2016 Brookland Edgewood Livability Study Full Report

DISTRICT DEPARTMENT OF TRANSPORTATION
BROOKLAND-EDGEWOOD
LIVABILITY STUDY
AUGUST 2015
DISTRICT OF COLUMBIA DEPARTMENT OF TRANSPORTATION
Lead Agency
District Department of Transportation

Planning, Policy, and Sustainability Administration
Kelly Peterson, Project Manager
55 M Street SE, Suite 400
Washington, DC 20003
Consultants
Nelson\Nygaard Consulting Associates, Inc.
1400 I St NW, Suite 350
NspireGreen
601 Pennsylvania Avenue, NW, South Building,
Suite 900
Rhodeside & Harwell

510 King Street, Suite 310
Alexandria, VA 22314
Capital Services Management, Inc.

3200 Martin Luther King, Jr. Avenue SE
Acknowledgements
DDOT thanks the many stakeholders who devoted time and energy to the development of the study
recommendations. These include, but are not limited to:
Brookland and Edgewood area residents, businesses, and stakeholders

Office of DC Councilmember Kenyan R. McDuffie Ward 5
ANC 5A, 5B, 5C, 5E
DC Office of Planning
DDOT Policy, Planning and Sustainability Administration (PPSA) and Traffic Operations Administration (TOA)
Special thanks to members of the ANC Advisory Committee for their guidance and contributions throughout the
project.
TABLE OF CONTENTS
Study Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Study Area Context. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Community Input + Involvement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Existing Conditions + Network Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Study Area Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Implementation. . . . . . . . . . .October
. . . . . . . . . . .2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Vincent C. Gray, Mayor

Terry Bellamy, Director
APPENDIX A: Previous Plans + Studies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

APPENDIX B: Study Data + Metrics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
PREPARED FOR:
District of Columbia Department of Transportation
Gabriela Vega, Project Manager
55 M Street, SE
PREPARED BY:
Nelson\Nygaard Consulting Associates
920 U Street, NW
All image sources, unless otherwise noted, are from Nelson\Nygaard.
SUPPORTED BY:
Rhodeside & Harwell (Low Impact Design and Landscape Architecture)
Symmetra Design (Traffic Engineering)
TABLE OF FIGURES
Figure 1-1: Project Study Area Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Figure 2-1: Study Area in Context. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Figure 2-2: Recent and Upcoming Development Map . . . . . . . . . . . . . . . . . . . . . . 2-2
Figure 2-3: Population Growth in Brookland and Edgewood . . . . . . . . . . . . . . . 2-3
Figure 2-4: Brookland and Edgewood Demographics . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-5: Art in Brookland Neighborhood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Figure 2-6: Typical residential block in Edgewood. . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Figure 2-7: Examples of Brookland Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Figure 2-8: Land Use and Zoning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Figure 2-9: Study Area Impervious Surface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Figure 2-10: Street Tree Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Figure 2-11: Study Area Topography. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Figure 2-12: Study Area Sewer Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Figure 3-1: BrooklandEdgewood Livability Study Timeline . . . . . . . . . . . . . . . 3-1
Figure 3-2: Wikimap Interactive Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Figure 3-3: Wikimap: Primary Improvement Needs. . . . . . . . . . . . . . . . . . . . . . . . 3-4
Figure 3-4: Mapping Exercise for Pedestrian/Bicycle Routes . . . . . . . . . . . . . . 3-5
Figure 3-5: Primary Locations to Improve Walkability. . . . . . . . . . . . . . . . . . . . . 3-6
Figure 3-6: WikiMap: Pedestrian Improvement Locations . . . . . . . . . . . . . . . . . 3-6
Figure 3-7: Primary Locations to Make Bicycle Improvements . . . . . . . . . . . . . 3-7
Figure 3-8: WikiMap: Primary Locations to Make Bicycle Improvements . . . 3-7
Figure 3-9: Primary Locations that Need Traffic Calming . . . . . . . . . . . . . . . . . . 3-8
Figure 3-10: Mapping Exercises for Traffic Calming Improvement . . . . . . . . . . 3-8
Figure 3-11: WikiMap: Traffic Calming Improvement Locations . . . . . . . . . . . . . 3-9
Figure 4-1: Physical Barriers and Disruptions Map. . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-2: Sidewalk Network Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Figure 4-3: Collisions Involving Pedestrians + Bicyclists . . . . . . . . . . . . . . . . . . . 4-4

Figure 4-4: Bicycle Use and Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Figure 4-5: Bicycle Level of Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Figure 4-6: Transit Network Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Figure 4-7: Functional Classification of Streets in Study Area. . . . . . . . . . . . . . 4-9
Figure 4-8: Functional Classification Hierarchy. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Figure 4-9: Average Annual Daily Traffic Counts (AADT). . . . . . . . . . . . . . . . . . 4-11
Figure 4-10: Truck Restriction/ Route Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Figure 4-11: All Reported Crashes Between 2012-2014. . . . . . . . . . . . . . . . . . . . 4-13
Figure 4-12: Intersection Counts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Figure 5-1: LID Concept image . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Figure 5-2: LID Concept Image. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Figure 5-3: Character Area Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Figure 5-4: Prioritization Recommendations Map. . . . . . . . . . . . . . . . . . . . . . . . 5-27
Figure 5-5: Otis/Bunker Hill/10th Streets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Figure 5-6: Michigan/Taylor/13th Streets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Figure 5-7: Michigan/14th Streets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Figure 5-8: Franklin Street/Lincoln Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Figure 5-9: Reed Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Figure 5-10: Monroe/8th/9th Streets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Figure 5-11: Franklin/15th Streets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Figure 5-12: Michigan Avenue/Randolph/12th Streets. . . . . . . . . . . . . . . . . . . 5-32
Figure 5-13: Michigan Avenue/Randolph Street Visualization . . . . . . . . . . . . 5-33
Figure 5-14: 12th Street Visualization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
Figure 5-15: Lower 12th Street, Typical Cross Street Curb Extension. . . . . 5-34
Figure 5-16: Lower 12th Street, Typical Street Bioretention Tree Box . . . . 5-35
Study Overview
DDOT Livability Program
In 2010 the District Department of Transportation
(DDOT) launched the Livability Program, which has
provided a framework for multiple livability studies
throughout the District. Livability is a term that refers
to community quality of life as experienced by the
people who live, work, and recreate there. Livability recognizes that strong communities rely on the interplay
among key development areas including transportation,
public health, housing, cultural resources, and the
natural environment.
Livability may sound like a buzzword; but it is a big idea.
DDOT is taking up the challenge and making it a goal
to translate that idea into actual actions. Outcomes will
be aimed at on the ground changes such as enhanced
pedestrian crossings, more accessible bus stops,
geometric adjustments that support intersection safety,
increased green spaces, attractive streetscapes, signage
for better driver information, updates to traffic signal
timing, and speed controls in sensitive areas.
Purpose & Need

Like many communities in the District impacted by arterial roadways, the Brookland and Edgewood neighborhoods are experiencing a variety of safety problems
and quality of life issues caused by speeding, aggressive
driving, challenging intersection geometry, outdated
infrastructure, and multi-modal conflicts. DDOT sought
a proactive approach to addressing demonstrated and
potential problems and finding solutions at a network
and residential level. DDOT will evaluate public realm
aspects including Green Infrastructure and Low Impact
Development (LID) strategies, as well as make short,
medium and long term recommendations to infrastructure development that improves pedestrian, bicycle,
transit and vehicular transit.
Brookland-Edgewood Livability
Study Goals
The livability program is an action-oriented program
aimed at making near term changes while highlighting
longer term opportunities and concepts. The goals of
this study are to:
Develop a comprehensive approach to traffic
calming and operational improvements for all users
living in and visiting the area.
Identify specific issues that impact safety and
comfort of multimodal users, while also accommodating freight and delivery needs.
Design cost-effective and measurable system
improvements that benefit all users. Reduce vehicle
speeds where problems have been measured or
identified.
Emphasize safety and access improvements around
neighborhood facilities including but not limited to:
schools, churches, parks, recreation centers, and
other key community facilities.
Enhance comfort and livability for residents and
visitors to the study area. Identify areas where
Green Infrastructure and Low Impact Development
(LID) can be implemented to better manage storm
water impacts.
Stakeholders at Public Meeting #1
BROOKLAND EDGEWOOD LIVABILITY STUDY
1-1
Figure 1-1:
1-1: Project
Project Study
Study Area
Area Map
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Study Area Context

AREA CONNECTIVITY + DEVELOPMENT
Located in the heart of Washington, D.C., the Brookland and Edgewood communities are well-connected to local
and regional destinations. The study area is currently experiencing a period of physical growth and development.
This Livability Study aims to help address and manage community concerns related to current and future
development impacts on the area, specifically related to the transportation network. Recent developments and
projects in the pipeline, both in and around the study area, are highlighted in the following development map.
BROOKLAND + EDGEWOOD
IN CONTEXT
Figure 2-1: Study Area in Context
Located in the heart of Washington, D.C., the

Brookland/Edgewood community is well-connected
to local and regional destinations.
5mi
to Silver Spring
.8mi
to Catholic
University
24mi
to BWI Airport
1.3mi
4
3
to Washington
Hospital Center
3mi
to downtown
Washington, D.C.
3mi
to the U.S.
Capitol Building
6mi
to National
Airport
Data Source: Google Maps
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | CONTEXT

2-1
RECENT + UPCOMING
DEVELOPMENT
Figure 2-2: Recent and Upcoming Development Map
12
5
9
14
4 11
17
1
2
18
7
3
13
BUILT
15
10
16
6
7.
Channing Place
14. Brookland-CUA Metro joint
295
residential
units
development
14. Brookland-CUA Metro joint
7. Channing
Place
Built
to
be
completed
2016
280
residential
units
development
295
residential
units
1. Artspace Lofts
8. McMillan Reservoir
9,000
sq.ft.
of retailunits 9,000
280
residential
to be completed 2016
41 live-work1. units
Artspace Lofts
of retail 2019
677 residential
unitsReservoir
to besq.ft.
completed
8. McMillan
completed 201141 live-work units
to
be
completed
2019
80,000
sq.ft.of
retail
15.
Florida
Avenue
Market
677
residential
units
2. Chancellors Row
completed 2011
15.
Florida
Avenue
Market
1m
sq.ft.
of
medical
use
5m
sq.ft.
development
80,000
sq.ft.of
retail
237 townhomes
2. Chancellors Row
5m sq.ft.
1mcommunity
sq.ft. of medical
17,000 sq.ft.
ctr. use
Multiple
sitesdevelopment
completed 2014237 townhomes
Multiple
sites
17,000
sq.ft.
community
ctr.
to
be
completed
2019
16.
Brookland
Manor/Brentwood
3. Rhode Island Row
completed 2014
16.
Brookland
Manor/Brentwood
to
be
completed
2019
9.
Douglas
Development
Parking
Village
PUD
274 residential
3. units
Rhode Island Row
Village
PUD
9.
Douglas
Development
Garage
2,235
residential
units
70,000 sq.ft. of 274
retail
residential units
2,235sq.ft.
residential
units
Parking
Garage
1492 parking
spaces
226,000
of retail
completed 201270,000 sq.ft. of retail
226,000
sq.ft.
of
retail at Holy
1492
parking
spaces
completion
unknown
17.
Brookland
Townhomes
4. Monroe Street completed
Market 2012
17.
Brookland
Townhomes
at
completion
unknown
10.
Fort
Lincoln
New
Town
Redeemer
720 residential
4. units
Monroe Street Market
Holy
Redeemer
10.
Fort
Lincoln
New
Town
development
41
townhomes
83,000 sq.ft. of 720
retail
residential units
41 townhomes
development
Townhomes
and Shops at
completed 201483,000 sq.ft. of retail
Townhomes
and
Shops
at
Dakota
Crossing
PROPOSED
5. Brookland Middle
School2014
completed
Dakota
Crossing
11. 901 Monroe
Street
Proposed
540 students
5. Brookland Middle School
11. 901 Monroe
213 residential
units Street
18. Armed Forces
to be completed540
2015
students
213of
residential
13,000 sq.ft.
retail units
18. Armed Forces
Retirement
Home
sq.ft. of retail
completion13,000
unknown
Retirement
Home
2.5m
sq.ft.
of
residential
PIPELINE
completion
12. Fort Totten
Metro +unknown
2.5m
sq.ft.
of residential
1.5m
sq.ft.
of
commercial
Pipeline
12. Fort Totten Metro +
developments
1.5m sq.ft.
290,000
sq.ft.of
ofcommercial
medical
6. Hecht Warehouse District
developments
Multiple sites
290,000
sq.ft.
of medical
completion
unknown
333 residential
6. units
Hecht Warehouse District
Multiple
sites
13. NoMA Metro
+ developments
completion
unknown
250,000 sq.ft. of333
retail
residential units 250,000
13. sites
NoMA Metro + developments
Multiple
to be completedsq.ft.
2015
of retail
Multiple sites
2-2
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | CONTEXT

