CSTNE Project

Recycling Underutilized Lots into Public Parks

2010-10-21T07:46:00.000-07:00

UPDATE

Brittney is no longer accepting suggestions; thanks to everyone who provided input, she greatly appreciates your recommendations and ideas. Her thesis will be post when it becomes available.

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Dear citizens of Rosedale and Capitol Hill,

My name is Brittany Lovejoy and I am a senior VT Landscape Architecture student working on my thesis project that deals with recycling underutilized lots into public parks. My goal is to create a design scheme for more sustainable, livable, and walkable green space system for the Rosedale and Capitol Hill neighborhoods. These spaces will be designed for YOU, so I am hoping to get many ideas of what the residents WANT to see happen to these green spaces in their neighborhood. Some opportunities these vacant sites offer are potential community gardens, farmers markets, stormwater management sites, community gathering spaces, local art exhibits, urban tree farming demonstrations, memorial placemakers, children's park, picnic area, etc.

The above picture shows the specific sites I am considering. The design of these sites will provide a demonstration of how these vacant and underutilized sites can be used to create a sustainable open green system for the community. My goal is to address issues of storm water management, green infrastructure, and outdoor community interaction. Many cities have adopted a program that encourages builders who are sitting on vacant property to create a temporary public use of this space (usually in the form of a park) and in return provide incentives such as tax breaks or building permit extensions. With that idea in mind, my plan will introduce this concept to this neighborhood and it will consist of three prototype "parks" or green spaces:

1. "Permanent Park"- City owned property such as the triangle parks

2. "Temporary Park"- Interim use of privately owned vacant lots until development can occur

3. "Temporary Use turned Permanent Park"- Based off the idea that once a community takes ownership of a "temporary park", the city would then recognize this site as an essential piece of land in the green infrastructure of the community and gain ownership of the property for permanent park use. Although it is much more difficult to obtain private land for a permanent park use, with a solid plan for development and community support backing up the idea, it is a possibility.

In order to make this not just a student project but a more realistic opportunity, I hope to get some input, feedback, and ideas from the residents on what types of activities they would like to see take place on these sites. Any information would be greatly appreciated to get a clear understanding of YOUR wants and needs for public green space.

Existing Conditions Pictures that Correspond to Site Map:

Site #4

Site #5

Site #9

Site #13

Site #16

Additionally:

All park documentation that I produce such as site plans, sections, perspectives, and proposals will be released to the Rosedale Citizens' Alliance after the conclusion of my thesis in hopes that these community driven designs could be used in the future to access funds and potentially turn the ideas on paper into reality.

I understand it may be hard to see how a student project could be made into something real, so I wanted to add this note to show that although this is just a student project now, it could become reality in the future. In a previous studio project, my class provided individual proposals to a committee of the Second Presbyterian Church in Richmond, Va, for a church plaza and childcare playground. Our proposals were used in the final design of the site, and the project was built last Spring. HERE is an article that helps explain how our student design assistance was vital in creating this space.

Thank you for your time and I am excited to hear your ideas! If you would like to personally contact me with any additional information or questions, please feel free to email me.

Sincerely,

Brittany Lovejoy
blovejoy@vt.edu
Virginia Tech 5th Year
Landscape Architecture
VT ASLA

DC Highways That Could Have Changed Everything (for the worst)

2010-06-30T09:17:00.000-07:00

Greater Greater Washington and BeyondDC built a great map called "Washington's Unbuilt Hoghways". It was created using the 1958 Basic Freeway Plan map. Clearly you can see planners' intent to use East Capitol Street (east of the Anacostia River) and Constitution Ave and Independence Ave (west of the Anacostia River), originally B Streets NE and SE, respectively, as a thruway. Though the "Washington's Unbuilt Hoghways" shows Constitution Ave, Independence Ave and a segment of C Street as unbuilt highways, one can argue that C Street NE from 21st to 16th Street was, in fact, built. And, even though the full vision of the at-grade highway thankfully was not completed, commuters and commercial trucks use the east-west route daily as if it had been built.

1958 Basic Freeway Plan Map

Washington's Unbuilt Hoghways Map

These maps help validate our assumptions to why just 6 blocks of residential C Street NE look, smell, taste and function as a regional commuter and commercial truck corridor.

Thankfully most of the infrastructure wasn't built. Now, it is time to start deconstructing these ill-planned and oppressive commuter and commercial routes that cut-through the greater Capitol Hill community. Here are some cost-effective ideas on how to justify such an endeavor.

Disclosure: The above maps were excerpted from Greateer Greater Washington

There Are Ways to Justify Reducing CSTNE Lanes

2010-05-07T06:31:00.000-07:00

Regional commuter and commercial traffic, it is the why C Street currently looks, smells, tastes and functions like a freeway.

So, why does 6 blocks of residential street look and act as a pass-through commuter freeway?

There are two probable reasons:

1. Automobile Thoroughfare - 50+ years ago, DDOT probably intended and planned to move vast amounts of regional traffic through the heart of the Capitol Hill neighborhood by building a large surface-level thoroughfare from the Whitney-Young Memorial bridge to downtown. But fortunately, somewhere along the way, this was never completely realized.

2. RFK Memorial Stadium - back in 1961 when it was built, attendees' primary mode of transportation was the automobile. So, accommodating the personal vehicle was the primary goal of supporting transportation infrastructure. Remember, the Stadium-Armory Metrorail Station did not open until 1977.

Until now, these antiquated policies and practices jeopardized residents' health and safety and divided and eroded the neighborhood fabric and connectivity.

The C Street Project is at a critical cross-roads in how we as a community and DC Government envision the future role of C Street NE. With major transportation infrastructure investments, like the 11th Street Bridge Project and Benning RD/H Street Streetcar Line soon debuting around 2012 or 2013, the Capitol Hill community has a unique opportunity to regain lost ground inadvertently given to regional cut-through commuter and commercial vehicle traffic over the last 50+ years.

We have the chance to vastly improve residents' and visitors' health, safety and quality of life by righting a long standing wrong - putting out-of-District commuters and commercial motorists' priorities above residents' quality of life. DDOT's antiquated policies and engineering practices appear to "have to still apply" to C Street. However, in most other parts of the city, DDOT has embraced innovative designs and employed cutting-edge practices/technologies to reprioritize street for residents and non-motorized users with much support, success and acclaim.

We can and should apply the same vision for C Street and the Greater Capitol Hill community.

Great! But what do we do with all the commuter and commercial vehicles that use C Street, East Capitol Street and the subsequent Capitol Hill community street grid as a path of least resistance to move in and out of downtown and connect between DC-295 and southeast/Southwest Freeway?

First the problem, it's two-fold: 1) southbound DC-295 commuter and commercial traffic exits onto East Capitol St heading west on East Capitol St. and C St. and; 2) westbound East Capitol St (east of the Anacostia River) commuter and commercial traffic heading west can only continue westbound into and through Capitol Hill using either East Capitol St or C St. (this traffic has no option to exit onto DC-295)

Now for potential solutions. Inevitably, we as a community, are going to have to put up with some cut-through traffic, but we should think of low cost alternatives which can quickly be implemented using existing, and near future, infrastructure to alleviate the community burden, for instance:

1. Provide an alternative route from East Capitol Street (Whitney-Young Memorial Bridge) via new 11th Street Bridge connection (when completed)

With vehicular traffic moving at an average 30mph (this is a conservative speed), it would take a motorist 4 minutes to traverse the 2 mile alternative route from East Capitol St at the DC-295 underpass (Detour 2 Begin) to entering DC-295 south (Detour 1 & 2 End)

This alternative route provides multiple benefits:

1. Reduces out-of-District vehicular traffic volumes cutting through Capitol Hill - by constricting entry points at C St & East Capitol St and clearly identifying, with wayfinding signage, the alternative route to the 11th Street Bridge traffic can efficiently and effectively "go around" a significant portion of the Capitol Hill neighborhood.

2. Minimizes commercial trucks & motor-coaches cut-through traffic - posted signs would require commercial trucks & motor-coaches to use the alternative route to access downtown and point south of the city via the 11th Street Bridge.

Based on multiple discussions with DDOT throughout the CSTNE Project process, there are some within DDOT who are hesitant on a proposal to reduce C Street west-bound lanes because vehicular traffic might back up for a short time-period (during peak morning rush-hour) onto the bridge which could be a safety hazard. DDOT is concerned emergency response vehicles, responding to an event on the bridge, might have difficulty accessing it due to traffic congestion.

There are two simple solutions:

1. Alternative route - as described above, the alternative route can alleviate any potential back up on to the bridge.

2. Create shoulders - to accommodate emergency vehicles, west- and east-bound lanes could be restriped. There appears to be enough bridge width (approx. 42ft) to reduce each travel lane width to 10ft, remove one narrow shoulder and create a 10ft wide shoulder lane.

2. Provide clear and concise wayfinding signs and electronic displays to direct commuter, commercial and tourist motorists to use principle arterials and freeways to directly access downtown and points south of the city without cutting through neighborhoods.

Potential locations to provide wayfinding elements to direct motorist around the Capitol Hill neighborhood.

Current DC-295 Southbound Benning Rd Exit Sign - "Benning Rd, Foote St, RFK Stadium, All West Bound Trucks"

Currently, one small sign "Downtown Washington" remains to directs motorists to use East Capitol St to access downtown destinations (this sign should be removed)

Currently, this motorist-oriented wayfinding sign "Downtown" on C St, just west of 17th St., directs motorists downtown via North Carolina Ave (this sign should be removed)

3. Provide Commuter Parking for Stadium-Armory Metrorail and Metrobus Users

Note: Parking is currently available for $7/daily at RFK's Lot 3.

This program could be expanded and better advertised to make it an advantageous and appealing alternative for commuters rather then battling downtown traffic and paying higher parking rates.

4. Provide Commuter Parking for Cyclist and Streetcar Users

Streetcars - since the first phase of the H Street/Benning Road Streetcar Line ends at the intersection of Oklahoma Ave and the North RFK Stadium parking lot is always vacant during the week, why not create incentives for commuters to use the streetcar. Considering potential parking fees and ridership fares, the community, DC Government and commuter all stand to benefit.

Bicycles - considering the Anacostia Riverwalk Trail and hopefully cycle-tracks along C Street and North Carolina Ave from 21st St to 14th St, cyclists could park for free, access their bicycle from secured storage stalls and cycle to Capitol Hill or downtown.

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Thoughts on these ideas? Does anyone have other ideas?

THIH Covers the CSTNE 3 Concept Designs Presentation

2010-04-20T06:31:00.000-07:00

Sharee Lawler, with The Hill Is Home, did a great job covering last night's ANC6A T&PS Committee meeting which hosted a CSTNE Corridor presentation on the 3 design concepts by DDOT's project contractor Toole Design Group.

Read the post HERE.

Thanks to ANC6A T&PS Committee for hosting the presentation, DDOT and Toole Design Group for the wonderful presentation and all the ANC6 Commissioners and residents that attended and participated.

Thank you all for your continued support!

