Report_Traffic_Management_Plan.pdf

TRANSPORTATION

MANAGEMENT PLAN

PRA‐ROCR 10(5) – The Reconstruction of Beach Drive

August 2015

Prepared for Federal Highway Administration

Eastern Federal Lands Highway Division

Prepared by i

TABLE OF CONTENTS

LIST OF TABLES .......................................................................................................................................................... iii

LIST OF FIGURES ......................................................................................................................................................... v

1. DEFINITIONS AND STANDARDS

1.1. ABBREVIATIONS

1.2. TERMINOLOGY

1.3. STANDARDS

2. EXECUTIVE SUMMARY

3. INTRODUCTION

3.1. TEMPORARY TRAFFIC CONTROL PLAN (TTCP)

3.2. MAINTENANCE OF TRAFFIC (MOT)

4. TRANSPORTATION MANAGEMENT PLAN (TMP) ROLES AND RESPONSIBILITIES

5. PROJECT DESCRIPTION

5.1. PROJECT INFLUENCE AREA

5.2. PROJECT SCHEDULE AND TIMELINE

6. SEQUENCE OF CONSTRUCTION

7. DESIGN OF TEMPORARY TRAFFIC CONTROL PLANS (TTCPs)

7.1. SIGNING DURING CONSTRUCTION

7.1.1. Installation of Temporary Signs

7.1.2. Maintenance and Removal of Signs

7.1.3. Modifications to Temporary Signing

7.2. TRAFFIC SIGNALS

7.3. TEMPORARY LIGHTING

7.4. PERMANENT SIGNING

7.5. MOT TYPICAL APPLICATIONS FOR ROAD CLOSURES

8. WORK ZONE IMPACTS ASSESSMENT

8.1. MODELING APPROACH

8.1.1. Assumptions

8.1.2. Analysis Results

8.1.3. Signal Timing/Phasing Recommendations

8.1.4. Alternate Route Strategies

8.1.5. Motorist Information Strategies

ii

8.1.6. Non‐Motorized Travel and Bicycle/Pedestrian Information Strategies

8.1.7. Transit

8.1.8. Commercial Vehicle Traffic

8.1.9. Safety

8.2. CONSTRUCTION IMPACTS ON COMMUNITY

8.2.1. Business Owners

8.2.2. Local Community

8.2.3. Schools

8.2.4. Mitigation Measures

9. PROJECT COORDINATION

10. TRAFFIC OPERATIONS (TO) STRATEGIES

11. TMP IMPLEMENTATION

11.1. TMP MODIFICATION

12. EMERGENCY ACCESS

12.1. EMERGENCY PROVIDERS

12.2. PUBLIC/SEMI‐PUBLIC FACILITIES

12.3. EMERGENCY EVACUATION ROUTES

13. PROJECT INFORMATION PLAN (PIP)

APPENDICES

APPENDIX A – TRAFFIC VOLUMES

APPENDIX B – SIGNALIZED INTERSECTION CAPACITY ANALYSIS

APPENDIX C – MAINTENANCE OF TRAFFIC PLANS

iii

LIST OF TABLES

Table 1. Intersection Delay and LOS for Base Conditions

Table 2. Stage 1 Intersection Delay and LOS

Table 3. Stage 2 Intersection Delay and LOS

Table 4. Stage 3 Intersection Delay and LOS

Table 5. Stage 4 Intersection Delay and LOS

Table 6. Stage 5 Intersection Delay and LOS

Table 7. Signal Timing/Phasing Recommendation: Porter Street and Connecticut Avenue (Stage 1, AM)

Table 8. Signal Timing/Phasing Recommendation: Ordway Street and Connecticut Avenue (Stage 1, AM)

Table 9. Signal Timing/Phasing Recommendation: Porter Street and Connecticut Avenue (Stage 1, PM)

Table 10. Signal Timing/Phasing Recommendation: Cathedral Avenue and Connecticut Avenue (Stage 1, PM) .. 29

Table 11. Stage 1 Intersection Delay and LOS without and with Recommended Signal Timing/Phasing Changes 30

Table 12. Signal Timing/Phasing Recommendation: Arkansas Avenue and 16th Street (Stage 2, AM)

Table 13. Signal Timing/Phasing Recommendation: Spring Road and 16th Street (Stage 2, AM)

Table 14. Signal Timing/Phasing Recommendation: Park Road and 16th Street (Stage 2, AM)

Table 15. Signal Timing/Phasing Recommendation: Klingle Road and Adams Mill Road (Stage 2, AM)

Table 16. Signal Timing/Phasing Recommendation: Park Road/Klingle Road and Walbridge Place (Stage 2, AM) 32

Table 17. Signal Timing/Phasing Recommendation: Park Road and Mt. Pleasant Street/17th Street (Stage 2, AM)

Table 18. Signal Timing/Phasing Recommendation: Tilden Street/Park Road and Beach Drive (Stage 2, PM)

Table 19. Signal Timing/Phasing Recommendation: Klingle Road and Adams Mill Road (Stage 2, PM)

Table 20. Signal Timing/Phasing Recommendation: Park Road/Klingle Road and Walbridge Place (Stage 2, PM) 33

Table 21. Signal Timing/Phasing Recommendation: Park Road and Mt. Pleasant Street/17th Street (Stage 2, PM)

Table 22. Stage 2 Intersection Delay and LOS without and with Recommended Signal Timing/Phasing Changes 34

Table 23. Signal Timing/Phasing Recommendation: Brandywine Street and Connecticut Avenue (Stage 3, AM) . 35

Table 24. Signal Timing/Phasing Recommendation: Tilden Street and Connecticut Avenue (Stage 3, AM)

Table 25. Signal Timing/Phasing Recommendation: Spring Road and 16th Street (Stage 3, AM)

Table 26. Signal Timing/Phasing Recommendation: Klingle Road/Park Road and Walbridge Place (Stage 3, AM) 36

Table 27. Signal Timing/Phasing Recommendation: Tilden Street and Connecticut Avenue (Stage 3, PM)

Table 28. Signal Timing/Phasing Recommendation: Park Road/Klingle Road and Walbridge Place (Stage 3, PM) 36

Table 29. Stage 3 Intersection Delay and LOS without and with Recommended Signal Timing/Phasing Changes 37 iv

Table 30. Signal Timing/Phasing Recommendation: Pedestrian Crossing at South of N. Portal Drive and 16th

Street (Stage 5, PM)

Table 31. Signal Timing/Phasing Recommendation: Missouri Avenue and 16th Street (Stage 5, PM)

Table 32. Signal Timing/Phasing Recommendation: East‐West Highway (MD 410) and Jones Mill Road/Beach

Drive (Stage 5, PM)

Table 33. Stage 5 Intersection Delay and LOS without and with Recommended Signal Timing/Phasing Changes 40

Table 34. DDOT Planned Capital Infrastructure Projects within and near the Project Area v

