brookland: multi modal transportation and streetscape study

Small Town in Town BROOKLAND WASHINGTON DC MULTI-MODAL TRANSPORTATION AND STREETSCAPE STUDY

COMPREHENSIVE REPORT CONTAINING TRANSPORTATION AND PUBLIC REALM EXISTING CONDITION ASSESSMENTS AND RECOMMENDATIONS.

FINAL REPORT MARCH 2007

BROOKLAND - MULTI-MODAL TRANSPORTATION & STREETSCAPE STUDY2

This report was prepared by David Volkert & Associates, Inc. and Michael Baker Jr., Inc. for the District

Department of Transportation, using funds from the Federal Highway Administration.

BROOKLAND - MULTI-MODAL TRANSPORTATION & STREETSCAPE STUDY 3

District Department of Tansportation (DDOT)

Project Manager:

Sharlene Reed

Ward 5 Transportation Planner

District Department of Transportation

2000 14th Street NW

Washington, DC 20009

Consultant Team:

David Volkert & Associates, Inc.

William Carlson

5400 Shawnee Road

Alexandria, VA 22312

with:

Michael Baker Jr., Inc.

Oliver Boehm, ASLA,RLA,LEED

Bettina D. Irps

3601 Eisenhower Avenue, Suite 600

Alexandria, VA 22304

Numerous offi ces, local associations and individuals

devoted their time to the production of this

document. Project management was provided by

the District Department of Transportation (DDOT).

Acknowledgements

Sketch of improved 12th Street Neighborhood Retail Area.

2006 ASLA Merit Award


EXECUTIVE SUMMARY

The Brookland study was initiated by the Transportation

Planning and Policy Administration (TPPA) section

of District Department of Transportation (DDOT) to

develop Transportation and Streetscape improvement

recommendations for this area.

DDOT tasked David Volkert & Associates Engineering,

P.C. and Michael Baker Jr., Inc. to conduct the study.

In addition to transportation improvements, the study

focuses on streetscape design to strengthen and catalyze

economic development and vitality of the community.

Implementation of this project will complement the

Districts efforts to support the establishment of lasting,

comprehensive revitalization initiatives in DCs traditional

neighborhood business districts. As such, on behalf of

Mayor Anthony A. Williams, the Offi ce of the Deputy Mayor

for Planning and Economic Development launched the

reSTORE DC Initiative in January 2002, which designated

12th Street N.E. as one of its Main Streets.

Over the course of the analyses, as a result of citizen

involvement and input from staff, the study evolved into a

comprehensive multi-modal transportation planning and

streetscape study. A team of senior urban transportation

planners, traffi c engineers, and architects from Volkert

and Baker was assembled to undertake the necessary

tasks. The key objectives of this study were to develop

transportation strategies and streetscape improvements

to manage various modes of travel, increase the overall

transportation effi ciency, and enhance pedestrian and

vehicular safety while improving the overall aesthetics of

the urban environment.

Brookland, located in Northeast DC with 12th Street as

its central corridor, between Michigan and Rhode Island

Avenues, is a neighborhood of rolling hills, with tree-lined

streets, eclectic architecture, and a rich artistic and

intellectual legacy. It offers many personalities that range

from strong residential neighborhoods and institutional

anchors like Catholic University of America (CUA) to

vibrant commercial corridors. Like many communities,

it also displays some of the most challenging problems

associated with vehicular movement, pedestrian safety,

and streetscape aesthetics.

The fi rst step in unlocking 12th Streets potential to

the liking of the communitys stakeholders, was the

instigation of an extensive public participation process.

Through a series of meetings, workshops, and community

walks, representatives from the residential and business

community, neighborhood institutions, elected offi cials

and agencies had the opportunity to be heard and get

involved. Collaboration with WMATA, utility companies,

Advisory Neighborhood Commissions (ANC), Brookland

Community Development Corporation (CDC), 12th

Street Main Street, students and faculty from CUA,

and Study/Technical Advisory Committees (SAC/TAC)

provided additional input and aided in the formation of

the following study goals:

Reduce traffi c congestion and travelspeedsImprove parking supplyPromote pedestrian safetyReduce impact of truck traffi c onresidential neighborhoodsEnhance transit, bicycle, and pedestrianaccess and connectivityImprove the public realm, enhance thesense of place and highlight the uniquecharacter of the community


Sketch of improved 12th Street Neighborhood Residential Area.

An extensive review of the existing transportation

infrastructure and streetscape features was conducted

to develop the basis for identifying current obstacles and

future opportunities for improving mobility and safety in

Brookland .

The recommendations for transportation and

streetscape improvements are a culmination of

active participation by and input from community

representatives, assistance from staff of DDOT-TPPA,

and the efforts of the study team. Where applicable,

transportation related recommendations provided the

basis for public realm improvements; they are organized

by sub-districts to allow for context-sensitive design. A set

of recommended streetscape improvements is provided

for each of the seven sub-districts, incorporating an

easy-to-use reference system with links to a Streetscape

Elements Library. This system was developed to enable

the reader to fi nd in-depth and technical information

about the recommendations while keeping the central

part of the document comprehensible and concise.

An overall theme of sustainability with social,

environmental, and economic aspects unifi es the

sub-districts without compromising their individuality,

uses, appearance and functionality. Incorporation of

innovative design, such as Low Impact Development

(LID), renewable energy sources, and creative and

effi cient use of landscaping are examples of this effort.

The recommendations contained herein shall provide

the Districts agencies, residents, private developers and

other stakeholders with tools to effectively improve the

transportation infrastructure and streetscape design. In

accordance with DDOT time lines, the team identifi ed

short-term improvements for implementation within 12-

24 months after study completion, such as retrofi tting

the existing utility poles with pedestrian level lighting

along the 12th Street corridor. Long-term improvements

such as medians and curb extensions will take longer

than 12-24 months to implement. Furthermore, possible

sources of funding were identifi ed and are discussed

in this report to address implementation of the study

recommendations.

The study team created an interactive project website as

a tool for the public and agencies to follow the progress,

fi nd meeting notices, minutes, and links to relevant District

resources, download draft documents, and provide

comments. This Draft Final Report is also available on the

DC-DDOT website (access through www.ddot.dc.gov)

along with other relevant project and District information.

Upon receipt of further public comments, appropriate

adjustments will be made to produce the fi nal report.

The following sections provide details of the study

methodology, analysis, fi ndings, and the recommended

improvements.


Brooklands Location within Washington DC

Source: Government of the District of Columbia; Citizen Atlas Map Gallery, prepared by the Offi ce of Planning for DC GIS, October 1, 2003.

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TABLE OF CONTENTS

6. Public Realm Existing Conditions..........................82

6.1 Steetscape.....................................................82 6.2 Street Lighting & Utility Poles.........................84 6.3 Sidewalks........................................................86 6.4 Street Furnishings...........................................88 6.5 Street Trees.....................................................90 6.6 Utility Undergrounding Pros & Cons.........92

1. Study Area and Report.............................................82. Context, History & Forecast....................................103. Public Participation.................................................174. Vision and Challenges...........................................24

4.1 Connectivity...................................................26 4.2 Context-Sensitive Development..................28 4.3 Special Events................................................29 4.4 Prospective.....................................................30 4.5 Overview of Short- & Long-Term Recommendations........................................31

8. Public Realm & Transportation Recommendations................................................100 8.1 Short- & Long-Term Recommendations.....101 8.2 The Theme: Sustainability............................104 8.3 How to use this Manual...............................106 8.4 Sub-District Plan............................................108 8.5 Transportation Recommendations for 12th Street (Sub-District 1-5)................................110 8.6 Public Realm Recommendations for 12th Street.............................................................118

8.6.1 Sub-District 1 (Northern Gateway)............................118 8.6.2 Sub-District 2 (Southern Gateway)...........................120 8.6.3 Sub-District 3 (Main Street Core)..............................122 8.6.4 Sub-District 4 (Neigborhood Retail)..........................126 8.6.5 Sub-District 5 (Neighborhood Residential)...............128 8.7 Transportation Recommendations for Monroe & Newton Streets (Sub-Districts 6-7).........................................130 8.8 Public Realm Recommendations for Monroe & Newton Streets ............................134