VoTH Article - C Street NE Redesign Down to 3 Options

2010-04-19T07:55:00.000-07:00

Below is the latest Voice of the Hill article about the CSTNE project. Thank you Molly for reaching out and doing a great job of covering this project, it is much appreciate!

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C Street NE redesign down to three options
April 16, 2010
By: Molly Nevola, Voice Correspondent

Residents are evaluating three options for a community-led project to reconstruct C Street NE as a safer and more environmentally friendly thoroughfare.

The designs will be presented at a public meeting April 19. The project’s managers said they hope to begin construction in 2012.

An initiative five years in the making, the project began when residents started speaking out about dangerous conditions on C Street NE from the East Capitol Street Bridge to roughly 14th Street.

“Primarily, this is a quality-of-life project,” said Northeast Capitol Hill advisory neighborhood commissioner (ANC 6A) Bill Schultheiss, who also works for Toole Design Group, the firm engineering the construction.

The corridor is unique: Two lanes come off of the East Capitol Bridge and immediately feed into a five-lane section on C Street that becomes seven lanes with parking.

Police data has shown that cars typically come off the highway onto C Street at 55 mph, well above the 40 mph limit on the bridge and 25 mph limit on C Street. The speeding contributes not only to dangerous conditions for pedestrians and bikers, but also noise problems, Schultheiss said.

According to the Metropolitan Police Department’s Sgt. Mark Robinson, there were 13,246 westbound vehicular speeding citations in the area — an average of 23 per day — between December 2007 and June 2009. Police are currently monitoring the eastbound side.

The purpose of the street’s redesign, Schultheiss said, is to make drivers aware that they’re entering a school zone and a residential neighborhood.

All of the design options would shrink the width of the currently 90-foot-wide street, cutting it nearly in half in hopes of creating a safer bicycling environment and more space for greenery in the medians.

The project also aims to make other green improvements — building surfaces like sidewalks out of permeable materials; creating areas to catch stormwater; and planting sustainable, low-maintenance greenery.

“We saw that we’d be able to introduce innovative and interesting green elements that I’d seen on the West Coast. The city was excited about that,” Schultheiss said.

Schultheiss jumped on board as the project’s manager along with community activist Ken Granata, a 36-year-old engineer and D.C. native who has lived at C Street and 17th Place for six years.

“The scope of the project became much more than we ever anticipated, which is nice,” Granata said.
After witnessing traffic issues and hearing residents’ complaints, Granata decided five years ago to engage the D.C. Department of Transportation and community groups. He began blogging about traffic on C Street in June 2006, creating “CSTNE Project” in 2008.

The site outlines the project from beginning to end, and displays all proposed alternative designs, as well as information on the resident-run workshops that led to the options.

“The goal from the beginning was to have residents in the neighborhood and greater Capitol Hill community reconsider what C Street is for,” Granata said.

Residents involved in the workshops have since narrowed down the options for the street to three possible designs. One plan will be chosen by consensus and presented to the Transportation Department, which will get the final say.

The first design option eliminates bike lanes and removes one eastbound lane; the second uses parking lanes as morning rush hour driving lanes and narrows the street by 10 more feet. A third option would permanently eliminate a travel lane, allowing full-time parking there.

Granata said the project was planned without a budget in mind.

“From the beginning, DDOT, Toole Design Group, and the community all said, ‘Let’s not put any constraints on money. Let’s go big, let’s go bold and push it in every way possible — the ultimate — and go from there,’” Granata said.

But Schultheiss said the city’s 2012 capital improvements budget allocates money for the construction. An official from the Transportation Department said the project is budgeted for $6 million, but that figure is “more of a placeholder.”

The above article was extracted, in its entirety, from the Voice of the Hill website.

Reminder - CSTNE Conceptual Design Presentation Tonight!

2010-04-19T05:52:00.000-07:00

Please Show Your Support and Attend Tonight's C Street/North Carolina Ave Corridor Presentation

Conceptual Designs Presentation & Discussion
ANC6A Transportation & Public Space Meeting
April 19, 2010 @ 7PM
Capitol Hill Towers, Community Room (1st Floor)
900 G Street NE
Note: photo ID is required to enter building

HERE are the summaries of each of the 3 conceptual designs.

3 CSTNE Concept Designs

2010-04-09T03:26:00.000-07:00

Note - this post has been updated to include an overview list for each of the 3 CSTNE concept designs

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The following are the 3 CSTNE Concept Designs that will be presented and discussed at the upcoming ANC6A Transportation & Pubic Space meeting on April 19, 2010 @ 7PM.

Existing Condition

Click HERE for the Existing Condition pdf document for detailed viewing

Concept A

Click HERE for the Concept A pdf document for detailed viewing

Design Features
• No reduction to vehicular service
• Preserves west-bound roadway capacity to handles existing traffic volumes
• Reduce east-bound vehicular lane from 2 to 1
• Add left turning lanes
• Parking is preserved, full time
• Cycle track, sidewalk level
• Pedestrian crossing distance reduced from 90’ to 52’
• Adjacent residences are further buffered from traffic by cycle track and minimal recaptured green space

Traffic Calming Features
• Chicane
• Curb-extensions
• Speed-table/pedestrian/cycle track crossings (cross streets)

Green Street Features
• Minimal increase in green buffer
• Permeable surfaces, cycle track, sidewalks, roadway
• Bioretention cells
• Low maintenance vegetation

Concept B

Click HERE for the Concept B pdf document for detailed viewing

Design Features
• Preserves west-bound roadway capacity to handles existing traffic volumes during morning rush-hours (M-F 7am - 9am) by using north side of C St parking lane
• Reduce west-bound lanes from 3 to 2 outside morning rush-hours (M-F, 7am – 9am)
• Reduce east-bound vehicular lanes from 2 to 1
• Add left turning lanes
• Parking is preserved, except no parking north side of C St during rush-hours (M-F, 7am – 9am)
• Cycle track, sidewalk level
• Pedestrian crossing distance reduced from 90ft to 52ft during rush-hours (M-F, 7am – 9am)
• Adjacent residences are further buffered from traffic by cycle track and recaptured 8ft width green space

Traffic Calming Features
• Chicane
• Curb-extensions
• Speed-table/pedestrian/cycle track crossings (cross streets)

Green Street Features
• Additional 8ft width right-of-way allocated for green buffer and Green Street features
• Permeable surfaces, cycle track, sidewalks, roadway
• Bioretention cells
• Low maintenance vegetation

Concept C

Click HERE for the Concept C pdf document for detailed viewing

Design Features
• Reduce west-bound vehicular lanes from 3 to 2
• Reduce east-bound vehicular lanes from 2 to 1
• Add left turning lanes
• Parking is preserved, full time
• Cycle track, sidewalk level
• Pedestrian crossing distance reduced from 90ft to 42ft
• Adjacent residences are further buffered from traffic by cycle track and recaptured 18ft width green space

Traffic Calming Features
• Chicane
• Curb-extensions
• Speed-table/pedestrian/cycle track crossings (cross streets)

Green Street Features
• Additional 18ft width allocated for green buffer and Green Street features
• Permeable surfaces, cycle track, sidewalks, roadway
• Bioretention cells
• Low maintenance vegetation

Rescheduled - 04.08.10 CSTNE Study Open-house

2010-04-07T06:14:00.000-07:00

The CSTNE Study Public Open House, scheduled for April 8, 2010 @ 6pm, has been RESCHEDULED, see below.

Conceptual Designs Presentation & Discussion
ANC6A Transportation & Public Space Meeting
April 19, 2010 @ 7PM
Capitol Hill Towers, Community Room (1st Floor)
900 G Street NE
Note: photo ID is required to enter building

Returning C Street NE to the Neighborhood?

2010-04-05T07:34:00.000-07:00

"This is really an effort to return Sherman Avenue to the neighborhood," said John Lisle, spokesperson for DDOT.

The preceding comes from a DCist post about DDOT's redesign of Sherman Ave, NW.

If we as a community could only convince DDOT to see the same opportunity in C Street NE (and East Capitol Street), we could all really move forward and make substantial quality-of-life, health and safety gains for the Greater Capitol Hill Community (GCHC).

But, DDOT is reluctant and is holding a death grip around the need to move thousands of commuter and commercial vehicles through the GCHC neighborhood street grid because, "the Whitney-Young Memorial Bridge (East Capitol Street) is one of the few bridges to cross the Anacostia River and has the motor-vehicle capacity" (paraphrase from multiple staff in DDOT).

So, there is no reason to consider other strategies or plans to correct a long standing transportation mistake which is a big problem for our community? Every problem has a solution(s). Sometimes the means is multifaceted and multi-phased, but the end still can be achieved, with both residents and commuters benefiting.

More on this idea to come...

Kojo Nnamdi Show - Caller Comment on CSTNE

2010-04-02T05:56:00.000-07:00

During yesterday's hour long interview on the Kojo Nnamdi Show (WAMU 88.5 FM) with DDOT Director Gabe Klein, Rob Stephens, an RCA member and champion for changes on C Street NE, was a caller who asked Director Klein to have DDOT make a lasting "legacy" when redesigning C Street NE.

Rob also gave well deserved kudos to Ward 6 Transportation Planner Jamie Henson who is DDOT's project manager for the C Street Study and Conceptual Design. Jamie truly has made the process transparent and accessible for the community. Not only has he included innovative safety, environment and mobility design elements into the project, he has most importantly, allowed the process to be community driven. It has been a wonderful experience thus far, thank you Jamie!

HERE is the audio link to the yesterday's show, Rob's call is at time count 18:37 into the show.

Sublime Mass Transit

2010-03-25T13:51:00.001-07:00

2010 National Marathon Runners On C Street NE

MPD Mobile Speed Camera Unit Now East Bound

2010-03-25T13:27:00.000-07:00

Unmarked Mobile Speed-camera Unit, East-bound @ C & 18th Streets

Long overdue, MPD's Homeland Security Bureau - Traffic Safety & Specialized Enforcement Branch has recently, in the last 6 weeks or so, deployed a mobile speed camera unit to enforce the 25MPH speed-limit along C Street's east-bound lanes adjacent to Eliot-Hines JHS.

This is great news; however, it appears the west-bound mobile speed camera unit has not been deployed since the east-bound unit's inception. And, MPD rarely, if ever, deploys the unit on weekends.

Nonetheless, thank you MPD for over two years of continued service, your presence is much appreciated by C Street residents and all C Street users, especially Eliot-Hines JHS students.

We've asked for a permanent speed-camera to enforce the speed limits in both directions with support from ANC6A and Council Member Wells, but have yet to get an official response from MPD. We hope to have an update soon.

Marked Mobile Speed-camera Unit, East-bound @ C & 18th Streets

Has anyone else noticed the west-bound unit's absence?

National Marathon this Saturday 03.20.10

2010-03-18T13:52:00.001-07:00

The annual Sun Trust National Marathon is this Saturday March 20. The marathon race course will meander through the Capitol Hill community including the Rosedale neighborhood.