LIST OF FIGURES

Figure 1. Project Area

Figure 2. Beach Drive Construction Stages

Figure 3. Beach Drive Construction Stage 1

Figure 4. Beach Drive Construction Stage 2

Figure 5. Beach Drive Construction Stage 3

Figure 6. Beach Drive Construction Stage 4

Figure 7. Beach Drive Construction Stage 5

Figure 8. HSEMA – Area Emergency Evacuation Routes (Ward 1)

Figure 9. HSEMA – Area Emergency Evacuation Routes (Ward 3)

Figure 10. HSEMA – Area Emergency Evacuation Routes (Ward 4)

1. DEFINITIONS AND STANDARDS

1.1. ABBREVIATIONS

AASHTO American Association of State Highway and Transportation Officials

ADA Americans with Disabilities Act

AADT Annual Average Daily Traffic

ATC Alternative Technical Concept

CCTV Closed Circuit Television

CO Contracting Officer

DC District of Columbia

DDOT District Department of Transportation

DOT Department of Transportation

DSC Denver Service Center

EFLHD Eastern Federal Lands Highway Division

FEMS Fire and Emergency Medical Services

FHWA Federal Highway Administration

FLH Federal Lands Highway

HCS Highway Capacity Software

HSEMA Homeland Security and Emergency Management Agency

IM Incident Management

ITS Intelligent Transportation Systems

LOS Level of Service

M‐NCPPC Maryland National Capital Park and Planning Commission

MDSHA Maryland State Highway Administration

MOE Measures of Effectiveness

MOT Maintenance of Traffic

MPD Metropolitan Police Department

MUTCD Manual on Uniform Traffic Control Devices

NPS National Park Service

PCMS Portable Changeable Message Sign

PIO Public Information Officer

PIP Project Information Plan

ROP Roadway Operations Patrol

SOC Sequence of Construction

TMC Transportation Management Center

TMP Transportation Management Plan

TO Transportation Operations

TTCP Temporary Traffic Control Plan

WMATA Washington Metropolitan Area Transit Authority

1.2. TERMINOLOGY

Project Information Plan (PIP) ‐ Defines the methods to be used to communicate with affected audiences about the construction project, expected work zone impacts, and changing conditions.

Temporary Traffic Control Plan (TTCP) ‐ One of the contract documents that addresses the traffic safety and control through the work zone. The TTCP will follow Federal and DDOT Standards and Guidelines for the layout and placement of traffic control devices, signs, and related project equipment.

Traffic Safety Supervisor ‐ Point of contact during construction. The Traffic Safety Supervisor will ensure full implementation of the Transportation Management Plan (TMP) to ensure minimal disruption to the traveling public. The Traffic Safety Supervisor will also ensure that project activities conform to the TMP and that contingency plans are implemented, if necessary.

Transportation Management Plan (TMP) ‐ Presents a set of transportation management strategies and describes how each strategy will be applied to address the work zone impact of a roadway object.

Transportation Operations (TO) Strategies ‐ Transportation operations component of the TMP that addresses sustained operations and management of the work zone impact area. This may (or may not) include travel demand management, signal timing changes, ITS, safety, and enforcement strategies.

Work Zone ‐ Area of a roadway with construction, maintenance, or utility work activities, typically marked by signs, channelizing devices, barriers, pavement markings, and work vehicles. The work zone extends from the first warning sign, typically a ROAD WORK AHEAD sign, to the END ROAD WORK sign or last temporary traffic control device.

Work Zone Impacts ‐ Any deviation from the normal expected range of transportation safety and mobility resulting from the presence of a work zone. Extent of impacts may vary depending on characteristics of location, roadway, and project scope.

1.3. STANDARDS

The following traffic control standards are utilized for the design of the temporary traffic control plans (TTCPs):

DDOT Design and Engineering Manual, 2009.

DDOT Pedestrian Safety and Work Zone Standards – Covered and Open Walkways, 2010.

DDOT Standard Drawings, 2009.

DDOT Standard Specifications for Highways and Structures, 2013.

DDOT D.C. Temporary Traffic Control Manual, 2006.

DDOT Work Zone Safety and Mobility Policy, 2007.

DDOT Utility Work Zone Traffic Control Plan (TCP) Typicals, 2007.

EFLHD Standard and Detail Drawings

FHWA Manual on Uniform Traffic Control Devices, 2009.

FLH Project Development and Design Manual, 2005

FLH FP‐03 Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects

2. EXECUTIVE SUMMARY

Beach Drive is located in Rock Creek Park in Northwest Washington D.C. This park road is owned and maintained by the National Park Service. In order to preserve the safety and integrity of the road, Beach Drive requires pavement reconstruction; as well as, replacement of the storm sewer system, safety upgrades, and updates to other roadside features. Beach Drive will be completely closed over 5 stages in order to facilitate the reconstruction work. Beach Drive traffic will be detoured onto adjacent Park and City streets, mainly Connecticut

Avenue and 16th Street. Pedestrians will be detoured on existing roads and trails within Rock Creek Park.

Each of the five construction stages will have traffic impacts on surrounding City streets. The analysis results show that many of the impacts can be mitigated by implementing signal timing and/or phasing adjustments which are indicated herein. Construction Stage 1 includes the sections of the roadway with higher ADT volumes. Some intersections along Connecticut Avenue will have significant impacts due to the detoured traffic in this stage.

Therefore, signal timing and phasing adjustments are recommended at some intersections along Connecticut

Avenue for Construction Stage 1. During Construction Stage 2, the intersections along Park Road will be significantly impacted by the detoured traffic. Thus, signal timing adjustments are recommended at some intersections along Park Road for Construction Phase 2. Construction Stage 3 will divert traffic onto both

Connecticut Avenue and 16th Street. Although traffic impacts will be relatively less when compared to

Construction Stages 1 and 2, signal timing changes are still recommended at some key intersections along

Connecticut Avenue for this stage. Beach Drive traffic during Stage 4 will be detoured mostly within Rock Creek

Park and only one intersection along Military Road will be impacted. However, this impact is relatively minor and there are no required changes to any signal installation. The final construction stage, Construction Stage 5, has effects to multiple jurisdictions as the detour routes in this stage also impact several intersections in Maryland along East‐West Highway (MD 410). Signal timing adjustments are recommended at an intersection along East‐

West Highway (MD 410) as well as 16th Street for Construction Stage 5.

The purpose of this Transportation Management Plan (TMP), which is consistent with FHWA’s Work Zone Policy and DDOT’s Work Zone Policy and Guidelines and Standards for Temporary Traffic Control and preceding Federal regula ons, is twofold―to minimize motorist delays associated with project construc on without compromising public or worker safety or the quality of the work, while maximizing economic stimulus from this construction project. The TMP achieves this goal by effectively applying traditional traffic mitigation strategies and a combination of public and motorist information, corridor/network management, incident management, alternate route strategies, and construction strategies.

The TMP has three primary components: (1) a temporary traffic control plan that addresses traffic safety and control through the work zone, (2) transportation operations strategies to mitigate work zone impacts, and (3) project information strategies to inform those affected by the work zone of changing conditions. As designed, the

TMP provides sufficient information to serve as the framework for implementing an integrated strategy to ensure that all pertinent factors and alternatives relating to traffic, public safety, and the quality of work have been appropriately considered and documented.