DEMOGRAPHICS
DEMOGRAPHICS
POPULATION
DEMOGRAPHICS
POPULATION
The Brookland and Edgewood communities are home to over 18,000 residents, a population that has remained
relatively steady since 2010 but has seen a slight growth of 3% from 2010-2014, concurrent with growth and new
development in the area. The below charts compare study area demographics relative to District of Columbia
averages.
population
growth
Figure 2-3: Population Growth in Brookland and Edgewood (2000-2013)
population
2000-2013
17,953
growth
2000-2013
people
17,953 live in
17,953
Brookland-Edgewood
people live in
people
live
in
BrooklandBrookland-Edgewood
Edgewood
population growth over time
population growth over time
Data Sources: US Census 2000 + 2010; ACS, 2009-2013

Data Sources: US Census 2000 + 2010; ACS, 2009-2013
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | DEMOGRAPHICS

2-3
Data Sources: US
Census 2000 + 2010; ACS, 2009-2013
23
23
DEMOGRAPHICS
AGE
+ INCOME
DEMOGRAPHICS
Figure 2-4: Brookland and Edgewood Demographics
AGE + INCOME
$56,980
$56,980
$56,980
BrooklandBrooklandBrooklandEdgewood
Edgewood
Edgewood
median
median
median
income
income
income
median
median
household
MEDIAN
household
income
HOUSEHOLD
income
INCOME
% households
HOUSEHOLDS
%%in
households
poverty
IN POVERTY
in poverty
AGEbreakdown
BREAKDOWN
age
age breakdown
Data Source: ACS, 2009-2013

24

24

2-4
LAND USE + ZONING

The Brookland and Edgewood communities are unique in character and have deeply-rooted histories in the District.
The primary land uses in the study area are residential and institutional, with pockets of industrial uses. Residential
land uses range from long-standing single-family homes throughout the neighborhoods to newer denselypopulated apartment and condo buildings closer to Metro stations. In addition to being a community with strong
ties toand support ofthe arts, the neighborhoods of Brookland and Edgewood have strong connections with
the faith-based and university institutions prevalent throughout the area. These include Catholic University, Trinity
Washington University, the Franciscan Monastery, Howard School of Divinity, Holy Redeemer College, and the 37
places of worship within the study area. The residents of Brookland and Edgewood have long fostered a sense of
place, community, and pride in the area a tradition that continues today and into the future.
Figure 2-5: Art in Brookland Neighborhood
Figure 2-6: Typical residential block in Edgewood
Figure 2-7: Examples of Brookland Architecture
2-5
LAND USE
EXISTING
Zoning
Figure 2-8: Land Use and Zoning
Low-Density Residential
Modest Density Residential
zoning
Medium-Density Residential
Low-Density Residential
Neighborhood Commercial
Modest Density Residential
Commercial Center
Medium-Density Residential
Mixed
Industrial
Neighborhood
Commercial
Commercial Center
Mixed Industrial
Data Source: Office of Planning, 2014

22
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | LAND USE

Data Source: Office of Planning, 2014
2-6
ENVIRONMENT
Impervious Surfaces
The Brookland and Edgewood neighborhoods contain a significant amount of impervious surface area, including
rooftops, roads, sidewalks, alleys, and parking lots. In all, 44% of the study area is impervious, with large areas of
impervious surface in the industrial areas along the rail line and in the southwest commercial corner of the study
area. Concentrated areas of impervious surface can lead to flooding during storm events, as well as an increased
urban heat island effect.
ENVIRONMENT
IMPERVIOUS SURFACE
Figure 2-9: Study Area Impervious Surface
Impervious surfaces are pavement

Impervious
surface
materials like
asphalt,
concrete, brick,
and stone, that are impenetrable.
Impervious
surfaces prevent
Impervious surfaces are pavement materials
rainwater
from
filtering
into
thethat
soil
like asphalt,
concrete,
brick, and
stone,
andare
replenishing
the water
table
impenetrable. Impervious
surfaces
rainwater
from runoff,
filtering into
the soil
andprevent
collect
polluted
which
and
replenishing
the
water
table
and
collect
eventually contaminates our waterways.
polluted runoff, which eventually contaminates
Reducing impervious surfaces in our
our waterways. Reducing impervious surfaces
transportation
network can limit these
in our transportation network can limit these
negative
negativeeffects.
effects.
Impervious surface
44%
impervious
surfaces
Data Source:: DDOT 2014
Data Source: DDOT, 2014

28
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | ENVIRONMENT
2-7
Street Tree Coverage

There are over 4,500 street trees throughout the two neighborhoods. The extensive tree canopy provides vital
shaded areas for pedestrians and helps to visually narrow the street width. The trees also contribute to stormwater
management within the study area.
ENVIRONMENT
STREET TREES
Figure 2-10: Street Tree Coverage
gaps in street tree coverage

gaps in street tree coverage
.
!
.
!
street tree
street tree
Brookland - CUA
Monroe Street
over
4500
street trees

30
2-8
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | ENVIRONMENT
Topography
The highest point within the study area is Fort Bunker Hill Park and the lowest point sits to the southwest, where
the rail bridge and Metropolitan Branch Trail pass over Rhode Island Avenue. Between these two points, there is
a mostly-gradual 154 foot elevation change. However, there are certain corridors that experience relatively steep
grade changes.
Figure 2-11: Study Area Topography
High Point
240ft
ft t
7
17 61 f ft
1 39
1
Watershed
ridgeline
177 ft
Low Point
86ft
161 ft
139 ft
2-9
Sewer Systems
The neighborhoods are served by both a combined sewer system (in the western portion of the study area) and a
separated storm sewer system (to the east). The highly-impervious commercial area in the southwest sits within
the combined sewer area, and contributes to combined sewer overflows in the Anacostia River during intense
precipitation events. Stormwater in the eastern part of the study area also flows to the Anacostia River via a
separated storm sewer system. Both storm sewer systems would benefit from increased storm water capture and
retention through Green Infrastructure strategies at a local level, which would relieve system wide pressure.
Figure 2-12: Study Area Sewer Systems
154 ft
elevation
change
Separated
Storm Sewer
System
(MS4)
Combined
Sewer
System
(CSO)
Sewer shed
boundary
2-10
THIS PAGE LEFT BLANK

INTENTIONALLY
2-11
2-12
Community Input
+ Involvement
Community outreach for the Brookland-Edgewood Livability Study included a range of programming such
as public meetings, an ANC advisory committee, and interactive online maps. The intent of the community
engagement process was to reach as many members of the community who could contribute to and guide the
study needs and final recommendations. Community members throughout the study area identified key issues
regarding transportation, public safety and neighborhood beautification.
BROOKLANDEDGEWOOD LIVABILITY STUDY

TIMELINE
The Brookland-Edgewood Livability Study was conducted over a five-month period from February-June 2015.
(Figure 3-1) Plan development was an iterative process - presenting information, soliciting public and agency
partner feedback and revising or refining fundings and recommendations.
Figure 3-1: BrooklandEdgewood Livability Study Timeline
3-1
ONLINE RESOURCES AND ENGAGEMENT

Project Website
Prior to the first public, the project website
BElivabilitystudy.com was launched and utilized to
announce via blog posts the upcoming public meetings,
meeting and study materials and contact information. A
general project overview described the study area and
DDOTs Livability program and study goals. A calendar
also outlined upcoming events. Other features of the
website included:
An existing conditions Briefing Book

Previous plans and studies in the area
D.C. Government resources
Wikimap interactive map
All materials from the three public meetings were
posted on the project website within 24 hours of the
meeting dates so that stakeholders who were unable to
attend the meeting in person could view the materials
and provide comments.
Figure 3-2: Wikimap Interactive Map
3-2
Project WIKIMAP
The online Wikimap was available 24/7, enabling
those were unable able to attend public meetings
opportunities to share their concerns and ideas for
improvements. The Wikimap garnered over 500
comments from community stakeholders.
Specifically, the interactive functions of the map
enabled users to post routes with origin and
destination data, as well as the actual routes they use
to walk, drive or bike. They could identify physical
barriers they encounter within their transportation
experience in the study area. Users were also able to
add comments and view comments made by others.
These comments were divided into 9 categories
outlined in Figure 3-2.
PUBLIC MEETING #1:

STUDY KICK-OFF
The first public open house and meeting was held on
April 9th, 2015. Over 55 residents and stakeholders
representing a diverse cross-section of the two
neighborhoods participated. Of the participants,
some had lived in the neighborhoods for generations;
others were recent new comers.
The meeting introduced condition maps and data,
an interactive demonstration to illustrate low impact
design (LID) features; an opportunities and concerns
boards to specify locations for study consideration;
and a mapping exercise for stakeholders to identify
routes and modes commonly used by the community.
PUBLIC MEETING #2:

DRAFT CONCEPTS
REVIEW
The second public open house was held May
26, 2015 at Trinity Washington University. At this
meeting, the project team shared draft recommendations with the community in order to gather initial
feedback. Infographic boards and data highlighted
proposed draft recommendations for the entire
project area including intersection and corridor-level
proposals. A PowerPoint was shared throughout the
meeting to outline the study process and fill in new
participants on the work completed to date.
Project
outreach in
the community
1 online Wikimap available 24/7
3 Public Meetings
8 Project blog posts
22 Civic leaders
attended project meetings
111 Residents and
stakeholders attended
project meetings
4000+ project flyers
and meeting invites distributed

community-wide. With targeted
outreach to: residents, ANCs,
local businesses, churches,
civic associations, senior living
facilities, recreation centers,
metro riders and neighborhood
listservs.
3-3
PUBLIC MEETING #3:

FINAL PLAN REVIEW
The final public open house took place on June 23,
2015 at Noyes Education Campus with the final plans
and recommendations displayed for public review.
Based on specific feedback received at the second
public open house and from online feedback, the draft
plans were refined to take advantage of opportunities
the public identified for improvements. Further data
collection, analysis and discussion within DDOT
enabled advancement of a number of proposed
recommendations further toward implementation.
Public feedback from this meeting was incorporated
into the final recommendations outlined in this report.
ANC ADVISORY
COMMITTEE
and opportunities for coordination. The ANC Advisory

