galloway Street, NE between Riggs Road and South Dakota Avenue. There is a yield sign at

the east end of the station area for eastbound Galloway Street, NE traffic to merge with the eastbound bus access

and Kiss-and-Ride lot exit lane. There is a stop sign for the two-lane, left turn only bus and Kiss-and-Ride lot exit

onto westbound Galloway Street, NE. Three other intersecting roadways have stop signs for traffic entering 1st Place

or Galloway Street, NE: Ingraham Street, NE (the WMATA Park-and-Ride lot entrance), 3rd Street, NE, and 4th Street,

NE.

Utilities Electrical power cables are located above ground. All other utilities assets are located underground such as gas,

telephone, cable, sanitary sewer, and water. Electrical utility poles are typically placed in the buffer zone along the

roadway. However, at a number of locations they are located in the sidewalks which can be an obstruction to

pedestrians if they do not allow for three feet of clearance.

Drainage Conditions/Topography Roadway surface drainage is achieved by a closed system. Inlets are spaced periodically along the curb to achieve

the desired drainage requirements. There are no above ground treatment and/or retention/detention facilities. Along

1st Place and Galloway Street, NE, the cross slopes are typically between 2 and 3%. Longitudinal slope varies with

the lay of the land and generally exhibit a gentle slope from a northwest to southeast direction.

Parking Two WMATA parking lots are located in the station area, one on each side of the tracks. A short-term parking lot

with the officially signed Kiss-and-Ride passenger drop off area is located directly east of the station entrance

between Galloway Street and the bus access lane. A Park-and-Ride lot is located directly northwest of the station

entrance between 1st Place, NE and the railroad tracks. A striped and signed taxi queue area is located on

southbound 1st Place, NE directly west of the station entrance across the bus access lane. The only section of on-

street parking is located on the north side of Galloway Street, NE for one block on each side of 4th Street, NE. The

parking is signed for 2-hour parking during daytime hours with restrictions exempted for Zone 5 vehicles.

18

Pedestrian and Bicycle

Pedestrians were observed throughout the study area on sidewalks, on a paved connector path between 1st Place

and Galloway Street, NE and on several informal off road connections (“goat trails”). These pedestrians encounter

multiple changes in sidewalk width, condition, and location along the corridor. Existing pedestrian facilities, notable

facility gaps, and desired pedestrian routes are outlined in Figure 4.

Several notable gaps and insufficiencies in the sidewalk network are:

Missing, damaged and inconsistent surfaces, and conflicting uses for sidewalks on the east side of 1st

Place, NE south from Riggs Road and at the southwest corner of the intersection of 1st Place, NE and

Riggs Road

Missing sections of sidewalk along the south side of Galloway Street between the Metrorail Station entrance

and South Dakota Avenue

Missing sidewalks on 3rd Street NE through the Fort Totten Station Luxury Apartments development by

Clark Realty.

Insufficient sidewalk width on the south/west side of 1st Place between the bus access lane and the paved

trail to the west

Missing sidewalk along the south side of Gallatin Street, NE between Rock Creek Church Road and the

paved trail to the east.

Pedestrians follow several desired paths through the corridor where no facilities or protected routes are provided,

including:

Multiple informal social trails connecting Galloway Street, NE south Gallatin Street NE and the residential

neighborhoods located southeast of the station area.

Across 1st Place, NE between the paved trail and the north/westbound bus stop located immediately

northwest of the station entrance

Across Galloway Street, NE from the bus stops at the eastern end of the station area heading towards the

sidewalk on the north side of Galloway Street, NE and destinations located to the northeast.

Additionally, pedestrians tend to not use the stop protected and striped cross walk located entirely under the

railroad bridge directly north of the Fort Totten Metrorail station entrance. Instead, pedestrians follow direct

and unprotected walking paths from the station entrance to reach destinations to the northwest and

northeast.

RIGGS

RD

GALLOWAY ST

KENNEDY ST

SOUTH DAKOTA AVE

HAMILTON ST

4TH ST

CHILLUM PL

NORT

H CAP

ITOL S

T

1ST ST

JEFFERSON ST

1ST PL

BLAIR RD

FARRAGUT ST3RD ST

GALLATIN ST

7TH ST

6TH PL

FARADAY PL

FORT TOTTEN DR

5TH ST

LONGFELLOW ST

INGRAHAM ST

FARRAGUT PL

8TH ST

NEW HA

MPSHIRE

AVE

ROCK

CREEK

CHUR

CH RD

MADISON ST

NICHOLSON ST

GALLATIN ST

KENNEDY ST

ROCK

CREEK

CHUR

CH RD

3RD ST

FARRAGUT PL

4TH ST

FARRAGUT ST

HAMILTON ST

JEFFERSON ST

8TH ST

8TH ST

No warranties of any sort, includingaccuracy, fitness or merchantability,accompany this product.

Base Data Source: DC GIS

Pedestrian Facility

Inventory & Needs

LegendBus Stop

Priority Pedestrian Desire Lines

Missing/Insufficient Sidewalk

Existing Sidewalk

0 260 520Feet

January 2010Figure 4

DRAFT

20

The only existing off road facility used by pedestrians in the corridor is a paved path connecting Rock Creek Church

Road to 1st Place, NE west of the station area. This path is illuminated by solar-powered overhead lamps that are

similar to typical street lights in design, but with lower levels of illumination. The planned Metropolitan Branch Trail

and connecting Prince George County Spur Trail propose multi-use path alignments along the west side of 1st Place,

NE and the south side of Galloway Street, NE intersecting at the existing section of paved path referenced above.

The planned trails will also serve as links in the proposed Fort Circle Trail system connecting pieces of the Civil War

Defenses of Washington unit of the National Park Service, and will therefore be subject to additional aesthetic and

interpretive design considerations.

The Bicycle Level of Service (BLOS) Model is an evaluation of a typical bicyclist’s perceived safety and comfort with

respect to motor vehicle traffic while traveling in a roadway corridor. It measures the quality of service for bicyclists

that currently exists within the roadway environment, and can also be used to assess the impact of modifications to a

roadway. It uses many of the same measurable traffic and roadway factors that transportation planners and

engineers use for other travel modes. The BLOS Model clearly reflects the effect on bicycling suitability or

“compatibility” of factors such as roadway width, bike lane widths and striping combinations, traffic volume, pavement

surface condition, motor vehicle speed and type, and on-street parking.

Table 1 summarizes results of the Bicycle Level of Service analysis. Factors contributing to scores are addressed by

relevant typical section in the following pages.

21

There are no existing dedicated bicycle facilities (bike lanes or share the road markings) in the corridor of 1st Place

and Galloway Street, NE. The only bicycle parking in the corridor is located in two spots under the rail tracks outside

the Fort Totten Metrorail station entrance. According to data from WMATA, there are ten bike racks and there are six

bike lockers located in the pedestrian plaza area immediately west of the station entrance. Of the six bike lockers,

five are indicated as reserved.

The following sections detail each of the distinct roadway cross sections along 1st Place and Galloway Street, NE

from Riggs Road to South Dakota Avenue as shown in the following cross section key map (Figure 5). The focus in

this section is a description of existing facilities with a discussion of conditions for bicyclists and pedestrians. A

discussion of vehicular (auto and transit) circulation starts on page 55.

Traffic Data Post. Width of Occu. Occu. Pvmt

Lanes (L) Vol. Pct. Spd. Pavement Park. Park. Cond

Th (ADT) (HV) (SPp) (Wt) (Wl) (Wps) N/E S/W Lane Score Grade

Seg_Id Route Name# (vpd) (%) mph (ft) (ft) (ft) (%) (%) (5..1) (A..F)

Existing ConditionsA-EB Riggs Road 2 32468 4 25 10.0 2 5.71 FA-WB Riggs Road 2 32468 4 25 12.0 2.5 4.85 EB-EB Riggs Road 3 31589 4 25 11.0 2.5 4.75 EB-WB Riggs Road 2 31589 4 25 11.0 2 5.59 FC-NB First Place 2 5701 4 15 10.5 2 3.73 DC-SB First Place 1 5701 4 15 10.5 2 4.08 DD-NB First Place 1 5701 4 15 16.0 3 2.36 BD-SB First Place 1 5701 4 15 16.0 3 2.36 BE-NB First Place 1 4963 4 15 11.0 4 2.75 CE-SB First Place 2 4963 4 15 10.0 4 2.51 CF-EB First Place/Galloway 1 4963 4 15 19.0 8.0 90 4 2.31 BF-WB First Place/Galloway 2 4963 4 15 24.0 4 0.13 AG-EB Galloway Street NE 2 4661 4 15 11.0 4 2.37 BG-WB Galloway Street NE 1 4661 4 15 12.0 4 2.61 CH-EB Galloway Street NE 1 4661 4 15 11.0 4 2.72 CH-WB Galloway Street NE 1 4661 4 15 11.0 4 2.72 CI-EB Galloway Street NE 1 4661 4 15 16.0 4 2.05 BI-WB Galloway Street NE 1 4661 4 15 16.0 90 4 2.66 CJ-NB South Dakota Avenue 2 22503 4 25 10.0 4 4.2 DJ-SB South Dakota Avenue 2 22503 4 25 10.0 4 4.2 DK-NB South Dakota Avenue 2 20157 4 25 10.0 4 4.15 DK-SB South Dakota Avenue 2 20157 4 25 10.0 4 4.15 D

FIRST PLACE & GALLOWAY STREET NE - BICYCLE LEVEL OF SERVICE

Bicycle

LOS

Table 1: Bicycle Level of Service

Craig Kelly

Typewritten Text

23

Riggs Road Facilities Cross Section A – Riggs Road - west leg of intersection with 1st Place, NE

Roadway This section of Riggs Road is 68’ across from curb to curb and has two westbound lanes leaving the intersection, a

raised median, two eastbound lanes entering the intersection, and one eastbound right-turn lane for traffic turning

southbound onto 1st Place, NE.

Pedestrians There are mostly continuous sidewalks along both sides of Riggs road in this section of the corridor, except for along

the property at the southwest corner of the intersection with 1st Place, NE. There are traffic signal and utility pole

obstructions within the pedestrian zone. There is a “Yield to Pedestrians While Turning” sign for vehicles in the

eastbound right-turn lane onto 1st Place. The painted crosswalks are mostly worn away over an uneven surface with

debris in the non-ADA compliant curb ramps.

Figure 6: Looking northeast from the property at the southwest corner of the intersection of Riggs Road and 1st Place. Note the inconsistent sidewalk layout and non‐conforming curb ramps.