Finally, managing the transportation network during the construction will require looking not only within the project limits, but also to the nearby roadways that lead to the project. This TMP is designed as a living document to be updated periodically throughout the duration of the project. To that end, the contractor shall revise the TMP as updated information becomes available that may significantly affect the traveling public and the community.

3. INTRODUCTION

Beach Drive is located in Rock Creek Park in Northwest Washington D.C. This park road is owned and maintained by the National Park Service. In order to preserve the safety and integrity of the road, Beach Drive requires pavement reconstruction; as well as, replacement of the storm sewer system, safety upgrades, and updates to other roadside features. Beach Drive will be completely closed over 5 stages in order to facilitate the reconstruction work. Beach Drive traffic will be detoured onto adjacent Park and City streets, mainly Connecticut

Avenue and 16th Street. Pedestrians will be detoured on existing roads and trails within Rock Creek Park.

3.1. TEMPORARY TRAFFIC CONTROL PLAN (TTCP)

The Temporary Traffic Control Plan (TTCP) includes a detailed sequence of construction, general notes, detour plans, and special details for implementing the construction stages. This plan requires that all traffic control devices and maintenance of traffic plans comply with the latest edition of The Manual on Uniform Traffic Control

Devices (MUTCD) and FLH FP‐03 Standard Specifications for Construction of Roads and Bridges on Federal Highway

Projects. It is anticipated that the project will adhere to these plans for maintaining traffic during construction.

Any proposed deviation from the plans should be submitted to FLH Contracting Officer (CO) for review and approval. This TMP shall be amended and approved for any major changes, as necessary.

The Contractor shall coordinate the TTCP with nearby projects. It is expected that other new and existing construction projects affecting traffic in the area will also be required to coordinate with the Beach Drive project.

This two‐way coordination serves in the best interest of the traveling public.

3.2. MAINTENANCE OF TRAFFIC (MOT)

The roadway construction will result in some interruptions to the operation and traffic flow along the roadway facility. Specifically, the Level of Service (LOS) at several corridor intersections, queues on approaches to these intersections, and overall travel time through the corridor may increase during the construction stages. The goal of this project is to limit the impact during the peak travel times in the area. While the traveling public and surrounding community can expect slight or minor inconvenience during construction, the proposed TTCP minimizes disruptions by utilizing available capacity along adjacent facilities.

4. TRANSPORTATION MANAGEMENT PLAN (TMP) ROLES AND

RESPONSIBILITIES

The intent of the project TMP is to assist in implementing effective communication, informing the public on project activities, and avoiding or quickly mitigating potential negative situations. The following is a key list for contact personnel.

FHWA EFLHD

o Daniel (Danny) Camacho (Construction Operations Engineer)

703‐404‐6260 (office)

Daniel.Camacho@dot.gov o Joe Fabis (Project Engineer)

703‐404‐6260 (office)

Joseph.Fabis@dot.gov o Kevin Harrison (Project Manager)

703‐404‐6279 (office)

Kevin.Harrison@dot.gov

National Park Service ‐ Rock Creek Park o Mike McMahon (Project Manager)

202‐254‐2467 (cell)

Mike_McMahon@nps.gov

National Park Service ‐ Denver Service Center o Brian Frailey (Project Specialist)

202‐619‐6379 (office)

303‐478‐7428 (cell)

Brian_Frailey@nps.gov

National Park Service ‐ National Capital Region o Wayne Campbell (Public Information Specialist)

Wayne_Campbell@nps.gov

National Park Service ‐ United States Park Police o Lt. Jonathan Hofflinger (Commander, Rock Creek Station)

202‐426‐7717 (office)

202‐439‐6844 (cell)

Jonathan_Hofflinger@nps.gov o Sgt. Richard Stewart (Administrative Sergeant)

202‐426‐7716 (office)

202‐591‐9535 (cell)

Richard_Stewart@nps.gov

District Department of Transportation (DDOT) o Jim Sebastian (Supervisory Transportation Management Planner), Contact for Schedule B Rock Creek Trail work

202‐671‐2331 (office)

202‐409‐9197 (cell)

Jim.Sebastian@dc.gov o William McGuirk (Supervisory General Engineer), Contact for traffic signal work

202‐741‐5335 (office)

William.Mcguirk@dc.gov o James Cheeks (Chief Traffic Engineer), Contact for work related to traffic operations

202‐671‐1497 (office)

James.Cheeks@dc.gov o Jose Wood (Traffic Engineer Technician), Contact for signal timing adjustments

202‐478‐5724

Jose.Wood@dc.gov o Keith St. Clair (Acting Communications Director)

202‐671‐5124 (office)

Keith.Stclair@dc.gov

Smithsonian National Zoological Park o Frank Clements (Park Manager)

202‐633‐3294 (office)

Clementsf@si.edu o Steve Sumner (Capital Program Executive)

202‐633‐6591 (office)

Sumners@si.edu o Carol Fiertz (Associate Director of Finance and Administration)

202‐633‐0763 (office)

Fiertzc@si.edu

United States Secret Service o Sgt. Colin Shipley, Primary Contact

202‐243‐6606 (office)

202‐680‐8340 (cell)

Colin.Shipley@usss.dhs.gov o Norine Wojtanowski, Secondary Contact

202‐243‐6010 (office)

202‐538‐9403 (cell)

Norine.Wojtanowski@usss.dhs.gov

PEPCO

o Gary Keeler (Engineering Manager)

202‐388‐2322 (office)

Glkeeler@pepco.com

DC Water o Ella Garcia (Infrastructure Planning Engineer III)

202‐787‐2465 (office)

MariaElla.Garcia@dcwater.com o William Elledge (Project Supervisor)

202‐787‐2730 (office)

William.Elledge@dcwater.com o Dexter Holmes (Construction Inspection Supervisor)

202‐787‐4024 (office)

202‐812‐5123 (cell)

Dexter.Holmes@dcwater.com o Jill McClanahan (Construction Outreach Coordinator)

202‐787‐2202 (office)

Jill.Mcclanahan@dcwasa.com

Maryland State Highway Administration (MDSHA) o David Murnan (District 3 – Traffic Team Leader)

301‐513‐7465 (office) dmurnan@sha.state.md.us o Mark Loeffler (District 3 – Utility Area Engineer)

301‐513‐7492 (office) mloeffler@sha.state.md.us o Charlie Gischlar (Public Information Officer)

410‐545‐0303 (media line) cgischlar@sha.state.md.us o Christopher Bishop (Community Liason)

301‐513‐7405 (office) cbishop@sha.state.md.us

Montgomery County Department of Transportation (MCDOT) o Dan Sanayi (Traffic Engineering Design and Operations Chief)

240‐777‐2190 (office) vazdan.sanayi@montgomerycountymd.gov

Maryland National Capital Park and Planning Commission (M‐NCPPC) o Mohammed Turay (Meadow Brook Park Manager)

301‐650‐2629

Mohammed.Turay@montgomeryparks.org

5. PROJECT DESCRIPTION

Beach Drive currently serves as a park road that also provides access to and from Maryland and Northwest DC.