8.8.1 Sub-District 6 (Monroe Street Bridge).......................136 8.8.2 Sub-District 7 (Monroe & Newton Streets)................138

8.9 Streetscape Elements Library......................140 8.10 Implementation Strategy.............................154 8.11 Overview: Effective Application of Streetscape Elements...................................156

Acknowledgements......................................................2-3Executive Summary...........................................................4Table of Contents...............................................................7

5. Transportation Existing Conditions........................32

5.1 Existing Transportation System.....................32

5.1.1 Roadway Descriptions 12th Street.............................................34 5.1.2 Roadway Descriptions Monroe Street.......................................37 5.1.3 Roadway Descriptions Michigan Avenue.................................40 5.1.4 Observed Roadway Conditions.........45 5.1.5 Existing Traffi c Signals..........................48 5.1.6 Existing Traffi c Volumes.......................49 5.1.7 Truck Loading/Unloading and Heavy Vehicles....................................55 5.1.8 Intersection Accident History.............60

5.2 Multi-Modal Transportation Analysis...........64 5.2.1 Study Methodology..............................64 5.2.2 Traffi c Engineering Analysis................65 5.2.3 Walking Environment...........................76 5.2.4 Bicycling in Brookland.........................78 5.2.5 Public Transit System............................80

7. Transportation Recommendations.........................94 7.1 Approach........................................................94 7.2 Consideration of 4-Way Stops at Unsignalized Intersections.............................95 7.3 Traffi c Calming Measures..............................96 7.4 Transportation Recommendations for Areas not Included in the Public Realm Study Area......................................................98

9. List of Tables and Figures.......................................16010. Technical Addendum & References...................165


STUDY AREASThe Brookland/12th Street Transportation and Streetscape

Study focuses on three (3) corridors within the Northeast

quadrant of Washington DC:

12th Street, N.E.: Approximately 1.2 miles between Michigan Avenue to the north and Rhode Island

Avenue at the south.

Monroe Street, N.E.: Approximately 1.3 miles between Michigan Avenue to the west and South Dakota

Avenue to the east.

Michigan Avenue, N.E.: Approximately 2.3 milesbetween North Capitol Street to the west and Eastern

Avenue to the east.

While all three corridors have been studied for transportation

related assessments and recommendations, the publicrealm study area is limited to 12th Street and adjoiningareas (see fi gure 1-2), encompassing the following:

12th Street between Michigan Avenue to the northand Rhode Island Avenue to the south.

Approximately .3 miles of Monroe Street between 7th

1. STUDY AREA & REPORT

Figure 1-1: Map showing Brooklands Transportation & Public Realm Study Corridors

STUDY AREA & REPORT


and 12th Street, including the Monroe Street Bridge.

Two blocks of Newton Street connecting the Brookland/CUA Metro Station and 12th Street.

In order to tailor the recommendations to the existing

and evolving urban fabric, seven sub-districts have been

identifi ed based on their character, predominant use, and

location within the public realm study area (see chapter

8.4)

WHAT IS THIS DOCUMENT?

Throughout the study process, a series of draft reports

was released for public review and comment. This

comprehensive draft report combines, expands and

considers comments on three documents:

(1) Draft Existing Conditions Report, September 2005,

(2) Public Realm Existing Conditions and Recommendations Draft Report, June 2006, and

(3) Recommendations for Transportation Improvements Interim Report, June 2006.

The report has fi ve main segments, starting with general

project descriptions, vision and challenges (chapter 1-

4), followed by the Transportation Existing Conditions

Assessment (chapter 5), the Public Realm Existing

Conditions Assessment (chapter 6), leading to the

Transportation Recommendations for areas that are

not part of the public realm study area (chapter 7),

culminating in the Public Realm AND Transportation

Recommendations (chapter 8).

The recommendations contained herein shall provide the

Districts planners and stakeholders with tools to effectively

improve the transportation infrastructure and streetscape

design. Chapter 8 includes conceptual transportation

modifi cations and design schemes for selected areas,

supplemented by a Streetscape Elements Library. Upon

receipt and incorporation of public comments, the fi nal

report presents the foundation for the projects next phase,

the production of design and construction documents.

Through continued cooperation among all parties involved,

the formation of public-private partnerships, and support

by existing organizations of the residential and business

communities, the implementation of recommended short-

and long-term improvements will come to fruition with the

ultimate goal of establishing a functional, sustainable, and

aesthetically pleasing Brookland environment.

Figure 1-2: Map of Public Realm Study Area


2. CONTEXT, HISTORY & FORECAST

Figure 2-2: Map of rapid development of the Brookland area ca. 1890.

Figure 2-1: Photo of Fort Slemmer during the Civil War.

Brookland is located in the Northeast

quadrant of Washington DC, in Ward 5.

Situated near the outer fringes of the District,

the neighborhood strikes a balance between

the suburban communities of Maryland to the

north and the denser, urban neighborhoods

closer to the downtown. It has been described

as an Urban Village, with a broad mix of

low to medium density building stock and

good connections to the downtown area

via public transportation and major roads.

These factors, along with growth in demand

for housing in the District, have ensured that

the neighborhood is quickly emerging as a

desirable place to live in.

Brookland is a late 19th and early 20th century

neighborhood and was once known as Little Rome or

Little Vatican as clerics and religious men and women

of different orders walked around in their religious robes.

It is home to the largest cluster institutions (colleges,

schools, houses of study, convents, and seminaries)

to be found outside Rome. Among them are Catholic

University of America, the only college in the Unites States

under the direct patronage of the Vatican, the Basilica

of the National Shrine of Immaculate Conception, the

largest Catholic Church in the Western Hemisphere,

and the Franciscan Monastery.

For most of the 19th century the Brookland area was

farmland owned by the prominent Middletown, Queen,

and Brooks families. Brookland takes its name from Colonel

Jehiel Brooks, the early 19th century Marylander whose 150-

acre farm became the heart of the middle-class community

that exists today.

In 1840, the Colonel and his wife Ann Margaret Queen built

an elegant brick Greek revival mansion, which still stands

at 901 Newton Street, N.E., and called it Bellair, meaning

beautiful air. The neighborhoods reputation for clean,

fresh air persisted well into the 20th century.

During the American Civil War, a ring of forts was built on

the outskirts of Washington to defend the city from

the Confederate Army. Two of those forts were

located in the area. First, Fort Slemmer and second,

Fort Bunker Hill on land belonged to the Queen

and Brooks families. Later the Old Soldiers Home

was constructed to the northwest. The population

of the city itself increased with the expansion of

the federal government.

The Brookland area evolved in the early 1870s,

when the Baltimore and Ohio Railroad opened its

western branch line in this area to downtown.

Now, this area is part of CUA campus. (Source: The Heritage of CUA Courtesy of the National Archives)

(Source: The Heritage of CUA. Courtesy of the American Catholic History Research Center andUniversity Archives, CUA)

CONTEXT & HISTORY


In 1887, the Catholic Church purchased the adjacent

Middletown estate as the site of the Catholic University

of America. The University was established just north of

the Brooks Mansion. Shortly after the Catholic Church

bought the site, the heirs of Colonel Jehiel Brooks sold

the adjoining tract of land to suburban developers.

Developers responded to these expansions and built a

new Washington neighborhood beyond the central

city. The former Brooks estate was subdivided into

modest house-lots by developers and the former

Brooks family estate becoming a housing tract called

Brookland.

The presence of Catholic University attracted many

other Catholic organizations and institutions to the

area, including Trinity College, established 1897 and

the Franciscan Monastery in 1905. Construction of

the Basilica of the National Shrine of the Immaculate

Conception, to be the patron church of the Unites

States, began in 1920. Nearly 60 Catholic institutions

called the neighborhood home by 1940. What began

as an isolated village became a vibrant neighborhood

closely linked to downtown Washington in the early

20th century.

With the construction of Sherwood (1901), University

Heights, and other tracts, a middle-class streetcar

suburb developed, and eventually its expansion

southward met Washingtons northward.

Many wooden houses from Victorian,

Queen Anne to Craftsman-style bungalows

attracted government workers, Smithsonian

Institution scientists, and people of many ethnic

backgrounds.

Improved transportation helped make Brookland

an attractive place to live for urban workers.