24

Bicycle Level of Service - Eastbound The BLOS score for the eastbound portion of this segment is 5.71 which corresponds to a rating of F. Factors that

contribute to this rating include: poor pavement condition, narrow outside lane and absence of shoulder or dedicated

bicycle lane, and the relatively high vehicle volume.

Bicycle Level of Service - Westbound The BLOS score for the westbound portion of this segment is 4.85 which corresponds to a rating of E. Factors that



Cross Section B – Riggs Road - east leg of intersection with 1st Place, NE

Roadway This section of Riggs Road is 75’ from curb to curb and has three eastbound lanes leaving the intersection, a raised

median, two westbound lanes entering the intersection, and one westbound left-turn lane for traffic turning

southbound onto 1st Place, NE. All westbound traffic passes under an unlit railroad bridge 170 feet prior to the

intersection with 1st Place, NE. Signage restricts right turns on red for traffic turning from 1st Place, NE onto

eastbound Riggs Road.

Pedestrians There are continuous sidewalks along both sides of Riggs Road in this section of the corridor with traffic signal and

utility pole obstructions within the pedestrian zone. The painted crosswalks are mostly worn away over an uneven

surface and there are lots of temporary litters (debris) in the non-ADA compliant curb ramps. There is some concern

for aesthetics and safety as there is minimal lighting and there are no buffers from vehicles as the sidewalks pass

under the railroad tracks just east of the intersection with 1st Place, NE.

25

Bicycle Level of Service - Eastbound The BLOS score for the eastbound portion of this segment is 4.75 which corresponds to a rating of E. Factors that



Bicycle Level of Service - Westbound The BLOS score for the westbound portion of this segment is 5.59 which corresponds to a rating of F. Factors that

contribute to this low rating include: poor pavement condition, narrow outside lane and absence of shoulder or

dedicated bicycle lane, and the relatively high vehicle volume.

Figure 7: Looking north at the crosswalk across Riggs Road on the east side of 1st Place, NE. Note the uneven pavement surface and worn crosswalk pavement markings.

28

1st Place, NE Facilities

Cross Section C – 1st Place, NE - south leg of intersection with Riggs Road

Roadway

This section of roadway is 32’ from curb to curb and has almost continuous curb cuts along both sides, bus stops on

each side, and turning movements. There is one lane southbound, and two lanes northbound for turns onto Riggs

Road. The pavement condition is poor with visible rippling and patched sections. Most vehicular traffic on 1st Place

turns from and to the western leg of Riggs Road.

Pedestrians The sidewalk pavement on the west side of 1st Place, NE is in fair condition and there are several curb cuts and non-

ADA compliant curb ramps.

Figure 10: Looking north from the east side of 1st Place, NE towards Riggs Road. Note the damaged pavement and missing sidewalk at the intersection.

29

There is no sidewalk on the east side of 1st Place, NE adjacent to the property closest to Riggs Road, the sidewalk

starts at the southern edge of the second property in on 1st Place, NE and contains nearly continuous curb cuts and

surface changes, including head-in parking spaces that use the sidewalk as access. The surface condition is

relatively poor with multiple surface type changes and damaged sections. There are utility obstructions within the

pedestrian zone including signs and fire hydrants.

Figure 11: Looking south at the east side of 1st Place, NE from Riggs Road. Note the fire hydrant and missing sidewalk.

30

Bicycle Level of Service - Northbound The BLOS score for the eastbound portion of this segment is 3.73 which correspond to a rating of D. Factors that


dedicated bicycle lane.

Bicycle Level of Service - Southbound The BLOS score for the westbound portion of this segment is 4.08 which corresponds to a rating of D. Factors that



Figure 12: Looking south at the east side of 1st Place, NE. Note the multiple parking spaces with direct and continuous access across the sidewalk and inconsistent or undesignated sidewalk surfaces.

32

Cross Section D – 1st Place, NE - outside WMATA Metro Police Station

Roadway This section of roadway is 32’ wide from curb to curb without a centerline stripe or other pavement markings. The pavement surface is visually crumbling in this section.

Pedestrians The sidewalks in this section are continuous and in relatively good repair.

Bicycle Level of Service – Northbound & Southbound The bicycle Level of Service score for each direction of this segment is 2.36 which corresponds to a rating of B. The

primary factor that lowers this rating from A is: relatively poor pavement condition.

Figure 14: Looking south from the west side of 1st Place, NE. Note the pavement surface and generally consistent sidewalks.

34

Cross Section E – 1st Place, NE - entrance to WMATA Park-and-Ride Lot

Roadway The roadway in this section is four lanes with one lane in each direction, one southbound lane that leads into the bus

only access lane, and one northbound right turn lane that leads onto Ingraham Street NE and the WMATA Kiss-and-

Ride lot.

Pedestrians The sidewalk on the west side is in relatively good condition located directly adjacent to the curb, but worn tracks

next to the sidewalk indicate insufficient width between the paved pathway to the northwest and the station area to

the southeast. A well-traveled, paved pathway extends from the middle of this segment west to Rock Creek Church

Road.

Figure 16: Looking south at the east side of 1st Place, NE at Ingraham Street NE. Note the unusual bend in the striped crosswalk and the approaching dedicated right‐turn lane off of northbound 1st Place, NE. The paved pathway from the west meets 1st Place, NE on the right of this image.

35

The sidewalk on the east side is in relatively good physical condition and is separated from the roadway by a

vegetated buffer with mature trees and a railing. A worn pedestrian route can be seen at the southern end of the

railing. This is a result of pedestrians crossing 1st Place to get between the bus stop on the north side of Galloway

Street and the paved path to the west.

The sidewalk is located along the edge of the WMATA Park-and-Ride lot, and parked vehicles overhang up to half of

the sidewalk width. The striped crosswalk across Ingraham Street NE has an unusual bend at the centerline that

may be difficult to navigate for pedestrians with low vision.

Pedestrians in this section are generally travelling from destinations to the north or from the west on the paved

pathway towards the bus stop located on the north side of Galloway Street or the station entrance on the south side

of Galloway Street. There are frequently observed unprotected mid-block crossings throughout the curved section of

roadway as pedestrians move between the paved trail and the bus bay located immediately east of this section on

the north side of Galloway Street.

Figure 17: Looking south at the east side of 1st Place, NE along the WMATA Park‐and‐Ride lot. Note the continuous head‐in parking spaces that overhang the sidewalk.

36

Bicycle Level of Service - Northbound The bicycle Level of Service score for the eastbound portion of this segment is 2.75 which corresponds to a rating of

C. Factors that contribute to this rating include: narrow outside lane and no shoulder or dedicated bicycle lane.

Bicycle Level of Service - Southbound The bicycle Level of Service score for the westbound portion of this segment is 2.51 which corresponds to a rating of


38

Cross Section F – intersection of 1st Place & Galloway Street, NE - beginning of Fort Totten Metrorail Station bus access lane

Roadway Multiple users and modes converge in the area directly west of the station entrance. Westbound traffic has one wide

through lane that also contains a bus bay. There is also a bus-only U-turn lane for buses to circulate through the

station area past the bus stops located on the one-way eastbound bus lane.

Eastbound traffic has one through lane and standing areas for taxis. Located to the south across a pedestrian plaza

area is the eastbound bus only access lane and bus bays. Pavement is generally in good condition in this section.

Pedestrians There is a large open paved area between the bus access lane and Galloway Street, NE. Many pedestrians are

observed to follow a direct, un-channelized route connecting the station entrance to the pedestrian plaza area and

continuing to the bus bay located on the north side of Galloway Street. The shortest exposed crossing distance from

the pedestrian plaza area in front of the Metrorail station to the bus stop on the north side of Galloway Street is 59’

across, and many pedestrians were observed choosing routes with much longer exposed crossing distances.

Figure 19: Looking southeast from the north side of Galloway Street towards the station entrance. Note the wide pavement area without a direct or protected pedestrian route to the station entrance. The station’s bike lockers can be seen on the pedestrian plaza area.

39

Bicycle Level of Service - Eastbound The bicycle Level of Service score for the eastbound portion of this segment is 2.31 which corresponds to a

rating of B. Factors that contribute to this rating include: presence of parked vehicles in the outside lane.

Bicycle Level of Service - Westbound The bicycle Level of Service score for the westbound portion of this segment is 0.13 which corresponds to

a rating of A. Factors that contribute to this rating include: a wide outside lane

41

Galloway Street, NE Facilities

Cross Section G – Galloway Street, NE - under railroad tracks

Roadway Galloway Street is 46’ across under the railroad tracks and consists of one westbound lane; a protected median

created with temporary barriers, signs, and striping; one through eastbound Galloway Street lane; and one

eastbound lane that is the front of the taxi queue, used for passenger loading and unloading, and the access lane to

the Kiss-and-Ride lot.

Pedestrians The only marked pedestrian crossing of Galloway Street and the bus access lane is north directly north from the Fort

Totten Metrorail Station entrance entirely under the railroad bridge. A protected median is created in the middle of

Galloway Street with pavement striping and moveable Jersey barriers. The crosswalk is striped and stop-protected

with moveable stop sign pedestals.

Many pedestrians shortcut or avoid the protected crossing altogether since there is no destination directly across

from the station entrance, only the railroad bridge abutment. Police vehicles were often observed parked on the

pedestrian plaza area in the line of the crosswalk. In addition, the location of the stop signs and crosswalk directly

under the railroad tracks creates visibility issues for drivers as the shade makes them difficult to see.

Figure 21: Looking east at the configuration of Galloway Street as it passes under the railroad bridge. Note the darkened conditions under the railroad tracks for approaching vehicles.

42

Bicycle Level of Service - Eastbound The bicycle Level of Service score for the eastbound portion of this segment is 2.37 which corresponds to a rating of

B. Factors that contribute to this rating include: narrow outside lane and no shoulder or dedicated bicycle lane, but is

improved by two through lanes in the direction of travel.

Bicycle Level of Service - Westbound The bicycle Level of Service score for the westbound portion of this segment is 2.61 which corresponds to a rating of


Figure 22: Looking south at the east side of 1st Place, NE at Riggs Road. Note the use of temporary barriers and signage, lack of aesthetic treatments, and police vehicle parked on the pedestrian plaza area.