The 6.5 mile roadway will be reconstructed and repaved from Rock Creek Parkway to the DC/MD boundary (See

Figure 1). Improvements to the Blagden Avenue and Broad Branch Road intersections are also proposed. The current configuration along the corridor is a two lane undivided roadway. The section of Beach Drive within the study boundaries does not operate as a reversible roadway; however, Rock Creek Parkway connected at the southern end of Beach Drive operates as a reversible roadway during weekday AM and PM peak hours. The AM peak hour restricts northbound access, while the PM peak hour restricts southbound access along Rock Creek

Parkway. As a result, traffic patterns at the southern end of Beach Drive are significantly affected by the reversible roadway traffic operations.

Figure 1. Project Area

N

5.1. PROJECT INFLUENCE AREA

The construction along the corridor is expected to be divided into 5 sections and each section will be completely closed for reconstruction. These closures will divert users onto other roadways in the area; including 16th Street, Connecticut Avenue, Piney Branch Parkway, Blagden Avenue, Joyce Road, Brandywine Street, Tilden Street, Porter

Street, Klingle Road, Park Road, and East‐West Highway (MD 410) in Maryland.

5.2. PROJECT SCHEDULE AND TIMELINE

The work is scheduled to be performed between May 2015 and August 2017. Each segment closure is estimated to last approximately 4‐6 months.

6. SEQUENCE OF CONSTRUCTION

The reconstruction of Beach Drive will be completed in 5 stages as shown in Figure 2. Each stage will close a segment of Beach Drive to vehicles and pedestrians as work is being performed. The work will start at the southern portion of the corridor and progress north.

The stages are detailed below. The contractor will be responsible for the provision of signing for both vehicular and pedestrian traffic.

Stage 1 – Rock Creek Parkway to the Porter Street Ramp: (Figure 3)

Beach Drive will be closed from Rock Creek Parkway to the Porter Street Ramp. Access to National Zoo

Drive and the Harvard Street Ramp will be closed.

Northbound Detour o Northbound vehicles will turn right onto Cathedral Avenue, turn right onto Connecticut Avenue, turn right onto Porter Street, turn left onto the ramp, and then turn left onto northbound Beach

Drive.

Southbound Detour o Southbound vehicles will turn right onto the ramp to Porter Street, take the right ramp onto Porter

Street, turn left onto Connecticut Avenue, turn left onto Cathedral Avenue, and then turn left onto southbound Rock Creek Parkway.

Stage 2 –Porter Street Ramp to Tilden Street/Park Road: (Figure 4)

Beach Drive will be closed from Porter Street to Tilden Street/Park Road. Access to Piney Branch Parkway will be closed.

Northbound Beach Drive Detour o Northbound vehicles will turn left onto the ramp to Porter Street, take the left ramp to Klingle

Road, turn left and merge onto eastbound Klingle Road, turn left onto Park Road, and then turn right onto northbound Beach Drive.

Southbound Beach Drive Detour o Southbound vehicles will turn left onto Park Road, turn right onto Klingle Road, turn right onto the ramp, and then turn right onto southbound Beach Drive.

Eastbound Piney Branch Parkway Detour o Eastbound vehicles from northbound Beach Drive will turn left onto the ramp to Porter Street, take the left ramp to Klingle Road, turn left and merge onto eastbound Klingle Road, turn right onto Park Road, turn left onto 17th Street, and then turn right onto eastbound Piney Branch

Parkway.

o Eastbound vehicles from southbound Beach Drive will turn left onto Park Road, turn left onto 17th

Street, and then turn right onto eastbound Piney Branch Parkway.

Westbound Piney Branch Parkway Detour o Westbound vehicles desiring to go northbound on Beach Drive will continue on Arkansas Avenue, turn left onto 16th Street, turn right onto Park Road, then turn right onto northbound Beach Drive.

o Westbound vehicles desiring to go southbound on Beach Drive will take Arkansas Avenue, turn left onto 16th Street, turn right onto Park Road, turn left onto Klingle Road, turn right onto the ramp, and then turn right onto southbound Beach Drive.

Stage 3 Tilden Street/Park Road to Broad Branch Road: (Figure 5)

Beach Drive will be closed from Tilden Street/Park Road to Broad Branch Road. Access to Blagden Avenue will be closed.

Northbound Beach Drive Detour o Northbound vehicles will turn left onto Tilden Street, turn right onto Connecticut Avenue, turn right onto Brandywine Street, turn right onto Broad Branch Road, and then turn left onto northbound Beach Drive.

Southbound Beach Drive Detour o Southbound vehicles will turn right onto Broad Branch Road, turn left onto Brandywine Street, turn left onto Connecticut Avenue, turn left onto Tilden Street, and then turn right onto southbound Beach Drive.

Eastbound Blagden Avenue Detour o Eastbound vehicles from northbound Beach Drive will turn right onto Piney Branch Parkway, turn left onto Arkansas Avenue, then turn right onto northbound 16th Street.

o Eastbound vehicles from southbound Beach Drive will turn right onto Broad Branch Road, turn left onto Brandywine Street, turn left onto Connecticut Avenue, turn left onto Tilden Street, turn right onto Beach Drive, turn left onto Piney Branch Parkway, turn left onto Arkansas Avenue, and then turn right onto northbound 16th Street.

Westbound Blagden Avenue Detour o Westbound vehicles from southbound 16th Street desiring to go northbound on Beach Drive will continue on 16th Street, turn right onto Park Road, continue onto Tilden Street, turn right onto

Connecticut Avenue, turn right onto Brandywine Street, turn right onto Broad Branch Road, and then turn left onto northbound Beach Drive.

o Westbound vehicles from southbound 16th Street desiring to go southbound on Beach Drive will continue on 16th Street, turn right onto Park Road, turn left onto Klingle Road, turn right onto the ramp, and then turn right onto southbound Beach Drive.

Stage 4 – Broad Branch Road to Joyce Road: (Figure 6)

Beach Drive will be closed from Broad Branch Road to Joyce Road.

Northbound Detour o Northbound vehicles will turn left onto Broad Branch Road, turn right onto Grant Road, turn left onto Ridge Road, merge onto Glover Road, turn right onto Military Road, take the ramp onto Joyce

Road, and then turn left onto northbound Beach Drive.

Southbound Detour o Southbound vehicles will turn right onto Joyce Road, take the ramp for westbound Military Road, merge onto westbound Military Road, turn left onto Glover Road, bear right onto Ridge Road, turn right onto Grant Road, turn left onto Broad Branch Road, and then turn right onto southbound Beach Drive.

Stage 5 – Joyce Road to the DC/MD Border: (Figure 7)

Beach Drive will be closed from Joyce Road to the DC/MD Border. Access to Sherrill Drive, Bingham Drive, Wise Road, and West Beach Drive will be closed.

Northbound Detour o Northbound vehicles will turn right onto Joyce Road, bear right onto Missouri Avenue, turn left onto 16th Street, turn left onto East‐West Highway (MD 410), and then turn left onto southbound

Beach Drive.