In addition to the railroad, a second streetcar

line was built along 12th Street by 1912, serving

the growing residential community. The

streetcar helped establish 12th Street as the

neighborhoods commercial and civic center.

In 1927, Brookland celebrated the paving of its

Main Street, an improvement that refl ected

the increasing availability of automobiles. The

vitality of the Brookland village was made obvious

by the construction of two movie theaters, the Jessie

and Newton Theaters on 12th Street. The growth of

the Catholic University and other catholic institutions in

the area infl uenced the establishment of St. Anthonys

Catholic Church in 1920s and St. Anthonys high school in

1928, founded by the Benedictine Sisters.

Figure 2-4: Photo of National Shrine of the Immaculate Conception with the 329-footKnights Tower and the main building, the nations largest Catholic church.

Figure 2-3: Aerial photo of the CUA campus and its surrounding institutions ca 1930. (Source: The Heritage of CUA Courtesy of the Basilica of the National Shrine of the Immaculate Conception)


A rich African American Heritage resulted from an

expanded African American presence

in the 1930s, adding to the diversity of

Brookland. Brookland had developed into

an integrated neighborhood with many

economic classes and races, a rarity in

Washington. Of particular note are 13

international-style houses designed by

Hilyard Robinson and Howard H. Mackey,

two of Washingtons most prominent

African American architects in the 1930s.

One of their designs is the Ralph Bunche

house, built for the diplomat and Nobel

Peace Prize winner. Many other notable

black Washingtonians were Robert

Wagner, the fi rst African American

cabinet member (Head of the Department

of Housing and Urban Development under President

Kennedy); Senator Edward Brooke, who

represented Massachusetts but was a

graduate of Washingtons elite black

Dunbar High School; poet and educator

Sterling Brown; and entertainer Pearl

Bailey.

By the 1950s, Brookland was a stable

middle-class community with both

black and white residents. As part of

the national freeway program, regional

planners designed a freeway connecting

the Maryland suburbs to downtown

Washington that would run through

Brookland and cut the neighborhood in

two.

Several paths were proposed, but they generally

followed the route of the old Baltimore and Ohio

railroad. The Brookland community objected to the

proposed construction. After several years of dispute,

the community defeated the freeway proposal. Finally,

the Red Line of the citys Metro was built on mostly buried

tracks along the proposed freeway route.

Brookland enjoys an interesting history of civic activism,

including several organizations dedicated to the arts

and natural environment. Most recently it rescued the

Colonel Brooks mansion, which still stands near the

Brookland Metro Station, a symbol of this community and

its heritage.

Figure 2-7: Photo of the Newton Theater Building today, occupied by CVS Pharmacy.

Figure 2-5: Photo of the Newton Theater.

Figure 2-6: Picture of the Scott Building and Andersons Cottage, U.S. Soldiers Home.

CONTEXT & HISTORY


k

r

ASSETSThe neighborhoods strategic location in an area with

strong institutional anchors like the Catholic University

of America offers the opportunity to emphasize on

and benefi t from the unique neighborhood that has

maintained continuity with the past.

The presence of two metro stations Brookland/CUA and

Rhode Island Avenue, gives Brookland the benefi t of

being linked to the rest of the city and region via public

transit. Anticipated new developments around the

metro stations along with WMATAs access improvement

plan will increase the presence of retail, offi ce and other

commercial uses, which will bring goods, services and

jobs closer to the community. In addition, small area

plan initiatives from the Offi ce of Planning, planned

improvements of the Metropolitan Branch Trail along the

railroad right-of-way, and the development of the Turkey

Thicket Recreation Center will contribute to the larger

goal of ensuring socioeconomic development in the

neighborhood.

The neighborhood has a designated Main Street - 12th

Street N.E. - that serves as a retail core for its community.

A mix of shops, restaurants, religious institutions and other

services give immediate residents a gathering place.

Currently, much of this activity is focused between two

blocks from Monroe Street to Otis Street. However,

12th street between Randolph Street and Rhode Island

Avenue has been zoned to allow low to medium

commercial development. As the neighborhood grows

and transportation and streetscape improvements

are being implemented, a greater concentration of

commercial and community services along this street

will create a vibrant environment for the neighborhoods

residents and businesses.

One of Brooklands obvious assets is its park-like setting,

which, if maintained throughout the 12th Street corridor,

will signifi cantly enhance the appeal of the community.

The pedestrian environment in the residential areas is

generally pleasant and walkable, characterized by

wide tree cover over sidewalks, with semi-detached

and attached building types that ensure frequent front

doors and porches along the streets. Figure 2-8: Photos of some of Brooklands assets today.A small-town commercial core, the popular restaurant and bar Colonel Brooks Tavern, one of the well maintained and landscaped residential areas, popular cafe on 12th Street (located within a public realm that would benefi t from sidewalk and landscape improvements).


Figure 2-9: Comprehensive Plan Existing Land Use Map for the Brookland Area.Source: District Offi ce ofPlanning.

DEVELOPMENT FORECASTNATIONAL CAPITAL REGION

The Metropolitan Washington Council of Governments (MWCOG) serves as the national capital region in a number of ways including cooperative forecasts of future population, employment and travel conditions in the region. Based on the latest forecasts by MWCOG (Round 6.4 Cooperative Forecast, November 17, 2004), the Washington metropolitan area is expected to grow signifi cantly in the next several years. The key fi ndings of these forecasts include the following growth estimates between year 2000 and 2030:

Employment

Approximately 1.3 million new jobs would be added in the region by 2030 (an increase of 48%).Of the projected growth in employment, 48% would occur in the inner suburbs, 22% in the central jurisdictions, and 31% in other jurisdictions.In the District of Columbia, employment is expected to grow by over 18%.

Households

More than 668,400 households would be added to the regional total by 2030 (an increase of more than 39%).Of the projected growth in households, over 45% is foreseen in the outer suburbs, 40% in inner suburbs, and approximately 15% in central jurisdictions.In the District of Columbia, the total number of households is expected to increase by over 18%.

BROOKLAND

The growth of the region is also refl ected in the proposed development activities in and adjacent to the Brookland area. Figure 2-11 shows projects that are anticipated to begin the planning and permitting process in the District of Columbia in the near future. As part of all approval procedures (for developments that are not considered by right as stipulated by the zoning regulations), District agencies and commissions review and adjust proposals based on community input, land use and traffi c impact analyses. These agencies include the District of Columbia Offi ce of Planning (DCOP), the local Area Neighborhood Commissions (ANCs), District of Columbia Department of Transportation (DDOT), Board of Zoning Adjudication (BZA), Commission of Fine Arts (CFA), and the National Capitol Planning Commission (NCPC).

CONTEXT & HISTORY


Figure 2-10: Comprehensive Plan Generalized Land Use Map for the Brookland Area.Source: District Offi ce ofPlanning.

CONCLUSION

The estimated growth for the Washington metropolitan region is considerable and will place greater demand on the transportation and streetscape infrastructure, both on the regional and community level. Therefore, it becomes even more critical to encourage use of non-auto modes of transportation. In an effort to account for the anticipated growth, the recommendation sections of this reports discuss provisions for enhanced pedestrian safety and accessibility, bicycle facilities, and intersection improvements with a goal of achieving a C level of service during peak hours (i.e., creating some reserved capacity today to accommodate some of the future growth in travel demand).


In a publication distributed by the District Offi ce of

Planning at a public meeting for the Brookland/CUA Metro

Station Area Plan project (February 2007), twenty-one (21)

r projects with varying statuses (proposed, planned, under

construction, or completed) were identifi ed to potentially

affect the Brookland area.