44

Cross Section H – Galloway Street, NE - Adjacent to Kiss-and-Ride Lot

Roadway Galloway Street adjacent to the Kiss-and-Ride lot is 22’ wide from curb to curb with one 11’ travel lane in each

direction. There are unusual intersection configurations along this stretch of Galloway Street, NE, including stop-

controlled roundabout just north of the intersection with 3rd Street, NE and the multiple directional exit lanes from the

bus access lane and Kiss-and-Ride lot at the east end of the Metrorail station area.

Pedestrians Pedestrians are observed to cross Galloway Street at unmarked locations and continue across the Kiss-and-Ride lot

in a direct walking path to the station entrance from destinations to the northeast, rather than use the protected

crosswalk across Galloway Street located under the railroad tracks.

There is a newly constructed sidewalk along the north side of Galloway Street in this section as a part of the Fort

Totten Station Luxury Apartments development. Light poles and fire hydrants obstruct the pedestrian zone. A new

convenience store is scheduled to open in the Fort Totten Station Luxury Apartments development in 2010, which will

likely be a popular destination for travelers in the Metrorail station area and correspondingly increase pedestrian

traffic on this section.

There is no continuous sidewalk along the south side of Galloway Street in this section. There is a raised buffer

along the boundary of the Kiss-and-Ride lot with alternating pavement and tree wells.

Figure 24: Looking west down Galloway Street, NE from 3rd Street NE. Note the new sidewalk with light pole obstructions on the north side and vegetated strips causing the discontinuous sidewalk in the buffer area on the south side.

45

A triangular landscape island without a paved sidewalk or crosswalk to access it is located at the east end of the

station area between the directional exit lanes from the Kiss-and-Ride lot and the bus access lane. This island

contains four mature trees.

Bicycle Level of Service – Eastbound & Westbound The bicycle Level of Service score for both directions of travel in this segment is 2.72 which corresponds to a rating

of C. Factors that contribute to this rating include: one narrow travel lane in each direction and no shoulder or


Figure 25: Looking east to Galloway Street, NE the lane(s) that exit the bus access lane and Kiss‐and‐Ride lot heading eastbound. Note the new sidewalk on the opposite side of Galloway Street, missing sidewalk and crosswalk on the near side, and confusing dual turn arrow onto a two‐way section of roadway.

47

Cross Section I – Galloway Street, NE

Roadway Galloway Street is 32’ across from curb to curb east of the station area with a 16’ eastbound lane and a 16’

westbound travel lane with un-striped on-street parking on the north side. The on-street parking located on the north

side of Galloway Street, NE for one block on each side of 4th Street, NE is the only on-street parking in the corridor.

The parking is signed for 2-hour parking during daytime hours with restrictions exempted for Zone 5 vehicles.

Pedestrians There is a continuous sidewalk with vegetated buffer and mature trees along the north side of Galloway Street.

There is no paved sidewalk along the south side of Galloway Street in this section. Unpaved routes are worn into the

grass on this side as pedestrians keep to the top of the slope away from the roadway. In addition, many pedestrians

were observed crossing Galloway Street at irregular intervals to both use the sidewalk on the north side and to take

more direct paths towards destinations to the north and east.

In addition, numerous social trails diverge to the south from this unpaved path as short cuts to Gallatin Street. The

multiple routes that traverse the section of park are unlighted and often muddy. Through the public input process,

there were several concerns raised about safety and security on the informal trails.

Figure 27: Looking east at the south side of Galloway Street as leaving the station area. Note the dirt social trail and pedestrian crossing the street mid‐block.

48

Bicycle Level of Service - Eastbound The bicycle Level of Service score for the eastbound portion of this segment is 2.05 which corresponds to a rating of

B. Factors that contribute to this rating include: one wide travel lane, but no shoulder or dedicated bicycle lane.

Bicycle Level of Service - Westbound The bicycle Level of Service score for the westbound portion of this segment is 2.66 which corresponds to a rating of

C. Factors that contribute to this rating include: one wide travel lane, but parking allowed in the un-striped shoulder

and dedicated bicycle lane.

Figure 28: Looking east at the south side of Galloway Street where one of the several dirt social paths diverges to the south across the National Park Service property.

50

South Dakota Avenue Facilities

Cross Sections J & K – South Dakota Avenue at Galloway Street, NE

Roadway South Dakota Avenue is 42’ curb to curb with two travel lanes in each direction. The left lane in each direction serves

as a through and left turn lane.

Pedestrians Sidewalks, curb ramps, and striped piano key crosswalks are located on all quadrants of this intersection and are

generally in good repair. Galloway Street, NE intersects South Dakota Avenue at an angle and correspondingly

creates longer crossing distances in the crosswalks than the widths of the roadways. While sidewalks are mostly

present at the intersection of Galloway Street, NE and South Dakota Avenue, they are regularly obstructed by utility

poles, traffic signal poles, and light poles.

Figure 30: Looking south across Galloway Street along the west side of South Dakota Avenue. Note the diagonal crosswalk that increases crossing distance for pedestrians.

51

Bicycle Level of Service – Northbound & Southbound The bicycle Level of Service score for each direction in this segment is 4.2/4.15 which corresponds to a rating of D.

Factors that contribute to this rating include: narrow outside lanes, no shoulder or dedicated bicycle lane, and the

high vehicle volume.

54

Traffic Control, Restrictions and Regulations

Traffic control along 1st Place and Galloway Street is primarily achieved by stop control intersections for side street

movements with the exception of Riggs Road at 1st Place, NE and Galloway Street, NE at South Dakota Ave, which

are signalized. Figure 2 also shows the study intersections along with the respective traffic control.

Within the study area there are three signalized intersections; 1st Place, NE at Riggs Road, Galloway Street, NE at

South Dakota Avenue, and Riggs Road at South Dakota Avenue. All other intersections are stop controlled in at least

one direction.

Right turn on red (RTOR) is permitted in the District of Columbia. Within the study area there is only one location

where RTOR is restricted, which is the northbound right turn from 1st Place onto eastbound Riggs Road.

Generally, there are no circulation restriction to trucks and busses within the study area. However, due to designated

bus routes, local streets do not normally carry bus traffic unless it is part of the local bus route. From our observation,

truck volumes are low. Not many trucks were observed using local streets. Trucks are generally either along South

Dakota or along Riggs Road.

During our field investigation of the study area the following observations were also made:

Egress from the Kiss-and-Ride Lot and bus access lane onto westbound Galloway Street, NE provides two

left-turn lanes but there is only one receiving lane along westbound Galloway Street, NE

There is a lack of signing or pavement marking to guide private vehicles and pedestrians away from the bus

access lane entry along southbound 1st Place, NE.

55

Transit

Transit Routes and Services

The Fort Totten Metrorail Station is a multimodal hub that serves as a transfer point between the Yellow/Green and

Red Metrorail lines. This station also serves as the major transfer point for the E2, E3, E4, K2, K6, R3, 60, 64, and

80, bus lines of the Washington Metropolitan Area Transit Authority (WMATA) bus route system. The routes

operating within the Fort Totten Metrorail Station region also service the Manor Park community to the north, Lamond

Riggs to the east, and Petworth to the west in addition to other Metrorail stations.

Transit service varies by route. Notwithstanding that, routes E2, E3, and E4 share some similarities. Primarily, these

routes run east to west as a ‘cross-town line’ from New York Avenue area (Trinidad and NOMA neighborhood) in NE

Washington DC via the Fort Totten area, then along Military Road to Friendship Heights in NW Washington DC.

Service along the routes typically begins around 5:00am on weekdays as well as weekends. Service ends between

midnight and 1:00am.

The K2 route services between the Fort Totten Metrorail Station and Takoma Metrorail Station. The typical route from

Fort Totten is along Riggs Road to North Capitol then along Blair Road and Kansas to Eastern Avenue and ends up

at the Takoma Metrorail station. Service starts at about 6:00am and stops between 7:00-7:30pm.

The K6 services mainly along New Hampshire Avenue between the Fort Totten Metrorail Station and White Oak,

Maryland. Buses along this route start running from approximately 5:00am and end shortly after midnight.

Bus route 60 and 64 are considered the “Fort Totten – Petworth” lines. From the Fort Totten Metrorail Station, bus

route 64 runs primarily along New Hampshire Avenue leading to 11 Street NW Washington DC. The route connects 5

Metrorail Stations: Fort Totten, Georgia Ave.-Petworth, U Street/Cardozo, Metro Center, and Federal Triangle. Route

60 mainly serves as a short connector between Fort Totten and Georgia Avenue. From the Fort Totten Metrorail

Station, bus route 60 runs along Riggs Road to North Capitol Street and then connects to Rock Creek Church Road

then along Upshur Street and Georgia Avenue in the vicinity of the Georgia Avenue-Petworth Metrorail Station. Table

2 shows the existing transit routes, major destination points and average headways.

56

Corridor and Routes Destinations Schedule

Cross-town-Military Road Routes: E2, E3, E4

Friendship Heights Metrorail Station Chevy Chase Kennedy Street Fort Totten Metrorail Station Riggs Park Ivy City

Every 15 minutes at most times

K2

Takoma Metrorail Station Lamond Fort Totten Metrorail Station


K6

White Oak Federal Research Center/FDA Northwest Park Chillum Fort Totten Metrorail Station

Between 10 – 20 minutes at most times

60, 64

Fort Totten Metrorail Station Armed Forces Retirement Home

Washington New Hampshire Ave Georgia Ave-Petworth Metrorail

Station U Street/African _ America Civil War

Memorial/Cardozo Metrorail Station Downtown Shopping District Metro Center Metrorail Station Federal Triangle

Between 5 – 15 minutes at most times

80

Fort Totten Metrorail Station Providence Hospital Brookland –CUA Metrorail Station Catholic University Government Printing Office Union Station Gallery Place Chinatown Metrorail

Station Metro Center Metrorail Station McPherson Square Metrorail Station Farragut West Metrorail Station State Department Kennedy Center


Table 2: Existing Transit Routes, Destination and Schedule

Transit Stop Amenities

Bus stops within the Fort Totten Metrorail Station are marked by a standard Metrobus sign. Mainly a pole adjacent to

the shelter or stop area. The poles are equipped with a display case attached to the pole displaying the route

schedule, route map and fare schedule. The main stop area at the Fort Totten Metrorail Station is equipped with a

shelter and benches that allows for passengers to wait for the buses under a shelter from rain and sun.

57

Within the station area, there is a designated bus lane that separates passenger buses and bus bays from commuter

traffic, taxis, and bicycles.