Southbound Detour o Southbound vehicles will take eastbound East‐West Highway (MD 410), turn right onto 16th Street, turn right onto Joyce Road, and then turn left onto southbound Beach Drive.

Stage 1 Construction

Stage 3 Construction

Stage 4 Construction

Stage 5 Construction

Beach Drive Construction Stages

Connecticut Ave (Stage 1 Start)

Porter St Ramps (Stage 1 End) & (Stage 2 Start)

Tilden St (Stage 2 End) & (Stage 3 Start)

Broad Branch Rd (Stage 3 End) & (Stage 4 Start)

Joyce Rd (Stage 4 End) & (Stage 5 Start)

DC/MD Boundary (Stage 5 End)

16th St

Tild en

St

Stage 2

North

Figure 2. Beach Drive Construction Stages

Beach Drive Construction Stage 1

Shoreham Dr

Beach Drive Northbound Traffic Detour

Beach Drive Southbound Traffic Detour

Roadway Closed for Construction (Stage 1)

Legend

Access Point Closed (Stage 1)

Beach Dr (Closed)

Beach Dr (Closed)

National Zoo Dr (Closed)

Harvard St Ramp (Closed)

Figure 3. Beach Drive Construction Stage 1

Stage 2

Beach Drive Construction Stage 2

Beach Dr (Closed)

Beach Dr (Closed)

Piney Branch Pkwy (Closed)

Beach Drive Northbound Traffic Detour

Beach Drive Southbound Traffic Detour

Roadway Closed for Construction (Stage 2)

Legend

Access Point Closed (Stage 2)

Piney Branch Parkway Northbound Traffic Detour

Piney Branch Parkway Southbound Traffic Detour Ti ld en

S t

P a rk R d

16th St

17th St

Figure 4. Beach Drive Construction Stage 2

Stage 3

Beach Drive Construction Stage 3

16th St

P a rk R d

Ti ld en

S t B ra n d yw in e S t

Beach Dr (Closed) Beach Dr

(Closed)

Blagden Ave (Closed)

Beach Drive Northbound Traffic Detour

Beach Drive Southbound Traffic Detour

Roadway Closed for Construction (Stage 3)

Legend

Access Point Closed (Stage 3)

Blagden Avenue Northbound Traffic Detour

Blagden Avenue Southbound Traffic Detour

Figure 5. Beach Drive Construction Stage 3

Stage 4

Beach Drive Construction Stage 4

Beach Dr (Closed)

Beach Dr (Closed)

Beach Drive Northbound Traffic Detour

Beach Drive Southbound Traffic Detour

Roadway Closed for Construction (Stage 4)

Legend

Access Point Closed (Stage 4)

Ridge Rd

Figure 6. Beach Drive Construction Stage 4

Stage 5

Beach Drive Construction Stage 5

Beach Drive Northbound Traffic Detour

Beach Drive Southbound Traffic Detour

Roadway Closed for Construction (Stage 5)

Legend

Access Point Closed (Stage 5)

Beach Dr (Closed)

Beach Dr (Closed)

Wise Rd (Closed)

West Beach Dr (Closed)

Sherill Dr (Closed)

Bingham Dr (Closed)

16th St

Beach Dr

(MD)

16th St

(MD 390)

Figure 7. Beach Drive Construction Stage 5

7. DESIGN OF TEMPORARY TRAFFIC CONTROL PLANS (TTCPs) The TTCPs have been produced by EFLHD. The analysis includes the routings shown in the plans. The TTCPs are based on the latest edition of the MUTCD.

7.1. SIGNING DURING CONSTRUCTION

This section details the installation, maintenance, and removal of temporary signing specifically related to construction, which is generally removed when the work is completed.

7.1.1. Installation of Temporary Signs

Temporary signing shall be the primary method of conveying detour routes to drivers approaching the closed roadway. These signs shall contain a clear, concise message and be placed to provide maximum visibility for drivers to read, interpret, and react to their messages. The following items shall be used for the project:

Work on the project shall not commence until all necessary construction signs, as proposed in the TTCP, are in place.

Signs and devices shall be installed according to the location and spacing shown in the TTCP whenever possible.

For short term closures, as applicable, signs shall be placed in such positions to allow motorists the opportunity to reduce their speed prior to the work area. Signs will be installed on the same side of the roadway as the work area.

For short term closures, as applicable, signs shall be installed beginning with the advanced warning signs and proceeding forward toward the work area. Signs will be removed in the reverse order, beginning at the work area, or end of the traffic control pattern, and proceeding back toward the advanced warning signs.

For short term closures, as applicable, when signs require frequent moves, portable signs mounted on weighted stands may be used. Portable signs shall be placed such that the face of the sign is fully visible to oncoming traffic and the stands will be securely weighted and erected to guard against being blown over by prevailing winds or gusts from passing vehicles.

Wooden or metal posts shall be installed for non‐portable signs.

Portable Dynamic Message signs shall be used to convey upcoming and/or current construction information.

For additional information and guidance relating to the placement of temporary signs refer to the MUTCD, Plans, and the Special Contract Requirements.

7.1.2. Maintenance and Removal of Signs

Maintain all construction signs in accordance with Subsection 635.07 of the Special Contract Requirements.

Defaced, damaged, or dirty construction signs shall be replaced, repaired, or cleaned without delay. Prior to installing signs, any conflicting existing signs shall be covered with an opaque material. Once the temporary traffic pattern is removed, the existing signs shall be uncovered. Signs not in effect shall be covered or removed when no longer necessary. Signs will be inspected and documented on a daily basis.

7.1.3. Modifications to Temporary Signing

In the case of potential danger to the traveling public or other circumstances where the signing is inadequate, changes to the TTCP shall be considered to remedy the situation. These changes may involve the use of different types and/or sizes of signs, modifying the number or locations of signs, and any other modifications or additions required to protect the safety of the traveling public. In such cases, adjustments to the TTCPs to improve the visibility of the signs and devices and to better control traffic operations will be made only at the direction of the

Traffic Safety Supervisor with approval by the CO.

7.2. TRAFFIC SIGNALS

The intersection of Beach Drive and Tilden Street/Park Road will require a temporary signal during two construction stages in order to reconstruct the traffic signal. During Stage 2, the south leg of the intersection will be closed and the signal components on the southern side of the intersection will be replaced. During Stage 3, the northern leg of the intersection will be closed and signal components on the northern side of the intersection will be replaced. In both stages, the temporary signal will have split phase operation on the Tilden Street and Park

Road approaches. In order to complete the signal construction work, the stop bars will be modified as appropriate to utilize the existing or proposed signal heads.

7.3. TEMPORARY LIGHTING

Temporary lighting is not required along the closed sections of Beach Drive except when night operations are permitted. If nighttime operations are to be performed, the contractor is to submit a temporary lighting system for approval in accordance with FP‐03 Subsection 156.07.

7.4. PERMANENT SIGNING

Permanent signing will conform to the MUTCD and will be shown on separate signing plans. The permanent signing will be installed toward the end of each stage before each roadway segment is re‐opened to traffic. These signs will be covered until they are needed.