The following nine projects are located within a proximate

one-mile radius of the Brookland/CUA Metro station

(please see map below):

Rhode Island Place

Luke C. Moore Senior High School

1386 Bryant Street

Irving Street Conference Center

Rhode Island Avenue Gateway

1300 Rhode Island Avenue

Apartments of Brookland

YES! Organic Food Market

New Retail at Rhode Island

Avenue

Figure 2-11: Map showing 1-mile radius around Brookland/CUA Metro station

77

44

6622

11

14THS

TN

W

13THS

TN

W

11THS

TN

W

D ST NEC ST NE

GE

OR

GIA

AVE

NW

NEW

NE

1ST

STN

W

H ST NE

7THS

TN

W

BENNING RD NE

NO

RTH

CAP

ITOL

ST

OTAAVE

NE

R ST NW

N ST NW

F ST NE

OTIS ST NE

E ST NE

6THS

TN

E

K ST NE

G ST NE

E ST NW

5THS

TN

W

P ST NW

12THS

TN

W

L ST NE

BLAD

ENSB

URG

RDNE

HS

TN

E

EAST CAPITOL ST

49THS

TN

E

IRVING ST NW

V ST NE

KENI

LWO

RTH

AVE

NEQ ST NW

INDEPENDENCE AVE SEC ST SE

FLORIDA AVE NE

MARY

LAND A

VENE

8THS

TN

W

1ST

STN

E 21ST

ST

NE

K ST NW

44THS

TN

E

KANS

ASAV

ENW

4THS

TN

W

CONSTITUTION AVE NE

M ST NE

GALLATIN ST NW

B ST SE

HAMILTON ST NW

NEW

JER

SE

YA

VE

NW

A ST NE

NC

OLN

RD

NE

PEABODY ST NW

INGRAHAM ST NW

I STNE

UPSHUR ST NW

TAYLOR ST NW

T ST NE

SHERIDAN ST NW

EMERSON ST NW

RIGGS RD

NE

3RD

ST

NW

FARRAGUT ST NW

LONGFELLOW ST NW

KENYON ST NW

MIN

NESO

TAAV

ENE

MICHIG

AN

WES

T

AVE

NE

MADISON DR NW

T NE

42N

DS

TN

E

GALLOWAY ST NE

48THS

TN

E

19TH

ST

NE

NEAL ST NE

QUINCY ST NW

SHEPHERD ST NW

DIX ST NE

INDEPENDENCE AVE SW

T NE

BROOKS ST NE

DECATUR ST NW

M ST NW

50TH

ST

NE

BUCHANAN ST NW

BLAIRR

DN

W

WEBSTER ST NW

JEFFERSON DR SW

VIST

AST

NE

RANDOLPH ST NW

W ST NE

PAR

KP

LN

W

CHILLUM PL NE

SHERIFF RD NE

QUACKENBOS ST NW

BRYANT STNW

IOWA

AVENW

CLAY ST NE

MEADOW RD NE

C ST SW

10THS

TN

W

EADS ST NE

HICKEY LN NE

H ST NW

6THS

TN

W

S ST NW

HAWAII

33RD PL NE

COLUMBIA RDNW

MORSE ST NE

OATES ST NE

WA

RD

ER

ST

NW

MADISON ST NW

GALES ST NE

HAR

EWO

OD

RD

NE

ANAC

OST

IAAV

EN

E

MOUNT OLIVET RDNE

2ND

ST

NW

EUCLID ST NW

JAYST

NE

GIRARD ST NW

T ST NW

W ST NW

ALLISON ST NW

26THS

TN

E

U ST NW

31S

TS

TN

E

U ST NE

E

D ST NW

I ST NW

ONEIDA ST NE

5TH

STNE

F ST NW

HAYESST NE

C ST NW

QUEEN ST NE

35TH

STNE

CRABTREE RD NE

CLAY PL NE

FITCH PL NE

V ST NW

OGLETHORPE ST NW

1ST

STS

FORT LINCOLNDR

NE

BLAINE ST NE

NE

MEADE ST NE

CHAN

6TH

ST

NE

ADAMS ST NE

HS

TN

E

5THS

TS

E

22N

DS

TN

E

A ST SE

VARNUM ST NW

PARK R

D NW

9TH

ST

NW

45TH

STN

E

LANE PL NE

HAMLIN ST NE

S ST NE

LANG PL NE

NE

OKIE S

T NE

CRITTENDEN ST NW

15THS

TN

E

O ST NW

L ST NW

G ST NW

24THS

TN

E

ANAC

OSTIA

FWY S

E AMES ST NE

BREN

TWOO

D

17THP

LN

E

30TH

STNE

13THS

TN

E

TUCKERMAN ST NW

1ST

PLNE

MADISON ST NE

CONIFER RD NE

FOOTEST

NE

GRANTPL

NE

MA

RIO

NS

TN

W

13TH

PLN

W

EMERSON ST NE

RD

ST

NE

28TH

ST

NEGIRAR

NEAL PL NE

PL

NE

DIV

ISIO

NA

VE

NE

NICHOLSON ST NW

RITTENHOUSE ST NW

14TH

PL

NE

OTIS PL NW

HE

BAY ST SE

LEE ST NE

8THS

TN

E H ST NE HAYES ST NE

14THS

TN

E

HAYES ST NE

5THS

TN

W

V ST NW

K ST NW

V ST NW

16THS

TN

E

A ST SE

F ST NE

C ST SE

8THS

TN

W

E

10THS

TN

E

Q ST NW

NE

C ST SW

EAST CAPITOL ST

5THS

TN

W

13THS

TN

W

1ST

STN

W

UR ST NE

U ST NW

C ST SE

11THS

TN

E

S ST NW

1ST

STN

E

D ST NWC ST NE

C ST SE

4THS

TN

W

JAY ST NE

HS

TN

E

T ST NW

9THS

TN

W

I ST NE

E ST NE

C ST SWB ST SE

2ND

ST

NE

A ST SE

ST

NE

W ST NW

M ST NE

V ST NE

A ST SE

T NW MICCHIG

AN

T

HAR

EWO

OD

RD

NE

6TH

S

NNE

E

UUR SSTT

TT

TTTT

SS

TT

NEW

NE

BBLA

NNCCCCC

OOOL

AAAAAAVVVVEE

NE

T NEE

WW

MMOUNT

SSSS SSTTTTT NNEEEE OOKIE

NE

Approximate 1-mile radius around Brookland/CUA Metro

Station

O

When considering an approximate two-mile radius, the

following project should be added:

Emerson Park

The Basilica Lofts

McMillan Sand Infi ltration Site

Fort Totten Park, Phase I and II

Madeline Gardens

Former Fairfi eld Residential Site

Old Soldiers Home Redevelopment

Please contact the District Offi ce of Planning for more

detailed information regarding the above mentioned

projects, future development proposals, regulations and

impact analyses.

PUBLIC PARTICIPATION


3. PUBLIC PARTICIPATIONThe Brookland Transportation and Streetscape Study

has relied heavily on public participation, where

community input has formed the basis of the technical

recommendations. The public participation process

involves residents, Advisory Neighborhood Commissions

(ANCs), Brookland CDC, 12th Street Main Street, students

and faculties from the Catholic University of America,

business owners and other stakeholders in and around

the study area (see chart below). They have collectively

helped the study team defi ne and document the

communitys concerns and recommendations.

With the release of this report, the general public has

once again the opportunity to review and comment

upon all study fi ndings and recommendations, and thus

continues to play a crucial role in the decision making

process. To fully engage residents, elected leaders, retail

operators, real estate developers, and other stakeholders,

the study continues to offer various public involvement

opportunities, such as meetings, a community workshop,

and an interactive website (access through www.ddot.

dc.gov).

Throughout the study, events were announced and

advertised in advance using meeting notices, postcards,

fl yers, and website postings to communicate project

information and obtain community input.

Community Walk

Approximately 25 attendees, including residents, business

owners, ANC members and DC agencies staff attended

the walk to identify various transportation and streetscape

concerns along the 12th Street N.E .corridor on Saturday,

December 9, 2004 (see photos on next page). The walk

started at the Koubek Auditorium (The Catholic University

of America), continued on Monroe Street to 12th Street

N.E. The study team documented existing conditions,

which are shown in photographs throughout the report

and summarized in chapter 5 and 6.

Some of the neighborhood representatives played a

crucial role in engaging the local businesses along the

corridor and soliciting their inputs. This community walk

also provided an opportunity to distribute the study

questionnaires to Brooklands residents, business owners,

and transit riders.