Committee helped share updates and meeting notices
throughout the community about the study process,
and provided support to the project team throughout
the project.
COMMUNITY-IDENTIFIED
NEEDS AND PRIORITIES
With over 500 comments collected from the first
two public open houses, the Wikimap and individual
emails, stakeholder input outlined the key needs and
priorities for the Brookland-Edgewood Livability Study.
Of these comments 39% were related to safety in
some regard and were spread over the 9 categories.
As shown in Figure 3-3 below bicycle improvements,
walking improvements and traffic calming were the top
three issues overall accounting for over 70% of all the
comments.
The project team engaged local ANC leaders in the

study area who provided valuable guidance, feedback
and ideas throughout the study process. Meetings with
the ANC Advisory Committee were held in advance of
public meetings. ANC commissioners shared feedback
from monthly ANC meetings and from constituents,
and provided background on projects in the study area
Figure 3-3: Wikimap: Primary Improvement Needs Identified by Stakeholders
3-4
The community expressed a significant need to improve walkability and bicycle accessibility along the major study
corridors including Michigan Avenue and Rhode Island Avenue, as well as the need for enhanced east-west bicycle
connections through the study area. Traffic enforcement and traffic calming was also identified as a high priority in
the community along the major corridors as well as local streets that experience cut-through traffic.
Pedestrian Needs
Local stakeholders emphasized key traffic calming improvements to create safer pedestrian crossings and walking
conditions. Figure 3-4 highlights the public meeting mapping exercise and Figures 3-5 and 3-6 shows pedestrian
issues identified by the community wiki-map responses to highlight specific categories of improvement including:
All-way stops at the intersections of local roads
Speed bumps to slow traffic on neighborhood streets
Improved crossings and crosswalks
Sidewalk improvements
Address visibility issues
Figure 3-4: Mapping Exercise for Pedestrian/Bicycle Routes
3-5
Figure 3-5: Primary Locations to Improve Walkability Identified by Stakeholders
Figure 3-6: WikiMap: Pedestrian Improvement Locations Identified by Stakeholders
3-6
Bicycling Needs
Figure 3-7: Primary Locations to Make Bicycle

Improvements Identified by Stakeholders
The community indicated a strong need for improved

bicycle facilities particularly east-west through the
study area. The Metropolitan Branch Trail serves as the
existing north-south spine of the bicycle network within
the study area but other facilities are currently lacking.
The primary corridors identified by the community
were:
8th Street from Franklin Street to Monroe Street
(completion of the Metropolitan Branch Trail)
4th Road between Lincoln Street and Michigan
Avenue (extension of existing bicycle lanes)
Monroe Street (east of 8th Street)
Taylor Street
Newton Street
Additional north south bicycle connections are also
needed as the Metropolitan Branch Trail is the only
dedicated north-south facility along with the bike lanes
along the southern section of 4th Street.
Community members and stakeholders traveling both
within and through the area expressed a strong desire
for bicycle accommodation along of Michigan Avenue
and Rhode Island Avenue, which provide the most direct
bicycle routes to a variety of destinations.
One overriding response relating to bicycle facilities in

the study area was the lack of Capital Bikeshare stations
particularly outside of the 12th Street corridor and
the Brookland-CUA metro station. There are four (4)
existing bikeshare stations in the community but none
located east of 12th Street or west of 7th Street, which
limit last mile connections for those utilizing alternative
modes of transportation particularly transit. Locations
of particular need identified by the community include
the 18th Street corridor, 4th Street, Edgewood at the
entry point to the Metropolitan Branch Trail and 14th
Street at Rhode Island Avenue.
Figure 3-8: WikiMap: Primary Locations to Make Bicycle Improvements Identified by Stakeholders
3-7
Traffic Calming Needs

Many of the issues highlighted by the community
involved cut-through traffic, speeding, non-compliance
of traffic control and limited visibility. Primarily these
issues were noted on the east-west roadways, which are
utilized as connectors to Michigan Avenue, Rhode Island
Avenue and South Dakota Avenue.
Cut-through traffic was of concern along Taylor Street
and 13th Place particularly from heavy vehicles in the
morning peak hour as they travel to and from the Fort
Totten transfer station. It was also noted by the community that the truck camera along Monroe Street causes
trucks to cut-through the community along Newton
Street to circumnavigate the camera.
Community members and stakeholders highlighted 9th
Street as a roadway that encourages speeding due to
the current roadway width and lack of traffic control
between Girard Street and Kearney Street.
Traffic control and visibility issues were a key element
noted along 12th Street by the community. Due to the
topography of the area many intersecting roadways with
12th Street enter on a grade that inhibits sight distances.
Combined with variable traffic control measures (a mix
of 2-way and 4-way stop control intersections), many
Figure 3-9: Primary Locations that Need Traffic

Calming Identified by Stakeholders
stakeholders felt that the visibility and inconsistency led

to a low traffic control compliance along 12th Street.
This was noted for both vehicular and pedestrian safety,
with one particular location, 12th Street at Perry Street
which is utilized by pedestrians accessing the Stokes
Public Charter School.
Challenges were also identified along the Michigan
Avenue corridor where pedestrian crossing
opportunities were cited, speeding along 4th Street, and
general traffic conditions surrounding the areas schools.
Figure 3-10: Mapping Exercises for Traffic Calming Improvement Locations
3-8
Figure 3-11: WikiMap: Traffic Calming Improvement Locations Identified by Stakeholders
3-9
3-10
Existing Conditions +
Network Analysis
PEDESTRIAN SAFETY AND INFRASTRUCTURE
According to WalkScore, the study area is rated as
very good for walkability with Brookland at 74 and
Edgewood at 77 out of a possible 100. The majority
of the study area is a gridded street network with
sidewalks on both sides, which enable pedestrians to
travel relatively easily throughout the neighborhood.
ADA accessibility however is a challenge for much of
the neighborhood streets with outdated ramps, striping,
and obstacles in the sidewalk.
There are however, barriers to walkability that inhibit
pedestrian activity such as breaks in the street network,
missing or obstructed sidewalks, and aging or insufficient pedestrian infrastructure as shown in Figure 4-1.
The street network is mainly continuous, but there
are the large institutional parcels for the universities
like Trinity University in the western portion of the
study area, and Howard University School of Divinity
in the eastern portion that present some barriers to
connectivity. The WMATA and CSX rail tracks cut off
the continuity of several east and west streets between
Franklin and Monroe Streets NE and between 8th and
9th Streets NE. These barriers cause pedestrians to
reroute their paths and can lengthen their trips.
There are over two miles of missing sidewalks in the

study area and in a few cases pedestrian crashes correspond with a missing sidewalk segment. In the case of
missing sidewalks, paths called desire lines are often
worn into the land where people typically walk.
While sidewalks are present for much of the study area,
many in areas along 12th Street, Monroe Street, and
Michigan Avenue NE have major obstacles. Utility posts,
private retaining walls, and street signage infiltrate
the sidewalk clear zone and make for an unfriendly
pedestrian environment. Aging or insufficient infrastructure such as missing ADA ramps, crosswalk markings,
and crossing signals create challenging conditions
for pedestrians. Most intersections have ADA ramps
installed, but they often do not align with updated
crosswalks. Figure 4-2 shows the sidewalk conditions
analysis.
Large, established street trees also present accessibility
issues because, while they give a sense of permanence
of the neighborhood, many have outgrown their tree
boxes. In these cases, roots climb over the street curbs
and into the sidewalks, often disrupting the sidewalk
pavement and creating tripping hazards.
4-1
PHYSICAL BARRIERS
AND DISRUPTIONS
Figure 4-1: Physical Barriers and Disruptions Map

The Red Line forms a barrier between Brookland
ic
hi
ga
n
Av
en
ue
The
Red Lineand
forms
a barrier
between
and Edgewood
the rest
of the region.
This
forces
east-west
traffic
onto
Monroe
and
Brookland and Edgewood and the rest
Franklin
streets. Meanwhile,
the east-west
areas college
of
the region.
This forces
campuses disrupt the street grid and additional
traffic onto Monroe and Franklin streets.
through-connections.
Meanwhile, the areas college campuses
disrupt the street grid and additional
through-connections.
Howard Univ.
School of
Divinity
Barriers
Barriers
Disruptions
Disruptions
Monroe Street
Trinity
Washington
University
Franklin Street
average Walk Score

Brookland (very walkable)
Edgewood
(very
walkable)
average
Walk
Score
74
77
12
74
77
Data Source: Walk Score, 2014

Brookland (very
walkable)
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | STREET NETWORK
Edgewood (very walkable)
Data Source: Walk Score, 2014
4-2
SIDEWALK
NETWORK
10,850
Figure 4-2: Sidewalk Network Map
feet of missing sidewalks in

Brookland-Edgewood
(thats over 2 miles!)
Conditions
Sidewalks on one side only
No sidewalks
Schools
Colleges
Recreation
Centers
Conditions
Sidewalks on one side only
No sidewalks
Schools
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | PEDESTRIAN + BICYCLE
17
Colleges
Recreation
Centers
4-3
ISIONS OVER TIME

PEDESTRIAN AND BICYCLIST CRASHES
Vehicle crashes involving pedestrians and/or bicyclists
are showing an increasing trend over the past 3
years possibly reflecting the increased growth of the
neighborhood. Figure 4-3 shows a map of the collisions
between motor vehicles and pedestrians or bicyclists.
During the 3-year period, there were 30 collisions with
pedestrians. The intersections with the highest reported
collision occurrences involving pedestrians are:
Michigan Avenue and 4th Street
ons involving
trians + bicyclists
Monroe and 8th Street

Over the 3-year period, there were a total of 10
reported collisions involving bicyclists. These collisions
occurred at the following locations:
12th Street and Michigan Avenue
12th Street and Rhode Island Avenue
Michigan Avenue and Bunker Hill Road
Franklin and 14th Street
%%
Figure 4-3: Collisions Involving Pedestrians + Bicyclists

Collisions involving
pedestrians
ks out specific locations

and
Collisions involving
bicyclists
reported collisions
involving
d bicyclists during
a threeof collisions
3 Number
ween 2012 and 2014.
Schools
nvolving
s
nvolving
Colleges
Recreation
Centers
collisions

DISTRICT DEPARTMENT
OF TRANSPORTATION
-EDGEWOOD4-4
NEIGHBORHOOD
BRIEFING
BOOK | SAFETY
This map breaks out specific locations and

the number of reported collisions involving
pedestrians and bicyclists during a three-year
period
between
2012
and
2014. 2014
DataData
Source:
Source:
MPD,
DDOT,
2012-2014
Data Source: MPD, 2012-2014

BICYCLE SAFETY AND INFRASTRUCTURE

Bicycling is beginning to see growth in the
neighborhoods. At present approximately 3% of
residents commute by bike (compared to 4% Districtwide). To support this mode, there are 2.5 miles of
bicycle facilities within the neighborhood, mainly on
12th, 4th, and Monroe Streets NE. The area is also
served by the Metropolitan Branch Trail, which is a
separated, dedicated bike and pedestrian trail running
north to south within the District.
BICYCLE
BICYCLE
NETWORK
NETWORK
231
CaBi
231
members in
231
CaBi
zip code 20017
Figure 4-4: Bicycle Use and Facilities
CaBi
members
in
members
zip
code in
zip code
20017
20017
The study area contains four Capital Bikeshare stations, while two more are located on
the south side of Rhode Island Avenue. 8th
Street serves as the on-street Metropolitan
Branch Trail, which connects Brookland and
Edgewood to Silver Spring to the north and
Union Station to the south.
There are currently 6.2 miles of signed bike routes.