Excerpted image from the SunTrust National Marathon website

Official race course map

Official street closure list

C Street NE Lane Closures

Full Marathon Race Course

•22nd Street to North Carolina Avenue (assumed closed just in the west-bound vehicular lanes) from 6:45 AM to 7:35 AM

•North Carolina Avenue to 22nd Street(assumed closed just in the east-bound vehicular lanes) from 7:35 AM to 10:20 AM

Half-marathon Race Course

•22nd Street to North Carolina Avenue (assumed closed just in the west-bound vehicular lanes) from 7:50 AM to 11: 00 AM

So, if you have the chance, get out to cheer the runners on and enjoy the few quiet and peaceful moments without automobile traffic...

GGW Discusses CSTNE Project's 3 Conceptual Designs

2010-03-09T10:37:00.000-08:00

Greater Greater Washington's (GGW) David Alpert writes a really 'great' synopsis of Toole Design Group's 3 conceptual design layouts for CSTNE.

At the February 20, 2010 CSTNE Workshop, Toole Design Group presented 5 conceptual design alternatives. All 5 alternatives were laid out and Bill Schultheiss, project manager, presented each of the alternative's potential pros and cons to the workshop participants. Since a couple of the alternatives were similar to one another, the workshop group was able to decide 3 out of 5 of the alternatives were worth pursuing as a potential preferred design. The preferred design will be selected, by the community, later this year. Once selected, Toole Design Group will take the design to about 30% construction plan completion and then hand it over to DDOT.

Existing Condition

Conceptual Design A

Conceptual Design B

Conceptual Design C

You can view, in detail, each of the the 3 conceptual design alternatives, in their entirety, through on GGW's, "Plans envision "green street" for C Street, NE", by clicking on each image, about midway within the post. There also is an existing condition layout available too.

Soon, CSTNE will upload each of the 3 design concept layouts for those interested in studying, referencing and/or commenting.

Please let us now which concept (A, B or C) you prefer and elements you like, dislike or don't see and would like included!

One again a huge thanks to David Alpert of GGW for continuing to cover the CSTNE Project, the exposure is greatly appreciated!

C Street NE Workshop this Saturday 02.20.10 @ 10AM

2010-02-18T07:49:00.000-08:00

When: February 20, 2010 @ 10AM

Where: Maury ES, 1250 Constitution Ave, NE (gymnasium, doors on 13th St.)

What: The second workshop in a series of 4 scheduled meetings (two stakeholder workshops and two public meetings).

Bill Schultheiss, Project Manager, Toole Design Group, will present 4 conceptual designs. The workshop group will discuss and vote on a preferred conceptual design based on pedestrian/student/cyclist safety, environmental benefits, improvement to residents' quality of life, community connectivity and potential traffic impact. Bill will also review the next steps for the project.

HERE is a list of participants' suggested items from the 1st workshop.

Contact: Bill Schultheiss, Project Manager, Toole Design Group - wschultheiss@tooledesign.com

Project Overview: DDOT has begun a transportation and environmental study of the C Street and North Carolina Avenue corridor from 21st St. to 14th St., NE. The study is a result of community requests for safety and environmental improvements to the C St NE corridor. Results and recommendations from the study will be used to develop a preliminary design for the District’s first sustainable green street to efficiently and safely move people via foot, bicycle, transit and motor-vehicle. It is DDOT’s goal that this project be a community driven study that strives to attain an integrated infrastructure balancing the functions of mobility, safety, community connectivity, urban design and environmental sustainability.

The project will define means to improve safety for residents and school children, reduce storm water runoff and reduce traffic speeds. The findings and recommendations of the study will be reported back to the community for review and comment.

THIH Covers the 01.12.10 C Street NE Public Meeting

2010-02-03T03:38:00.001-08:00

Sharee Lawler, with the The Hill is Home, has covered the ongoing C Street, NE project and has written another great post about the January 12, 2010 C Street NE Project public meeting (1st of 2 scheduled meetings). You can read the post here.

As always, thanks Sharee and The Hill is Home for the continued support!

RCA's C Street NE Mobility & Streetscape Design Suggestions

2010-02-01T05:59:00.000-08:00

The following are mobility and streetscape design suggestions based on discussions with participants at the January 2, 2010 C Street, NE Workshop

Assembled by Rosedale Citizens' Alliance (RCA) Transportation Committee Members - Ken Granata & Rob Stephens

MOBILITY

1. C & 21st Streets Intersection – connection between bike lanes/sidewalk and the existing Anacostia Riverwalk Trail (ART) Portal (northeast corner of intersection)
• Signage - informing about ART, Kingman & Heritage Islands Park and future Environmental Center
• Vegetation

2. Reduce at least one west-bound vehicular lane and one east-bound vehicular lane along C Street and North Carolina Ave from 21st to 14th Streets

3. Reduce width of remaining east- and west-bound vehicular lanes along C Street and North Carolina Ave from 21st to 14th Streets to the minimum required lane width as mandated by DDOT

4. Provide bulb-outs at all C Street and North Carolina Ave intersection where pedestrian cross-walks are located
• Provides shorter pedestrian crossing
• Allows pedestrians and motorists to better see each other
• Creates roadway “choker” points
• Provide vegetation areas within the bulb-outs, as configuration allows

5. Provide raised crosswalks at major intersections
• 21st St
• 19th St
• 17th St
• 15th St
• 14th St/Constitution Ave
• 17th Place (see item 7 below)

6. Consider removing 18th Street intersection and signal to reduce spill-over traffic onto and through 18th Street and improve C Street traffic flow
• Create a median-barrier similar to existing cross-street barriers (20th St, 18th Pl, 17th Pl, 16th St and 14th Pl)
• Considering 17th St and 19th St will be reconverted to two-way streets, 18th Street residents will experience minimal access reduction
• No cross-street to the south only Eliot-Hines access ramp
• 18th Street extends only two blocks to the north

7. C Street & 17th Place - consider adding a new raised pedestrian crosswalk with cross-walk light
• 17th Place is a major de-facto point where many students transit to/from Eliot-Hine JHS.

8. Keep some type of median barrier for all or most of C Street and North Carolina.
• Determine what is the minimum size/width of a median for grass, shrubs and/or trees (i.e. vegetation) to thrive using two scenarios – a) natural - self-sustaining vegetation (only from rainfall and storm-water runoff) and b) artificial – supplemental watering from city, residents and/or others

9. Remove sweeping west-bound turning lane at North Carolina Ave and Constitution Ave
• Relocate and reconfigure exiting island to the curb-line
• Create sharper angled turn to slow vehicular movement

10. Remove C Street turning lane at 16th Street (turning movement onto 16th Street)
• Create green space
• Relocate, but keep, residential parking in front of C Street residences
• Decrease pedestrian crossing distance

11. Remove portion of C Street turning lane (turning movement onto 15th Street) between 16th and 15th Street
• Create green space
• Incorporate into bulb-out at 16th Street (west side) to reduce pedestrian crossing distance

12. Consider removing the west-bound turning lane at C Street on to 21st Street
• Minimize potential spill over onto 21st Street and the north side of neighborhood

13. C Street and North Carolina Ave west-bound split (mid-block between 17th & 16th Sts) – provide only one west-bound vehicular lane
• Increase island green space
• Reduce one west-bound C Street vehicular lane
• Decrease pedestrian crossing distance

14. Create physically separated bike-lanes (cycle tracks) along C Street and North Carolina Ave bike-lanes from 21st Street to14th Street.
• Located between curb-side tree boxes and vehicle parking
• Separated from vehicle parking by a minimal (2’-3’) width median with porous pavers (cobbles, bricks, etc.)

15. Prohibit commercial trucks and motor-coaches, greater than 1-1/4 tons GVW
• Based on the DDOT’s August 2004 Motor Carrier Management and Threat Assessment Study (http://ddot.dc.gov/ddot/cwp/view,a,1249,q,609850.asp)

STREETSCAPE

1. Any right of way width captured by the removal of vehicular lanes should be used to create additional green-spaces (natural ground surfaces to support vegetation).
• Most of the additional green space should be used to increase the width curb side tree –boxes instead of a wider median.
• Adding green-space (enlarging tree-boxes) will increase distance between residences and vehicular traffic.
• Residents are more likely to water and maintain green-spaces adjacent to their homes than the median.
• This does not preclude having green “islands” or wider green medians in certain sections where it is required or needed as a traffic calming feature.

2. When presenting options regarding street profiles/cross-sections that include areas with vegetation, present only options that are realistic and sustainable given the area size/width, type of vegetation and watering. Include features that will make it easy for residents to voluntarily water and/or maintain green areas adjacent to their homes. Be explicit and realistic regarding who is expected to provide water and maintenance (i.e. nature, city, residents or others).

3. C & 21st Streets Intersection – gateway elements to alert motorist that they are entering a neighborhood.
• “Welcome to…” sign
• Prominent median with vegetation
• Consider designating median space for future art work (sculpture)
• Consider textural/visual intersection roadway surface
• Consider raised intersection including crosswalks

4. Provide pedestrian oriented lighting
• Low light pollution
• Energy efficient
• Architecturally appealing

5. Provide roadway lighting that complements the neighborhood
• Low light pollution
• Energy efficient
• Architecturally appealing

6. Provide brick sidewalks
• Consistent with the Capitol Hill neighborhood
• Concrete base

7. Provide granite curbing
• Consistent with the Capitol Hill neighborhood

8. Provide porous hard surfaces- sidewalks, roadways and, if possible, bike lanes.
• Bike lanes surfaces should provide a smooth, safe and enjoyable ride.

9. Streetscape elements (not necessarily profile) such as materials (textures, colors), signage, lighting, vegetation, etc. should be consistent and complementary along the C Street and North Carolina Ave corridor.
• Unify neighborhoods
• Connect neighborhoods to the Anacostia River

10. Reduce or even eliminate storm-water run-off discharge into the existing regional storm-water system
• Capture and use any storm-water runoff to support the corridor streetscape vegetation

VoTH Article on the C Street, NE Study

2010-01-21T12:27:00.000-08:00

Missed this Voice of the Hill article published last month...

C Street NE traffic study underway
December 19, 2009
By Rachel Oswald,Voice Correspondent

After years of campaigning by residents, the District is beginning a study of C Street NE traffic.

The transportation and environmental study will be conducted on the C Street and North Carolina Avenue corridors from 21st to 15th streets, an area where residents say commuters have caused a traffic nightmare during morning and evening rush hours.

The study is expected to be completed in the spring and will be used to guide improvements, according to the study's project manager and Northeast Capitol Hill advisory neighborhood commissioner (ANC 6A) Bill Schultheiss.
Problems associated with C Street traffic include drivers who fail to yield to pedestrians and difficulty entering the street at stop signs due to the volume of cars, Schultheiss said.

"My residents are concerned with the volume that comes down the north and south streets," he said. "A lot of it is in the morning that is spillover from C Street traffic."

He said residents are concerned that “things are out of balance on that street."

The study's goals are to improve safety for residents and pedestrians, especially schoolchildren, by lowering vehicle speeds and building better crosswalks. Traffic engineers will likely develop a new traffic pattern with the goal of directing more efficiently and safely the movement of vehicles, public transit, bicycles and pedestrians, Schultheiss said. The study will also include recommendations to reduce storm-water runoff and to improve the tree canopy, he added.