Community Workshops

As part of the effort to set up a comprehensive

development strategy to integrate 12th Streets streetscape

with its transportation needs, the study team met with

KEY PARTICIPANTS & STAKEHOLDERS:

ANCsMerchantsResidentsCUA AdministrationTrinity AdministrationProvidence HospitalHospital for Sick ChildrenJohn Paul II and BasilicaBrookland Main StreetBrookland Community Development CorporationDistrict Government AgenciesFederal Government AgenciesWMATA (Washington Metropolitan Area Transit AuthorityPEPCO

Figure 3-1: Photo of Brooklands community walk participants.


Figure 3-2: Photos of community walk and workshop.

At each learning station, the public was presented

with the issues/ concerns pertaining to the corridor,

and opportunities for improvements. Visual material

depicting the existing conditions of the corridor and

potential changes were put on display.

In addition, participants had opportunities to interact

with the study team in a group setting and on a one-on-

one basis. Discussions with the community focused on

defi ning a unique identity and character for the corridor;

use of open space and right-of-way allocation.

members of the community and other stakeholders on the

6th and 10th of November 2004 in the cafeteria of the St.

Anthonys School.

Each day, various transportation and streetscape topics

were presented. The participants were encouraged to walk

around, and at their convenience browse information at

various learning stations. These learning stations covered

the following topics:

Streetscape, Public Realm and Public Art,

Vehicular Circulation and Parking,

Transit Services,

Bicycle and Pedestrian Network, and

Zoning.



Ward 5 Transportation Summit

A Ward 5 Transportation Summit was conducted on

Saturday, December 11, 2004 to provide residents and

other attendees with information about ongoing projects

in the Ward 5 area. The public raised their concerns and

gave their opinions based on each project presentation.

These projects include:

Brentwood Road N.E. Transportation Study

Brookland Transportation and Streetscape Study

North Capitol Street Transportation Study

New York Avenue Study

Traffi c Calming Studies (Turkey Thicket and 5th Street, South Dakota Avenue, Bryant Street, Okie Street,

Eckington)

9th Street Bridge

Farmers Market

Study Advisory Committee (SAC)

To establish continuous communication between the

community and the study team, a Study Advisory

Committee (SAC) was formed by DDOT. The SACs primary

role is to help coordinate a smooth, effi cient study process

that is equitable, enjoys broad community participation,

and results in plans and policies that are realistic and

achievable. Along with community representatives, the

SAC also consists of members from other District agencies,

private development interests, and local authorities

involved in the following related initiatives:

Washington Metropolitan Area Transit Authoritys(WMATA) transit enhancement plans along theCorridor,

Pedestrian and bicycle improvement programs,

Brookland Community Development ,

Brookland Small Area Planning Initiative,

12th Street Main Street Improvements.

Technical Advisory Committees (TAC)

In Spring of 2006, DDOT assembled a Streetscape and

Transportation Technical Advisory Committee to address

specifi c concerns that arose during the planning process.

Attendees included specialists from various District agencies,

the restoreDC offi ce, WMATA, as well as representatives from

the residential and business community, Brookland CDC, HSC

Pediatric Center, and the Greater Brookland Garden Club.

Draft reports were distributed and posted on the study website

one week prior to the meetings, during which the study team

presented study fi ndings and recommendations. Detailed

information about outstanding technical issues such as those

related to overhead utility wires were provided by PEPCO.

Open discussions and interactive conceptual drafting helped

the study team recognize the need to expand analyses of

certain areas. This comprehensive draft report refl ects the

concerns and input collected during the TAC meetings.

Figure 3-3: Photos of community workshop.


Michigan Avenue - Transportation

Comments1 Bus stop on N. Capitol Street off Michigan Avenue.2 Add additional left turn lane from Michigan Avenue to N. Capitol

Street. Currently has one left turn lane make middle lane an optional left lane (i.e. through/left).

3 Two arrows for turning on Michigan & N.Capitol Streets.4 Need Gateway sign (Welcome to Brookland) as entering easterly

onto Michigan Ave from N.Capitol Street.5 Gateway Signing Welcome to Brookland.6 Park Place condominiums: exiting from condos onto Michigan

Avenue & entrance/exit to Park Place is blocked. Dont Block the Box is needed! And make right turn (exiting Park Place condos) only during peak hours.

7 Stop sign/light at Park Place.8 Painted box with entrance & exit box.9 Traffi c speeds coming from Irving Street onto Michigan Avenue need

to slow down. Cars are traveling very fast on Irving with interstate speeds (40-50 mph) then make the light onto Michigan Avenue and dont slow down to lower speeds (25 mph posted speed limit). Collisions happen here at Irving/Michigan.

10 4th Street (northbound) onto Michigan Ave (eastbound): remove right turn on arrow only sign at northbound 4th Street onto Michigan Avenue; make it No Turn on Red.

11 During the community walk: noted pedestrian crossing at 7th Street and Michigan Avenue located dangerously at east leg of Michigan Ave rather than west leg which has the crosswalk and pedestrian signal head--Michigan Avenue sightline vertical sight distance is-sue coming from the east over the bridge.

12 Should show traffi c to new Recreation Center (Turkey Thicket). Also new entrance? Where is it?

13 The new Turkey Thicket Recreation Center opens in spring 2005. Kids in the neighborhood. Bicyclists and pedestrians need to get across to 12th Street area. Needs more defi nition.

14 Safety along 10th Street on the North side of Michigan Avenue alongside Turkey Thicket Rec Center location. Drugs are sold there a lot.

15 Truck traffi c hitting seams causes vibration and noise on Michigan Avenue throughout (post-it noted near 12th and 13th Streets).

16 Last winter, Michigan Avenue was very dark because no working street lights between 12th and 13th Streets.

17 AM Michigan Ave (westbound) at Taylor Street: commuters cant turn left onto 13th Street; thus turn left onto 14th Street to get to Shepherd Street to get back onto 13th Street; problem is then on Shepherd Street-need to discourage traffi c from using Shepherd (AM issue).

18 13th / Michigan / Taylor crash corner: accidents often 1 per week-end.

19 A curb cut needed at NW corner of Michigan Avenue & Sargent Road NE.

20 Need curb cut at northwest corner of Michigan Ave and Sargent Road; bike and handicap issue.

21 13th Place on north side of Michigan Avenue (in triangle between Upshur/13th Place/Michigan) trees interfere with visibility; remove trees.

22 South on Michigan Ave turning left on 14th Street going too fast.23 The intersection of Michigan Avenue and South Dakota has a lot

of accidents. You can see the green light at the next intersection when going northbound.

24 South Dakota / Michigan many crashes in non peak hours.25 NB South Dakota Avenue at Michigan Avenue near side signal and

far side signal seem to not work together.26 Bike path along Michigan Avenue from Varnum to South Dakota

is clear but after South Dakota (west side of) seems unclear/ disjointed.

12th & Monroe Streets- Streetscape

Comments1 Monroe and Michigan as a Gateway.2 Gateway at Monroe Bridge.3 Median/green island in the middle of Monroe St., west of 12th Street

to Michigan Avenue.4 Monroe Street bridge art looks trashy. Replace with stone veneer.5 Improve bridge treatment at Michigan and Monroe bridges.6 Narrow sidewalk along Monroe Street from 9th to 12th Streets.

Pedestrian feel unsafe with fast cars close to them.7 Public Art at Metro Stations.8 No bike rack at Metro stop. The old ones are rusted out and served

as seats for groups of kids in the afternoon.9 Include Newton Street as part of the study.10 Improve pedestrian access to Brookland Metro Station from Newton

Street.11 Entrance marker at Newton and 10th Streets.12 Possible grandstand on metro property.13 Light at Farmers market.14 Community garden gateway at northeast corner of 10th and

Michigan Avenue.15 Tie together Recreation Center and open space at 12th Street/

Michigan Avenue and 10th Street/Michigan Avenue.16 Park/open space at the northeast corner of 12th Street and Michigan

Avenue. Intersection is dark and needs improvements.17 Welcome sign/gateway to Brookland Community at 12th Street

and Michigan Ave intersection.18 Check condition of sidewalk in Perry Street, west of Michigan

Avenue.19 Otis Street east of 12th Street is dark and feels unsafe.20 Otis Street west of 12th Street has narrow sidewalk.21 Town Square at 12th and Newton Streets.22 Special pavement on 12th Street at the main retail area (Monroe to

Otis Streets).23 Bulb-outs at the intersection at the main retail area (Monroe to Otis

Streets).24 Newton Street east of 12th Street has uneven pavements.25 Need faade treatment guidelines. Grilles make neighborhood

appear dangerous, especially at 12th and Newton Streets.26 More bike racks along 12th Street, especially in business area.27 Pedestrian lights on sidewalk to improve pedestrian safety at night.