Issues and Observation With Respect to Transit Operations

According to a study conducted by WMATA in 2006, a total of 13,524 passengers enter and exit the Metrorail station

on a typical weekday. According to the study, the highest mode of access is by bus with approximately 50% of the

ridership arriving by bus1. This translates to a figure of 6,752 passengers by bus on a typical weekday. This ridership

is expected to increase by at least 11% by 2030 due to the planned and approved developments within a half mile

radius of the Fort Totten Metrorail Station.

According to statistics from a WMATA mode-of-access survey, nearly 22% of Metrorail passengers accessing the

system at Fort Totten walk to the station and there are no bicyclists. However, observations of turnover on the

bicycle racks at the station indicate that there are at least six or seven bicyclists riding to the station regularly. The

overall numbers and proportion of people walking and bicycling to the station will likely increase as the neighborhood

evolves and density increases.

1 Fort Totten Metrorail Station - Station Area Planning Study Technical Memorandum: Site and Existing Analysis August 2007 Draft

58

DATA COLLECTION AND TRAFIC MODEL DEVELOPMENT

Roadway Geometrics

Geometric data such as number of lanes, lane configuration, storage lengths, tapers and distances between

intersections were field-measured and recorded. Photographs of intersections were obtained for cross-reference.

Additionally, traffic regulations such as turn restrictions and parking regulations were also noted. Photographs and

lane configurations of all study intersections are included for cross-reference in Appendix A.

Traffic Volumes

Turning movement counts, including pedestrian and bicycle data was collected at all study intersections in October,

2009.

Counts were performed during the AM (6:00 AM – 9:00 AM) and PM (3:00 – 7:00 PM) peak periods. All turning

movement counts include left turns, through, right turns as well as pedestrian and bicycle movements were recorded

for each approach in 15-minute intervals. Buses were also collected separately. Counts were not performed on

holidays or any other days that may have resulted in atypical data. State-of-the-art handheld electronic counter

devices of the JAMAR Technologies DB-100 and DB-400 types were used.

Existing Average Daily Traffic Volumes along the major study roadways are illustrated in Figure 33 . Riggs Road

west of South Dakota Avenue carries over 30,000 vehicles per day.

59

AADT of Study Roadways

0

2

4

6

8

10

12

14

16

18

20

22

24

26

28

30

32

First Pl beetw. R

iggs and Ingraham

Riggs Rd (N. of S

outh Dakota)

Riggs Rd (S. of S

outh Dakota)

South Dakota Ave (S. of R

iggs)

Road Name

AA

DT

(V

eh/d

ay)

There is pedestrian, bicycle, and transit vehicle traffic at all intersections in the study area, with the heaviest peak

hour pedestrian and bus volumes occurring along Riggs Road, 1st Place and Galloway Streets.

Peak hour vehicular traffic volumes are shown in Figure 34 and Figure 35. Peak period total pedestrian and bicycle

volumes are shown in Figure 36 to Figure 39. Detailed traffic, pedestrian and bicycle count data is included in

Appendix B.

Figure 33: Figure Showing Existing Average Daily Traffic on Studies Roadways

60

Figure 34: Figure Showing Existing Vehicular AM Peak Volumes

Figure 35: Figure Showing Existing Vehicular PM Peak Volumes

Existing Pedestrian Volumes Figure 36

AM Peak Pedestrian Volumes 0-35



Existing Pedestrian Volumes Figure 37

PM Peak Pedestrian Volumes 0-35



Existing Bicycle Volumes Figure 38

AM Peak Bicycle Volumes 0-3



Existing Bicycle Volumes Figure 39

PM Peak Bicycle Volumes 0-3



Existing Bus Volumes Figure 40

AM Peak Bus Volumes 0-50



Existing Bus Volumes Figure 41

PM Peak Bus Volumes 0-50



67

Signal Timing and Phasing

Existing signal timing and phasing data, including cycle lengths, splits and offsets, was obtained from existing

Synchro files provided by the District Department of Transportation. The signals in the study area operate in a fixed-

time and coordinated mode, primarily running a 100-second cycle length during the AM and PM peak hours.

Clearance intervals (yellow + all red) typically range from 3 to 6 seconds. Pedestrian signal timing, including walk,

flashing walk and flashing don’t walk times were also obtained for input to evaluate pedestrian clearance intervals.

Model Validation

Once the base Synchro model was coded, the lane configurations, traffic volumes and signal timing inputs were

rechecked for accuracy. The Synchro model was then validated before using it to perform analysis of any future

network improvements.

Model validation is defined as the process of ensuring a model is developed that is an accurate representation of the

real-world conditions. Validation focuses on verifying input data (e.g. signal timing, traffic volumes, roadway

geometry) for accuracy and reliability, as well as output data (e.g. delay, speeds, queues, etc.) for appropriateness of

specific metrics to evaluate performance. Calibration is the iterative process of comparing the model output to the

actual observed or measured system behavior and improving the model by adjusting the settings, or parameters, to

reflect local characteristics until the accuracy is judged to be acceptable in reproducing real-world conditions.

The primary calibration measures were field-measured travel time and delay runs and field observations (e.g.

queues) of existing traffic conditions. SimTraffic simulation was also utilized to visualize traffic operations and confirm

against field observed queues. The differences that one might expect between Synchro derived measures and

actual field measures are influenced by Synchro’s default parameters such as phase lost time, saturation flow rate

and traffic composition. Consideration should also be given to driver types and headways, vehicle turning speeds,

the compounding affect of oversaturated traffic conditions, and unaccounted overflow of traffic in turning lanes and

fluctuation of midblock traffic volumes. Therefore, exactly matching Synchro’s signal delays and travel time with

actual field measurements should not be expected. There should be, however, consistency in the differences

between both measurements, i.e. Synchro and field observations. Specific parameters were adjusted within the

software, based on field-recorded measurements and observations, such as start-up lost time, saturation flow,

turning speeds and link speeds. Table 3 illustrates the Synchro validated parameters used in the model. Definitions

of the terms used in Table 3 are provided in the glossary in Appendix B. However for quick reference, the following

terms are defined herein:

68

Lost Time (seconds)

Saturation Flow Rate

(pcphpl)

Peak Hour Factor

SimTraffic Driver Headway Factor

SimTraffic Turning Speeds

(mph) Left Right

3.0 1900 0.90 1.0 15 9

1. Lost time – the time lost during a green phase of a signal cycle due to driver perception and reaction

2. Saturation flow – the rate of discharge of queued vehicles at a signalized intersection based on the

prevailing roadway (lanes, lane width) and traffic (mix of cars, buses and trucks) conditions

3. Headway – the spacing, in time, between two consecutive vehicles on a roadway network

Based on the field-measurements including travel time and queue lengths, peak hour factors, link speeds, bus

blockages, lane utilization factor, and lane change parameters were adjusted to reflect site-specific conditions in the

1st Place/ Riggs Road and South Dakota Avenue corridor. Detailed Synchro worksheets are included in Appendix C.

Table 3: SYNCHRO and SIMTRAFFIC parameters

69

Observation of Vehicular Traffic Operations

A AM Peak Period

Bus stops on Riggs (West of South Dakota Ave) were noted to cause vehicle queues when buses were

present.

Queues along WB Riggs Road extended back from New Hampshire Avenue to Chillum Place in the AM peak

hour, resulting in cycle failures (inability for all queued vehicles at the beginning of the green interval to clear

the intersection before the interval turned red) at several intersections.

NB left vehicles from South Dakota, merging onto EB Riggs continue to enter the intersection after yellow, with

a queue in front of them. When the EB thru movement on Riggs begins, the vehicles from South Dakota Ave

still have to merge onto Riggs Rd. Observed aggressive behavior and many vehicles failing to yield due to the

odd geometry.

Left turn on New Hampshire after North Capitol St seems to be a possible cause of the queuing that runs from

after Chillum Pl on Riggs Rd, east.

When turning left from Riggs Rd onto South Dakota St, two cars are able to fit in the median section for left

turning vehicles, since there is no storage lane. The volumes are low for this movement, but in one case, a

third vehicle attempting a left turn blocked part of the left lane, causing further delay.

The major problem area in the network revolves around Riggs Rd. However, there is a queue that builds at the

NB Left movement for South Dakota Ave that stretches back to Kennedy St, but this does not impact the NB

thru movement. There were no problems or delays observed on Galloway St and 1st Pl.

A PM Peak Period M Peak Period

Lack of a designated left-turn lane along EB Riggs at South Dakota/ 3rd Street was observed to occasionally

block through vehicles

Vehicles turning from Rock Creek Church Road and Blair Road were observed to enter and/ or clear the

intersection during and after the yellow and all-red phase of the signal

No excessive queues or cycle failures were noted at the study intersections during the PM peak period

Vehicles were noted to stop for between one to two minutes at the pedestrian crossing along Galloway Street

during the PM peak hour when large platoons of pedestrians were exiting the station.

Table 4: Summary of Observation during AM and PM Peak Periods

70

Summary of Daily Weekday Fort Totten Metro Station Modal Access Distribution

Auto, 14, 14%

Bus, 50, 50%

Park and Ride, 13, 13%

Walk, 22, 22%

Bicycle/Carpool, 1, 1%

Auto

Bus

Park and Ride

Walk

Bicycle/Carpool

Transit

The Fort Totten Metro Station serves three Metrorail lines – the Red, Green and Yellow. The station also provides

the following amenities for customers:

ten bus bays with shelters and benches

ten bicycle racks and six bicycle lockers

49 short-term Kiss and Ride parking spaces

7 taxi stand spaces

408 long-term daily surface parking lot spaces

According to WMATA data, the current weekday boardings include 13,525 patrons with approximately 34% of

ridership occurring during the morning and 34% during the PM peak hour. The modal access distribution is

summarized as

50% bus

14% drive

13% drop-off

22% walk

1% bicycle and carpool

Figure 42: Modal Access Distribution

71

The Station is also served by 12 bus routes on seven lines with an average of 5,350 daily weekday passenger

boardings. Nine of the twelve routes terminate at the Fort Totten Metrorail Station.

Bus Route Destinations Peak Hour

Departures

Bus Bay Capacity Weekday

Departures

Passenger

Boarding

(Alighting)

60 North Capitol St 3 50% 102 727 (506)

64 New Hampshire Ave 5 83% 73 880 (871)

80 South Dakota Ave 7 117% 91 786 (375)

E2, E3, E4 Missouri Ave 8 EB, 8 WB 133% 87 347 (794)

K2 Blair Road 4 67% 20 2576 (214)

K6 New Hampshire Ave 8 133% 62 1,437 (1,119)

R1, R2, R5 Riggs Road 6 100% 46 733 (684)

R3 Gallatin Street 2 33% 23 182 (207)

Total 51 94% 504 5,348 (4,770)

Source: WMATA Fort Totten Metrorail Station Area Planning Study, August 2007

Future service changes include a planned Rapid Bus line (J-4) along Military Road/ Missouri Avenue and

Riggs Road.