7.5. MOT TYPICAL APPLICATIONS FOR ROAD CLOSURES

This TMP does not include the MOT typical applications. The contractor shall conform to the latest version of the

MUTCD and the EFL Standard and Detail Drawings for typical MOT applications. The applications for flagging, lane closures, roadway closures, detours, and work along the roadway under construction shall be applied where necessary.

8. WORK ZONE IMPACTS ASSESSMENT

The reconstruction project will consist of complete closure of segments of Beach Drive and will affect traffic and pedestrians that typically utilize the roadway. Detours have been determined to be the only strategy to be considered as an alternative in this project.

8.1. MODELING APPROACH

Synchro analysis and modeling software was used to determine the effect of the detours on the adjacent roadways. HCM2000 methodology was utilized in Synchro for estimating control delay and LOS to evaluate the traffic impacts on the detour routes. Analysis of the existing conditions was used as a basis for comparison with each construction phase. Two peak hours in a weekday; specifically the AM peak hour and the PM peak hour, were evaluated for the base case and each of the construction stages.

8.1.1. Assumptions

A majority of intersection traffic counts surrounding Beach Drive were received from DDOT and MDSHA. Traffic counts for 36 intersections were received from DDOT and 7 intersections from MDSHA. In addition to these counts, turning movements at two intersections along Beach Drive were obtained. For several intersections in the study area, hourly turning movement volumes were projected using observed traffic volumes in a 20 minute period during a weekday peak period. These intersections were minor intersections within the detour corridor;

however the impacts to the intersections were required to be assessed.

Since the dates of the obtained traffic counts were varied, several turning movement volumes were adjusted for link volume balancing. The link balancing effort was made for less than 100 vehicles per hour per direction per link unless there were major sink or source traffic generators between intersections. The balanced existing volumes for the base cases are shown in APPENDIX A – TRAFFIC VOLUMES.

The traffic counts were utilized for estimating traffic volumes on detour routes for each of the five major construction stages. The volumes per construction stage were used to estimate intersection control delay and

LOS to measure the traffic impacts by the detoured traffic for each of the Beach Drive reconstruction stages.

Traffic on Beach Drive will be mainly detoured onto Connecticut Avenue or 16th Street; both of which run north‐ south parallel to Beach Drive in the area. In estimating detoured traffic volumes, it was assumed that 50% of drivers will stay on Beach Drive and will follow the assigned detour routes, 25% of drivers will divert entirely on to alternate routes; specifically 16th Street or Connecticut Avenue; instead of proceeding on and off Beach Drive at the work areas, and the last 25% of drivers will shift their commuting hours or use different routes located outside the study area. The peak hour traffic volumes for each construction phase with the diversions from

Beach Drive section closures are also included in APPENDIX A – TRAFFIC VOLUMES.

8.1.2. Analysis Results

Base conditions, conditions without diversion traffic, were first evaluated with the adjusted existing volumes.

Table 1 shows the delay and LOS results for the base conditions in the Synchro models. The models show that one intersection has a LOS E in the AM peak hour, and three intersections have a LOS E and one intersection has a LOS F in the PM peak hour.

Table 1. Intersection Delay and LOS for Base Conditions

For each construction stage, the traffic volumes were diverted from Beach Drive for the roadway section closure for reconstruction as seen in Figure 2. Beach Drive Construction Stages. The tables in the following sections do not show the delay and LOS for the entire project area, but show only influenced intersections by the detoured traffic.