Context sensitive neighborhood type roadway light.28 HPC pipe for tree base protection in grass strip areas.29 Grass strip requires maintenance. Unmaintained lawns and planting

areas create problems.30 Would like to maintain residential atmosphere.31 Bring 12th Street tree planting within the context of the overall

Brookland urban forestry framework.32 Trees are sometimes planted too close to utility poles, light poles,

and signage.33 Provide maximum growing conditions for tree roots including soil

under pavement and increase soil volume in planting beds.34 A consistently healthy tree stand on both sides along 12th Street.

Make 12th Street very green. Create canopy with large trees.35 A cohesive streetscape design theme to tie in all of 12th Street.36 Create retail nodes to attract residents and people from outside the

community.37 A designated parade- festivity route along 12th St. with electrical

outlets and water system for green spaces.38 Planting basket with fl oral displays hanging from light poles.39 Maintain the experience between a high green density space

versus a high commercial density space.40 Make 12th Street more bike friendly with bike lanes.41 Underground utility lines.42 Possible logo Small town in town.43 Community has banners; banners could be big part of public art,

and create a sense of place.

The following table lists public comments that were noted during the public involvement process. The

numbers correspond to the locations indicated on fi gure 3-4 (please see next page).



Monroe Street - Transportation

Comments1 Please brighter lights Monroe at 7th Streets to 7th & Franklin Streets

NE 20017-1403.2 When we arrived to the 9th & Monroe Street intersection one resident

(who has worked many years for WMATA since then retired) notes that the metro bus station on the north side of 9th Street could share the station with commuters/vehicles since the buses are around 20 minutes apart and there arent many buses using this station.may help improve the higher traffi c volumes down 10th Street; maybe the bus station can allow exiting southbound from the 9th & Monroe Street intersectionhence theyd enter from the north side of that station and continue through drop-off/pick-up and exit southbound at 9th/Monroe Streets.

3 Monroe Street from 9th to 12th Street is too narrow for 4 lanes but is used as 4 lanes. Walking and lighting is poor.

4 During community walk, some respondents commented that the Monroe Street bridge going to 12th Street does not provide adequate visibility to moving vehicles heading down from the bridge crest. The group noted a pedestrian crossing (at the west side of the 8th & Monroe Streets intersection) at the foot of the bridge and they wished there was a way to slow down vehicle traffi c.

5 The Monroe Street bridge needs work.6 Monroe Street between 12th Street NE and 10th Street NE has very

wide lanes in each direction there is an opportunity to narrow the lanes and create wide sidewalks and a tree line/median.

7 Special streetscape & lighting around Brooks Mansion in preparation of our Historic District.

8 Increase lighting for pedestrians from Metro to Monroe & 10th Streets (around Mansion).

9 More lighting needed for pedestrians along Monroe Street between Michigan Ave to 12th Street.

10 Suggest widening sidewalks along Monroe Street from 8th 12th Streets.

11 At Monroe Street and 12th Street, westbound Monroe Street looks like 2 lanes, but it is not 2 lanes as pass across 12th Street. Cars race the light and are entering 1 lane on the west side of westbound Monroe Street lanes.Wild West.

12 Monroe & 1300 Monroe Street cited nonspecifi c Infrastructure needs.

13 Please look at Monroe Street from 14th to 18th (heading north east). There is no stop.Getting out onto Monroe at 15th Street is always hazardous witness the number of accidents at that intersection. Cars & vans are parked too close to the corners but beyond that the visibility is very poor for anyone entering the intersection from the south side. A stop sign would help every other street with less traffi c has stops. This is critical.

14 15th Street & Monroe Street cant see traffi c at intersection. Parking too close to corner. Too much traffi c/accidents. Need site visibility improved.

15 I live at the corner of 15th & Monroe Streets, as reported in the session this is an extremely hazardous intersection with only a one way stop sign. Accidents are numerous and deadly. There is no traffi c speed break between the 14th & 18th Street intersection on Monroe Street.Traffi c lights need to be put somewhere between these streets as well as a four-way stop sign.

16 On Monroe Street no crossing guards are located at 18th Street/Monroe Street as well as 20th and Monroe Streets intersection in front of Burroughs Elementary School.

17 PM/AM school traffi c needs pull off for school traffi c- drop off. Comment from neighbor across the street of Burroughs Elementary.

18 As a 17 year resident who lives on Monroe Street, I agreed with the audience member who talked about truck & bus traffi c illegal use of Monroe Street by buses & trucks coming from South Dakota Avenue or Michigan Avenue, and this includes TOUR buses to and from the Shrine, all cause increased noise, dirt in the air, cracks on home walls.

19 Tour bus illegal use of Monroe Street & dump trucks & trucks illegal use.

20 Coming from Maryland (westbound) on Monroe Street heavy traffi c, fast moving.

21 Moreover, vibrations from buses and large trucks are ruining our homes. Monroe Street needs to be redone in terms of surfacing.

22 Streets are falling apart. Paved 1 time in 16 years (1991).

12th Street - Transportation

Comments1 Streetscape & Economic Development. How does streetscape help

economic development.2 Transportation study and infrastructure improvements clarify

where streetscape is taking place.3 Ban trucks on 12th Street on the north side of Michigan Avenue;

buses are very loud.4 Also, there needs to be some rules on siren use of ambulances from

12 midnight 6 a.m.5 Get rid of the gingko trees on 12th Street & Perry Street. Replace

with cherry blossoms.6 12th Street from Michigan to Perry:

Traffi c must come up over a hill and includes a curve. Traffi c travels very fast in this area. Traffi c is unable to negotiate the curve if speeding. My car was parked between Otis & Perry and was totally destroyed by a speeding car that could not negotiate the curve traveling at 60 mph. * Even rumble strips would help.

7 12th Street between Perry and Otis Streets (east side of 12th Street) double parking occurs in front of Day Care facility.

8 Need for a 4 way stop sign at the intersection of 12th & Newton Streets. It is dangerous for pedestrians as well as motorists driver has to come too far into line of traffi c before venturing across.Trucks park at corners which block ones view.

9 12th Street and Newton Street: horrible, need 3 way stop.West leg of Newton is one way westbound. Currently, this intersection is two-way.

10 12th Street speed at Newton and Otis Streets.11 Sidewalks down 12th Street from Otis to Monroe are very uneven

and poorly patched.12 During the community walk:

Monroe & 12th Street have heavy bus traffi c and perhaps need improved geometry; noted the buses turning closely along the curb line (right turn from 12th Street southbound onto Monroe Street westbound).Monroe & 12th Street left turn signal head from Monroe Street (eastbound) onto 12th Street (northbound); 4th signal head (bottom) seems to not be in use; the green left arrow phasing wasnt observed while we were there nor AM/PM rush hour phasing (via DDOT Synchro); perhaps this was used in the past or is there if deemed necessary in the future.

13 12th Street pedestrian cant get across Monroe Street its just terrible.

14 I defi nitely would like benches on 12th Street near the businesses. Make them wavy so cant sleep on them.

15 Bike rack by CVS on 12th Street please.16 Are there any opportunities for public (free or metered) parking off

of 12th Street? For example, land behind CVS.17 People park their cars beyond the legal limits.18 More parking at the USPO (United States Post Offi ce) on 12th &

Monroe across the street.19 Please include 12th Street south of Monroe Street, too.20 My comments have been repeated and echoed throughout this

meeting. My concerns surround the safety for everyone; specifi cally the lack of effective traffi c control from Franklin Street up to Monroe Street on 12th Street. There are no stop signs to slow the speed of motorists and allow the pedestrians the ability to cross from East to West. I live on 12th Street and often if I park on the opposite side of where I live, it takes long moments before I can cross. Then its dangerous to do so. We need more 4-way stop signs.

21 At 12th and Irving Streets, NE, a 4-way stop sign should be considered. Children cross there going to school.

22 All Way Stop Control (AWSC) needed on 12th Street from Monroe Street to Franklin Street. Speeds are too fast. Traffi c Calming need-ed. 4 way stops.