Four designs will be produced to provide alternatives for improving C Street. The designs will be based on traffic counts and the wishes of the community, Schultheiss said. Over the next few months, residents will be able to give input on the designs at several public meetings.

Near Robert F. Kennedy Memorial Stadium, C Street currently starts off as a five-lane road with three lanes inbound to Capitol Hill and two lanes outbound. Design alternatives could reduce the street by one, two or three lanes.

"We're going to analyze different lane configurations … and see what kind of effect that has on traffic and then what types of changes we can make to the street to make it more pedestrian-friendly and more environmentally friendly," Schultheiss said.

Schultheiss is a transportation engineer for Toole Design, which the Transportation Department hired to complete the study through a competitive-bid process. Toole has hired the SvR Design Co. of Seattle to develop environmentally friendly improvements for the area.

According to the Transportation Department, a survey crew has been working this week to gather data on right of ways, curbs, medians, utilities and vegetation. A traffic consultant is collecting information on the number of vehicles on the impacted streets and their speed levels. Parking in the study area will be restricted during the day through 4 p.m. on Friday.

Schultheiss said project cost estimates will be developed when the four designs are completed. Because the District already owns all the right of ways in the area, one of the largest costs associated with traffic improvement projects — acquiring land — is not a factor.

Schultheiss emphasized that the community will collaborate with the Transportation Department during the study.

"The most important part of the project is having this close dialogue with the community," he said. "We hope that they'll participate and be interested in this work."

More information and meetings times are available at cstreetne.blogspot.com

Disclosure: the above Voice of the Hill (VoTH) article was extracted in its entirety from the VoTH website

C Street Public Meeting Presentation from 01.12.10

2010-01-19T08:51:00.000-08:00

Here is Toole Design Group's presentation from the January 12, 2010 C Street Public Meeting (first of two scheduled public meetings).

C Street Study Meeting Tuesday 01.12

2010-01-11T17:44:00.000-08:00

When: January 12, 2010 @ 7pm

Where: Eliot-Hine JHS, 1830 Constitution Ave, NE

What: The first public meeting in a series of 4 scheduled meetings, two stakeholder workshops and two public meetings.

Contact: Bill Schultheiss, Project Manager, Toole Design Group - wschultheiss@tooledesign.com

Project Overview: DDOT has begun a transportation and environmental study of the C Street and North Carolina Avenue corridor from 21st St. to 14th St., NE. The study is a result of community requests for safety and environmental improvements to the C St NE corridor. Results and recommendations from the study will be used to develop a preliminary design for the District’s first sustainable green street to efficiently and safely move people via foot, bicycle, transit and motor-vehicle. It is DDOT’s goal that this project be a community driven study that strives to attain an integrated infrastructure balancing the functions of mobility, safety, community connectivity, urban design and environmental sustainability.

The project will define means to improve safety for residents and school children, reduce storm water runoff and reduce traffic speeds. The findings and recommendations of the study will be reported back to the community for review and comment.

Follow-up to the 01.02.10 C Street, NE Workshop

2010-01-06T03:12:00.000-08:00

A big thanks to Sharee Lawler, with The Hill is Home, who attended last weekend's C Street, NE Workshop and wrote a fantastic post about it. There was great participant turn-out, many design ideas were discussed and a group consensus was met on several critical street geometry elements. Toole Design Group will use those items to develop conceptual street layouts for further public review and discussion.

There will be second follow-up post listing some of the design ideas and concerns discussed by workshop participates prior to next Tuesday's C Street, NE Study public meeting at Eliot-Hines JHS (7pm).

Bill Shultheiss (orange shirt) Presents Some Existing C Street/North Carolina Ave Traffic Data to the Workshop Group

Break-out Group Discussing Potential Design Elements

Another Break-out Group Discussing Potential Design Elements

Break-out Groups Discuss Consensus Items with Entire Workshop

Workshop Group Discusses Specific Elements under Consideration

C Street, NE 01.02.10 Workshop Agenda

2009-12-31T13:46:00.000-08:00

MEETING AGENDA

Subject: Community Stakeholder Workshop
Project: Conceptual Design Development for C Street, NE
Date/Time: January 2, 2010, 10am - Noon
Location: Maury Elementary School, 1250 Constitution Avenue, NE

1. Introductions (5 minutes)

2. Presentation (20 minutes)

• Process & Schedule
• Sustainable Design Goals
• Existing Conditions
• Improvements Toolbox

3. Small Group Stakeholder Activity (45 minutes)

• Break into working groups to brainstorm and discuss design solutions for C Street, NE
• Identify the locations of primary barriers & issues on maps

4. Review results of preceding activity

• Identify the primary barriers & issues
• Discuss pro/con for potential solutions long the corridor
• Establish priorities and alternatives for further assessment

5. Next steps

• Alternative assessment, green street feasibility Jan-March 2010
• Public Meeting – January 12th 2010
· overview of project
· alternatives under consideration
· green street potential
• Stakeholder Meeting – February 20th – discuss alternative assessment
• Preferred alternative conceptual design – April 2010

Agenda Provided by Bill Schultheiss, Toole Design Group, C Street, NE Project Manager

6525 Belcrest Road, Suite 400
Hyattsville, MD 20782
301.927.1900
301.927.2800 fax
www.tooledesign.com

C Street, NE Workshop this Saturday!

2009-12-31T09:22:00.000-08:00

DDOT is hosting the first C Street, NE Study & Conceptual Design Workshop this Saturday!

When: January 2, 2010 from 10am - Noon

Where: Maury Elementary School Cafeteria, 1250 Constitution Ave, NE

What: The workshop will be a non-formal exercise in discussing and
conceptually designing DC's first sustainable green street with a central focus on creating a connective corridor for pedestrians, cyclists an motorists between Capitol Hill and the Anacostia River.

Hopefully this will be a really fun and stimulating collaborative workshop for those interested on how to successfully implement a balance between efficiently calming automobile traffic and creating a safe and enjoyable pedestrian/cyclist greenway.

There will be large maps of the entire corridor to mark up to visualize the group's design goals and ideas. Bill Schultheiss, Transportation Engineer and Project Manager, will facilitate a discussion of potential alternatives whereupon up to 3 designs will be evaluated by Toole Group design team (DDOT's contractor for the study and design). Preliminary traffic speeds, volume and accident data will be available.

All are invited to attend and participate, so we hope to see you there...and have a rockin' New Year's Eve!

Traffic Calming & Green Streetscape Elements

2009-12-29T17:36:00.000-08:00

In preparation for this Saturday's workshop, the following are some traffic-calming and environment-sustaining roadway elements for the workshop group to consider during the designing process.

Multi-modal (pedestrian and cyclist) Greenways

Roundabouts (Circles in DC)

Raised Crosswalks

Median Barrier

Median Refuge

Circles (small circles)

Chicanes & Serpentines

Bulb-outs or Curb-extensions

Footballs (Chicaned Medians)
text-align:center;cursor:pointer; cursor:hand;width: 326px; height: 400px;" src="http://3.bp.blogspot.com/__AL7rDrZDaA/Szz6omveVkI/AAAAAAAABRA/TO0Uel6nq9I/s400/Tempe+AZ+STEP+Football.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5421483626948613698" />

Roadway Surfaces (Visual or Textural)

Stormwater Management

Images were extracted from the following websites:

Department of Transportation, FHA

Tempe, Arizona Transportation Division

New York, New York DOT

American Society of Landscape Architects

Project for Public Spaces

Jack and Soonthree's Internet Igloo

American Association of State Highway and Transportation Officials and TRB

Nationals' Express Shuttle Bus Service Ends!

2009-12-16T12:42:00.001-08:00

It appears Capitol Hill residents will no longer have to endure another summer of loud and smelly Nationals' Express Buses constantly shuttling fans back and forth from RFK Stadium parking lots through Capitol Hill residential streets to Nationals Stadium during home games. Please read the brief good news from Ward 6 Councilmember Wells' Chief of Staff Charles Allen (callen@dccouncil.us):

"The Nats Express and parking at RFK will not take place for the 2010 season. The Nats will provide new and closer economy parking options in Lot HH, located on South Capitol Street, SW for $5 per car."

We previously posted about the neighborhood impact of hundreds of shuttle trips per game here and on the RCA blog and here and here.

THIH on the C Street, NE Project

2009-12-05T07:53:00.000-08:00

The Hill is Home (THIH) did a very nice article on the C Street, NE Project efforts last Friday on the weekly "Freshman on The Hill" post by Maria Carey. You can read the entire post here.

Thanks Maria for helping with the effort!

DDOT's C Street, NE Study has Begun!

2009-12-04T06:56:00.001-08:00

Huge News!!!

DDOT has begun a transportation and environmental study of the C Street and North Carolina Ave corridor from 21st St. to 15th St. Here is DDOT's door hanger that will be distributed next week. It summarizes the intent of the study and is a parking restriction notice for C Street and North Carolina Ave residents between 21st and 15th Streets.

(Image extracted from Google Earth)

Currently, the contractor is collecting the existing conditions of the right-of-way, including vehicle volume and speed counts. During the week of December 14 - 18, a survey crew will collect existing right-of way data, including underground utilities, curb and median lines, vegetation, etc.

Below are some of the highlights of the study:

• Community driven study collaborative with DDOT
• District’s first sustainable green street - reduce storm water runoff and improve water quality, reduce heat-island effects, improve tree canopy, etc.
• Design layout to efficiently and safely move people via foot, bicycle, vehicle and transit
• Improve safety for residents and school children by reducing traffic speeds, improving crossings, etc.

Below is the general time line for the study, design and construction.

• Stakeholder Workshop - January 2nd at 10am - Maury Elementary School
• Public Meeting - January 12th at 7pm - Hine Junior High School
• Stakeholder Workshop - February 20th at 10am - Maury Elementary School
• Public Open House - April 8th, 2010 at 6pm (prior to ANC 6A meeting) - Miner Elementary
• Design - 2010/2011
• Anticipated construction 2012/2013

Note: the public can also send input directly to the Project Manager, Bill Schultheiss - wschultheiss@tooledesign.com

DDOT Door Hanger

2009-12-04T05:44:00.000-08:00

2006 Comprehensive Plan - Cut-through Commuter Traffic

2009-11-16T10:49:00.001-08:00

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

2009-11-10T06:52:00.000-08:00

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

2009-11-04T13:26:00.000-08:00

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.

Cut-through Commuter & Commercial Motor-vehicle Traffic is a Chronic Systemic Capitol Hill Problem

2009-10-19T11:13:00.001-07:00

It is time, we as a Greater Capitol Hill community, look at cut-through commuter and commercial motor-vehicle traffic as a chronic systemic problem. In order for our community to truly thrive as a livable, walkable and bikable village, we need to shift vehicular-traffic routes, for instance regional and city rush-hours, from the neighborhood street grid to existing principle arterials and commercial corridors. These motorist/vehicles create hostile, inhabitable environments throughout our community, from our parks and schools to our residential streets, and divide neighborhoods, making it treacherous for residents to access (walking, cycling or even driving) their own community amenities.