Table 5: Bus route destination, bus bay utilization and passenger boarding/alighting

72

EXISTING VEHICULAR LEVEL OF SERVICE Commuter Traffic

Intersection Capacity and Level of Service

The methodology of the Highway Capacity Manual (HCM) was used to evaluate capacity for selected intersections

during the AM and PM peak hours. Performance measures of effectiveness for HCM intersection analysis include

level of service, delay and volume-to-capacity ratio. The level of service (LOS) is a grading system for transportation

components (intersections, freeways, ramps, etc.) that corresponds to a certain range of roadway operating

conditions. The levels of service range from A to F, with A indicating the best operating conditions and F indicating

the worst, or a failing, operating condition. For example, LOS A represents free flow, almost complete freedom to

maneuver within the traffic stream. LOS F represents congested flow, more vehicles are attempting to use the

roadway than can be served resulting in stop and go traffic. While the letter grades correlate to classroom grades,

the acceptable level of service grade for most jurisdictions is the letter D, which indicates an efficient use of roadway

space but not oversaturated flow.

The volume-to-capacity ratio (v/c ratio) is the ratio of current flow rate to the capacity of an intersection. This ratio is

often used to determine how sufficient capacity is on a given roadway. Generally speaking, a ratio of 1.0 indicates

that the roadway is operating at capacity. A ratio of greater than 1.0 indicates that the facility is operating above

capacity as the number of vehicles exceeds the roadway capacity.

Delay is the time lost by traffic due to traffic frictions and traffic control devices. Delay may be categories as fixed

delay, operational delay, stopped delay, travel time delay and approach delay.

In addition, a Critical Lane Volume analysis was also performed. The critical lane volume indicates the highest

volume for a given lane movement in a given direction. The critical volume for each peak period is found by

combining the critical lane volumes for the NB/SB movements and EB/WB movements.

The results of the existing conditions intersection capacity analysis are summarized in Table 6. The results indicate

the intersections of Riggs Road and South Dakota Avenue and Riggs Road at Rock Creek Church Road operate at a

failing level of service in the AM peak hour.

73

Arterial Level of Service

Synchro was also used to analyze the arterial performance for Riggs Road and South Dakota Avenue. Arterial

reports were compiled for each route for each peak period to develop performance measures, including travel time,

delay, average speed and level of service for existing conditions. Level of service is calculated using the Highway

Capacity Manual methodology, based on roadway classification such as urban arterial or collector roadway, and

average travel speed.

Arterial level of service defines the aggregate performance of a connected system of intersections along a roadway,

and is based on roadway classification (e.g. arterial or collector) and average travel speed. The effects of intersection

spacing, intersection level of service, queues, other friction factors such as parking and bus stops will all impact the

arterial level of service. An arterial level of service (LOS) D or worse indicates that an arterial is operating at speeds

2 Stop-controlled intersection – performance measures are shown for critical stop-controlled movement only.

Intersection Highway Capacity Manual Critical Lane Volume

Level of Service

Average Control Delay

(sec/veh)

Volume to Capacity

Ratio

Level of Service

Critical Lane Volume

Volume to Capacity

Ratio

Riggs Rd @ Chillum Pl A (B) 5.8 (11.0) 0.61 (0.46) A (A) 981 (803) 0.61 (0.50)

Riggs Rd @ 3rd St / South Dakota Ave

E (C) 56.0 (28.2) 0.58 (0.41) D (D) 1437 (1318) 0.90 (0.82)

EB Riggs Rd @ South Dakota Ave

A (A) 9.3 (5.4) 0.30 (0.49)

South Dakota Ave @ Connector to WB Riggs Rd

B (C) 16.5 (20.5) 0.52 (0.44)

Connector to WB Riggs Rd @ Riggs Rd EB

A (B) 1.5 (18.2) 0.31 (0.48)

Riggs Rd @ 1st Pl B (A) 17.1 (8.1) 0.84 (0.66) B (B) 1091 (1080) 0.68 (0.67)

Riggs Rd @ Rock Creek Church Rd

F (B) 123.0 (15.0) 1.26 (0.66) F (B) 1601 (1073) 1.01 (0.67)

1st Pl @ Ingraham St2 B (B) 11.5 (12.9) 0.01 (0.05) A (A) 402 (312) 0.25 (0.20)

Galloway St @ 3rd St2 B (B) 12.1 (10.3) 0.12 (0.05) A (A) 404 (272) 0.25 (0.17)

South Dakota Ave @ Galloway St

B (B) 10.4 (14.0) 0.58 (0.51) A (A) 903 (842) 0.56 (0.53)

South Dakota Ave @ Hamilton St

A (A) 3.3 (2.5) 0.34 (0.33) A (A) 524 (527) 0.33 (0.33)

South Dakota Ave @ Kennedy St

A (B) 9.8 (13.6) 0.40 (0.37) A (A) 629 (595) 0.39 (0.37)

Table 6: Existing Condition Intersections Level of Services [AM (PM)]

74

below the posted speed limit, with one or more saturated intersections and likely traffic signal cycle failures on the

mainline, causing vehicles to wait through one or more signal cycles before proceeding through an intersection.

Time Period Travel Time (min) Stopped Delay (min) Average Travel Speed (mph)

Level of Service

EB/ N

B

WB

/ SB

EB/ N

B

WB

/ SB

EB/ N

B

WB

/ SB

EB/ N

B

WB

/ SB

Riggs Road – Chillum Place to Rock Creek Church Road

AM Peak Hour 123.8 495.0 46.3 238.0 11.6 3.4 D F

PM Peak Hour 118.2 139.4 36.6 69.2 10.7 13.7 D D

South Dakota Avenue – Galloway Place to Riggs Road

AM Peak Hour 109.4 96.1 27.6 9.3 13.2 13.5 C C

PM Peak Hour 103.7 118.3 23.2 37.5 13.3 10.9 C D

According to the results of the arterial analysis, only Riggs Road in the AM peak hour operates at a failing level of service.

Table 7: Existing Condition Corridor Level of Service

AM Vehicular Level of Service Figure 43

Level of Service A to C

Level of Service D

Level of Service E to F

PM Vehicular Level of Service Figure 44

Level of Service A to C

Level of Service D

Level of Service E to F

77

Conflict Points

Throughout the study area there are three main conflict areas that present problematic encounters with more than

one mode of transportation. These areas are identified on the Conflict Map (Figure 45). The highest levels of

conflicts occur between pedestrian and vehicular commuter traffic and/or busses.

A closer look at the Conflict Map shows a number of potential areas for pedestrian conflict with commuter traffic

and/or bus (transit) services at the vehicular entrance/exit to the WMATA park and ride lot. This intersection is

particularly challenging to a visually impaired person because of the design of a crosswalk that is bent at a sixty

degree (60 deg) angle midway the length of the crosswalk. This design potentially can lead a visually impaired

person into oncoming traffic that is headed westbound from the metro station as well as traffic headed eastbound into

the station along 1st Place.

The Conflict Map also illustrates the potential conflicts at the entrance to the metro station as well as an area exiting

the WMATA Kiss-and-Ride parking lot. At the entrance to the station, pedestrians are guided to use a crosswalk

leading in and out of the station access. However, as observed in the field, a number of pedestrian do not use the

crosswalk. It was observed that pedestrians that have a desire to either travel in a northeastern or northwestern

direction away from and towards the station chooses to cross at unmarked location as indicated by desire lines and

pedestrian movements in Figure 45.

79

Crash Analysis

Crash History The crash analysis is based on the data provided by the District of Columbia’s Department of Transportation from

January 01, 2006 to December 31, 2008. The study corridor encompasses the roadway network in the near vicinity of

Fort Totten Metrorail Station with the two arterial roads being South Dakota Avenue and Riggs Road. There were a

total of 53 police reported crashes along this corridor. A brief summary of the crash data is below:

Twenty-one crashes occurred in 2006, nineteen crashes occurred in 2007, and thirteen crashes occurred in

2008.

Rear end collisions were the most common type of crashes during the 3 year study period, with eighteen

accounting for 35% of the crashes.

The other crash types include the following:

- Twelve (23%) Right Angle collisions

- Seven (14%) Side Swipe collisions

- Four (8%) Fixed Object collisions

- Three (6%) Left Turn collisions

- Three (6%) Backing collisions

- Three (6%) Other/unknown type collisions

- One (2%) Right Turn collision

Out of fifty-three crashes, thirty injuries were reported.

The reported contributing factors were: the driver (26), the roadway (5), vehicle (1), and unknown (16).

Twelve crashes (23%) occurred between 7:30 AM and 9:30 AM. Five crashes (9%) occurred between 9:30

AM and 11:30 AM. Two crashes (4%) occurred between 11:30 AM and 1:30 PM. Eight crashes (15%)

occurred between 1:30 PM and 4:00 PM. Eleven crashes (21%) occurred between 4:00 PM and 6:30 PM.

Fifteen crashes (28%) occurred between 6:30 PM and 7:30 AM.

Thirty-three crashes (73%) occurred on a weekday. Twelve crashes (27%) occurred on a weekend.

Data Summary for Riggs Rd at South Dakota Ave Twelve crashes occurred in 2006, thirteen crashes occurred in 2007, and eight crashes occurred in 2008.

Rear end collisions were the most common type of crashes, with twelve crashes accounting for 40% of the

total crashes. Other crash types include seven right angle collisions (23%), six sideswipe collisions (20%),

two fixed object collisions (7%), one left-turn collision (3%), one right-turn collision (3%), one backing

collision (3%), and one other/unknown collision (3%).

The reported contributing factors were: the driver (12), the roadway (4), and unknown (14).

80

Out of thirty-three crashes, there were ten injuries reported.

Five crashes (15%) occurred between 7:30 AM and 9:30 AM. Five crashes (15%) occurred between 9:30

AM and 11:30 AM. Two crashes (6%) occurred between 11:30 AM and 1:30 PM. Six crashes (18%)

occurred between 1:30 PM and 4:00 PM. Seven crashes (21%) occurred between 4:00 PM and 6:30 PM.

Eight crashes (24%) occurred between 6:30 PM and 7:30 AM.