Table 3-1: Public Comments



Figure 3-4: Map of Public Comments/Specifi cIssues Refer to previous page (Table 3-1 ) for enumerated legend.


12th Street N.E. can play an important role in the Districts efforts to create stronger neighborhoods. Eventually these recommendationswill lay a framework for public infrastructure investments, which will attract private sector development and spur economic growth.

12th STREET COULD ...

4. VISION & CHALLENGES

... SPUR PRIVATE SECTOR INVESTMENTS AND ECONOMIC GROWTH.

12th Street N.E. can serve as a much-needed gathering place for members of the surrounding neighborhoods and institutions. Givenits commercial zoning, the street can serve the needs of the business community. Variety in businesses and facilities, and a uniquestreetscape environment can provide a convenient and memorable retail experience. Creating a context-sensitive public realmthat is unique to Brookland enhances its identity that is derived from the history and visual assets of the neighborhood and institutions.

... BE A SAFE, VISUALLY STIMULATING, PEDESTRIAN-FRIENDLY ENVIRONMENT FOR RESIDENTS AND BUSINESSES PATRONS.

Improved connectivity with areas to the west, which are currently cut of by the Metro- and heavy rail tracks, will benefi t the businessesalong 12th Street. Designated Bike routes, bus lanes and enhanced pedestrian crossings may result in increased activity and safety.

... BE A MAIN STREET WITH IMPROVED CONNECTIVITY AND TRAFFIC MANAGEMENT THAT ACCOMMODATES ALL MODES OF TRANSPORTATION.

Figure 4-1: Photos showing various travel modes (locations vary).

Figure 4-2: Photos showing public realms that are aesthetically pleasing and serving multiple uses (locations vary).

Figure 4-3: Photos showing how businesses benefi t from a vibrant public realm (locations vary).


VISION AND CHALLENGES

CURRENT ISSUES

Based on assessments of Brooklands existing conditions, the

following concerns stood out in regards to travel modes and

the surrounding public realm:

Automobile Traffi c - Speeding is one of the communitys major

concerns; traffi c calming solutions need to be site specifi c

and business friendly. Many existing traffi c signals are in need

of upgrades to comply with the latest standards. Traffi c signal

timing adjustments are necessary at several intersections to

improve peak-hour levels of service. At some of the locations

within the study area, pavement markings and traffi c signs are

faded and need to be replaced.

Bicycles - Currently, there are no bicycle lanes within the

Brookland study area The bicycle racks at the Brookland Metro

station are in need of repair and should be expanded to areas

along 12th Street.

Public Transit - While Brookland is well served by Metro rail and

buses, the bus shelters do not currently have seating available

for passengers.

In general, the quality of the pedestrian environment along

12th Street is insuffi cient in terms of space, condition and

maintenance and does not provide for a pleasing and vibrant

Main Street. Pedestrian access to both Metro stations lacks in

quality and understanding of natural walking paths. The same

holds true for pedestrian links to several institutions, landmarks

and neighborhoods west of the Metropolitan Branch Trail. If the

Main Street is to fully capitalize on its catchment area, which

includes CUA (see Figure 4-14), these linkages will need to be

enhanced.

The Main Street is characterized by uneven sidewalks and trees

that are insensitively pruned to make way for overhead utility

cables. The sidewalks are dimly lit, with light focused on the

roadway. Store front signage is uncoordinated and some blocks

south of Monroe Street have large building facades with few

front doors on them, which give the impression of a deserted

street.

Despite the inconsistent quality of the existing pedestrian

environment, the over-all picture for the neighborhood and

its Main Street is positive. Residential property prices are on

the rise, and once recommendations for the public realm

are implemented by various District agencies, Brookland will

become a cohesive, vibrant District neighborhood that benefi ts

from its own special identity.

Figure 4-4: Photo of Brookland/CUA Metro stations approach.

Figure 4-5: Photo of uneven sidewalks along 12th Street, N.E.

Figure 4-6: Photo of pruned trees to accommodate overhead utilitycables.

Figure 4-7: Photo of street lighting with focus on roadway, dimly litsidewalks.


4.1 Connectivity and Reducing BarriersAt the regional level, Brookland may be accessed by Metro,

and is connected by two major roadways Michigan

Avenue and Rhode Island Avenue, to its north and south

respectively. While these Avenues offer cars quick access

to 12th Street and to the neighborhoods, they lack in

convenient and safe pedestrian crossings, and more

importantly, do not adequately announce the beginning

of an important Main Street environment.

The longitudinal orientation of the Metro and heavy rail

tracks separates the Brookland community from the nearby

neighborhoods and institutions to the west; pedestrian

access is infrequent and in rundown condition. At Franklin

Street, the bridge across the Metropolitan Bike Trail (MBT) is

used chiefl y by vehicles and offers poor lighting levels and

sidewalks.

Another important entryway, the Brookland Metro station,

currently displays a design that focuses on vehicular

circulation rather than natural pedestrian travel ways. It

offers no visible connection or link to Brooklands commercial

center that lies just two blocks to the west.

Figure 4-9: Photo of Brookland/CUA Metro Station today, looking east onto Newton Street.

Figure 4-8: Photo of Michigan Avenue Bridge today, looking west.

Poor pedestrian environments are severe

impediments to 12th Streets connectivity. While

public realm recommendations and funding

should be focused on 12th Street, ignoring these

impediments will limit its role as a Main Street.

Figure 4-10: Photo of pedestrian bridges for safe and convenient access over streets and train tracks*.

Figure 4-11: Photo of designated bike lanes, secured and enhanced by bollards, planters, different pavings or colors*.

Figure 4-13: Photo of entrance gates or markers announcing the community and commercial district*.

Figure 4-12: Photo of public space.

* Locations vary.

Continuous sidewalks with a minimum width of six feet, pedestrian refuge and gathering areas, and space for bike racks can create multi-functional and appealing environments*.



EN

HA

NC

ED

C

ON

NEC

TIV

ITY

Figure 4-14: Maps showing Brooklands vicinity, barriers and enhanced connectivity.

Roadway Barrier

Limited connectivity between the Brookland community and areas to the west, e.g.:

Catholic University

and

Trinity College.

Metro Station (Rhode Island Avenue)

Metro Station (Brookland/CUA)

Metro & Heavy Rail Tracks Barrier

BR

OO

KLA

ND

S

BA

RR

IER

S

Create Gateway

Create Gateway

Commercial Center of 12th Street (Designated Main Street)

Enhance Access/Gateways through Bridge Improvements

Capitalize on Brookland/CUA Metro Station: Improve Pedestrian Access & Announce Brooklands Commercial Center

10-Minute Walking Radius (approx. 1/2 mile)

Enhance Access & Pedestrian Travelways from and to the west & east.

Enhance Access & Safety through Bridge Improvements

Roadway Barrier


4.2 Context-Sensitive Development

COMMON GOALS FOR 12TH STREET IMPROVEMENTS:

Build on the assets of the neighborhood, such as the small town, park-like setting, eclectic mix of architectural and streetscape features, and strong community stewardship.

Address the challenges the street faces today, including insuffi cient pedestrian safety, traffi c congestions, a lack of multi-modal transportation strategies, and the need for community places.

Create an open space framework that recognizes variations in adjoining uses AND creates a cohesive character for the street.

Create a sense of arrival to the street at the major points of entry - to the West, North and South.

Develop a visually distinct character for the Main Street, derived from the streets adjoining areas, to foster a sense of belonging.



4.3 Special Events

The Brookland community is strong and dedicated, one that values

and appreciates the areas history, assets and challenges. Numerous

neighborhood organizations foster community participation, artistic,

cultural, and environmental awareness. Active residents and business

owners have organized farmers markets and social events such as the

House and Garden tour.

However, due to the lack of space

in Brooklands natural center, the

2-block stretch of 12th Street north

of Monroe Street, there is little room

to bring together large groups to

celebrate and display community

efforts. Currently, Brookland has

little means to promote, strengthen

and support the small and micro

business community of 12th Street.

Special events and specialty programs are ways to advocate,

educate and increase networking opportunities. Community festivals

celebrate city living and showcase the neighborhoods best features.