Excerpted DDOT 2006 Function Classification Map showing the Greater Capitol Hill region

Excerpted DDOT 2006 Function Classification Map Legend

The existing archaic hap-hazard network of residential streets used and/or designated to expedite and accommodate commuter and commercial traffic pits residents against commuters. We can efficiently, effectively and safely convey existing motor-vehicle traffic volumes in, out and around DC without compromising residents’ quality-of-life. It is possible to strike a balance between residents and visitors (workers, tourists, Fed. Gov., national events, etc.) to create and maintain a vibrant city both ‘users’ can enjoy. And realistically, it is a symbiotic relationship, the two user-types need each other to thrive.

So, how do we achieve such a righteous goal? We need to develop and systematically execute a consensus-based master plan with a definitive time-line.

The master plan should include:

1. Prioritize pedestrian and cyclist safety and enjoyment
2. Restore and improve existing parks and open-spaces, tree canopies and vegetative areas
3. Safely connect neighborhoods to public open-spaces, parks, schools and commercial corridors with minimal direct interaction with vehicular roadway traffic
4. Shift regional and city rush-hours vehicular traffic patterns/routes from the neighborhood street grid, and surrounding open-spaces, to existing designated principle arterials and commercial corridors
5. Educate and condition motorists (commuters, tourists, commercial-drivers) to the benefits of using designated routes to either access downtown or regional freeway infrastructure
6. Fund maintenance of existing mass-transit infrastructure and heavily invest in capitol improvement projects that enhance access to our existing mass-transit, walking and cycling systems.

Ward 6 has all the pieces to begin and follow-through with such a transformation...

• Residents' Support - indirect and direct through lifestyle & activism
• Leadership – folks like Council Member Tommy Wells who is a leader in the DC urban movement and DDOT Director Gabe Klein who is reprioritizing DDOT to focus on mass-transit and residents’ desire for pedestrian and cyclist oriented streets and neighborhoods
• Existing Transportation Infrastructure - Anacostia Riverwalk Trail, Stadium/Armory, Eastern, Potomac and Union Station Metrorail Stations, Future H Street/Benning Road Streetcar, bicycle lanes, metro-bus routes, DC/I-295, I-395 and the Anacostia River
• Existing Natural & Planned Outdoor/Open-spaces - Stanton Park, Lincoln Park, Anacostia River and waterfront, Kingman & Heritage Islands, Langston Golf Course, Steward Park, Garfield Park, National Mall, etc.
• Amenities - acces to Barracks Row, Eastern Market, H Street/Benning Road Corridor, Union Station, Pennsylvania Ave Corridor, etc

The key to our success is redirecting commuter and commercial vehicle/motorist cut-through traffic onto existing principle arterials and commercial corridors. Make it less appealing to use the Greater Capitol Hill neighborhood street grid and make it more appealing to use existing east-west principle arterials and commercial corridors.

The below map indicates existing east-west oriented principle and minor arterial roads (in red), which are primarily commercial corridors and interstates, that could carry a majority of the existing volume of commuter and commercial motor-vehicle traffic traversing in and out of downtown and regional traffic traveling to destination beyond city limits. As the map indicates, using these existing roadways, large residential areas could be spared and relieved of the vast majority of the daily cut-through motor-vehicle traffic.

Let's discuss it and move forward together; we can definitely achieve a great balance within a few years! Policy, advocacy, education, design, implementation and maintenance (actually, continual improvements) collectively can create a truly livable, walkable, bikable community for Ward 6.

Thoughts? Ideas? Comments? ...let me know,

Ken G.
cstreetneproject@gmail.com
C Street, NE Project

ANC6A Supports Permanent Speed-camera on C Street, NE

2009-10-06T08:09:00.000-07:00

Full Letter sent to MPD Home Land Security Chief Patrick Burke

Excerpted Body of the Letter (click on image to read larger version)

As the above letter states, since the west-bound C Street, NE mobile speed-camera's inception, December 1, 2007, until June 10, 2009 there have been:

13,246* vehicular speeding citations issued by MPD!

Average per month: 716 citations
Average per day: 23 citations

Note - the MPD mobile speed-camera is only periodically deployed during the week and rarely deployed on the weekends. Additionally, it is deployed only in the west-bound vehicle travel lanes, with no east-bound enforcement for motorist accelerating toward RFK stadium and the Whitney-Young Bridge (East Capitol Street).

A HUGE "thank you" to the ANC6A Public Safety Committee and all the ANC 6A Commissioners, especially SMD6A08 Commissioner Kelvin Robinson and Rebecca Sibilia, for recognizing the importance of resident and student safety along this portion of C Street, NE.

*Data was requested from and provided by Sergeant Mark Robinson - MPD, Homeland Security Bureau, Traffic Safety & Specialized Enforcement Branch.

Imagine C Street, NE as a Greenway!

2009-09-23T05:55:00.001-07:00

Below are great reasons for greenway trails, much like what we are proposing for C Street, NE. Greenways safely connect residents to outdoor natural amenities. In our case, places like: Langston Golf Course, Anacostia Riverwalk Trail, Kingman & Heritage Islands, the future Environmental Educational Center and Memorial Tree Grove for 9/11 DC schoolchildren victims (on Kingman & Heritage Islands), National Arboretum, Kenilworth Park, Aquatic Gardens, and Marsh and local neighborhood amenities, such as: Eastern Market and the H Street/Benning Road commercial corridor. And why not consider schools too, specifically: Eliot-Hines JHS, Eastern HS and Maury ES.

The text and images below are from New York City's Department of Parks & Recreation Bicycling & Greenway website.

Why Greenways?
A greenway is a linear open space, such as a path or trail, which links parks and communities around the City, providing public access to green spaces and the waterfront. Greenways expand recreational opportunities for walking, jogging, biking, and in-line skating.

In 1993, the City of New York had a vision to create 350 miles of landscaped bicycle and pedestrian paths that would crisscross the City's five boroughs and enrich the lives of all New Yorkers. Currently Parks has built over 100 miles of the proposed greenway system. Greenways answer the growing public demand for safe and pleasant ways to travel about the City. These trails allow one to get to work or school, shop or do errands, or to reach the waterfront, parks, beaches, and museums.

Benefits of Greenways
Cyclists, joggers, strollers, skaters, people in wheelchairs or who are mobility-impaired, dog walkers, bird watchers, kids and adults, families and friends, recreational users and commuters—in short, everyone and anyone—gain from the presence and production of greenways. As levels of obesity and diabetes rise among our population, the need to stay fit and healthy has never been more urgent. In order to ensure that no one has to travel too far to use an athletic facility, we are constantly looking to add new properties where parkland previously did not exist and when that is not possible, to bring people to existing facilities.

For Health
Using greenways helps keep you healthy. By bicycle riding, walking, jogging, or skating on the greenways, you can get exercise in an enjoyable way and spend time outdoors!

For Transportation
Riding a bicycle is a form of exercise, recreation, and transportation. Try bicycle riding for your daily commute and see how favorably it compares to driving a car, riding the bus, or taking the subway. Bicycles often get you there in less time, and the scenery is better! It's good for you AND the environment.

For the Environment
The fewer cars we drive and the fewer car trips we make, the cleaner our air becomes. Bicycles and skates don't pollute! By choosing to bike, you will reduce automobile congestion and pollution, thus improving the quality of life in our city. The City's environmental health is also improved because trees are planted along the City's greenways.

For Safety
Designated bicycle paths are excellent places to learn how to ride! Riding on designated bicycle paths is safer than riding on unsigned streets and roads.

For Fun
Greenways are fun! Skate and enjoy time with friends or family, walk to the playground, bike with your children… Trees and plants along greenways make using these paths a relaxing escape from the asphalt jungle. Rediscover New York City's parks, rivers, harbors, and bays! You will see natural landscapes and amazing city views missed by most drivers.

VOH: Residents push for permanent C St. speed camera

2009-09-22T10:51:00.000-07:00

Residents push for permanent C St. speed camera
September 21, 2009

By the Voice

The Rosedale Citizens Alliance, with the support of Ward 6 D.C. Council member Tommy Wells, is asking the Metropolitan Police Department to make permanent a temporary speed camera on C Street NE.

The police department has been operating a mobile speed camera at C and 18th streets since December 2007. Since then, 13,246 tickets have been issued to westbound vehicles.

“I believe this number provides justification for installing a permanent speed camera at this location, particularly since the mobile camera only operates for limited periods of time,” Wells wrote in an August letter to the police department.

The citizens alliance has been advocating for better enforcement of the 25-mph speed limit at the intersection, emphasizing its proximity to Eliot-Hine Middle School.

Note: The above article and logo were extracted in its entirety from VOH website.

Wells Supports Permanent Speed-camera on C Street, NE!

2009-09-01T10:30:00.001-07:00

Full Letter sent to MPD Home Land Security Chief Patrick Burke

Excerpted Body of the Letter (click on image to read larger version)

As the above letter states, since the west-bound C Street, NE mobile speed-camera's inception, December 1, 2007, until June 10, 2009 there have been:

13,246* vehicular speeding citations issued by MPD!

Average per month: 716 citations
Average per day: 23 citations

Note - the MPD mobile speed-camera is only periodically deployed during the week and rarely deployed on the weekends. Additionally, it is deployed only in the west-bound vehicle travel lanes, with no east-bound enforcement for motorist accelerating toward RFK stadium and the Whitney-Young Bridge (East Capitol Street).

HERE are two previous posts on existing vehicle speeds and MPD's mobile speed-camera.

Another Big "thanks" to Council Member Wells and his staff, especially Chief-of-Staff Charles Allen and Smart Growth & Transportation Policy Advisor Anne Phelps, for recognizing the importance of resident and student safety along this portion of C Street, NE.

*Data was requested from and provided by Sergeant Mark Robinson - MPD, Homeland Security Bureau, Traffic Safety & Specialized Enforcement Branch.

Wells Supports Prohibiting Commercial Trucks & Buses on C Street, NE

2009-09-01T10:27:00.000-07:00

Full Letter sent to DDOT Director Gabe Klein & DDOT Ward 6 Planner Jamie Henson

Excerpted Body of the Letter (click on image to read larger version)

Commercial vehicles using C Street, NE, beginning at 21st Street, are a serious chronic safety, health and quality-of-life issue for C Street residents, students attending Eliot-Hine JHS, youth using the school’s outdoor courts and fields and residents commuting to and from the Stadium/Armory Metrorail station. Not to mention, 'downstream' Capitol Hill residents and open-spaces, such as, Lincoln Park, Eastern Market and Stanton Park.

A majority of these commercial vehicles, especially motor-coaches and mid- and large-sized delivery trucks, use the Capitol Hill neighborhood street grid to either move in and out of downtown or connect between I-295/Kenilworth Ave and I-395/East-west Freeway.

So, the purpose of the above letter, dated August 20, 2009, is to urge the District of Columbia's Department of Transportation (DDOT) to prohibit commercial vehicles (trucks and motor-coaches), with a GVW greater than 1-1/4 tons, from using C Street, NE, between 21st and 6th Streets. This in part, is to begin redirecting commercial traffic from the residential street grid to existing east-west major arterial and commercial routes recommended in the DDOT’s “2004 District of Columbia Motor Carrier Management and Threat Assessment Study”.

