2006 Comprehensive Plan - Cut-through Commuter Traffic

Policy T-2.5.4: Traffic Management

Establish traffic management strategies that separate local traffic from commuter or through-traffic and reduce the intrusion of trucks, commuter traffic, and “cut-through” traffic on residential streets. 411.14

Policy CH-1.1.13: Traffic Management Strategies

Establish traffic management strategies to reduce commuter traffic on East Capitol Street, Independence Avenue, C Street NE, 17th Street SE, and other predominantly residential streets that also function as throughstreets. These strategies should include limiting additional one-way streets on Capitol Hill (and possibly restoring existing one-way streets to twoway traffic), improving signal timing on Benning Road and Pennsylvania Avenue, and improving pedestrian and bicycle safety. Measures should also be implemented to route through-traffic around residential neighborhoods, and to restrict trucks and heavy vehicles on local streets. 1508.14

This is a follow-up post to a great discussion (thanks to everyone who posted a comment) a few weeks ago relating to how best to manage and convey the majority of existing non-district commuter motorists cutting through the Capitol Hill community. From the comments, it appears there are two differing philosophies - use existing principle arterials and freeways or use the neighborhood street grid.

So, I asked resident mobility and transportation expert, Richard Layman of Rebuilding Place in Urban Space, for guidance on the issue. He directed me to multiple resources, but I found the 2006 Comprehensive Plan from DC's Office of Planning most valuable to continue the discussion.

BTW, Richard is a "Jedi Master" in the field of urban revitalization and local/regional mobility and his blog is a vast resource which reflects his passion. So, thank you Richard for the guidance!

Below are a few select excerpted sections from DC Office of Planning's 2006 Comprehensive Plan relating to strategies for existing and future transportation/mobility demands. The Plan has two volumes, Volume I - Acknowledgements, Introductions and Citywide Elements and Volume II - Area Elements. In Volume I, Chapter 4 discusses the Citywide Transportation Element and in Volume II, Chapter 15 is all about the Capitol Hill neighborhood and includes specific transportation elements unique to our community.

Note: The 2006 Comprehensive Plan is now under the amendment process and the 2009 revised plan is due out in early 2010


Chapter 4 – Transportation Element

Transportation Goal 401

The overarching goal for transportation in the District is: Create a safe, sustainable, efficient multi-modal transportation system that meets the access and mobility needs of District residents, the regional workforce, and visitors; supports local and regional economic prosperity; and enhances the quality of life for District residents. 401.1

T-2.5 Roadway System and Auto Movement 411

Traffic congestion on the District’s roadway network occurs primarily on the radial principal arterial roadways. Figure 4.3 [I believe it is actually "Figure 4.4" below] illustrates traffic volumes on major streets and highways. The flow of traffic is greatly influenced by north-south movements along the I-95 corridor feeding into I-295 and I-395. These highways carry the heaviest daily traffic volumes in the District with an average of approximately 193,000 daily trips on I-395 and 80,000 on I-295. In addition, the limited number of crossings over the Potomac and Anacostia rivers generates higher volumes of traffic at these gateways than their counterparts in the northern portion of the District. 411.6



As part of the Comprehensive Plan revision, an analysis of the transportation impacts of anticipated 20-year land use and transportation changes was conducted. The analysis projected a 20 to 25 percent increase in the total number of transit trips by 2025, and about an 11 percent increase in the total number of vehicle trips. Much of the increase is associated with off-peak travel and a “spreading” of the commute period over additional hours of the day. Vehicle congestion will increase on several corridors. The analysis concluded that new transportation demand management measures and transit improvements will be needed, both in the city and in the region, to keep the system functioning adequately. 411.10

Policy T-2.5.1: Creating Multi-Modal Corridors
Transform key District arterials into multi-modal corridors that incorporate and balance a variety of mode choices including bus or streetcar, bicycle, pedestrian and auto. 411.11

Policy T-2.5.2: Managing Roadway Capacity
Manage the capacity of principal arterials within existing limits rather than increasing roadway capacity to meet induced demand for travel by car (See text box on page 32). Increase auto capacity on roadways only if needed to improve the safety of all travelers, improve connectivity of the multimodal transportation network, or improve targeted connections to regional roadways. 411.12

Policy T-2.5.4: Traffic Management
Establish traffic management strategies that separate local traffic from commuter or through-traffic and reduce the intrusion of trucks, commuter traffic, and “cut-through” traffic on residential streets. 411.14

Action T-2.5.B: Signal Timing Adjustments
Regularly evaluate the need for adjustments to traffic signal timing to minimize unnecessary automobile idling. 411.16