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

2534 Brandywine Connecticut 12.8 B 30.6 C 62.5 E 2.6 A 8.0 A 4.8 A 28.4 C 28.1 C 1.7 A 8.5 A

2539 Albermarle Connecticut 14.0 B 32.7 C 46.9 D 13.4 B 7.8 A 6.8 A 33.2 C 30.3 C 1.6 A 8.3 A

2543 Yuma Connecticut 4.9 A 37.6 D 5.5 A 3.7 A 3.1 A 34.3 C 2.1 A 3.1 A

2544 Windom Connecticut 6.3 A 32.6 C 32.4 C 2.6 A 6.6 A 12.4 B 29.3 C 29.5 C 11.9 B 7.6 A

2547 Veazey Terrace Connecticut 4.0 A 30.3 C 29.4 C 7.3 A 2.1 A 8.6 A 30.7 C 31.5 C 6.5 A 8.8 A

2550 Van Ness Connecticut 7.3 A 31.6 C 33.2 C 1.7 A 5.3 A 12.8 B 33.4 C 30.5 C 5.5 A 19.8 B

2555 Tilden Connecticut 35.9 D 41.8 D 97.0 F 97.1 F 7.4 A 24.4 C 43.6 D 49.2 D 17.1 B 23.4 C

2558 Sedgwick Connecticut 3.8 A 36.6 D 6.1 A 1.4 A 4.7 A 31.6 C 4.9 A 2.9 A

2562 Porter Connecticut 28.2 C 45.4 D 35.7 D 42.1 D 20.3 C 28.5 C 46.7 D 27.8 C 24.7 C 30.7 C

2564 Ordway Connecticut 29.6 C 33.5 C 29.2 C 23.5 C 31.3 C 18.8 B 35.0 C 19.6 B 16.4 B 23.5 C

2569 Macomb Connecticut 8.7 A 37.3 D 36.4 D 27.4 C 1.7 A 6.5 A 41.2 D 36.3 D 3.5 A 7.5 A

2574 Deconshire Connecticut 1.6 A 46.5 D 1.8 A 0.5 A 3.3 A 44.2 D 1.6 A 4.6 A

2585 Zoo (Vehicle Ent.) Connecticut 0.1 A 0.0 A 0.1 A 0.1 A 0.1 A 0.0 A 0.1 A 0.1 A

2587 Zoo (Ped. Ent.) Connecticut 4.9 A 19.4 B 0.8 A 0.9 A 1.0 A 0.8 A

2573 Cathedral Connecticut 23.2 C 39.2 D 20.0 B 40.5 D 17.7 B 63.5 E 26.3 C 204.8 F 11.8 B 20.5 C

2579 Woodley Connecticut 19.1 B 37.9 D 40.1 D 4.2 A 21.3 C 17.6 B 18.3 B 46.2 D 4.0 A 39.1 D

2582 24th Connecticut 4.7 A 62.6 E 0.9 A 3.8 A 7.1 A 46.7 D 3.0 A 3.7 A

2300 24th Calvert 21.3 C 26.4 C 1.7 A 49.7 D 16.2 B 31.2 C 0.9 A 17.0 B 0.9 A

899 Tilden/Park Beach 31.7 C 38.5 D 30.8 C 11.0 B 31.3 C 83.8 F 260.3 F 30.4 C 24.5 C 15.0 B

5238 North Portal SB 16th 5.4 A 46.2 D 4.2 A 31.7 C 157.7 F 2.1 A

9238 North Portal NB 16th 5.7 A 23.1 C 47.0 D 1.6 A 7.2 A 36.9 D 42.5 D 2.5 A

8238 Ped. Crossing SB 16th 7.0 A 7.0 A 3.6 A 3.6 A

7239 Ped. Crossing NB 16th 4.9 A 4.9 A 55.1 E 55.1 E

5102 Portal 16th 9.0 A 29.4 C 30.6 C 15.3 B 5.1 A 5.9 A 36.5 D 30.4 C 2.7 A 2.8 A

5094 Kalmia 16th 8.5 A 36.1 D 34.8 C 10.3 B 4.1 A 9.3 A 36.7 D 33.0 C 2.5 A 13.7 B

5093 Holly 16th 3.0 A 31.4 C 4.0 A 2.2 A 8.7 A 31.0 C 1.0 A 20.4 C

5081 Alaska 16th 7.7 A 38.2 D 4.1 A 3.5 A 13.1 B 33.3 C 9.0 A 18.3 B

5108 Walter Reed 16th 2.0 A 0.0 A 1.2 A 2.3 A 1.8 A 0.0 A 2.4 A 0.7 A

5084 Sherrill/Aspen 16th 8.9 A 32.3 C 42.3 D 5.8 A 6.3 A 18.1 B 126.0 F 42.3 D 9.9 A 4.9 A

9107 Van Buren (N) 16th 5.0 A 0.0 A 0.1 A 7.2 A 1.0 A 0.0 A 0.1 A 2.2 A

5107 Van Buren (S) 16th 3.1 A 56.4 E 4.6 A 2.1 A 1.6 A 54.2 D 2.1 A 0.5 A

5103 Sheridan 16th 0.4 A 0.0 A 0.2 A 0.5 A 0.4 A 0.0 A 0.5 A 0.2 A

5090 Fort Stevens 16th 0.4 A 0.0 A 0.2 A 0.5 A 0.3 A 0.0 A 0.4 A 0.2 A

5239 WB Military Ramps 16th 7.6 A 0.0 A 3.6 A 9.6 A 7.1 A 0.0 A 6.4 A 8.3 A

5097 Missouri 16th 6.9 A 38.9 D 5.9 A 4.0 A 11.2 B 42.9 D 9.0 A 5.2 A

5087 Decatur 16th 2.0 A 30.0 C 31.1 C 1.1 A 1.0 A 5.1 A 30.3 C 30.0 C 2.3 A 8.5 A

5082 Allison 16th 7.0 A 32.2 C 34.8 C 3.0 A 6.5 A 2.7 A 31.8 C 31.5 C 2.8 A 0.4 A

5105 Upshur 16th 8.3 A 28.1 C 27.8 C 10.2 B 5.7 A 4.5 A 28.2 C 28.6 C 1.7 A 3.7 A

9083 Shepherd 16th 8.0 A 0.0 A 2.5 A 10.4 B 4.2 A 0.0 A 2.7 A 7.2 A

5083 Arkansas 16th 5.2 A 28.5 C 7.6 A 1.6 A 4.5 A 17.8 B 4.9 A 0.5 A

743 Arkansas Piney Branch 37.0 D 17.5 B 43.6 D 20.2 C 52.4 D 33.5 C 7.9 A 68.6 E

5104 Spring 16th 13.9 B 77.6 E 16.4 B 2.1 A 6.3 A 38.4 D 1.4 A 9.3 A

5100 Oak 16th 4.8 A 32.2 C 37.2 D 4.8 A 2.2 A 3.7 A 33.9 C 31.6 C 0.9 A 4.6 A

5099 Newton 16th 4.9 A 40.0 D 1.5 A 1.7 A 5.8 A 36.9 D 1.5 A 5.7 A

5098 Monroe 16th 3.4 A 33.2 C 1.2 A 2.4 A 10.2 B 37.6 D 9.1 A 6.4 A

5101 Park 16th 12.1 B 10.3 B 11.6 B 12.8 B 11.7 B 10.2 B 12.1 B 11.7 B

1225 Klingle Adams Mill 31.5 C 16.3 B 34.6 C 0.0 A 6.1 A 12.2 B 1.4 A 0.0 A

1197 Park/Klingle Walbridge 34.0 C 25.4 C 36.6 D 43.9 D 27.8 C 34.8 C 56.7 E 31.5 C 45.7 D 24.9 C

1208 Park 18th 7.9 A 6.7 A 6.5 A 11.7 B 12.8 B 6.8 A 7.6 A 4.2 A 11.5 B 11.6 B

52 Park Mt Pleasant/17th 18.7 B 25.5 C 15.3 B 13.9 B 21.3 C 30.1 C 16.2 B 15.2 B

1077 Military Ridge/Oregon 6.2 A 3.1 A 3.3 A 29.7 C 33.3 C 8.9 A 4.5 A 6.7 A 31.3 C 32.1 C

3028 East-West (MD 410) Beach/Jones Mill 21.1 C 20.0 B 11.7 B 53.9 D 38.6 D 50.3 D 51.3 D 32.4 C 79.5 E 65.3 E

3026 East-West (MD 410) Meadowbrook 6.2 A 2.1 A 3.7 A 56.6 E 55.2 E 2.7 A 1.3 A 0.9 A 56.2 E 52.4 D

3020 East-West (MD 410) Grubb 21.7 C 13.5 B 11.2 B 61.0 E 49.9 D 27.7 C 21.2 C 17.0 B 58.2 E 68.1 E

3016 East-West (MD 410) Washington/Sundale 13.8 B 7.2 A 7.4 A 43.8 D 75.8 E 8.5 A 3.6 A 5.8 A 51.5 D 59.4 E

3014 East-West (MD 410) Rosemary Hills 5.7 A 1.7 A 4.0 A 55.4 E 2.3 A 1.7 A 2.1 A 56.5 E

3004 East-West (MD 410) 16th (MD 390) 55.4 E 38.5 D 94.9 F 44.8 D 45.6 D 60.1 E 54.2 D 103.7 F 62.3 E 30.4 C

No traffic counts were available. Traffic volumes on the major corridor were estimated from adjacent intersections and no traffic on side streets were assumed.

No Delay/LOS available due to no turning movements or no criteria for evaluation

Note: Signalized Intersection Delay / LOS are based on HCM2000 Methodology in Synchro (Version 9)

WB NB SB OverallInt.

Number

Street AM Peak Hour PM Peak Hour

E/W N/S EB WB NB SBOverall EB

The traffic conditions in the first construction stage, which closes the southernmost section of Beach Drive and diverts all traffic to Connecticut Avenue, are shown in Table 2. This section of Beach Drive has the highest traffic volumes for the roadway closures. The impacts by the diverted traffic are significant at some intersections if mitigation measures are not implemented. In the AM peak hour, the Porter Street and Ordway Street intersections will be degraded to a LOS F from LOS C along Connecticut Avenue. In the PM peak hour, the Porter

Street and Cathedral Avenue intersections will be degraded to a LOS F from LOS C and E along Connecticut

Avenue, respectively.