Also, as referenced in the above letter, HERE is Tommy Wells' letter to DDOT requesting the reduction of one west-bound C street lane.

Once again, a BIG "thank you!" to Council Member Tommy Wells and his staff for their continuous time, support and attention to our efforts. We are very fortunate to have a representative like CM Wells who, not only embraces the value of a "livable, walkable community", but is in the forefront leading the community and DC government to ensure such a noble cause move towards realization.

Update on Service Request to Improve C & 19th Street Lot

2009-08-13T05:17:00.000-07:00

First step, the saplings have been cut down! Second step, remove 'jersey barriers' and replace with wood bollards.

Thanks to City staff for their quick efforts to begin addressing this service request (2183466). It appears this was done around 08/07/09, just 30 days from the service request submission. It's assumed it is a joint effort between Department of Works and Co-Ward 6 Outreach & Service Specialists Forest Hayes and Chris Taylor with the Executive Office of the Mayor.

Before: Sapling Refuge Amongst 'Jersey Barriers'

After: Saplings Removed, Revealing Ugly 'Jersey Barriers' (apology for the poor quality camera-phone photo)

Request to Improve C Street, NE Pedestrian Safety

2009-08-07T06:54:00.000-07:00

Pedestrians crossing the 90ft wide (curb-to-curb) C street, NE "great divide" at the 17th & 19th Streets intersections are in a dangerous and hazardous duel with motor-vehicles turning from 17th and 19th Streets on to C Street, NE. Because of the vast distance pedestrians traverse, and the large vehicle turning movement, motorist and pedestrian chronically are dueling for the same space while navigating C Street.

The long term solution would be to greatly decreasing the distance a pedestrian is in the roadway (reducing vehicle lanes, create intersection bulb-outs, increase median width) and provide all stop intersections to allow pedestrians, cyclists, roller-bladers, etc. to move through the intersection without "competing" for space/time with motorists.

Service Request 1985543

17th & C Street, NE Intersection (looking south)

Service Request 1985540

19th & C Street, NE Intersection (looking north)

Requests to Improve C & 19th Street, NE Vacant Lot

2009-07-16T13:03:00.000-07:00

Two service requests have been submitted through DC's Service Request Center to improve site conditions along C Street, NE in front of a vacant lot near the corner of C & 19th St. The vacant lot is Federally owned.

As the pictures indicate, the vacant lot is well maintained except for the area at the existing C Street driveway apron. Jersey barriers have been placed to block the driveway and vegetation, more like tree saplings, have taken harbor and refuge. Missing sidewalks flank either side of the existing driveway apron; there is only a grassy and a rocky pathway as a dangerous substitute. Not including the asphalt driveway apron, approximately 60ft of sidewalk is missing.

1. Service Request 2183466 - Jersey Barriers & Vegetation Overgrowth
a. Remove vegetation overgrowth
b. Remove barriers and replace with wood bollards

2. Service Request 2193772 - Missing sidewalk
a. Replace approximately 60ft of missing concrete sidewalk

Updates will be posted to track progress.

C Street, NE Update: 13,246 Speeding Citations Issued!

2009-06-13T07:51:00.000-07:00

Since the west-bound C Street, NE mobile speed-camera's inception, December 1, 2007, until June 10, 2009 there have been:

13,246* vehicular speeding citations issued by MPD!

Average per month: 716 citations
Average per day: 23 citations

We believe the above figure validates a request to erect a permanent speed-camera, in the same vicinity as the mobile speed camera (18th & C Streets, NE), to enforce the 25 MPH speed-limit in both the east- AND west-bound vehicular lanes.

C Street, NE, from Oklahoma Ave (21st Street) to 15th Street, is completely residential and includes Eliot-Hines Junior HS school-zone, (between 19th St and 17th Place). It is also an approximately 90ft wide (7 lanes with parking) asphalt void, dividing the Rosedale and Kingman Park's residents from Eliot-Hines JHS and grounds and service souths, such as, the Stadium-Armory Metrorail Station.

Please join RCA’s Transportation Committee at this week's ANC6A Public Safety Committee meeting - Sherwood Recreation Center (corner of 10th and G Street NE) - on Thursday evening, June 18 @ 7pm, as we conduct a brief presentation and discussion on C Street’s dangerous existing conditions and propose some design ideas on how to transform C Street, NE from a minor arterial commuter & commercial corridor into a safer, green, residential, multi-modal gateway for the Greater Capitol Hill Community.

RCA will also request ANC6A support 3 major transportation and safety initiatives:

1. Reduce at least one west-bound vehicular lane (3 to 2 lanes)
2. Erect a permanent speed-camera to enforce the 25MPH speed limit along the east- AND west-bound vehicular lanes
3. Prohibiting motor-coaches and commercial vehicles > 1-1/2 tons G.V.W.

*Data was requested from and provided by Sergeant Mark Robinson - MPD, Homeland Security Bureau, Traffic Safety & Specialized Enforcement Branch.

11th Street Bridge Project Contractor Selected

2009-04-27T05:05:00.000-07:00

Fenty Administration Moves Forward with Work on 9th and 11th Streets Bridge Projects

Contractor Selected on 11th Street Bridges

Today, Mayor Adrian M. Fenty and District Department of Transportation (DDOT) Director Gabe Klein announced the significant work that is set to begin on the 9th Street Bridge (NE) and the 11th Street Bridges (SE) projects.

“These projects are a huge undertaking that will provide safer and more efficient roads for local and commuter traffic,” said Mayor Fenty. “The results will spur economic development opportunities in Brentwood and along the Anacostia River, supporting and enhancing the vision of our neighborhoods being world class destinations.”

“These new bridges are replacing out-dated, deficient infrastructure in high traffic areas that hundreds of thousands of people rely on every day,” said DDOT Director Klein. “Ultimately these new bridges will increase the traffic safety and relieve congestion.”

11th Street Bridge SE Project:

Mayor Fenty announced the contractor selected for the work on the 11th Street Bridges project is Skanska/Facchina. Skanska/Facchina have offices in the District and Maryland and are well-respected leaders in the construction industry.

The $300 million initiative is the largest construction job in DDOT history. The project will allow better regional connections and provide drivers with easy accessibility to neighborhoods like Historic Anacostia, Capitol Hill, Navy Yard as well as Martin Luther King, Jr. Avenue and Anacostia Park. The freeway bridges will connect the Anacostia Freeway and the Southeast Freeway, providing the missing movement from the north to the east and the east to the north.

Currently, southbound motorists on the Anacostia Freeway cannot access the bridges; and motorists on the bridges are currently restricted from going north onto the Freeway. Two separate bridges for arterial local traffic and freeway traffic will reduce congestion and improve the mobility of traffic.

The 11th Street Bridge project will add a third bridge dedicated to local traffic, which will feature bicycle and pedestrian accommodations along with streetcar tracks for improved transit accommodations.

The new bridges will replace deficient infrastructure and will increase the traffic safety providing alternative evacuation routes in and out of the nation’s capital.

The District is using an innovative procurement approach called Design-Build-to-Budget. This type of design and construction is performed by a construction contractor and designer (design-build team). The design-build represents 90 percent of the original scope as it was laid out in the preferred alternative which was estimated to cost up to $459 million.

Click HERE for additional information on the 11th Street Bridges Project.

The above information has been extracted from DDOT's Traffic Advisory email alert.

C Street, NE - MPD Speed Camera Data

2009-04-10T06:37:00.000-07:00

One of a variety of MPD's moblie speed camera units deployed @ C & 18th Streets, NE

One of a number of advisory combination Speed-limit and Photo-enforced signs along the west-bound lane of C Street, NE

Speed-camera Unit Location (Click on image to view larger version)

The below table was created based on data FOIA'd from MPD's Traffic Safety and Specialized Enforcement Branch (TS&SEB). Since the summer of 2007, we have successfully collaborated with Sergeant Mark Robinson of the TS&SEB, and his team, to deploy the mobile speed camera on C Street, NE (at the intersection of 18th Street). Since it's inception, first deployed in December 2007, more than 9,200 west-bound motorists have been cited for violating the enforceable 25MPH speed limit. Note: DDOT has posted a a 15MPH school-zone speed-limit between 8A-5P, but MPD enforces the 25MPH speed-limit.

(Click on table to view larger version)

Based on the above data (and subsequent months to soon follow), we have urged MPD to expand deployment to include the east-bound vehicular lanes. Our long-term goal is to have a fixed, permanent (at least until DDOT can redesign and reconstruct the street) speed-camera placed in the C Street median to continuously enforce the 25MPH speed limit in both the east and west-bound traffic lanes.

MPD has been very responsive and supportive of our efforts to reduce chronic excessive speeding (>30 mph) along this residential street, which includes a school-zone (Eliot-Hines JHS). We would like to thank Sergeant Mark Robinson, and TS&SEB's speed-camera team, for their commitment and dedication. Their high quality of service is testimony to MPD's dedication to student, pedestrian and cyclist safety along DC neighborhood streets.

Nationals Buses will be Back!

2009-04-02T11:29:00.000-07:00

Nationals Shuttle Bus Turning From C Street, NE on to 17th Street

The free Nationals shuttle bus from RFK stadium to Nationals park will return for the 2009 season. Of course, the shuttle route won't impact the Greater Capitol Hill neighborhood because the Nationals are only to use the RFK access road to the Southeast/Southwest Freeway. Well sort of, during conflict games days in the 2008 season, when DC United is playing at RFK stadium on the same day as the Nationals, the Nationals shuttle buses unilaterally broke their commitment not to use residential streets and proceed down C St., 17th St., Potomac Ave and 11th St. The Nationals' reasoning was dangerous turning maneuvers, near Barny Circle, when DC United fan are also using the RFK access road. Let's hope the shuttle buses won't continue to use the neighborhood "alternative route" this year.

HERE is a brief WTOP article and HERE is brief DCist post on the matter.

HERE and HERE are two post from last year on the subject. There is dialog between residents, DDOT and Nationals officials debating why shuttle buses (full-size charter buses) should and will use Capitol Hill residential streets.

If you have any questions or concerns about the issue, contact Ward 6 CM Tommy Wells(twells@dccouncil.us) or DDOT's Damon Harvey (damon.harvey@dc.gov).

DDOT's Chief Engineer Penney on the 11th St. Brigde Project

2009-03-26T05:12:00.001-07:00

The below article has been excerpted, in its entirety, from the February 2009 Hill Rag's "the last word", Pages 155 and 156.(Note: highlights, bold-text and [text] have been added)

The successful completion of the 11th Street Bridge Project has the potential to redirect 1,000s of commercial and commuter vehicles from the Greater Capitol Hill Neighborhood Street Grid (GCHNSG), including C Street, NE!