Twenty-one crashes (75%) occurred on a weekday. Seven crashes (25%) occurred on a weekend.

Analysis of data for Riggs Rd at South Dakota Ave The WB rear-end crashes occurring during the AM peak period may be attributed to queuing and driver

inattention.

The lighting for this intersection appears to be adequate.

There are obstructions to the visibility of the signals for the WB approach on Riggs Rd at South Dakota.

Utility poles and roadway light poles block their view at certain angles, which may contribute to both rear-

end and right-angle collisions.

All other approaches have adequate views of the signals.

The left turn bay for WB vehicles on Riggs Rd only holds two vehicles. If greater than two vehicles are

attempting left turns, vehicles will stop in the left through lane, which may contribute to rear-end collisions.

The sideswipe conditions may be attributed to the two-lane yield-controlled approach from South Dakota

Ave. The lanes entering Riggs Rd at this location enter at an angle that would reduce the severity of the

crashes. However, with the aggressive driving behavior observed at this location, the geometry of the

intersection may be a contributing factor to sideswipe and right-angle collisions.

Data Summary for Riggs Rd at 1st Pl Four crashes occurred in 2006, three crashes occurred in 2007, and three crashes occurred in 2008.

Rear end collisions were the most common type of crashes, with four accounting for 40% of the total

crashes. Other crash types include two right angle collisions (20%), two fixed object collisions (20%), and

two backing collisions (20%).

The reported contributing factors were: the driver (9), and the vehicle (1).

Out of ten crashes, there were eight injuries reported.

Four crashes (40%) occurred between 7:30 AM and 9:30 AM. Zero crashes occurred between 9:30 AM and

11:30 AM. Zero crashes occurred between 11:30 AM and 1:30 PM. One crash (10%) occurred between

1:30 PM and 4:00 PM. One crash (10%) occurred between 4:00 PM and 6:30 PM. Four crashes (40%)

occurred between 6:30 PM and 7:30 AM.

Six crashes (75%) occurred on a weekday. Two crashes (25%) occurred on a weekend.

81

Analysis of data for Riggs Rd at 1st Pl There is adequate lighting at the intersection. However, the WB approach on Riggs Rd has no lighting prior

to the intersection. Vehicles have to travel under a bridge (no lighting), 170 ft prior to the intersection. The

lack of lighting on the WB approach may contribute to rear-end and right-angle collisions at night.

The roadway surface on the WB approach Riggs Rd near the intersection has extensive damage due to

corrugation and shoving. Vehicles attempting an emergency stop or lane change maneuver may be

affected by this deficiency, which may contribute to rear-end and right-angle collisions. The extent of the

damage to the roadway may also contribute to the cause of sideswipe crashes, as the lane widths of 11 feet

and high bus volumes require drivers to carefully maintain position between the lines.

Data Summary for South Dakota Ave at Galloway St Five crashes occurred in 2006, three crashes occurred in 2007, and two crashes occurred in 2008.

Right angle collisions were the most common type of crashes with three accounting for 30% of the total

crashes. Other crash types include two rear end collisions (20%), two left-turn collisions (20%), one

sideswipe collision (10%), and two other/unknown collisions (20%).

The reported contributing factors were: the driver (5), the roadway (1), and unknown (2).

Out of ten crashes, there were twelve injuries reported.

Three crashes (30%) occurred between 7:30 AM and 9:30 AM. Zero crashes occurred between 9:30 AM

and 11:30 AM. Zero crashes occurred between 11:30 AM and 1:30 PM. One crash (10%) occurred

between 1:30 PM and 4:00 PM. Three crashes (30%) occurred between 4:00 PM and 6:30 PM. Three

crashes (30%) occurred between 6:30 PM and 7:30 AM.

Six crashes (69%) occurred on a weekday. Three crashes (33%) occurred on a weekend.

Analysis of data for South Dakota Ave at Galloway St The NB left turn from South Dakota Ave to Galloway St has permitted and protected phasing. Immediately

following the 4 second yellow time for the NB left turn phase, the SB through phase beings with no red

interval between. The lack of a red interval between the yellow and green intervals of the NB left turn

movement and SB through movement, respectively, may contribute to the right-angle and left-turn collisions.

Intersection Crashes and Crash Rates (2006-2008) Figure 46

0 - 0.80

0.81 - 1.00

> 1.00

Crashes per Million Entering VehiclesNumber of Crashes

0 - 10

11 - 20

21 - 40

83

MODE SPLITS

A cordon line analysis of the study area, which included the Fort Totten Metrorail Station, was evaluated to determine

the existing mode share entering the study area in the AM and exiting the study area in the PM. Vehicular,

pedestrian, and bicycle volumes were aggregated at each roadway crossing of the study area boundary, along with

bus volumes and transit boarding and alighting volumes.

Cordon Line

A cordon line is defined as an imaginary boundary drawn around a study area. A cordon line analysis aggregates all

traffic across this line, and provides a global-level snap shot of traffic flows into and out of the study area over a

specified time period. It is useful for capturing changes in traffic patterns (e.g. inbound versus outbound flow);

vehicle classifications (e.g. automobiles versus trucks) and modes of travel (e.g. auto, bus, rail, pedestrian). Table 8

shows the AM and PM hour mode split by intersection.

INTERSECTION NAME Total Inbound AM Intersection Volume

Auto Bus Bicycle Ped Transit Total

1-Riggs Rd @ 1st Pl 971 1350 4 76 2401

2-Riggs Rd @ 3rd St 279 250 0 2 531

3-Riggs Rd @ Chillum Pl 857 550 0 27 1434

4-South Dakota Ave @ Kennedy St 134 0 0 39 173

5-South Dakota Ave @ Hamilton St 30 0 0 19 49

6-South Dakota Ave @ Galloway St 977 975 4 49 2005

TOTAL TRIPS 3248 3125 8 212 946 6593

INTERSECTION NAME Total Outbound PM Intersection Volume

Auto Bus Bicycle Ped Transit Total

1-Riggs Rd @ 1st Pl 1008 1125 0 47 2180

2-Riggs Rd @ 3rd St 198 0 0 8 206

3-Riggs Rd @ Chillum Pl 1101 525 1 43 1670

4-South Dakota Ave @ Kennedy St 37 25 0 39 101

5-South Dakota Ave @ Hamilton St 21 0 0 13 34

6-South Dakota Ave @ Galloway St 953 1275 3 57 2288

TOTAL TRIPS 3318 2950 4 207 1208 6479

Table 8: AM and PM Peak Hour Mode Split Comparison by Study Intersections

84

Summary of AM Peak Hour Inbound Cordon Line Volumes

Auto, 3248, 43%

Bus, 3125, 41%

Bicycle, 8, 0%

Ped, 212, 3%

Transit, 946, 13%

Auto

Bus

Bicycle

Ped

Transit

Figure 47: Summary of AM Peak Hour Inbound Cordon Line Volumes

Figure 48: Summary of PM Peak Hour Outbound Cordon Line Volumes

85

REVIEW OF EXISTING PLANS & PROPOSED DEVELOPMENTS This is an overview of the recent planning efforts and proposed developments undertaken in and around the Fort

Totten Metrorail station and other guidance documents that are relevant to the efforts to improve access. These

include local and national initiatives, plans, studies, designs, design manuals, and other relevant guidance

documents. This document briefly summarizes the planning effort, discusses its relevance to improving access to

the Fort Totten Metrorail station, and provides detailed recommendations when applicable. The intention of this

overview is to help the plan’s consultant and stakeholders to draw from the wealth of planning literature already in

existence, and to ensure that this project fits well within the existing planning context in the City and region.

Local Planning Studies and Designs

DCOP – Riggs Road and South Dakota Avenue Area Development Plan (March 2009)

ULI-TAP Report - Fort Totten Metro Station: Maximizing Potential for TOD (March 2009)

DDOT – Rehabilitation of Riggs Road and South Dakota Avenue NE Intersection

DDOT – South Dakota Avenue Transportation Study (June 2007)

DDOT – Metropolitan Branch Trail Design Concept Plan (2005)

DDOT – Fort Totten Station Access Study

Private Developments

Fort Totten Station Luxury Apartments (Clark Realty)

Art Place and Shops at Fort Totten (Morris and Gwendolyn Cafritz Foundation)

The Dakotas/Fort Totten Square (Lowe Enterprises and Jacksophie Development, et al)

WMATA Fort Totten Metrorail Station Park-and-Ride and Kiss-and-Ride lots redevelopment

Planning and Design Guidance Documents

DDOT – Washington DC Pedestrian Master Plan and Design Guidelines (May 2008)

DDOT – Washington DC Bicycle Master Plan (April 2005) and Design Guidelines (December 2006)

DDOT – Transit Alternatives Analysis (DCAA) “DC’s Transit Future” (December 2007)

WMATA – Station Site and Access Planning Manual (May 2008)

WMATA – Joint Development Policies and Guidelines (November 2008)

WMATA – Adjacent Construction Project Manual (December 2008)

TCRP Report 19 – Guidelines for the Location and Design of Bus Stops (1996)

86

FHWA Manual: Pedestrian Safety Guide for Transit Agencies (February 2008)

TCRP Synthesis 62 – Integrating Bicycles and Transit (October 2005)

TCRP B-38 – Guidelines for Providing Access to Public Transportation Stations

Easter Seals - Project Action: Accessible Pathways to Bus Stops and Transit Facilities: A Process Guide

87

Local Planning Studies and Designs

DCOP – Riggs Road and South Dakota Avenue Area Development Plan (March 2009) District of Columbia Office of Planning

Summary The Lamond-Riggs Citizen Association (LRCA), the neighborhood organization in the study area, initiated the Area

Development Plan in partnership with the DC Office of Planning (DCOP) to chart future land use strategies in an area

ready for redevelopment adjacent to the Fort Totten Metrorail Station transit hub. The plan responds to the District’s

Transit Oriented Development policy of clustering development near Metrorail Stations in order to expand housing,

transportation, retail, and service choices. The implementation of this plan will also advance the District’s objective of

creating walkable, amenity-rich neighborhoods.

The plan identified opportunity sites for redevelopment in the primary study area chosen based on a combination of

factors such as a detailed market analysis, current neighborhood conditions, and proximity to intersections,

developed parcels, or commercial activity. Redevelopment scenarios were based on the condition of the facilities

and its land value and include recommendations for proposed land use and development scale, redevelopment

timeframe, proposed use, and urban design guidelines.