Table 2. Stage 1 Intersection Delay and LOS

Table 3 shows the traffic conditions during Construction Stage 2. The traffic will be detoured onto Park Road, Klingle Road, 16th Street, 17th Street, and Arkansas Avenue as seen in Figure 4. There will be significant impacts to the intersections along Klingle Road and Park Road if mitigation measures are not implemented. In the AM peak hour, the intersection at Park Road and 16th Street will be degraded to LOS E from LOS B, and two other intersections along Klingle Road and Park Road in the study area will become LOS F. In addition, some intersection approaches will be degraded to a LOS F from LOS D or better in the AM peak hour. The Arkansas

Avenue approach to 16th Street and the eastbound Park Road approach to Mt Pleasant Street/17th Street are expected to lower to a LOS E from LOS C. In addition, the Spring Place approach to 16th Street is expected to lower to a LOS F from LOS D in the AM peak hour. In the PM peak hour, the intersection of Beach Drive and

Tilden Street/Park Road will stay at LOS F and three intersections along Park Road and Klingle Road will be degraded to LOS F from LOS A and LOS C.

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

2562 Porter Connecticut 152.1 F 45.3 D 508.5 F 65.0 E 21.2 C 121.9 F 45.3 D 27.7 C 167.9 F 34.1 C

2564 Ordway Connecticut 82.2 F 33.5 C 29.2 C 28.0 C 96.4 F 39.2 D 35.0 C 19.7 B 43.2 D 27.8 C

2569 Macomb Connecticut 11.8 B 37.4 D 36.4 D 31.1 C 5.9 A 6.8 A 41.2 D 36.3 D 4.5 A 8.3 A

2574 Deconshire Connecticut 1.7 A 46.7 D 2.3 A 0.8 A 4.2 A 44.2 D 3.0 A 5.8 A

2585 Zoo (Vehicle Ent.) Connecticut 0.9 A 55.1 E 0.3 A 0.4 A 2.3 A 52.2 D 0.5 A 3.4 A

2587 Zoo (Ped. Ent.) Connecticut 4.4 A 20.3 C 0.8 A 0.7 A 0.7 A 1.1 A

2573 Cathedral Connecticut 27.3 C 39.2 D 20.0 C 42.7 D 23.6 C 376.9 F 26.3 C 902.0 F 11.7 B 22.8 C

No traffic counts were available. Traffic volumes on the major corridor were estimated from adjacent intersections and no traffic on side streets were assumed.

No Delay/LOS available due to no turning movements or no criteria for evaluation

Note: Signalized Intersection Delay / LOS are based on HCM2000 Methodology in Synchro (Version 9)

NB SB Overall EBInt.

Number

Street AM Peak Hour PM Peak Hour

Overall WB NB SBEB WB

Table 3. Stage 2 Intersection Delay and LOS

For Construction Stage 3, Table 4 shows the delay and LOS at the intersections influenced by the detoured traffic.

As seen in Figure 5, the traffic on Beach Drive will be detoured onto both Connecticut Avenue and 16th Street via

Tilden Street, Brandywine Street, Klingle Road, Park Road, Piney Branch Road, and Arkansas Avenue. In the AM peak hour, the intersection of Brandywine Street and Connecticut Avenue will be degraded to LOS E from LOS

B. In addition, some approaches will be degraded to, or will stay at, LOS E or F. The northbound Connecticut

Avenue approach to Tilden Street will stay at LOS F with the approach delay almost doubled. The Spring Road approach to 16th Street will stay at LOS E with the same approach delay as the existing condition. The westbound

Park Road approach to Walbridge Place will be degraded to LOS E from LOS D. In the PM peak hour, Tilden

Street/Park Road at Beach Drive will be upgraded to LOS C from LOS F due to the reduced traffic on Beach Drive, however Tilden Street at Connecticut Avenue will be degraded to LOS F from LOS C. In addition, the westbound

Park Road approach to Walbridge Place will stay at LOS E with the same delay as the existing condition regardless the traffic pattern change.

(s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

Delay (s)

LOS

Delay

(s)

LOS

899 Tilden/Park Beach 25.2 C 30.5 C 30.7 C 0.0 A 16.9 B 715.6 F 2082.1 F 82.7 F 0.0 A 11.4 B

9083 Shepherd 16th 7.8 A 0.0 A 2.7 A 10.2 B 4.2 A 0.0 A 2.7 A 7.1 A

5083 Arkansas 16th 18.3 B 64.1 E 7.8 A 1.4 A 5.1 A 24.2 C 3.6 A 0.5 A

743 Arkansas Piney Branch 11.8 B 17.2 B 9.4 A 20.9 C 27.5 C 43.4 D 6.9 A 23.6 C

5104 Spring 16th 18.9 B 81.0 F 16.6 B 11.6 B 6.2 A 39.1 D 1.4 A 9.4 A

5100 Oak 16th 7.4 A 32.4 C 37.2 D 4.8 A 6.3 A 3.4 A 33.9 C 31.6 C 0.9 A 4.2 A

5099 Newton 16th 4.4 A 40.0 D 1.5 A 1.8 A 6.8 A 36.9 D 1.5 A 9.3 A

5098 Monroe 16th 3.7 A 33.4 C 1.2 A 3.1 A 10.3 B 37.6 D 9.3 A 7.0 A

5101 Park 16th 69.6 E 9.2 A 12.7 B 96.5 F 13.8 B 9.3 A 13.7 B 15.2 B

1225 Klingle Adams Mill 262.0 F 17.9 B 301.6 F 0.0 A 106.2 F 137.3 F 4.8 A 0.0 A

1197 Park/Klingle Walbridge 137.5 F 41.6 D 227.3 F 91.1 F 29.2 C 629.2 F 1162.9 F 35.6 D 42.7 D 22.4 C

1208 Park 18th 9.5 A 7.0 A 9.5 A 11.7 B 12.8 B 30.8 C 43.6 D 3.7 A 11.5 B 11.6 B

52 Park Mt Pleasant/17th 28.3 C 59.5 E 17.4 B 13.9 B 437.2 F 720.9 F 13.4 B 15.2 B

No traffic counts were available. Traffic volumes on the major corridor were estimated from adjacent intersections and no traffic on side streets were assumed.

No Delay/LOS available due to no turning movements or no criteria for evaluation

Note: Signalized Intersection Delay / LOS are based on HCM2000 Methodology in Synchro (Version 9)

NB SB Overall EBInt.

Number

Street AM Peak Hour PM Peak Hour

Overall WB NB SBEB WB

Table 4. Stage 3 Intersection Delay and LOS

As shown on Figure 6, the detour route for Stage 4 will not impact any major north‐south corridor but only Ridge

Road within Rock Creek Park. Traffic impacts by detoured traffic in Stage 4 will be relatively minor as shown in

Table 5. Only the intersection of Military Road and Ridge Road/Oregon Avenue will be influenced. There will be acceptable delay and LOS in both the AM and PM peak hours. Therefore, no signal timing/phasing adjustments will be necessary in Construction Stage 4.

Table 5. Stage 4 Intersection Delay and LOS

Stage 5

The detours implemented during Stage 5 will have the widest impacts to operations in the study area of all the construction stages.