C Street, NE and subsequent residential streets carry nearly 20,000 west-bound vehicles, most out-of-district commercial and commuter motorists, each weekday. Constructing the new 11th Street Bridge, with the I-295/Kenilworth Ave. and I-395/East-west Freeway connection, is essential to redirecting regional-commuter and downtown-destined vehicles, currently using C Street, to appropriate and designated routes. The solution to redirect these vehicles is two-fold, first make it “more appealing” to use the existing freeways infrastructure by creating an uninterrupted connection between the two existing freeways, and second, making it “less appealing” to use the GCHRSG by placing strategic neighborhood scaled traffic-calming devices to make it difficult to traverse the GCHRSG from I-295/Kenilworth Ave to either downtown or I-395/East-west Freeway.

Without this important piece of the transportation puzzle, our community will continue to resort to using "bubble-gum fixes" in a feudal attempt to restrict and manage the overwhelming current traffic volumes flowing through the Greater Capitol Hill Community and never fully realize Capitol Hill's potential as a "livable, walkable community".

Also, WashCycle refers to the DC Chief Engineer's editorial in a recent post, HERE, discussing the proposed 11th Street Bridge project from a cyclist perspective.

For more on the project...

HERE is the February 2009 "Waterfront Watch" newsletter, published by the Anacostia Waterfront Civic Engagement Program, which includes reference to Kathleen Penney's Hill Rag article.

Below is a DDOT newsletter, from July 2008, providing general project goals and design objectives.

(click on image for a larger view)

(click on image for a larger view)

HERE is a link to DDOT/Anacostia Water Initiative’s 11th Street Bridge Project website

Greater, Greater Washington blog has a 3 part series discussion on the project, Part 1, Part 2 and Part 3.

Traffic Calming Measures in Mayor's 2010 Proposed Budget

2009-03-25T13:02:00.000-07:00

Below are a few excerpts from a Washington Post article today, read the full article HERE, about some of Mayor Fenty's proposed revenue generating items to balance the 2010 budget. Some of these items are geared towards motorists who violate current city vehicular traffic laws. C Street, NE is a great place for some of the proposed items, if implemented; especially, over-weight trucks and motorists who accelerate through yellow signal-lights.

(click to view larger version, highlights have been added)

(click to view larger version, highlights have been added)

2008 & 2009 National Marathon Photos

2009-03-24T06:37:00.000-07:00

Below are a few photos of the 2009 and 2008 National Marathon along the 1700 block of C Street, NE.

Once a year, C Street residents enjoy a peaceful weekend morning without roaring truck and car traffic. Instead, the faint, muffled pitter-patter of running shoes on worn-out asphalt. Bliss!

2009 National Marathon Sign

2009 - 1700 Block of C Street, NE - Looking West

2009 - 1800 Block of C Street, NE - Looking East

2008 - 1700 Block of C Street, NE - Looking West

Request to Revise C Street, NE 'Local Destination Sign'

2009-03-16T10:36:00.000-07:00

A DC Service Request, see request below, has been submitted to revise the existing blue 'local destination sign', sign no. V10905, on the C Street, NE median just west of 17th Street. Note: currently this sign is directed towards motorist, not pedestrians or cyclists.

DC Service Request #2057886

The service request, submitted to DDOT, is to revise/update the 'local destinations' from "Downtown" (east sign face) to community based destinations, such as: "Eastern Market" and "Lincoln Park" (pointing toward North Carolina Ave) and "Stanton Park" (pointing straight on C Street). The service requested also recommends adding "Anacostia Riverwalk Trail" to the west sign face.

Existing East Sign Face (Arrow points towards North Carolina Ave and Lincoln Park)

The idea is to change C Street's image, and subsequent neighborhood streets, from a cut-through corridor to reach downtown, to a residential greenway connecting the Greater Capitol Hill community to it's great outdoor spaces.

Update: Allan Fye DDOT Transportation Planner, Transportation Policy and Planning Administration, spoke with DDOT's Lewis Booker, who manages the 'local destination sign' program (those architectural blue information signs), about the above request and Mr. Lewis stated he is personally working with the contractor to get the sign updated. Mr. Lewis is currently working with the sign contractor to update the downtown pedestrian directed blue local destination signs and then will begin updating the motorist directed signs.

WashCycle Discusses the Multi-modal Trail Designs

2009-03-11T03:17:00.001-07:00

The WashCycle blog has discussed HERE and HERE the C Street, NE Project's conceptual raised-median trail and DDOT's suggested bike-lane configuration from the perspective of bicyclists.

Though the C Street, NE Project's "multi-model trail" would be geared towards, cyclists, roller-bladers, joggers/runners and walkers, the perspective of safety and mobility (uninterrupted travelling speeds) are worth consideration. The goal of the multi-modal trail, in essence, would be to extend the recently completed portion of Anacostia Riverwalk Trail (ART), which has a terminal at C & 21st Streets, NE., into the Capitol Hill community. This allows users a safer connection between their neighborhood and outdoor recreation spaces, such as ART, Kingman and Heritage Islands, Lincoln Park and Stanton Parks, Eastern Market, Langston Golf Course; and maybe someday, other destinations like the Aquatic Gardens and the Arboretum.

DDOT's Interim Anacostia Riverwalk Trail (ART) Map

Below are two excerpted images from NYC Department of Transportation Traffic Management Division, 2009 Boulevard Pilot Project, for Allen & Pike Streets referenced in WashCycle's post.

Interim Test Treatment
The above interim test treatment provides a living “vision” of what could be by testing the feasibility of closing certain cross street intersections, creating uninterrupted connections between the existing "Malls" (median segments) and using limited investment capital.

Long Term Conceptual Design
The above "Long-term Vision" of the existing median, "Malls doubled in width creating grand, Parisian-style linear greenway and community space".

Though the above median concept design is for a high-density, commercial and residential boulevard, the intent is the same, safely connect the community to it's outdoor spaces, provide open green spaces and reduce vehicular impact on the community. Image C Street, NE with a similar role for the community, it really isn't that hard.

Part of C Street, NE Project's conceptual raised-median trail design is to reduce one intersection, 18th Street (refer HERE), and employ "all-stop" intersections at the remaining vehicular crossing intersections (21st, 19th, 17th, 15th and 14th/Constitution Ave) to allow pedestrians to move in, out and along the trail. The traffic-signals could be sequences to assist in maintaining cyclist "flow" while travelling along the trail.

Thanks to WashCycle for picking-up and discussing the trail/path and David C. for the tips.

CHRS Files Suit Against DDOT's 11th St. Bridge Project

2009-02-26T09:15:00.000-08:00

Below is a Capitol Hill Restoration Society (CHRS) press-release for distribution:

(click on image for a larger view)

Here is CHRS website for further information. CHRS has quite a bit of information about the project, HERE, including the organization's views of how the project may or may not impact the Greater Capitol Hill Community.

Below is a DDOT newsletter, from July 2008, providing general project goals and design objectives.

(click on image for a larger view)

(click on image for a larger view)

HERE is a link to DDOT/Anacostia Water Initiative’s 11th Street Bridge Project website

Greater, Greater Washington blog has a 3 part series discussion on the project, Part 1, Part 2 and Part 3.

~ Thank you Jeff F. for the tip.

CM Wells' Supports C Street, NE Lane Reduction!

2009-02-23T11:46:00.000-08:00

(click on letter for larger view)

Above is a letter, dated 12/22/08, from Ward 6 Council Member Tommy Wells to Interim DDOT Director Frank Seales urging DDOT to reduce the number of C Street, NE west-bound lanes from 3 to 2 immediately after the Benning Road Reconstruction Project is completed.

CM Wells has been supportive of our efforts for years, making his first site visit to C Street, NE back in April 2007 to listen to residents safety and quality-of-life issues related to commuter and commercial traffic volumes, vehicular speeds and poor residential street geometry.

In his letter (above), Wells states, "Residents and community groups, including the Rosedale Citizens’ Alliance, believe the first step to addressing this [C Street, NE] commuter corridor is reducing the number of west-bound lanes between 21st and 16th Streets NE from three vehicular lanes to two. I concur."

(Conceptual C Street, NE West-bound Lane Reduction, click on image for larger view)

HERE is our concept to close one of the 3 west-bound C Street, NE lanes. The idea is to make it less appealing to use C Street as a commercial and commuter cut-through corridor and dispersing these vehicles into the Greater Capitol Hill neighborhood street grid and make it more appealing to use existing east-west major-arterial commercial corridors that directly connect Kennilworth Ave/I-295 and point east to downtown. These major-arterials include: Benning/H Street, New York Ave, Pennsylvania Ave, proposed 11th Street Bridge (I-295/I-395 connection) and M Street, SE.

Also, to encourage out-of-district commuters to use existing under-utilized mass-transit systems, such as the Stadium/Armory Metro Station. Another alternative is for DC Government to consider providing reduced or free RFK Stadium vehicle parking for motorist using the metro-rail or metro-bus system.

In the letter, CM Wells goes on to state, "I urge DDOT to begin designing this new reduced-lane configuration so that it may be implemented once the Benning Road project is complete." Currently, the Benning Road Reconstruction Project is scheduled to be completed by December 2009. So, we would like the lane reduction to be implemented in January/February 2010. That gives DDOT a 12-14 month design and implementation period from the dated letter.

A HUGE thank you to CM Tommy Wells and his staff for their continuous time, support and attention to our efforts. We are very fortunate to have a representative like CM Wells who, not only embraces the value of a "livable, walkable community", but is in the forefront leading the community and DC government to ensure such a noble cause move towards realization.

Lastly, below is the letter RCA's Transportation Committee sent to CM Tommy Wells on November 21, 2008 requesting CM Wells send a letter of support to DDOT Interim Director Frank Seals.

WAMU 88.5 Interview about C Street, NE Project

2009-02-17T11:08:00.000-08:00

Ms. Eilis O'Neill with WAMU 88.5 FM, American University Radio, contacted me to do a interview about the C Street, NE Project. She discovered the blog via Greater Greater Washington's post about our efforts. The 'walking' interview was conducted along C Street, between 17th Place and 21st Street, last Wednesday, February 11, 2009 from 8:30-9AM. It aired yesterday, February 16, 2009, at 6:30AM and again at 8:30AM.

I would like to personally thank Ms. O'Neill for considering the project, taking the time to contact and interview me and highlighting the project's goals and objectives.

Click HERE to go to WAMU's website, you will have to click either 'Real Audio' or 'Windows Media' in order to listen to the interview, it is 1m:27s long.

Ken Granata

C Street, NE Project Blog Recognized by Greater, Greater Washington

2009-02-09T05:35:00.000-08:00

A BIG thanks to David Alpert of Greater, Greater Washington for writing a really nice exposure post, "Positive resident activism: C Street, NE" (dated: February 5, 2009),on the efforts of the C Street, NE Project blog. We not only appreciate the exposure, but his perspective of "positive activism".

Potential C Street, NE Bike Lane Designs

2009-01-28T11:28:00.000-08:00

Allen Fye, DDOT Transportation Planner, reviewed the conceptual C street, NE raised center median path proposed on this site, see examples HERE, HERE and HERE. He offered an alternative design layout, physically separated bike lane, to consider as DDOT moves forward with creating C Street, NE Project's feasibility study scope.