These do not have on-street designations or dedicated
space, but provide routes and wayfinding through the
neighborhood running both north to south and east
to west. Monroe Street NE provides primary bicycle
movement east to west, while 12th Street provides
primary north to south movement. More bicycle lanes
are proposed for the rest of Monroe Street NE, 18th
Street NE, Taylor Street NE, and Rhode Island Avenue
NE. Figure 4-4 shows the bicycle use and facilities in the
study area.
Metropolitan Branch Trail

Met Branch On-Street

Bike Lane
Met
Branch
On-Street
Metropolitan
Branch Trail
Sharrow
Bike
MetLane
Branch On-Street
Signed Bike Route
Sharrow
Bike Lane
Proposed
Bike Facilities
Signed
Bike Route
Sharrow
Proposed
BikeRoute
Facilities
Bikeshare
Station
Signed
Bike
Bikeshare
ProposedStation
Bike Facilities
Bikeshare Station
commute trips by
commute trips by
bike
bike
Commute trips by bike
Data Sources:
Capital Bikeshare,
2013;
The study area contains four Capital
Bikeshare
stations,
American Community Survey 2009-2013
while
two more
located
onCapital
the south
side ofstations,
Rhode
The study
area are
contains
four
Bikeshare
Island
8th
serves
as the
on-street
whileAvenue.
two more
areStreet
located
on the
south
side of Rhode
BROOKLAND
EDGEWOOD
LIVABILITY
STUDY
4-5
Metropolitan
Branch
Trail, which
Brookland
Island Avenue.
8th Street
servesconnects
as the on-street
and
EdgewoodBranch
to Silver
Spring
to connects
the northBrookland
and Union
Metropolitan
Trail,
which
Station
to the south.
and Edgewood
to Silver Spring to the north and Union
Figure 4-5: Bicycle Level of Service
BICYCLE
LEVEL OF SERVICE
Bicycle Level of Service (BLOS) refers to how comfortable
bicyclists feel riding on a particular street, giving a grade
on a scale from A to F. Level of Service A refers to
comfortable and efficiency while E equates to serious
delay or deficiencies. While some streets in Brookland and
Edgewood
are comfortable
for(BLOS)
most bicyclists,
others are
Bicycle
Level
of Service
refers
more
intimidating
for
all
but
the
most
experienced
to how comfortable bicyclists feel ridingriders.
on a particular street, giving a grade

on a scale from A to F. While some
streets in Brookland and Edgewood are
comfortable for most bicyclists, others
are more intimidating for all but the
most experienced riders.
Data Source:
2014 2014
DatamoveDC,
Source: moveDC,
BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | PEDESTRIAN + BICYCLE
4-6
19
TRANSIT SERVICE
The Brookland-Edgewood study area is served by transit with both Metrobus and Metrorail. However most of the
transit services are in the western portion of the neighborhood leaving large pockets of the area underserved. Major
transfer activities occur at the Brookland-CUA Metrorail station. Currently over 40% of the neighborhood uses
public transit for their work commute.
SIT
ORK
ute
made
nsit
The southeastern portion of the study area lacks connections to Metrorail and frequent bus service (Figure 4-6).
This area is highly residential and most streets are relatively narrow with parking on both sides. These conditions
make it difficult for large vehicles such as buses to service the area.
Figure 4-6: Transit Network Map
WMATA provides both Metrorail

and bus service to Brookland and
Edgewood. There are two Metro
stations, Brookland-CUA and Rhode
Island Avenue-Brentwood. Both are
local bus hubs, with 28 routes serving
both stations.
etro
ership
Metro Red
LineLine
Metro
Red
Frequent bus routes
Frequent
bus routes
Other bus routes
OtherData
bus
routes
Sources: ACS, 2009-2013;
WMATA, 2013
4-7
Bus Service
Rail Service
Buses provide an important service for neighborhood

access and provide much-needed connections to both
neighborhood amenities and other areas of the District
and region. The area is served by Metrobus and private
shuttles that provide connections within the neighborhood, around the District, and regionally. Private shuttle
buses serve the neighborhood at the Brookland-CUA
Metrorail station and connect workers and visitors to
the Washington Hospital Center, Trinity University, and
other institutions near the study area.
Passenger and freight rail tracks run through the study

area. The freight rail tracks run parallel to the Metrorail
tracks through the study area. The CSX freight rail
tracks are currently active and carry goods through the
District, however both rail lines cut through the street
network, and divide the neighborhoods.
There are 28 Metrobus routes local and regional

- that serve the neighborhoods. These routes include
the H series, 80 series, P6, M31, B51, B8, D8, E2, E3, G8,
R4, and T18 are the major lines that serve the neighborhood. These bus routes connect the neighborhoods
to destinations such as Adams Morgan, Georgia Ave,
Petworth, Union Station, Rock Creek Park, Tenleytown,
George Washington University, The National Mall, and
Downtown.
Some routes provide regional connections to Prince
Georges County, Maryland destinations such as College
Park, Hyattsville, and Greenbelt. The location of these
stops and lines are typically near the Metrorail station,
along minor arterials such as 12th, Monroe, and 18th
Streets NE and along principal arterials like Rhode Island
and South Dakota Avenues NE. Only three bus routes
within the study area serve non-arterial roadways. These
routes are the H6 that provides service along Quincy
Street and 14th Street, the G8 that serves 7th Street
and 4th Street and the H8 that serves 10th Street and
Taylor Street.
Two red line Metrorail stations serve the study area:

the Rhode Island Avenue and Brookland-CUA stations.
Rhode Island Avenue-Brentwood station is located just
outside of the study area to the southwest, but is still in
range to serve much of the Edgewood neighborhood,
however the high vehicular volumes on Rhode Island Avenue NE present an access barrier for some residents.
The Brookland-CUA station is also on the western edge
of the study area, near 9th and Monroe Streets NE.
These stations serve approximately 60% of the study
area; making for a half-mile or less walk to a Metrorail
station for the majority of residents.
The Rhode Island Avenue-Brentwood station sees
approximately 12,000 origin and destination trips
on an average weekday, while Brookland-CUA sees
approximately 13,000. The Brookland-CUA station
is close to new developments along 7th and Monroe
Streets, attracting residents, students, and visitors from
this area. However, many Metrorail users come from the
neighborhood, accessing the station along 10th and Otis
Streets NE as well as Michigan Avenue NE. Transit users
from Brookland-CUA and Rhode Island Avenue Station
destinations vary by day of week. Weekdays see a high
number of residents heading downtown to places like
Farragut North, Judiciary Square, and Metro Center. 1
1 http://planitmetro.com/2014/08/28/data-download-may2013-2014-metrorail-ridership-by-origin-and-destination/
4-8
VEHICULAR SAFETY AND INFRASTRUCTURE

The Brookland-Edgewood study area has two primary arterial roads, Rhode Island Avenue and South Dakota
Avenue, and four minor arterials, Michigan Avenue, Franklin Street, Monroe Street, 12th Street and 13th Street.
The community depends on these streets for regional access as well as the local street network for community
access.
STREET
NETWORK
Figure 4-7: Functional Classification of Streets in Study Area
The Brookland-Edgewood study area

has two primary arterial roads, Rhode
Island Avenue and South Dakota
Avenue, and four minor arterials,
Michigan Avenue, Franklin Street,
Monroe Street, 12th Street and 13th
Street. The community depends on
these streets for regional access as
well as the local street network for
community access.
Principal Arterial
Principal
Arterial
Minor Arterial
Minor Arterial
Collector
Collector

BROOKLAND-EDGEWOOD NEIGHBORHOOD
BRIEFING
BOOK | STREET
NETWORK
BROOKLAND
EDGEWOOD
LIVABILITY
STUDY
13
4-9
WHAT IS FUNCTIONAL
CLASSIFICATION?
Functional Classification is a method of classifying roads according to the way each
roadway is used. It is required by federal law and is conducted using the standards and
procedures set by the Federal Highway Administration. Functional classification method
is hierarchical ranging from Freeways down to local streets. Roads are classified based
on their traffic volumes, surrounding land uses, and expected growth. The table below
explains each functional classification in detail.
Figure 4-8: Functional Classification Hierarchy

FUNCTIONAL
PURPOSE
CLASSIFICATION
TRAFFIC
VOLUMES
SPEEDS INTENDED DISTANCE
Freeway
National and Regional

Mobility (commuters,
truck freight, limited
stop transit)
High
High
Long-distance, regional
trips
Arterials
(Principal and Minor)
Regional and Local

Mobility (commuters,
trucks, transit)
High- Medium
Variable
Mid-distance, short
regional and intra-city trips
Collector
Local mobility and

neighborhood access
Medium-Low
Lower
Short-distance, between
neighborhoods connecting
arterials and local streets
Local
Neighborhood access
Low
Low
Shortest distance, block to

block
4-10
Figure 4-9: Average Annual Daily Traffic Counts (AADT)

0-5,000
5,000-10,000
10,000-20,000
20,000-30,000
Taylor Street
4,900
6,500
30,000+
ue
Monroe Street
n
ve
A
n
9,800
1,750
14th Street
5,200
7,700
12th Street
13th Street
iga ,100
h
c
2
i
00
1
,
24
12,000
3,200
Harewood Road
Franklin Street
e
hod
Isla
u
ven
A
d
00
4
35,
00
3
,
7
1
28.6%
of Brookland-Edgewood
households are car-free
(thats over 2,000 households!)
4-11
Truck Traffic
Truck traffic within the Brookland and Edgewood
communities was identified as a significant issue for
area residents. The study area is bound by designated
truck routes on Michigan Ave, South Dakota Ave, Rhode
Island Ave, as well as 4th Street NE, and 12th Street NE
which transect the area. This helps facilitate the delivery
of goods to the area, but also contributes to a great deal
of heavy vehicle through-traffic and noise along routes
that also have residential uses.
The Fort Totten transfer station to the northwest

of the study area is a primary destination for truck
traffic, which leads to high volumes of east-west truck
movements through the study area.
Some roadways within the study area have truck
restrictions in order to reduce the impacts to the
residential neighborhoods. These restrictions include
Monroe Street, segments of Taylor Street, 9th Street
and 7th Street. DC Metropolitan Police Department
(MPD) operate truck enforcement cameras throughout
the study area primarily along the eastern section of
Taylor Street NE to the west of South Dakota Avenue.
TRUCK ROUTES
Figure 4-10: Truck Restriction/ Route Map
Truck + Bus Through Routes
TruckTruck
+ Bus
Through Routes
Restrictions
Truck Restrictions
4-12
14DEPARTMENT
BROOKLAND-EDGEWOOD
NEIGHBORHOOD BRIEFING BOOK | STREET NETWORK
DISTRICT
OF TRANSPORTATION
Roadway Safety Data

With the many multimodal demands of the transportation system in the District, efficient and appropriate use
of the transportation network is essential. The many
and complex unconventional intersections sometimes
complicate traffic operations and disrupt flows for
users.
MPD crash data from 2012-2014 was collected for all
major intersections within the study area. This data
included information about collisions between motor
vehicles and pedestrians or bicyclists. The highest

concentration of crashes occurred along:
Franklin Street
12th Street
Monroe Street
Michigan Avenue
These streets have high volumes of traffic and are often
utilized as a cut-through for commuters traveling into
and around the District.
Figure 4-11: All Reported Crashes Between 2012-2014
Location + Number
of Crashes
Data Source: MPD (2012-2014)
4-13
Vehicular Crashes
Between 2012 and 2014, the neighborhood had 550
reported vehicular crashes. Figure 4-9 shows the
Intersection
Counts
number of crashes
at each intersection.