Volume II - Area Elements
Chapter 15 - Capitol Hill Area Element



The Capitol Hill area has an excellent transportation network, making auto ownership an option rather than a necessity for many households. The scale and topography of the neighborhood, as well as wide sidewalks and street trees, create ideal conditions for walking. The southeast portion of the Hill is served by the Capitol South, Eastern Market, Potomac Avenue, and Stadium- Armory Metro stations. Arterials like Pennsylvania Avenue and East Capitol Street provide excellent east-west circulation. The downside, however, is that Capitol Hill neighborhoods suffer from heavy volumes of commuter traffic going to and from areas east of the Anacostia River. The community is also easily accessed by I-295 and the Southeast/Southwest Freeway (I-695). 1500.6

Planning and Development Priorities 1507

Several Comprehensive Plan workshops took place in the Capitol Hill Planning Area during 2005 and 2006. These meetings provided an opportunity for residents to discuss both citywide and neighborhood planning issues. There were also well-attended briefings to the Capitol Hill Restoration Society, the Capitol Hill Association of Merchants and Professionals, and the local Advisory Neighborhood Commissions. In addition, recent Small Area Plans—including the H Street Planning program and the Reservation 13 planning process—involved many Hill residents and addressed long-range planning issues such as land use, traffic, housing needs, and public facilities. 1507.1

The community delivered several key messages during these meetings. These are summarized below. 1507.2

k. A s already noted, Capitol Hill is intersected by major commuter routes serving the Maryland suburbs and areas east of the Anacostia River. Its neighborhoods are also vulnerable to overflow traffic when the freeways are congested. Residential north-south streets are often clogged with “cut-through” traffic as commuters weave between the east-west arterials. This creates noise, air pollution, and safety issues for residents. One-way streets have been established to facilitate traffic flow but the streets are not always paired, leading to circuitous travel and high volumes of fast-moving commuter traffic. Street and lane closures, illegal parking, and poorly timed signals contribute to congestion problems. At one time, a freeway link was proposed between I-295 and I-395 via Barney Circle, but this project was cancelled in the 1990s. A more recent proposal calls for removal of a portion of the Southeast/Southwest Freeway, its replacement with an at-grade roadway between Barney Circle and 8th Street, and a tunnel in lieu of the elevated freeway between 8th Street and South Capitol Street. While this would remove a barrier between Capitol Hill and the waterfront, there are many questions yet to be answered about the effects on traffic and adjacent land uses.

Policy CH-1.1.13: Traffic Management Strategies
Establish traffic management strategies to reduce commuter traffic on East Capitol Street, Independence Avenue, C Street NE, 17th Street SE, and other predominantly residential streets that also function as throughstreets. These strategies should include limiting additional one-way streets on Capitol Hill (and possibly restoring existing one-way streets to twoway traffic), improving signal timing on Benning Road and Pennsylvania Avenue, and improving pedestrian and bicycle safety. Measures should also be implemented to route through-traffic around residential neighborhoods, and to restrict trucks and heavy vehicles on local streets. 1508.14

Policy CH-1.1.14: Southeast/Southwest Freeway
Mitigate the effects of the Southeast/Southwest Freeway; including noise, emissions, dust, and visual blight on adjacent Capitol Hill neighborhoods. Continue to evaluate the transportation and land use impacts associated with the freeway’s proposed replacement with an at-grade boulevard and tunnel. 1508.15


So, in my opinion, DC Office of Planning, DC Department of Transportation and the Capitol Hill Community have already identified existing transportation problem conditions and outlined community and city-wide level solutions for the betterment of Hill residents (quality of life and safety) and enhance commuter and visitor travel efficiency. Now, it's time to ensure these 'policies' and 'actions' are reviewed and implemented into all current and future transportation projects that impact the Capitol Hill community.

What are your thoughts and opinions on DCOP's 2006 Comprehensive Plan vision regarding existing and future transportation and transit issues in and around the Capitol Hill community?


Ken Granata

CHRS September 2009 Transportation Forum

It appears there was a great discussion amongst Hill residents at Capitol Hill Restoration Society's (CHRS) September Transportation Forum regarding commuter traffic’s proximity to neighborhoods and its detrimental impact to residents' health and quality-of-life.

Hopefully, this forum is the starting point for the greater Capitol Hill community to get serious about transportation issues effecting Ward 6. We need to discuss and establish, with DDOT and CM Tommy Wells, definitive Ward and City level transportation goals and plans, along with an implementation time-lines, to address regional traffic patterns effecting our neighborhoods.

There can be a balance between commuter motorists’ objective to efficiently and safely move in and out of the city and residents’ desire to live, play, work and raise a family in a healthy, safe urban community environment.

Please refer to the below CHRS article, extracted in its entirety from CHRS's October 2009 newsletter (pages 10 & 11). Some text has been bold to highlight particular topics. And, thanks to Beth Purcell, CHRS President, for sending the tip.


Transportation Forum Heard By Many
by Dick Wolf

A nearly full house of Capitol Hill residents heard about a broad range of topics at the CHRS Transportation Forum on September 21. Even without the presence of a DDOT representative (due to a tangle of conflicting obligations), Peter May, the Land Use Coordinator for the National Capitol Region of the National Park Service (NPS);Tom Grahame, former CHRS Transportation Committee chair; and Dick Wolf, CHRS City Planning chair and organizer of the forum, addressed a host of transportation issues that affect the Hill.