Time spent among neighbors encourages stewardship while enjoying

fun-fi lled, family activities.

12th Street is capable of hosting such events and supportive

streetscape elements such as

furnishings, open space design,

landscape enhancements and

accents should be considered

in the recommendations and

implementation of transportation and

streetscape improvements. 12th Street

between Monroe and Otis Streets

stands out as a potential space for

gatherings due to its wide sidewalk

widths, particularly around the Newton

Street intersection. Cooperation

between the District and property

owners is essential prior to undertaking

any improvements.

Figure 4-16: Photos of Farmers Markets, various cities.

Figure 4-15: Photos of special events, various cities.


4.4 Prospective

The commercial district in Brookland provides for the

basic needs of its customers. The area should be thriving

given the support expressed by Brookland residents and

its proximity to large institutions that should theoretically

provide a strong customer base. In addition, 12th Street has

become the connecting corridor to the Brentwood Road

Shopping Center that houses Giant and Home Depot.

This development has resulted in signifi cant increases in

pedestrian and vehicular traffi c, with 12th Street carrying

more than 11,000 vehicles per day.

In order to accommodate and benefi t from the increased

traffi c, Brookland needs a multi-modal transportation

management plan and a series of streetscape

improvements to strengthen and catalyze its economic

development and vitality while maintaining the residential

character of some areas along 12th Street.

Several District initiated and community based initiatives

offer strategies to access funds and the technical

assistance needed to successfully implement the

recommended improvements contained in this report.

12th Street has been designated as one of the Districts

Main Street. The Main Street program is administered by

Districts reSTORE DC offi ce and provides assistance in the

areas of organization, design, and economic restructuring.

In addition, the 12th Street corridor has been scheduled

for resurfacing in the Districts FY-09 budget, which should

coincide with Brooklands streetscape improvements.

As part of WMATAs access improvement plan and the

Districts Small Area Plan update, special attention will

be paid to the vicinity around the Brookland/CUA Metro

Station. The studies will examine accessibility and safety

around the station, development needs and potential,

zoning, and urban design improvements to further

enhance the Brookland community. Information may be

obtained at the Washington Metro Area Transit Authority

(WMATA) and the District Offi ce of Planning.

With this transportation and streetscape study, DDOT

intends to analyze and propose a plan that facilitates

improved movement of all modes of transportation along

the 12th Street corridor and on congruent streets such as

Michigan Avenue and Monroe Street.

The District is committed to making transportation and

public realm improvements in the corridor/study area in

order to prioritize transit, pedestrian and bicyclist needs. A

such, short-term improvements, including planters, striping,and some curb modifi cations can be accomplished within

the next 12 to 24 months. New sidewalks, re-confi gurations

of intersections, burial of overhead utility wires, road

widening, and street tree planting are considered long-term improvements that require longer than 12 to 24months to be implemented (please refer to the opposite

page and chapter 8.1 for additional and project-specifi c

examples).

A preliminary implementation strategy for the

recommended improvements, including a time line,

engineering cost estimates, and possible funding sources,

has been added under chapter 8.10.

Unlocking 12th Streets potential to the liking of the

community will require concerted cooperation between

the various District agencies, neighborhood institutions

and organizations, as well as business and property

owners. The District should soon prepare a framework

plan to affi rm repetitive commitments and outline the

short- and long-term commitments.

Figure 4-17: Photo of 12th Street displaying a lack of maintenance. Wide sidewalks offer great improvement potential.



r

k

4.5 Overview of Short- and Long-Term Recommendations

The following list is a compilation of project-specifi c transportation and streetscape improvements, designated as short- and long-term recommendations to comply with

DDOT implementation guidelines and as discussed in the following chapter:

Please refer to chapter 8 for detailed descriptions of improvement recommendations.


5. TRANSPORTATION EXISTING CONDITIONS5.1 Existing Transportation System

Figure 5-1: Transportation Study Corridors

33

TRANSPORTATION - EXISTING CONDITIONS ASSESSMENT

BROOKLAND - MULTI-MODAL TRANSPORTATION & STREETSCAPE STUDY

Chapter 5 provides a mullti-modal transportation analysis

for the following three (3) study corridors based on the

comprehensive information obtained and described

herein.

12th Street, N.E.

Monroe Street, N.E.

Michigan Avenue, N.E.

The above corridors are shown on Figure 5-1. The fi rst

of the three roadways is 12th Street, N.E. from Michigan

Avenue at the north end to Rhode Island Avenue at the

south end; it spans approximately 1.1 miles. The second

roadway is Monroe Street, N.E. from Michigan Avenue

on the west end to South Dakota Avenue on the east

end; it spans approximately 1.3 miles. The third roadway

is Michigan Avenue, N.E. from North Capitol Street on the

west end to Eastern Avenue on the east end; it spans

approximately 2.3 miles.

The following paragraphs describe the various roadways

and intersections that were included in the study. Graphic

representations accompany these descriptions. Each

roadway within the study is classifi ed as either a principal

arterial, a minor arterial, a collector, or a local road per

the 2003 Functional Classifi cation Map developed by

DDOT. Descriptions of all intersection approaches within

a block of the intersection are provided. Common

roadway intersections are located and described under

one corridor for purposes of clarity. Specifi cally, the 12th

Street and Monroe Street intersection and the 12th Street

and Michigan Avenue intersection are found within the

12th Street corridor description. Similarly, the Michigan

Avenue and Monroe Street intersection is found within

the Michigan Avenue corridor description.


Within the study area, 12th Street is a two-way, two-lane

minor arterial running north-south from Michigan Avenue

on the north side to Rhode Island Avenue on the south

side. 12th Street has parallel parking on the east and west

sides of the street. This study corridor has been designated

as a Main Street within the District of Columbia. This

facility has an Average Daily Traffi c (ADT) volume in excess

of 11,000 vehicles per day. The width of 12th Street along

the study corridor varies from 40 to 50 feet from curb to

curb; the roadway width is 40 feet north of Michigan

Avenue transitioning to 50 feet crossing Michigan Avenue

continuing towards Perry Street. Between Perry Street and

Otis Street, the roadway width once again transitions from

50 feet to 40 feet at the curved midpoint along 12th Street

where it maintains its 40-foot width until Douglas Street.

The width then reverts from 40 feet to 50 feet from Douglas

Street to the Rhode Island Avenue intersection.

Parking along both sides of 12th Street consists of on-street

parallel parking and parking with meters between Otis

and Monroe Streets. Regulation of the on-street parking

varies with respect to time and duration and is typical of

the other sections along 12th Street.

The signalized intersections along 12th Street within the

study corridor are Michigan Avenue, Monroe Street, Franklin

Street and Rhode Island Avenue as shown on Figure 5-3.

Signs prohibiting through trucks over 1 ton capacity are

posted on northbound 12th Street at Michigan Avenue

and at Brentwood Road, one block south of Rhode Island

Avenue; similar truck prohibition signing is located along

southbound 12th Street approaching Michigan Avenue.

The posted regulatory speed limit for the 12th Street corridor

is 25 mph.

12TH STREET AT FRANKLIN STREET, N.E.

At this four-way signalized intersection, both 12th Street

and Franklin Street are two-way, two-lane minor arterials.

Franklin Street within the study area terminates at Michigan

Avenue and continues through Rhode Island Avenue

(study terminus). These intersections along Franklin Street

contribute a signifi cant amount of traffi c to the Brookland

Study area. East of 12th Street, Franklin Street has one

westbound approach lane and one eastbound receiving

lane. West of 12th Street, Franklin Street has one eastbound

approach lane and two westbound receiving lanes. Right

turn on red is prohibited for southbound 12th Street traffi c.

Through trucks are prohibited on Franklin Street. Franklin

Street has a posted regulatory speed limit of 25 mph,

however, this speed limit is reduced to 15 mph when school

is in session along both 12th Street and Franklin Street in

the vicinity of Noyes Elementary. Parking restrictions in the

vicinity of the intersection are as follows:

Parking is not permitted west of 12th Street, on

either side of Franklin Street.

Parking is not permitted east of 12th Street, on the

south side of Franklin Street.

On the north side of

brookland: multi modal transportation and streetscape study

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