The above street cross-section is one type of bike lane configuration DDOT is considering as the DC creates a more city-wide bicycle-friendly infrastructure. This section would not necessarily be a direct application to C Street, NE. This type of configuration is more suited for commercial, high-density opposed to residential medium density. In short, asymmetrical to symmetrical layouts. Also, the example section is approximately 65ft wide (sidewalk curb to sidewalk curb) and C Street is approximately 90ft wide.

Refer to the post, "NYC Gets Its First-Ever Physically-Separated Bike Path" on StreetsBlog dated 09/20/07 for more information on this type of bike-lane configuration.

Below are several items Allan considers beneficial to the above street-scape cross-section:

1. You don’t have to cross traffic to enter a median bike path.

o This [raised center median path] would require having to retime the signals in the corridor to provide bike/ped only time to cross into the center median bike path.
o This [crossing traffic lanes to enter a raised center median path] could also raise serious safety issues.
o It [physically separated bike lane] would also be able to tie in easier to the Anacostia Trail by either continuing on the same side or only crossing C St NE once.

2. Safety would be increased since:

o you would not be in between two directions of traffic [raised center median path scenario]
o the street layout [physically separated bike lane] would be grade separated and protected by a line of parked cars. (sidewalk, planted strip, bike path, planted strip, parking lane, two lanes of traffic, planted median, two lanes of traffic, parking lane, bike path, sidewalk) This is just one potential layout of the right-of-way.

3. Being in between two directions of traffic would expose bikers/pedestrians to heavier amounts of noise and exhaust. [raised center median path scenario]

4. This is more in line with bike path planning and trends around the world and potentially in DC. [physically separated bike lane]

Please post your thoughts on either a "raised center median path", a " physically separated path" or some other potential design. Consider a design layout that would essentially connect and extend the recently constructed Anacostia River Trail (ART) at the northeast corner of C & 21st Street, NE.

Update: 17th & 19th Streets Conversion to Two-way Operations

2009-01-22T10:16:00.000-08:00

Allan Fye, DDOT Transportation Planner, sent an update regarding the conversion of 17th & 19th Streets to two-way operations.

"The design work for the [17th & 19th Streets] conversion is in the TIP (Transportation Improvement Plan) for 2010. The project will require developing the process to convert the streets to two way traffic, including restriping, signage, signal timing, etc. This list is not exhaustive (as I am not an engineer). I will be in touch as soon as I make some more progress on the scope of work for the study."

Here is the link to the Capitol Transportation Study Draft Final Report discussing the analysis of the two-way conversions, which includes 17th & 19th Streets.

This is great news for all those who have repeatedly requested this information from DDOT. Once again, a BIG thank you to Allan Fye (allan.fye@dc.gov) for proactively tracking down this information and dissemiating it to the public.

DDOT C Street, NE 01/08/09 Site Visit Photographs

2009-01-09T07:56:00.000-08:00

Thursday, January 8, 2009 @ 8AM - Westbound Traffic @ C & 17th Streets, NE Intersection (looking East)

Thursday, January 8, 2009 @ 8AM - Westbound Traffic @ C & 19th Streets, NE Intersection (looking East)

Two Above Photographs

Notice (1) 3 traffic lanes bumper-to-bumper all the way to the background horizon line (well beyond 21st Street intersection to the C & East Capitol Street split @ RFK Stadium) and (2) no east-bound vehicles, this clearly indicates the overwhelming morning rush-hours traffic volume (DDOT traffic volume counts) coming into and through the North portion of Capitol Hill (DDOT's Capitol Hill Transportation Study)

Click HERE to view and read our proposal for DDOT to remove (reduce) 1 west-bound traffic lane to constrict, and attempt to deter, out-of-district commuters from using C street and the subsequent Greater Capitol Hill Neighborhood Street Grid (GCHSG) to reach downtown destinations. Ward 6 CM Wells supports our proposal and has sent a letter to DDOT Interim Director Frank Seales requesting the lane reduction immediately following the completion of the Benning Road Reconstruction Project.

Here are the conceptual intersection designs, 21st & C Streets, 20th & C Streets, 19th & C Streets, 18th & C Street, 18th Pl & C Street, 17th & C Streets, 17th Pl & C Streetand 16th & C Streets, to transform C Street, NE into "Green, Residential, Multi-modal Gateway for the Greater Capitol Hill Community."

Thursday, January 8, 2009, 8AM - Westbound Traffic @ C & 21st Streets, NE Intersection (looking West)

Notice in the center background Eliot-Hines JHS. Morning commuter and commercial traffic not only effect residents quality-of-life, but students' safety to and from school (refer HERE to view DDOT vehicle speed counts). Currently, C Street, from 21st to 16th Street, is approximately 90ft wide (C Street's existing conditions), creating a grand hazardous divide between the Rosedale and Kingman Park neighborhoods and Eliot-Hines JHS and the Stadium-Armory Metrorail station.

“Architectural Blue Information Sign” (sign no. V10905) just west of 17th Street on the C Street median (East sign face, looking Northwest)

The above sign is great example of how DDOT views and treats C Street, NE (DDOT's current classification of C Street). For over two years we have unsuccessfully requested DDOT to revise the "local destinations" on this particular sign from "Downtown" to community based destinations, such as: "Eastern Market" and "Lincoln Park" (pointing toward North Carolina Ave) and "Stanton Park" (pointing straight on C Street). We also requested to have "Anacostia River Trail" added to the west sign face. The idea is to change C Street's image from a cut-through corridor to reach downtown, to a residential greenway connecting the Greater Capitol Hill community to its natural resources. Read more about C Street, NE Project's Objectives HERE.

Thursday, January 8, 2009, 8AM - Westbound Traffic @ C & 21st Streets, NE Intersection (looking East)

Nearly 10,000 daily morning commuter and commercial motorists (DDOT's vehicle counts) know C Street, NE, and the subsequent GCHSG, is one of the best paths-of-least-resistance roads between I-295/Kenilworth Ave and downtown during morning rush-hours (approximately between 6AM - 9AM). Refer HERE and HERE for more maps and information on C Street's traffic impact on Greater Capitol Hill community

Lastly, we would like to thank Allan Fye, DDOT Transportation Planner, for taking the time to walk C Street, NE from 21st to 16th Streets for almost a 1-1/2 hours in the cold to see, smell, hear and even taste the effects of C Street's morning rush-hour traffic. We look forward to working with him and continuing to work with the DDOT team to transform C Street, NE into "Green, Residential, Multi-modal Gateway for the Greater Capitol Hill Community."

Rescheduled C Street, NE Site Visit with DDOT

2009-01-07T07:48:00.000-08:00

The scheduled Monday morning C Street, NE site visit has been rescheduled for tomorrow morning

What: C Street, NE site visit with DDOT Transportation Planner Mr. Allan Fye

When: January 5, 2009 @ 7:30AM

Where: Northeast Corner of C Street and 17th Place, NE

Why: To view morning rush-hours traffic conditions with DDOT and discuss how it not only negatively impacts the residents of C Street, but the Greater Capitol Hill neighborhood and community.

Mr. Allen Fye, DDOT Transportation Planner, recently filled, what was, the Ward 6 Transportation Planner position formerly held by Mr. Chris Delfs (it appears DDOT Transportation Policy and Planning Administration has restructured the planning department from wards to regions). He proactive contacted us requesting to familiarize himself with the C Street, NE current conditions and the proposed objectives.

Hope to see you there!

Ken Granata

C Street, NE Site Visit with DDOT

2008-12-31T10:15:00.000-08:00

Join Us!

What: C Street, NE site visit with DDOT Transportation Planner Mr. Allan Fye

When: January 5, 2009 @ 7:30AM

Where: Northeast Corner of C Street and 17th Place, NE

Why: To view and discuss morning rush-hours traffic conditions with DDOT

Mr. Allen Fye, DDOT Transportation Planner, recently filled, what was, the Ward 6 Transportation Planner position formerly held by Mr. Chris Delfs (it appears DDOT Transportation Policy and Planning Administration has restructed the planning department from wards to regions). He proactive contacted us requesting to familiarize himself with the C Street, NE current conditions and the proposed objectives.

Hope to see you there!

Ken Granata

Welcome to the C Street, NE Project Blog!

2008-12-31T08:48:00.000-08:00

Welcome to the C Street, NE Project Blog!

This blog was created to collectively gather citizen, civic-representative and civil-servant support to transform C street, NE, from 21st Street to 16th Street, from a minor arterial commuter & commercial corridor into a green, residential gateway for the Greater Capitol Hill community.

C Street, NE Project Manifesto

1. Provide a central location to disseminate and access timely C Street, NE related information and resources
2. Create a community forum to discuss current C Street, NE problems and consider future solutions
3. Build and maintain support and momentum for permanent, positive changes for C Street, NE during the next scheduled reconstruction project

Thank you for visiting the site,

Ken Granata

PS… one suggestion, use the "Blog Archive" bar on the lower right portion of the site to readily access relevant information. Because there is so much supporting information and the limitation of this blog structure, a variety of existing and proposed data has been organized as individual posts, refer to the below example:

Interim Remediation - Remove 1 West-bound C Street Vehicular Lane

2008-12-30T08:41:00.000-08:00

We are currently lobbying DDOT to remove one west-bound C Street, NE immediately after the Benning Road Reconstruction Project is complete (secheduled completion date is currently 12/09). CM Tommy Wells has agreed to this proposal and has sent a support letter, at the request of the RCA Transportation Committee, to DDOT Interim Director Frank Seales on December 22, 2008. A copy has been sent to RCA and will be posted once it is received.

Existing Condition

Proposed Condition

NCPC - RFK Stadium Site Study Vision for C Street, NE

2008-12-29T10:46:00.001-08:00

Obviously, NCPC - RFK Stadium Site redevelopment Study is just that, a study. And, all concepts, layouts and visions for the large parcel are only conceptual to foster discussion of the site's potential as major destination for both residents and tourists.

But, I have to agree with the Study, Constitution Ave and Independence Ave (flanking East Capitol Street) should be reconstructed as the axial corridor connecting the monumental core to Capitol Hill East's Anacostia River shores. This moves the original DC layout much closer to its envisioned symmetry. Refer to the excerpted text below...

What is most exciting in NCPC's conceptual "Street Network", proposing C Street terminate at the edge of the site's green-space area and disconnect completely from East Capitol Street, as currently configured. Whether this vision is ever realized or not, directing downtown destined (or inversed, leaving downtown) vehicular traffic to use current major east-west commercial arterials (such as, Pennsylvania Ave, New York Ave and Benning RD/H Street) is vital to the health and safety of all Capitol Hill residents and visitors.

DDOT Planned C Street Construction Project on "Paper" Only

2008-12-23T12:08:00.000-08:00

Extracted from DDOT's "Ward 6 Planned Construction Projects" website

Here is a potential opportunity to 'spring-board' the envisioned C Street, NE project into reality. From the beginning, we have urged DDOT Transportation Policy and Planning Administration to consider redesigning and constructing C Street during the next scheduled "pavement resurface/restoration" construction project. When that is actually schedule to take place is to be scene, though we have asked DDOT, but have not received an answer yet.

Existing and Proposed - C Street and 17th Place Intersection

2008-12-23T11:15:00.000-08:00