12th Street and Rhode Island Avenue
Multimodal
transportation
werenumber
conducted
at 18 intersections
in the 2015,
study Speed
area (Figure
6-4are
andcurrently
Appendix).
The intersections
with counts
the highest
of reported
As of Spring
cameras
located
crashes (10 or more) are:
along Michigan Avenue, Rhode Island Avenue, and
Figure 6-5:
Intersection map
Michigan Avenue and 4th Street
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Franklin Street to discourage speeding.
13th & Taylor streets
Figure 4-12: Intersection Counts
Michigan Avenue & Randolph Street

10. 18th & Monroe streets
1. 13th & Taylor streets
Michigan Avenue & Quincy Street
11. 7th & Franklin streets
2. Michigan Avenue &
Michigan Avenue & Perry Street
Randolph Street
10th Street & Michigan Avenue
3. Michigan Avenue &
10th &
Otis streets
Quincy
Street
7th
Monroe Avenue
streets &
4. &Michigan
15. Franklin Street &
Street
9th &Perry
Monroe
streets
Brentwood Road
5. &
10th
Streetstreets
& Michigan
12th
Monroe
Avenue
18th & Monroe streets
17. Edgewood & Evarts
6. 10th & Otis streets
streets
7th & Franklin streets
18. 6th & Edgewood
streets
15. Franklin Street & Brentwood Road

17. Edgewood & Evarts streets
18. 6th & Edgewood streets
4-14
DATA COLLECTION AND FINDINGS

Multimodal Intersection Counts
Multimodal transportation countsincluding vehicles,
trucks, bikes and pedestrianswere conducted at 18
intersections in the study area (Figure 4-11). Counts
were conducted in March 2015 during days and conditions consistent with DDOT traffic count standards.
The raw data collected at these intersections can be
reviewed in Appendix B.
Data Findings + Trends

General findings from the studys multimodal intersection counts yielded the following observations:
PEDESTRIAN DATA TRENDS

Michigan at Quincy: Unsignalized crosswalk with
very low usage across Michigan (1 in AM/5 in PM)
Monroe St: Highest pedestrian activities are in
proximity to Brookland-CUA metro station (7th St,
9th St.)
Trinity College: Proximity to bus stop on Michigan
and College entrance but missing adjacent
crosswalk.
Crash Activity: Focused along Monroe, Franklin and
12th Street corridors.
MBT/8th Street serve as primary north/south

route in the western side of the study area.
4th Street is a popular north/south route between
Rhode Island Ave and Michigan Ave.
14th St. and 12th St. are popular routes between
Monroe St and Taylor St.
FREIGHT DATA TRENDS

12th St: High peak hour usage between Franklin
and Monroe. Utilizing designated truck route.
13.5%/ 5.0% NB/SB in AM
5.0%/ 4.7% NB/SB in PM
Monroe St: Restricted truck route but 5.0% EB/
WB truck traffic in peak hours (7th to 18th).
Franklin St: Restricted truck route but 5.0% EB/
WB truck traffic in peak hours (7th to 14th).
14th St: High AM peak hour usage. Lower in PM.
6.6%/4.4% NB/SB in AM
2.8%/2.0 % NB/SB in PM
Taylor St: High AM peak period usage westbound
on Taylor St approaching Michigan Ave = 6.8% WB
in AM
During the PM peak hour heavy vehicle volumes
were significantly reduced which was corroborated
with community observations.
BICYCLE DATA TRENDS

Overall bicycle volumes were generally low
throughout the study area, although this could
be attributed to the time of year (March) and
the general lack of facilities along the roadways
counted.
Monroe St: Highest Bicycle activities are along
Monroe St. bicycle lanes, as expected.
BICYCLE CROWDSOURCING DATA2:

Newton and Otis serve as primary east/west
routes.
Kearny and Hamlin serve as popular east/west
routes
18th Street serves as a primary north/south route
in the eastern side of the study area.
2
http://labs.strava.com/, 2015 (Data sourced from GPStracked activities uploaded every week to Strava).
4-15
4-16
Study Area
Recommendations
Through the public outreach process and data analysis, priority locations in the study area were identified for
improvements. Conceptual design alternatives were developed in coordination with the community, and were
reviewed and revised throughout the study process to reflect public feedback and technical feedback from DDOT.
Data collection and preliminary analysis were completed for a number of recommendations to move the design
concepts forward as the study progressed.
Chapter 5 presents the preferred study recommendations and is organized in the following categories:
Modal + Livability Improvements and Recommendations
Intersection Improvements and Recommendations
Corridor Improvements and Recommendations
Low Impact Development and Greening Recommendations
Implementation phasing, cost estimates and performance metrics for these study recommendations are covered in
Chapter 6.
5-1
MODAL + LIVABILITY
IMPROVEMENTS +
RECOMMENDATIONS
5-2
PEDESTRIAN
IMPROVEMENTS
HAWK SIGNAL
RECOMMENDATIONS
RECOMMENDATIONS
Add sidewalks on one side
Add sidewalks on one side
Add sidewalks on both sides
Add sidewalks on both sides
Upgrade or add curb ramps
Upgrade or add curb ramps
Proposed signal
Proposed signal
%%%%%%%%%%%%
(Washington Post)
Add or upgrade crosswalk striping

Add or upgrade crosswalk striping
Improve visibility
Improve visibility
Add pedestrian signage
Add pedestrian signage
Improve sight distance
Improve sight distance
Review pedestrian signal timing
Review pedestrian signal timing
Sidewalk repairs
Sidewalk repairs
5-3
EXPANDING + IMPROVING
BIKE FACILITIES
FINAL RECOMMENDATIONS
These bicycle improvements enhance
east-west and north-south bicycle
connectivity withinand beyondthe
study area, connecting cyclists to local,
citywide and regional destinations.
AREAWIDE IMPROVEMENTS
Additional Capital Bikeshare
stations
Bicycle boulevard and trail
wayfinding signage
Newton Street
Monroe Street
14th Street
4th Street
Hamlin Street
Bridge
3rd Street
2nd Street

Met Branch On-Street
Existing Bike Lane
Existing Sharrow
Planned Bike Facilities
NEW FACILITIES
Extend 2nd + 3rd Street bike facilities
with sharrows
Extend bike lanes on 4th Street
Bike-ped bridge at Hamlin Street
Bicycle boulevard on Hamlin Street
5-4
Bike Facilities Proposed

in B-E Livability Study
Existing Bikeshare Station
NEW
Proposed Bikeshare Station
Sharrows on Monroe east of 12th Street

Bike lanes/sharrows on 14th Street
Bicycle boulevard on Newton Street
SIGNAL + INTERSECTION
SAFETY IMPROVEMENTS
14th STREET + MICHIGAN AVENUE
Review intersection geometry
Install advance signage
Add reflective chevrons
Add flexipoles to painted section
RECOMMENDATIONS
Perform signal
warrant at Michigan
Avenue + Trinity to
address pedestrian
safety, crossing
distance, visibility,
and turning
movements
STOP
Review or perform a stop sign

warrant
STOP
Review two-way stop for

potential conversion to four-way
Proposed signal optimization
review
Proposed HAWK signal
5-5
IMPROVING SAFETY ON
ARTERIALS
DDOT Signal Optimization
in Brookland + Edgewood
This ongoing initiative will make the Districts traffic

signals safer and friendlier for pedestrians, improve
bus running times and overall traffic flow, while helping
reduce vehicular emissions. DDOT is scheduled to
enhance the traffic signal network in the BrooklandEdgewood areas in late 2015/early 2016. As such, your
feedback and the BE Livability Study recommendations
will help inform the signal optimization for this area.
Signal optimization is one of many tools that will help
manage current--and future--traffic along the study
roadways.
1
2
2
Crash Locations
Arterials
3
5-6
Arterials are high-capacity urban roadways

serving a multitude of high-volume demand primarily vehicular, transit, and freight traffic.
Arterials improve neighborhoods by efficiently
moving people and goods, but also pose
challenges to livability and quality of life. These
proposed improvements aim to enhance safety,
predictability and visibility for users while taking
into consideration current and future demand
on these roadways.

NEIGHBORHOOD
NEIGHBORHOOD
LIVABILITY
LIVABILITY IMPROVEMENTS
IMPROVEMENTS
RECOMMENDATIONS
RECOMMENDATIONS
Proposed
Proposedmetered
meteredparking
parking
around
aroundMonroe
MonroeStreet
StreetMarket
Market++
Brookland-CUA
Metro
Brookland-CUA MetroStation
Station
Review
Reviewexisting
existingparking
parking
regulations
regulations
Traffic
Trafficcalming
calmingstreets
streets
See
SeeTaylor
TaylorStreet
StreetCorridor
CorridorBoard
Board
Bike
Bikeboulevard
boulevard
Green
Greenalley
alley
Neighborhood
Neighborhoodgateways
gateways
Street
Streetlighting
lightingimprovements
improvements
STOP
STOP
STOP
STOP
Review
Reviewor
orperform
performaastop
stopsign
sign
warrant
warrant
ard
Board
dorrBo
rrido
Corri
reettCo
Stree
onSt
Se
wton
Newt
SeeeNe
Review
Reviewtwo-way
two-way
stop
stopfor
forpotential
potential
conversion
conversionto
tofourfourway
way
See
SeeFranklin
FranklinStreet
StreetCorridor
CorridorBoard
Board
Brookland
Brooklandbenefits
benefitsfrom
fromaaregular
regulargrid
grid
of
streets.
This
grid,
however,
of streets. This grid, however,can
caninvite
invite
some
somecut-through
cut-throughtraffic
trafficand
andspeeding.
speeding.
Edgewood
has
fewer
continuous
Edgewood has fewer continuousstreets,
streets,
but
butspeeding
speedingremains
remainsan
anissue.
issue.
Neckdowns
Neckdownsare
areone
onekind
kind
of
traffic
of trafficcalming
calming
(Michael King)
(Michael King)
Traffic
Trafficcalming
calmingisisaastrategy
strategyto
tomanage
manage
speeds
and,
in
some
cases,
divert
speeds and, in some cases, divertmotor
motor
traffic.
traffic.Many
Manydifferent
differenttools
toolsare
areavailable
available
to
tocalm
calmtraffic,
traffic,including
includingspeed
speedhumps,
humps,
neckdowns
or
curb
extensions,
neckdowns or curb extensions,and
andmini
mini
circles.
Choosing
the
right
traffic
circles. Choosing the right trafficcalming
calming
tools
toolsto
touse
usedepends
dependson
onmany
manyfactors
factors
including
topography,
sight
including topography, sightdistances,
distances,
roadway
roadwaywidth,
width,and
andtraffic
trafficcontrols.
controls.
BROOKLAND
BROOKLANDEDGEWOOD
EDGEWOODLIVABILITY
LIVABILITYSTUDY
STUDY
5-7
5-7
PARKING MANAGEMENT +
AVAILABILITY
IMPROVING PARKING MANAGEMENT + AVAILABILITY
Recommendations
Add metered parking around Monroe Street
Market and Brookland-CUA Metro station
Review commercial parking zones + needs to
support Brookland + Edgewood businesses
Purpose
Prioritize parking availability for local residents,
shoppers, and businesses
Time limits increase parking turnover and ensure
that some spaces are available at any given time
Benefits
Protect resident parking: Curbside parking
meters with improved RPP parking restrictions in
neighborhood preserves parking for residents in
areas where businesses draw outside visitors.
Protect businesses: Metered blocks encourage
high turnover while discouraging long-term
parking that deprives businesses of customers.
Reduce all-day free parking: Visitors parking
for long periods of time are encouraged to use
off-street facilities.
Create consistent parking regulations throughout

the commercial area
Reduce free all-day curbside parking for
commuters
5-8
INTERSECTION
IMPROVEMENTS +
RECOMMENDATIONS
5-9
12th
12thSTREET
STREET || MICHIGAN
MICHIGAN
AVENUE
AVENUE ++ RANDOLPH
RANDOLPH STREET
RECOMMENDATIONS
ISSUES
Add pedestrian
safety
islands
Longpedestrian
crossing
across
Michigan
at
12th/Randolph
to
improve
Avenue
pedestrian
safety
visibility
at
Sight distance
issues
forand
drivers
turning
intersection
left from
Randolph Street to Michigan
Shorten Michigan Ave crosswalk
Avenue
A pedestrian
distance and expand visibility,
safety island
improve accessibility for
(NACTO Urban Street Design Guide)
pedestrians and those accessing
BMS
ISSUES
RECOMMENDATIONS
Improve LID on central island and
Long pedestrian
crossing
across
Michigan
Add pedestrian safety islands at 12th/Randolph
to improve
pedestrian
safety
and
add LID planter adjacent to BMS
Avenue
visibility at intersection
greening the sidewalk area and
Sight
issues for
drivers turning
Shorten Michigan Ave crosswalk distance
and distance
expand visibility,
improve
encouraging use of signalized
left
from
Randolph
to
Michigan
Avenue
accessibility for pedestrians and those accessing BMS
crosswalks.
Vehicles
block
intersection
at
12th
Improve LID on central island and add LID planter adjacent to BMS greening+the
Review
converting
two-way
stop use of signalized
Randolph,
preventing people on foot
sidewalk
area and
encouraging
crosswalks.
at 12th + Randolph to four-way
from crossing the street safely
PARTNERSHIP
PARTNERSHIP
OPPORTUNITY
OPPORTUNITY
PARTNERSHIP OPPORTUNITIES
PARTNERSHIP
OPPORTUNITIES
Potential collaboration with Brookland Middle
School for educational
and stewardship
Work with Brookland Middle School for LID
opportunities related to LID
andassociations
educationalfor
opportunities
Potential collaboration with local groups andmaintenance
neighborhood
traffic island
Work
with
local
neighborhood
associations
on
plantings and stewardship
traffic island plantings and stewardship
This recommendation will require further review and analysis by DDOT to determine
feasibility, funding, and implementation.
5-10
MICHIGAN AVENUE
+ PERRY STREET
RECOMMENDATIONS
Perform warrant study for HAWK