The implementation section of the plan provides a road map to guide revitalization in the study area in partnership

with the community and several other District agencies and entities. Implementation of improvements in the project

area is based on phased development and timelines in the short term, medium and long term. Potential for new

development is predicated on specific recommendations in four resource areas: Urban Design and Land Use, Public

Realm and Community Safety, Parks and Open Space, Circulation and Access, and Economic Development and

Housing.

Relevance to this study The 1st Place and Galloway Street NE Transportation Access Study and Improvement Plan will directly support the

goals and implement the recommendations of the plan. The plan provides specific recommendations for the uses,

scale, and character for redevelopment of the properties surrounding the Fort Totten Metrorail Station consistent with

Transit Oriented Development (TOD) principles. Much of this property falls within ¼ mile of the Fort Totten Metrorail

Station and has direct frontage on both 1st Place and Galloway Street NE.

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Specific Facility Recommendations “Improve sidewalks and overall access to Fort Totten Metro Station with particular focus on opening 3rd Street

access at current Clark Development; other surrounding corridors, including Kennedy Street, 4th Street, Galloway

and any new vehicular access routes should encourage safe and well lighted neighborhood connections.”

“Install a uniform system of street lights with ample illumination in all residential areas including Kennedy Street, 4th

Street, Galloway.”

“Develop First Place as a multi-modal neighborhood-serving corridor. Following the lead of the Metropolitan Branch

Trail, enhance safe and accessible pedestrian and bicycle connections in the study area.”

Figure 49: Plan’s Vision for long‐term redevelopment at the Riggs Road/South Dakota Ave Intersection

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ULI-TAP Report - Fort Totten Metro Station: Maximizing Potential for TOD (March 2009)

Summary

The Urban Land Institute formed a Technical Assistance Panel to evaluate the redevelopment prospects for the two

WMATA-owned parcels immediately west and east of the Metrorail station. The resulting recommendations aim to

maximize the potential of transit oriented development on the site in the categories of market potential,

planning/design, and implementation.

Relevance to this study

The recommendations include specific guidance to increase the intensity of development surrounding the station

consistent with Transit Oriented Development (TOD) principles. Specific recommendations are outlined below and

include generally reduced minimum parking requirements and increased multimodal connectivity.

Facility Recommendations

Market Potential

Parking ratios of between 0.5 to 0.75 spaces per unit are realistic for this site based on comparable

projects

Need to focus on smaller, more affordable units

Car-sharing, formation of a Parking Management District, and biking are all important mobility options

(including connections to the Metropolitan Branch Trail)

Creating greater connectivity and access to new retail and other amenities is essential

Planning & Design

Providing parallel parking throughout the site (including on 1st Place and Galloway St.)

Relocating bus drop-off to western WMATA parcel (west of the tracks and off of 1st Place, NE)

Considering additional parking alternatives, i.e. a public, shared parking garage financed by a parking

tax district for the entire redevelopment area bounded by South Dakota and Riggs

Establish formal pedestrian connections across National Park Service lands

Extend 3rd Street NE north to form a new connection with Riggs Road NE

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Figure 50: ULI Opportunity Area

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Figure 51: ULI vision for station area

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Figure 52: ULI Vision for WMATA parcels

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DDOT – Rehabilitation of Riggs Road and South Dakota Avenue NE Intersection

Summary

DDOT has redesigned the intersection of Riggs Road NE, South Dakota Avenue NE, and 3rd Street NE to create a

more traditional four-leg configuration. DDOT cites safety as the primary reason for the realignment. The new

configuration will reduce the speed of vehicles coming northbound and southbound onto South Dakota Avenue,

which will consequently reduce the crash rates and alleviate congestion and heavy traffic volumes during peak hours

in the morning and evening rush hour.

The new plans will include improvements for pedestrian safety, such as an accessible network of sidewalks and new

landscaping, street furniture, and signage. The realignment also provides an opportunity to create an urban corridor

with street facing mixed-use opportunities. To support planned mixed-use development, the plans provide for

metered street parking along Riggs Road, north of South Dakota Avenue, next to the new retail development.


The redesigned footprint for the intersection opens land for higher density, mixed-use development, which increases

the overall intensity of development in the area and the number of residents within walking distance to the Fort Totten

Metrorail Station area.

Figure 53: Facility Recommendations

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DDOT – South Dakota Avenue Transportation and Streetscape Study (June 2007)

Summary

The study recommends corridor-wide and intersection-specific improvements along the entire length of South Dakota

Avenue NE that will improve the transportation system for all modes of travel, increasing safety, reducing congestion,

and improving the look and feel of the area. A primary emphasis of the study is to mitigate excessive vehicle speeds.


The study identifies recommended streetscape upgrades for non-motorized access needs from South Dakota

Avenue to/from the Fort Totten Metro Station along Galloway Street and for South Dakota Avenue through the 1st

Place and Galloway Street NE Transportation Access Study and Improvement Plan study area.


In particular, the project recommends the following improvements in the vicinity of the Galloway Street and South

Dakota Avenue intersection:

Install signs to help guide the public to the Metro Station on Galloway Street.

Extend sidewalk from Metro location to South Dakota Avenue on the south side of the western leg of

Galloway Street.

Between Gallatin and Galloway, plant bushes/shrubs along eastern side of the block to visually

separate South Dakota Avenue from athletic field.

Install pedestrian signal for Hamilton Street crosswalks on the eastern and western legs of the

intersection.

Eliminate crosswalks on South Dakota Avenue for Ingraham and Jefferson Streets.

Paint stop bars a minimum of 4 feet behind newly painted crosswalks.

Paint all crosswalks with highly visible ladder-style pattern as appropriate.

Install driver feedback sign warning motorists of automated speed enforcement midway between

Jefferson and Ingraham Streets.

To mitigate excessive vehicle speeds: adjust timing signal progression for the posted speed limit of 25

miles per hour, posting signs notifying drivers that the signals are timed for 25 m.p.h., reallocating green

time from South Dakota Avenue to the side streets to reduce wide green bands, and adjusting traffic

signal offsets to create more natural stopping points for traffic along the corridor.

All minor signals should be retimed with pedestrian phasing calculated using a 3.5 feet per second walk

speed and using the length of the pedestrian crossing, not the road width.

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Figure 54: Proposed improvements for Kennedy, Jefferson, and Ingraham Streets

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Figure 55Proposed improvements for Hamilton and Galloway Streets

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Figure 56 Proposed improvements for Gallatin Street and Farragut Place

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DDOT – Metropolitan Branch Trail Design Concept Plan (2005)

Summary

The MBT is an emerging 11-mile multi-use trail system connecting Silver Spring to the National Mall. It includes a

segment (Prince George County Spur) that will connect Fort Totten east to the Anacostia Tributaries Trail System in

West Hyattsville. The Design Concept Plan identifies the preferred trail route, design components, and an

implementation plan.


When completed, the MBT and P.G. County Spur trails will provide greatly increased non-motorized connectivity in

the form of multi-use trails between the Fort Totten Metrorail Station and surrounding neighborhoods. The future trail

alignment runs parallel with 1st Place, NE and heads south into National Park Service (NPS) lands just west of the

Fort Totten Metrorail Station entrance. The trail alignments need to be integrated into any redesign of the station

area in coordination with the NPS.


At the Ft. Totten Metro Station, the trail would follow contours above metro green line tunnel, to meet ADA standards.

This alternative provides the most direct and ADA accessible route between John McCormack Rd and Riggs Rd.

From culvert, trail connects to paved 8-10' trail around Ft. Totten metro tunnel on NPS lands, staying

outside WMATA fence

MBT would descend hill at Ft. Totten metro to west of and level with sidewalk along 1st Place, meeting

ADA standards, and proceed parallel to sidewalk on separated path to Riggs Rd.

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Proposed Private Development Projects

Several projects are planned for the study area that will dramatically increase the intensity of development near Fort

Totten Metrorail Station. They are at various stages in the development process, ranging from conceptual to partially

constructed, and will include a mix of residential, retail, and arts and cultural uses. This mix of uses, coupled with

proximity to the Fort Totten Metrorail Station, creates an opportunity to shift trips from privately-owned vehicles to

alternative transportation modes.

This section briefly summarizes current information available for each project and assesses its relevance for the 1st

Place and Galloway Street, NE Transportation Access Study and Improvement Plan. The developments discussed

include:




Fort Totten Metrorail Station Park & Ride/Kiss & Ride redevelopment (WMATA Joint Development)

Emerson Park Townhomes (K. Hovanian Homes)

Figure 57: Proposed Metropolitan Branch Trail

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A summary table is provided at the end of the section. This summary table offers a comparative view of the projects

by acreage, residential space, non-residential space, parking spaces, projected vehicle trips per day, proposed new

roads/traffic movements, and development status.

Figure 58: Development projects in the vicinity of Fort Totten Metro Station

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Summary

Fort Totten Station Luxury Apartments is a joint-development project with Clark Realty Capital and Washington

Metropolitan Area Transit Authority (WMATA). Phase 1 of the project was completed in January 2008. It consists of

three, four-story buildings containing 380 apartments and 5,000 SF of retail. The project also includes both surface

and garage parking.

Construction on Phase 2 is on hold pending improvements in the housing market.


The Fort Totten Station Luxury Apartments development is located directly adjacent to the Fort Totten Metrorail

Station and has resulted in new roadway configurations to the northeast of the station.

Figure 59: Site plan for Fort Totten Station

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Summary

The Morris & Gwendolyn Cafritz Foundation has proposed a planned unit development project directly northeast of

the Fort Totten Metrorail Station including 929 apartment units and 873,400 SF of non-residential spaces, including

274,091 SF of retail, (with a grocery store)170,00 SF for cultural and arts spaces, , a children’s museum, a

daycare/senior center, and 2,361 parking spaces. The project received preliminary approval from the District of

Columbia Planning Board in November, 2009.


This proposed development is located directly northeast of the Fort Totten Metrorail transit Station and will result in

new land uses and access points along Galloway Street and South Dakota Avenue. In addition, Ingraham Street will

be realigned.

Figure 60: Site plan for Art Place and Shops at Fort Totten

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Summary

The Dakotas are a mixed use private development on the east side of South Dakota Avenue at Riggs Road

consisting of approximately 900 housing units and 100,000 SF of retail space, including a grocery store.


This development will create a large amount of residential and retail uses within ½ mile walking distance of the Fort

Totten Metrorail Station.