Peter May, a Hill resident and former DC government official, focused on the interests of the NPS with respect to a variety of city initiatives. Recently, the National Capitol Planning Commission (NCPC) considered the 11th Street Bridge project, which involves a variety of federal issues. Mr. May, who represents the Secretary of the Interior on the Commission, questioned the inclusion of a light rail/trolley line on the proposed set of bridges with cars powered by overhead wires. While NPS likes transit, he pointed out that overhead wires of any kind are prohibited by a 100+-year-old federal law covering the “Old City of Washington” which is largely the L’Enfant plan for the city and includes all of Capitol Hill. Previous trolley lines in DC were powered by underground systems.

Also subject to federal review would be any alterations to the streets in the Old City, such as street furniture, loading platforms, and the like because the L’Enfant plan, including its streets, is listed on the National Register of Historic Places. At NCPC’s September meeting, the Office of Planning Director, Harriet Tregoning, noted the city’s commitment to conduct an Environmental Impact Statement to determine the various effects of a streetcar/trolley system in DC.

Mr. May also addressed the issue of federal involvement in the planning for any changes in Pennsylvania Avenue between the Capitol and Barney Circle. Though he said making Pennsylvania Avenue a monumental approach to the Capitol is not on the NPS agenda now, it is possible that in the future it could be.

Tom Grahame focused on addressing the environmental health issues of heavy traffic in the city. His review of numerous recent studies showed that within 150 feet of heavily trafficked streets and highways, there was a substantial increase in health problems (asthma, chronic obstructive pulmonary disease, bronchitis, and tiny particulates and biologically active chemicals that are dangerous to humans. In response to these studies, California has banned construction of highways within 150 feet of schools and housing developments. The 11th Street Bridge project would bring additional new highway lanes and auxiliary structures carrying 50,000 more vehicles per day within 150 feet of Tyler Elementary as well as numerous residential housing areas and developments. The 11th Street Bridge project EIS fails to address these issues.

He also addressed the need for better policies regarding commuter parking and the effectiveness of speed cameras in slowing down commuter traffic, especially in the Rosedale neighborhood.

Dick Wolf pointed out a number of planning issues pertaining to Hill transportation problems and projects. Karina Ricks, the Associate Director of DDOT for Planning, is planning on letting a number of contracts to study more discretely the vehicular traffic issues in DC. Until now, the models used to undergird planning for transportation in the city have been based on regional models used by the Transportation Planning Board of the Metropolitan Washington Council of Governments. It is felt that these models are dated and fail to adequately account for traffic impacts in the city.

In regard to the trolley/light rail proposals, Mr. Wolf pointed out that it was the tail wagging the dog. The District has purchased three rail cars and is laying tracks without any planning for the kind of system to be used; a system map; sufficient knowledge about the kind of infrastructure that would be needed for a system; and cost analysis(DDOT says $34 million a mile; the recently completed 20 mile light rail system in Phoenix cost $70 million a mile). Most importantly, there have been no community meetings on the Hill or anywhere else except H Street, NE, to discuss these issues. Few people in our audience knew anything about a trolley/light rail system on the Hill, which DDOT’s Short-Term Implementation Plan map shows running along H Street, NE; 8th Street; and M Street, SE. Massachusetts Avenue, NE, is also under consideration.

Finally, our large group of attendees asked a number of questions and raised concerns which contributed to the overall understanding of these important issues. We didn’t solve any problems, but we did enlighten and raise awareness.

THIH Talks Transportation with Tommy Wells

The Hill Is Home (THIH) sat down with our Ward 6 Councilmember Tommy Wells about transportation issues concerning Ward 6. Tommy is a true champion and city-leader of the livable, walkable and bikable urban movement.

Below is an excerpted paragraph noting C Street, NE, but you can read the entire THIH post here.

Transportation utopia is not created overnight. In the meantime, Council Member Wells is focusing on local transportation hot spots. For instance, streets like C Street and Constitution Avenue, Northeast, are our neighborhood streets, but city transportation planners consider them arteries. What to do when this creates tension? There are unfortunately not many permanent solutions to be had at the moment. While Benning Road and H Street, Northeast are still under construction, there are not many other places for cars to go. Once these projects are finished, Wells envisions solutions that move cars to the major roads that can truly handle them while instituting traffic calming measures on neighborhood streets that need them, and DDOT has already begun work on plans to shift traffic once construction is complete.

Thanks to THIH's Sharee Lawler for addressing the transportation issue, it is a chronic problem that effects all Ward 6 residents from safety to quality-of-life. It is an issue we as a Ward should discuss and address more often, especially concerning areas surrounding our public gathering spaces.