Signal at Michigan/Perry to
improve pedestrian visibility and
safe pedestrian crossings.
HAWK signal on
Georgia Avenue
(Google Street View)
PRELIMINARY ANALYSIS
Data collected and preliminary analysis of vehicular and pedestrian traffic volumes at
Michigan Avenue and Perry Street indicate that installing a HAWK signal would benefit
people walking across Michigan Avenue. DDOT Traffic Operations Administration is
conducting a warrant study to justify the placement of the HAWK signal.
WHAT IS A HAWK SIGNAL?
A HAWK (High-Intensity Activated

Crosswalk) signal is a signal beacon
designed specifically for pedestrians.
The signal works like other push-button
activated traffic signal by stopping traffic
with a red signal, allowing pedestrians to
cross with a walk signal.
ISSUES
Unsignalized crossings at Perry Street

and Quincy Street
Large number of people walking to
Turkey Thicket and Brookland Middle
School
Community safety concerns
5-11
13th STREET, TAYLOR STREET

+ MICHIGAN AVENUE
RECOMMENDATIONS
Improve pedestrian environment
and shorten intersection
crossings by expanding traffic
island and adding curb bump-out.
Repaint hi-visibility crosswalks,
add signage to make intersection
more clear
Enhanced striping, signage, and
traffic calming measures
Add east-west bicycle facility
along Taylor Street from South
Dakota Avenue and 12th Street
Improve enforcement of truck
traffic restrictions
Curb extensions
at an intersection
(Patrick Siegman)
AM PM
Pedestrians
27
Trucks
43
Other Vehicles 583
TAYLOR STREET CORRIDOR
For additional safety improvements

and traffic calming on Taylor Street,
please see the Taylor Street Corridor
recommendations
5-12
11
7
434
YOU TOLD US...
Frequent site of accidents. Lights and

intersections of streets are unclear,
creating high speed crashes.
All-around horrible intersection.

14th | 15th | FRANKLIN STREETS

+ BRENTWOOD ROAD
RECOMMENDATIONS
Add curb, gutter, and sidewalks
to north and south sides of
Brentwood Road
Shorten crosswalk distance at
Rhode Island Avenue/Franklin;
eliminate uncontrolled mid-block
crosswalks
Add Capital Bikeshare station
at 14th/Rhode Island Ave traffic
island
Add bike facilities to 14th Street
NE, expanding north-south
connections in the bicycle
network; climbing lane/sharrow
combination north of Franklin
Street
A parklet
(Nooni Reatig)
Review intersection signalization

for Franklin Street turning onto
Rhode Island Avenue
Add Gateway feature at Rhode
Island Ave/Franklin Street
Repurpose underutilized segment
of 15th Street to create larger,
programmable public space
PARTNERSHIP
OPPORTUNITY
15th Street at
Franklin Street
Northbound
Southbound
AM PM
11
10
13
14
Potential opportunities with Rhode Island Avenue Main Street and area developers to install
a parklet, Capital Bikeshare station, and neighborhood gateway feature.
5-13
BIKE LANE CONNECTION

4th STREET
RECOMMENDATIONS
Expand bike lane facilities on 4th Street to include Lincoln Road to Michigan
Avenue segment
Connect with existing bike lanes to the north on Harewood Road and south of
Lincoln Road
Conduct the necessary analysis related to a proposed lane reduction as needed.
5-foot bike lanes

Reduce from 4
lanes to 3
No parking
at all times
Existing Bike Lane

Planned Bike Facilities
NEW
Bike Facilities Proposed

in B-E Livability Study
Proposed Bikeshare
Station
RECOMMENDED
in previous/existing plans
moveDC Bike Master Plan
YOU TOLD US...
25 mph street but looks like 45 mph

street...make visually narrower for driver
who inadvertently speeds through.
Add bike lane to connect existing bike
lanes on 4th St NE.
5-14
HAMLIN STREET
PED-BIKE BRIDGE
RECOMMENDATIONS
Conduct feasibility study to
examine right-of-way, grade, and
construction issues
Identify potential funding
sources
Hamlin Street bike boulevard
with sharrows and wayfinding
signage
Additional connectivity and
wayfinding to the Metropolitan
Branch Trail
New Rhode Island Avenue

ped-bike bridge
(Ned Russell on Flickr)
RECOMMENDED
Brookland-CUA Metro
Station Small Area Plan
ISSUES
Currently there are only two primary east-west

crossings are available for pedestrians and
cyclists, Franklin and Monroe Streets
Improving neighborhood east-west connectivity
5-15
10th STREET | OTIS STREET +

BUNKER HILL ROAD
RECOMMENDATIONS
Add curb extensions on 10th
and Bunker Hill Road to shorten
crosswalk distances and slow
turning movements and vehicles.
Restripe and add hi-visibility
crosswalks (sitewide)
Install No Turn on Red sign on
southbound 10th Street at Bunker
Hill Road
Perform operational assessment
of Bunker Hill Road geometry,
configuration, and controls
between 10th Street and Michigan
Avenue
Optimize signal at 10th Street
and Michigan Avenue to improve
existing signal phases
Implement Low-Impact
Development (LID) along Bunker
Hill Road
ISSUES
Poor pedestrian connectivity at 10th and

Otis streets
Confusing for pedestrians
Wide, unregulated pavement on Bunker
Hill Road
Poor sight distance entering Michigan
Avenue
Confusing for drivers approaching from
the south along Bunker Hill Road
TRAFFIC COUNTS
10th Street NB at Michigan Avenue
Right Turn
Left Turn
Through
AM PM
55
122
79
121
59
124
10th Street SB at Otis Street

Buses
Other
Vehicles
AM PM
34
20
40
34
YOU TOLD US...
Drivers coming up to this intersection

from Bunker Hill Rd NE often run the
stop sign here, making crossing at the
crosswalk a little dangerous.
This recommendation will require further review and analysis by DDOT to determine
feasibility, funding, and implementation.
5-16
CORRIDOR IMPROVEMENTS
+ RECOMMENDATIONS
5-17
FRANKLIN STREET
CORRIDOR
RECOMMENDATIONS FROM FRANKLIN STREET SAFETY STUDY
10th STREET
Install new speed limit signage
Remove 4 parking spaces on the
east side of 10th Street NB
14th STREET
Install additional traffic signal
warning and regulatory signage
LINCOLN ROAD
Install rumble strips along
WB Franklin St approach
7th STREET
Install traffic signal mast arms
at EB & WB Franklin St
4th STREET
Add new advance
warning signage
6th STREET
Perform 4-way stop warrant/
traffic signal warrant
CORRIDOR MAP
Principal Arterial
Minor Arterial
Truck Restrictions
RECOMMENDED
DDOT Franklin Street Traffic Safety
Study (2015)
5-18
13th STREET
Add traffic signal mast arms
Review impacts of eliminating left
turns on adjacent intersections
15th STREET
Add Do not block intersection
signs on EB Franklin Street
12th STREET
Review warrant for left-turn phases
Install Hidden Driveway signage
17th STREET
Install additional 2-way stop signage
on NB & SB approaches of 17th St
Install new pedestrian crosswalk
signage on EB & WB approaches of
Franklin St
Perform warrant for a HAWK signal
18th STREET
Install new crosswalk signage on
EB & WB approaches
Install new traffic signal ahead
signage on EB Franklin St.
NEWTON STREET
CORRIDOR
RECOMMENDATIONS
Add bike boulevard on Newton

Street with striping and
wayfinding signage
Add public bike repair station at
Newton and 12th Street
Complete pedestrian network
with sidewalks from 15th to 16th
Street
More pedestrian and bike traffic
= more eyes on the street
Add curb extensions and bicycle
boxes at select intersections to
calm traffic and improve cyclist
visibility and accessibility
WHAT IS A BIKE
BOULEVARD?
A bike boulevard or
Neighborhood Bikeway is
a street that calms traffic
while making it safer to
walk or bike.
Features can include
chokers, curb extensions,
and sharrows.
Curb
Extension
Choker
CORRIDOR MAP
Principal Arterial
Truck + Bus Routes
Minor Arterial
Truck Restrictions
WHAT IS A BIKE
BOX?
PARTNERSHIP
OPPORTUNITY
YOU TOLD US...
Add sidewalks on south side of Newton

between 15th and 16th streets
Trucks on Newton Street
A bike box gives

bicyclists a place to wait
at a stoplight. It makes
them more visible and
gives them a head start
over motor traffic.
WHAT IS A BIKE
REPAIR STATION?
A bike repair station is

a public kiosk with tools
for people to repair their
bikes on the go.
5-19
TAYLOR STREET
CORRIDOR
RECOMMENDATIONS
RECOMMENDATIONS
12th STREET
Add sharrows on Taylor between
South Dakota and 12th Street
13th + TAYLOR STREETS
Add curb extensions
Improve truck traffic restrictions
Enhanced crosswalk striping
Review warrant for left-turn phases
Install Hidden Driveway signage
from 1300 block of Taylor Street

traffic calming request
13th PLACE
Remove one parking space from all
intersection approaches
Install all-way stop sign and NO
PARKING signs at Taylor Street
Replace DO NOT BLOCK
INTERSECTION signs
CORRIDOR MAP
Principal Arterial
Minor Arterial
Truck Restrictions
1100-1200 BLOCK
Install NO PARKING signs on
both sides of the street
10th STREET
Add curb bump-outs at
intersection
AM
PM
Westbound Vehicles 243 (91.4%) 274 (100%)

Westbound Trucks
23 (8.6%)
0
Eastbound Vehicles 181 (96.3%) 205 (98.1%)
Eastbound Trucks
7 (3.7%)
4 (1.9%)
YOU TOLD US...
Bike lane on Taylor and up Taylor st. hill.