Figure 61: Looking south at the future site of The Dakotas

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WMATA Fort Totten Metrorail Station Park & Ride/Kiss & Ride redevelopment

Summary

WMATA is considering developing two parcels immediately adjacent to the Fort Totten Metro station. These parcels

are currently used as the station’s Park & Ride and Kiss & Ride lots. The Authority will soon be releasing a station

area plan for this Station that details desired elements to be included in any redevelopment, including land use mix,

required parking, densities and urban design.


Development of these parcels will directly affect access to the Fort Totten Metrorail Station for users of all modes.


Summary

The Emerson Park Townhomes development south of Gallatin Street NE consists of seventy-five, three-level

townhomes with 2-car garages. The townhomes are being constructed by K. Hovnanian Homes and several units

have already been sold.


The Emerson Park Townhomes development is located within ½ mile of the Fort Totten Metrorail Station. Many

residents who walk to the Metrorail Station are likely to use one of the informal pathways that cross the National Park

Service property that lies between Galloway Street NE and Gallatin Street NE.

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Future Development Summary Table

Fort Totten Station Luxury Apartments (Clark Realty)i



The Dakotas/Fort Totten Square (Lowe Enterprises and Jacksophie Development)

Fort Totten Metrorail Station Park & Ride / Kiss and Ride Lot Redevelopment (WMATA)

Acres 16.67 Zoning Changes Most of site currently zoned R-

5-A (low-density apartment). Small portion is zoned FT/C-3-A (moderate density commercial with review of buildings taller than 65’ to protect the view of Fort Totten). Applicant requested PUD-associated rezoning to C-2-B (commercial business center medium density).

Residential Space/Number of Residences

308 apartment units 75 townhomes 929 apartment units/ 1,145,480 SF

900 housing units 356 apartments

Non-Residential Space 5,000 SF of retail 873,400 SF total non-residential space 274,091 SF retail uses, including 71,091 for grocery store and in-line retail and 203,000 SF for anchor retail use. 47,000 SF children’s museum. 170,000 SF of cultural and arts spaces. 7,250 SF daycare/senior center. 20,000 SF replacement branch library

100,00 SF of retail, including grocery store

18,000 SF Retail

Number of Parking Spaces

630 (garage and surface) 2,361 spaces 600 1,000 shared space garage for commuter resident

Proj. Veh. Trips/ Day 1696 401 9159 5787 2007

Proposed New Roads/Traffic Movements

New roadway configurations to the northeast of station

All access via Emerson Street

New 60’ wide Ingraham Street would be constructed to intersect South Dakota Avenue at a right angle and connect to the portion of Hamilton Street that remains on the Totten Apartments property. Kennedy Street would be re-aligned slightly to the south, widened from 60’ to 70’, and connected to the section of 3rd Street that is to be constructed on the Ft. Totten Apartments site. A new portion of 3rd Street would be designed to accommodate a possible future entrance from Riggs Road.

Redesign of 1st Place/ Galloway, new garage access points, service road, signals, bus bays

Development Status Phase 1 constructed Under construction Received final approval from D.C. Zoning Commission

Concept Plan Submitted

WMATA seeking developers

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Planning and Design Guidance Documents

DDOT – Washington DC Pedestrian Master Plan and Design Guidelines (May 2008)

Summary

The DC Pedestrian Master Plan studied the existing conditions and made recommendations to achieve the primary

goals of: reducing the number of pedestrians killed and injured in crashes with motor vehicles, and increasing

pedestrian activity by making walking a comfortable and accessible more of travel throughout all parts of the District.

The appended Pedestrian Design Guidelines compile all relevant DDOT and MUTCD Standard Drawings was well as

revised and new standa4rd drawings to address aspects of pedestrian facility design not currently covered in the

standard drawings.


The Master Plan identified South Dakota Avenue as a primary pedestrian corridor and identified sidewalk gaps for 1st

Place, Galloway Street, and the surrounding neighborhood streets. The Design Guidelines should be followed for

any proposed 1st Place or Galloway Street reconstruction designs.

DDOT – Washington DC Bicycle Master Plan (April 2005) and Design Guidelines

(December 2006)

Summary

The DC Bicycle Master Plan analyzed the existing bicycling conditions, barriers, and opportunities and identified

three primary goals: more and better facilities, more bicycle friendly policies, and more bicycle-related education,

promotion, and enforcement.

The DDOT Bicycle Facility Design Guide includes specifications for the planning, design, and implementation of

bicycle facilities including: bicycle lanes, bicycle-related signs, bicycle parking racks, and bicycle friendly sewer

grates.


The Master Plan identified the Fort Totten Metrorail Station area as a “barrier area” that needs improvements, and

identifies the Metropolitan Branch Trail and Prince George County Spur Trail as proposed connections. The Facility

Design Guide should be followed for any proposed 1st Place or Galloway Street reconstruction designs.

Table 9: Future Development Summary Table

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DDOT – Transit Alternatives Analysis (DCAA) “DC’s Transit Future” (December 2007)

Summary

The DCAA is a comprehensive analysis of intra-district transit connectivity. The study is the result of an 18-month

public engagement process that included stakeholders from across the District providing insight on current gaps in

transit and identifying the potential transit technologies and services necessary to meet the transit needs of District

residents, thereby offering additional connections between the existing Metrobus and Metrorail systems, as well as to

key activity centers across the region. The results of the study include a long-range vision and a short term

implementation plan for major transit investments in the District.

The study examined various bus and rail technologies. From that evaluation, four types of transit services—Streetcar,

Bus Rapid Transit, DC Circulator, and Metro Extra Bus Service—were selected as the best technologies to achieve

the District’s transit goals on specified priority corridors.


The Riggs Road/Missouri Avenue transit corridor was evaluated as a part of the analysis, was found to be a long-

term secondary corridor, and is therefore not included in the 2030 plan of priority transit improvements.

WMATA – Station Site and Access Planning Manual (May 2008)

Summary

The primary objective of the Manual is to illustrate how station site facilities should be planned to optimize pedestrian

and vehicular access to the station for all modes of arrival, with focus on physical design and operational issues. It

established a hierarchy of mode prioritization (from highest to lowest: pedestrians, bicycles, transit, kiss-and-ride,

park-and-ride) and design considerations for each of the modes. Planning and design guidance is given for Joint

Development and Transit Oriented Developments adjacent to stations area. Finally, design guidance is given for

landscaping, way-finding, and security.


Any proposed reconfiguration of 1st Place or Galloway Street will need to address the design considerations for each

mode outlined in the manual.

WMATA – Joint Development Policies and Guidelines (November 2008)

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Summary

Joint Development is the creative program through which property interests owned and/or controlled by WMATA are

marketed to developers with the objective of creating transit oriented development projects. The policies and

guidelines identify the responsibilities, procedures, terms of sale, community involvement process, and process of

selecting and/or evaluating potential joint development projects or partners.


The policies and guidelines identify the level of involvement WMATA may have with the surrounding private

developments that will front on 1st Place and/or Galloway Street.

WMATA – Adjacent Construction Project Manual (December 2008)

Summary

WMATA reviews plans for projects adjacent to or on WMATA property and joint development projects to ensure that:

(1) WMATA facilities and operations are not damaged or affected by the proposed project; (2) WMATA operations

are not impacted during and after the proposed project construction and that; (3) WMATA station capacity is not

affected by the ridership generated by these projects. The manual outlines design review procedures, fees, required

engineering and design submittals, required monitoring and safety procedures, and overall project documentation

requirements.


The manual outlines the review and approval process to be followed for any proposed designs.

TCRP Report 19 – Guidelines for the Location and Design of Bus Stops (1996)

Summary

The primary objective of this research was to develop guidelines for locating and designing bus stops in various

operating environments in the categories of: big picture, street-side design, and curb-side design.


This report provides valuable guidance to develop and evaluate any proposed bus stop reconfiguration at Fort Totten

Metrorail Station based on nation-wide examples and best practices.

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FHWA Manual: Pedestrian Safety Guide for Transit Agencies (February 2008)

Summary

This Manual authored by Toole Design Group is intended to provide transit agency staff and roadway designers with

an easy-to-use resource for improving pedestrian safety. The guide includes a variety of approaches to address

common pedestrian safety issues that are likely to arise near transit stations, bus stops, and other places where

transit (bus or rail) is operated. It provides references to publications, guides, and other tools to identify pedestrian

safety problems. Descriptions of engineering, education, and enforcement programs that have been effectively

applied by transit agencies are included as well as background information about pedestrian safety and access to

transit.


This manual can be used to identify issues, approaches, and actions to evaluate pedestrian safety and access at the

Fort Totten Metrorail Station.

TCRP Synthesis 62 – Integration of Bicycles and Transit (October 2005)

Summary

This report authored by Toole Design Group documents and reviews efforts over the preceding ten years to integrate

bicycle use with transit services. The report documents integration programs, integration with bus services,

integration with rail services, integration with other transit modes, and bicycle parking.


This report presents examples of methods used to integrate bicycles with transit services as potential options to

improve access to Fort Totten Metrorail Station.

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TCRP B-38 – Guidelines for Providing Access to Public Transportation Stations

Summary

Toole Design Group is a part of the team developing a guidebook that will present a framework and analytical tools to

determine appropriate transit access to high-capacity transit stations. The set of tools presented in the guidebook will

include: station typologies to identify access alternatives and decision factors, evaluation tools to assess the impacts

of various access alternatives, a decision-making framework, and case studies.


When completed, the guidebook will present a holistic approach to determining the appropriate access for Fort Totten

Metrorail Station.

Easter Seals-Project Action: Accessible Pathways to Bus Stops, Transit Facilities: A

Process Guide

Summary

Toole Design Group is a part of the team developing this Process Guide designed to help communities encourage

more people with disabilities to use fixed route public transportation. The 5-step process described in this guide, built

on successes in 12 communities, is designed for three main stakeholders: transit agencies, local governments, and

advocacy groups. The guide walks stakeholders through 5 steps for improving sidewalks, road crossings and other

elements of the travel path on the way to and from bus stops on rail/transit stations:

1. Identifying goals

2. Conducting a community report card

3. Completing a gap analysis

4. Preparing an action plan

5. Ensuring follow-up


When completed, the Process Guide will be a valuable tool to identify and evaluate needed ADA improvements in the

Fort Totten Metrorail Station area.

i With the exception of acreage, figures are for Phase 1.

1st place & galloway street ne - appendix a

Documents

bicycle level of service

bicycle inventory

ne facilities

riggs road facilities

ne south leg of intersection

ne corridor overview

cross section c

general context