Need to enforce no thru trucks on Taylor
between Michigan and South Dakota
5-20
Vehicular speeding is rampant on 140015oo block
LOW IMPACT
DEVELOPMENT +
GREENING
RECOMMENDATIONS
5-21
GREEN INFRASTRUCTURE
RECOMMENDATIONS
Green Infrastructure toolkit
Tools + Applicability
Figure 5-1: LID Concept image
Curb Extension/Flow
through planter
Vegetated curb extensions that protrude into the
street either mid-block or at an intersection. An inlet
or curb-cut directs runoff into the bump-out structure
where it can be stored, infiltrated, and taken up by the
plants. Excess runoff is permitted to leave the system.
In addition to managing stormwater, flow through
planters also help with traffic-calming and provide
for pedestrian safety by reducing the street crossing
distance.
Tree Box/Bioretention
Planter
Tree box bioretention planters are specialized planters

installed in the sidewalk designed to manage street
and sidewalk runoff. They fit well along sidewalks with
enough width (best if planters are at least 5w) and
those that lack mature canopy trees. Planters can be
long or short, depending upon available space and
utilities.
3.6 Green alley
permeable paveme
wITh Green InfrasTruCTure
Most blocks in the D

include alleys in the r
properties for service
The Districts alleys m
paved, gravel, or uni
and may not have dr
Stormwater runoff us
into the streets. Gre
with permeable pavi
provide pavement fo
access and reduce ru
Permeable Paving
5-22
Private Space
overflow draIn
Clean alley edGe
permeable pavemenT
Greening DC Streets Chapter 3
Driveway
Permeable Paving
drIveway
Pervious pavement is a specially designed pavement

system that allows water to infiltrate through the
pavement. This system provides the structural support
of conventional pavement but is made up of a porous
surface and an underground stone reservoir. It is most
appropriate for alleys and sidewalks when existing
utilities are not a major conflict.
Tools + Applicability
Figure 5-2: LID Concept Image
Bioswale/Rain Garden
Rain gardens are planted depressions that allow

rainwater to infiltrate into the soil. They fit well in any
unpaved right of way spaces such as parks, reservations, and areas behind sidewalks.
Tree infill
Urban trees play a large role in intercepting and slowing down stormwater and cooling high temperatures.
A fully leafed tree can intercept up to 60% of a 1/4
storm. Tree infill is appropriate along planting strips in
sidewalks where trees are missing and utilities do not
pose a conflict.
Impervious surface
removal
One of the simplest techniques for increasing permeable surfaces is to remove impervious surfaces. This
technique is appropriate in sidewalk zones along
major arterials and at large intersections where
more paving exists than is necessary for pedestrian
movement.
5-23
CHARACTER AREA RECOMMENDATIONS

In order to understand how to apply green infrastructure recommendations for various parts of the study
area, we have divided the site into different character
areas. The character areas are a combination of land
use, development density, right of way geometry, and
neighborhood anchors.
Residential Areas
Commercial
The residential portions of the study area are characterized by local or collector sized streets with single
or multi-family housing and alleys on the interior of
blocks. The storm water retention capabilities of
these local streets can be vastly improved by adding a
combination of curb extension/flow through planters;
pervious paving in parking lanes; and the removal of
excess impervious surface. Additionally, alleys can
be converted to pervious paving systems, and private
home owners can consider adding green roofs and
rain barrels to their homes.
The commercial portions of the study area include

both wide streets with ample right-of-way and more
narrow streets. Both types of commercial streets
typically contain tree boxes and street trees. Wider
streets offer room to construct bioretention tree
pits to collect and filter storm water, while narrower
streets may have to utilize pervious paving to accommodate healthy street tree growth and storm
water collection. Both streets can accommodate curb
extension/flow through planters. General tree infill
wherever street trees are lacking is recommended.
Traffic triangles and islands without significant utility
conflicts provide a great opportunity for rain gardens
or expanded bio-retention planters.
Institutional
Industrial
The Institutional portions of the study area, including

sites such as Trinity Washington Universitys campus
and the Franciscan Monastery, are characterized by
open space, walkways/access roads and parking lots.
The open space already provides substantial natural
storm water management and retention, but the large
parking lots and paths contribute to excess runoff.
Implementation of rain gardens and bioswale along
paths and adjacent to parking lots can capture and
retain a significant portion of the excess storm water.
Additionally, parking lots and paths can be converted
to permeable surfaces and excess impervious paving
can be removed.
The industrial portions of the study area contain

large amounts of impervious surface. While the areas
often support heavy truck usage and parking, the
addition of informal rain gardens along the exterior of
paved areas will contribute to significant storm water
capture and treatment of possible pollutants. Excess
impervious pavement can be removed and pervious
paving can be applied to alleys to increase drainage
and stormwater capture.
5-24
Figure 5-3: Character Area Map
Taylor St
ve
nA
ga
chi
Mi
4th St
12th St
Monroe St
Franklin St
Rho
nd
la
e Is
Ave
5-25
PRIORITIZING RECOMMENDATIONS
One of the factors in determining where green
infrastructure improvements should be focused is to
understand which locations will have the most impact.
Some locations will have a bigger impact than others.
The following factors were analyzed:
Topography
Brookland Small Area Plan
A majority of stormwater runoff flows downhill,

concentrating in the central southern portion of the
study area, and at nodes to the north, east and west.
The Brookland Small Area plan identified priority

areas for public space improvements. Those include:

Mixed-use transit-oriented community civic core

with arts elements
Impervious Surfaces
Monroe Street as primary east-west connector

with mixed-use development
12th Street as revitalized and strengthened main

street for Brookland
Gateways and arrival points along Monroe Street

at Michigan Avenue and 12th Street
The highest concentration of impervious surface

is in the central southern portion of the study area
occupied by industrial lots and large parking lots along
Rhode Island Ave.
Sewersheds
The study area contributes to both the older combined sewer system and the newer separated storm
sewer system. The south western portion of the
study area contributes to the occurrence of combined
sewer outflows during storms.
5-26
Figure 5-4: Prioritization Recommendations Map

Michigan/14th
Gateway/ Intersection Node Improvements
Michigan/Taylor/13th
Taylor St
Corridor Improvements Identified

in Small Area Plan
Michigan/Randolph/12th
Otis/Bunker Hill/10th
chi
4th St
Lower 12th
12th St
Mi
Monroe/8th/9th
Monroe St
e
Av
an
Franklin/Lincoln
Franklin/15th
Reed
Franklin
St
Rho
nd
la
e Is
Ave
Implementation of green infrastructure strategies within

the Small Area Plan framework and will contribute to both
stormwater management and high-profile community
improvement.
5-27
SPECIFIC
RECOMMENDATIONS BY
AREA
Figure 5-5: Otis/Bunker Hill/10th Streets
The following figures provide

conceptual recommendations for the
gateway/intersection nodes and corridors identified as priorities through
analysis and public feed back. The
Green Infrastructure toolkit provides a
range of solutions to best fit the varied
stormwater conditions of each area. Individual Green Infrastructure elements
help retain and treat stormwater at a
local level, which helps reduce strain
on the broader stormwater management system.
Explore possibility of installing a bioswale or rain garden in the triangular island created by the
Bunker Hill Road slip lane.
Existing Sewer Inlet

Stormwater Flow Line
Green Infrastructure Opportunity
Green Infrastructure Toolkit Solution
5-28
Figure 5-6: Michigan/Taylor/13th Streets
Explore possibility of installing bioretention planters in the new sidewalk areas proposed along Taylor and 13th Streets.
14TH STREET
Figure 5-7: Michigan/14th Streets
MICHIGAN AVENUE
Replace painted striped area along Michigan Avenue with curb extension/flow through planters.
5-29
Figure 5-8: Franklin Street/Lincoln Road
AD
LN
OR
RO
CO
LI
FRANKLIN STREET
SIDEWALK ZONE
Remove the right turn slip lane from Franklin Street onto Lincoln Road. Remove brick paving in the island and replace with green areapossible a rain
garden if utilities allow. Explore possibility of bioretention planters along Lincoln Road adjacent to Edgewood Playground.
REED ST
Figure 5-9: Reed Street
NU
E
AV
E IS
OD
RH
D
AN
Reed Street functions as an industrial access road, but is important in the amount of stormwater directed into it from large warehouse buildings
adjacent to it. Recommend repaving Reed Street with some kind of permeable pavement, possibly a central permeable strip down the middle of the
road to alleviate some of the reported flooding that happens in this area.
5-30
Figure 5-10: Monroe/8th/9th Streets
9TH STREET
8TH STREET
MONROE STREET
Install a curb extension/flow through planters in the striped painted areas on the south edge of Monroe Street between 8th and 9th Streets on either
side of the bridge.
Figure 5-11: Franklin/15th Streets
Remove of 15th Street between Franklin and Rhode Island Avenue. Explore possibility of installing a rain garden in the southern end of this area. Install
bioretention planters along the sidewalks of Franklin Street and 15th Street.
5-31
Figure 5-12: Michigan Avenue/Randolph/12th Streets
Explore possibility of installing a bioswale or bioretention planter in the wide area along Michigan Avenue in front of the middle school. Locate
new bioretention planters in the areas proposed for sidewalk extensions along Randolph and 12th Streets.
Michigan Avenue/Randolph
Street
12th Street
Bioretention tree boxes that capture and retain
stormwater along 12th Street
Randolph Street narrowed to one lane
Bioretention tree boxes that capture and retain

stormwater along Randolph Street
Curbed pedestrian refuge in the median portion

of the crosswalk
Extensive rain garden along Michigan Ave with

an edging fence to encourage pedestrians and
school children to use the designated crosswalks
Green infrastructure and healthy trees act as an

inviting gateway to the 12th street corridor
The rain garden can provide the middle school

with an educational tool
5-32
Figure 5-13: Michigan Avenue/Randolph Street Visualization
View from west corner of Randolph and 12th Streets looking towards the Brookland Education Campus
Figure 5-14: 12th Street Visualization
View from east corner of Randolph and 12th Streets looking north towards Michigan Ave
5-33
Figure 5-15: Lower 12th Street, Typical Cross Street Curb Extension
CURB EXTENSION
AFTER Green Infrastructure Improvements
Add curb extensions to narrow crossing distance for

pedestrians walking along 12th Street. Bioretention
incorporated into the curb extensions in front of
storm drains can capture and retain storm water
flowing down towards 12th Street from the east or off
of 12th Street to the west.
BEFORE Green Infrastructure Improvements
5-34
Figure 5-16: Lower 12th Street, Typical Street Bioretention Tree Box
PERVIOUS PAVEMENT WITH

CONTINUOUS SOIL VOLUMES
BIORETENTION
PLANTERS
AFTER Green Infrastructure Improvements
The Brookland Small Area Plan envisioned a revitalized 12th Street that functions as a main street for the
neighborhood. This plan recommends continuing the
streetscape imrpovements started in the northern
end of 12th Street all the way down to Rhode Iasland
Avenue. The incorporation of bioretention tree
boxes into the streetscape will enhance stormwater
retention and the health of future trees. A continuous
soil zone topped with pervious paving in the spaces
between trees can expand the soil volume accessible
to the roots of trees. A paved step-out zone adjacent
to the street allows residents and vistors to access
parked cars. The addition of bioretention tree boxes
will not only improve stormwater management, but
also improve the attractiveness, feel and vitality fo the
corridor.
BEFORE Green Infrastructure Improvements
5-35
5-36
Implementation
TIMELINE AND PHASING
This chapter outlines phasing and cost estimates for
implementation of the Brookland-Edgewood Livability Study
recommendations. It also identifies performance metrics for
measuring the outcomes of the plan.
Recommendations identified as near-term projectssuch
as signage and striping improvementscan be completed
through existing safety, asset management, and maintenance
programs within DDOT. As noted in the report, some of the
mid- and long-term recommendations will require additional
review and analysis by DDOT to determine feasibility, funding
and implementation.
Several of the recommendations will be reviewed and
may implement through current DDOT programs such as
the Citywide Signal Optimization Plan and DDOTs Vision
Zero Initiative. Additionally, this chapter outlines potential
partnership opportunities for community stakeholders to
actively engage in implementation or stewardship efforts
related to local improvements and livability amenities outlined
in the study recommendations.
6-1
NEAR-TERM
(12-24 MONTHS)
PHASED
IMPLEMENTATION
BIKE FACILITIES
Newton Street
Monroe Street
2nd + 3rd Streets
STRIPING + SIGNAGE IMPROVEMENTS
Area-wide
TRAFFIC CALMING
Taylor Street
Franklin Street
Newton Street
SIGNAL REVIEW + OPTIMIZATION
Area-wide (to begin December 2015)
SIDEWALK REPAIRS
Area-wide
(ONGOING + COMMUNITY-DRIVEN)
SIGNAL WARRANT STUDY

Monroe + 8th Street
6-2
HAWK SIGNAL WARRANT ANALYSIS

Michigan Avenue + Perry Street
NEW SIDEWALKS
Will be prioritized per the DC Priority
Sidewalk Assurance Act of 2010:
3900-4100 block 14th Street
1300, 1600 blocks Randolph Street
800 block Michigan Avenue
100 block Franklin Street
900, 1400-1600 blocks Girard Street
2500-2700, 2900-3200 blocks 9th Street
3000 block 13th Street
2800-3000, 3200 blocks 15th Street
1400, 1700 blocks Hamlin Street
1600 block Jackson Street
Brentwood Road
Lincoln Road
BICYCLE REPAIR STATION

12th + Newton
GATEWAY FEATURE
15th + Rhode Island
CAPITAL BIKESHARE STATION

14th + Rhode Island
LID + GREENING MAINTENANCE/

STEWARDSHIP
MID-TERM
(2-4 YEARS)
PHASED
IMPLEMENTATION
SIDEWALK REPAIRS
Area-wide
STOP SIGN WARRANTS/REVIEW

Area-wide
BIKE FACILITIES
4th Street
14th Street
Hamlin Street
CURB EXTENSIONS
10th + Bunker Hill
12th + Newton
12th + Randolph
13th + Taylor
CAPITAL BIKESHARE STATIONS

4th + Franklin
7th + Franklin
15th + Franklin
16th + Monroe
HAMLIN STREET BIKE-PED BRIDGE
Conduct feasibility study
STREET LIGHT IMPROVEMENTS

Site-specific
LONG-TERM
(4+ YEARS)
HAWK SIGNAL WARRANT ANALYSIS

17th + Franklin
PARKING MANAGEMENT
Metered parking on commercial
blocks
Commercial loading zone
improvements
NEW SIGNAL WARRANT ANALYSIS

Michigan Avenue + Trinity
Washington University service drive
LOW-IMPACT DEVELOPMENT
15th, Rhode Island + Franklin
Otis, Bunker Hill + 10th
Michigan, Randolph + 12th
14th + Michigan
6-3
PLAN + PROJECT COORDINATION

MoveDC Long-Range
Transportation Plan
The moveDC Plan outlines a 25-year vision and plan for

expanding transportation choices and improving the
reliability of all transportation modes in Washington,
D.C. The public involvement process for moveDC was
far reaching and unprecedented.. When the plan was
released in October 2014, DDOT released a 2-Year
Action Plan which outlines 36 specific actions for
implementation. The moveDC plan is primarily DDOTs
plan, but the planning process included other District
and regional agencies and some of the implementation
actions will require coordination and collaboration.
Recommendations from the Brookland-Edgewood
Livability Study will help accomplish many of the
goals set out in the moveDC plan. MoveDC also
provides framework for measuring the performance
of transportation improvements in the study area and
citywide. Please see the Performance Metrics section of
this chapter for a detailed breakdown of the goals and
performance metrics.
6-4
DDOT Citywide Signal

Optimization Plan
DDOT is currently in the middle of a 5-year project to
facilitate a comprehensive signal optimization of the
Districts 1,600 traffic signals. The first phase of the
signal optimization project was completed in late 2013.
That initial phase of the project included upgrading
signal software and updating signal and pedestrian
clearance times to be compliant with the Manual on
Uniform Traffic Control Devices (MUTCD). Following
phases will include signal and software optimization,
data collection and inventory, and performance
evaluations throughout the District.
The goal of signal optimization is to make District traffic
signals safer for pedestrians, reduce delays and improve
overall traffic flow, and reduce vehicular emissions. It will
also help mitigate conflicts between different modes,
and address regional growth and changes in travel
patterns.
DDOT anticipates that signal optimization for the
Brookland and Edgewood neighborhoods will occur
in late 2015 or early 2016. Recommendations and
observations from the Brookland-Edgewood Livability
Study will be reviewed in coordination with the signal
optimization for these areas.
DDOT Vision Zero Initiative

DDOTs Vision Zero Initiative sets an objective for the year 2024, wherein
Washington, DC will reach zero fatalities and serious injuries to travelers of
our transportation system, through more effective use of data, education,
enforcement, and engineering.
Vision Zero is a part of Mayor Bowsers response to the US Department of
Transportations Mayors Challenge for Safer People and Safer Streets, which
aims to improve pedestrian and bicycle transportation safety by showcasing
effective local actions, empowering local leaders to take action, and promoting
partnerships to advance pedestrian and bicycle safety.
Vision Zero requires an all-hands-on-deck approach. More than 20 District government agencies are engaged in
the Vision Zero Initiative, including DDOT, Department of Public Works, the Deputy Mayor for Health and Human
Services, Metropolitan Police Department, DC Taxi Cab Commission, the Department of Motor Vehicles, the DC
Office on Aging, DC Public Schools, Fire and Emergency Medical Services, Homeland Security and Management,
Office of Unified Communications, Department of Health, the Office of the Attorney General, Office of the Chief
Technology Officer, Office of Disability Rights, Office of Planning, Office of the City Administrator, Office of the
State Superintendent of Education, the Deputy Mayor for Education, Office of Policy and Legislative Affairs, and the
Deputy Mayor for Planning and Economic Development.
A number of near-term improvements for striping, signage and safety improvements outlined in the BrooklandEdgewood Livability Study were submitted for implementation as part of a safety blitz for the Vision Zero Initiative
in June 2015. DDOT will continue to coordinate study recommendations with forthcoming implementation efforts
as part of the Vision Zero Initiative.
6-5
COST ESTIMATES
A planning-level, order-of-magnitude cost estimate was developed for the study recommendations listed below.
The costs reflect the conceptual nature of the work to date, which is 15% design. These cost estimates help DDOT
prioritize funding and phase next steps in the project development stage of these recommendations, whether
further analysis, environmental review or implementation.
Cost estimates for this study were compiled using unit costs following DDOT standards and utilizing the AASHTO
Historical Price List (2010-2014). Estimates include the following allowances:
5 percent for landscaping
5 percent for erosion and sediment control during construction
15 percent for drainage and utility relocation
10 percent for maintenance of traffic during construction
25 percent design contingency, to reflect the conceptual nature of the design
10 percent for construction mobilization
The estimates do not include other projects costs such as additional planning and engineering, overhead, profit and
fees, contractors contingency, or escalation beyond 2014 dollars.
Intersection + Corridor Cost Estimates

INTERSECTION + CORRIDOR RECOMMENDATIONS
PLANNING - LEVEL COST ESTIMATE

$ 104,041.02
10th Street, Bunker Hill Road, and Otis Street
$ 250,000.00
Michigan & Perry
$ 90,544.85
12th, Randolph, and Michigan
$ 96,117.15
13th, Taylor, and Michigan
$ 187,619.06
14th, 15th, and Franklin Streets and Brentwood Road
$ 88,227.15
Newton Street Corridor
$ 107,420.42
Taylor Street Corridor
$ 300,350.35
Franklin Street Corridor

4th Street
$ 29,852.38
SUBTOTAL
$1,254,172.38
6-6
Green Infrastructure + Low Impact Development Cost Estimates

INTERSECTION/CORRIDOR
PLANNING - LEVEL COST ESTIMATE
Otis/Bunker Hill/10th Street
$33,250
Michigan/Taylor/13th
$16,800
Michigan/14th
$27,000
Franklin/Lincoln
$121,600
Reed Street
$70,400
Monroe/8th/9th
$26,900
Franklin/15th
$152,800
Michigan/Randolph/12th
$152,800
Lower 12th - Typical Cross Street (2 Curb Extensions)
$16,900
$4,800
Lower 12th - Typical Street (1 Example Planter)
SUBTOTAL
TOTAL COST ESTIMATE
$623,250
$1,877,422.38
Note: Since plans are not based on actual survey information, cost estimates are opinions only for budgeting
purposes. No utility work is assumed as a part of this cost estimate, so a higher than average contingency is assumed.
6-7
PERFORMANCE METRICS
Performance metrics are an important way to measure the success of recommendations in this plan after they are
implemented. The following is a list of performance goals and metrics that follow those laid out in the Districts
MoveDC Long-Range Transportation Plan.
Performance measures used for evaluation include traditional transportation metrics as well as those pertaining to
the long-term health and success of the areaand the city as a vibrant, growing urban community.
Performance Measures
Qualitative
Quantitative
Baseline
Post
Baseline
Post
MoveDC Sustainability and Health Goal: Achieve 75% of all commute trips in the District by non-auto modes.
Increase non-auto
mode split
Current percentage
of daily non-auto trips
(transit, bicycling,
walking)
Forecast percentage
of daily non-auto trips
(transit, bicycling,
walking)
Increase access to
parks and green space
Number of new onstreet bicycle facilities

and trails within 100
feet of parks and
green space
Number of new onstreet bicycle facilities

and trails within 100
feet of parks and
green space
Encourage active
transportation for
health benefits
Reduce air and water
quality impacts of
transportation
Presence of policies and programs that educate or

encourage active transportation
Vehicle miles traveled
and number of vehicle
trips
Freight congestion
Prepare the
transportation
system for changing
environmental and
climate conditions
Mileage of new
facilities in flood
zones (transit
investments, bicycle
facilities, streets, and
bridges)
Change in vehicle
miles traveled and
number of vehicle
trips
Reduced freight
congestion
Mileage of new
facilities in flood
zones (transit
facilities, streets, and
bridges)
MoveDC Accessibility and Mobility Goal: Maximize system reliability and capacity for moving people and goods
Increase the personcarrying capacity of
the transportation
system
Peak-period
person-carrying link
capacity Districtwide
(Metrorail, highcapacity transit
including streetcar,
water transit, bicycle
facilities, streets)
Shift in peak hour
trips to non-peak
hours
Change in peakperiod personcarrying link

capacity Districtwide
(Metrorail, highcapacity transit
including streetcar,
water transit, bicycle
facilities, streets)
Support for commuter and regional rail services
Shift in peak hour

trips to non-peak
hours
Improve system
reliability
Presence of policies and technologies that improve

the ability to react to incidents
Presence of policies that enhance the movement of
goods
6-8
Qualitative
Quantitative
Baseline
Post
Baseline
Post
Reduce financial
barriers to the lowestincome transportation
system users
Presence of policies that directly reduce costs or

financial barriers for using transportation options
Accommodate the
movement and
management of
freight and goods
Presence of new modes (transit or bicycling) on

existing freight routes
Presence of policies and programs that improve
conditions for goods delivery and commercial service
Presence of policies that support alternative freight
movement strategies
Integrate the Districts

transportation system
with the region
Number of
connections to
planned regional
facilities (transit
facilities, managed
lanes, freight routes)
Number of
connections to
planned regional
facilities (transit
facilities, managed
lanes, freight routes)
MoveDC Neighborhood Accessibility and Connectivity Goal:

Support neighborhood vitality and economic development
Percent of forecast
2040 population with
access to facilities
(Metro station or bus
within 7.5-minute
walk; bicycle lane
or cycletrack within
2-minute ride)
Percent of forecast
2040 population with
access to facilities
(Metro station or bus
within 7.5-minute
walk; bicycle lane
or cycletrack within
2-minute ride)
Availability of onstreet parking in all

areas of the city
Increased availability
of on-street parking in
all areas of the city
Increase the number

of transportation
choices for travel
between city
neighborhoods
Travelshed of new
transportation
facilities
Travelshed of new
transportation
facilities
ADA compliance of
the pedestrian system
ADA compliance of
the pedestrian system
Increase
transportation
availability to
population centers
and jobs, schools,
amenities, and
services
Number of
population,
employment, and
mixed-use centers
within 100 feet of
new transportation
facilities
Number of
population,
employment, and
mixed-use centers
within 100 feet of
new transportation
facilities
Increase
transportation
availability to
economically
challenged
or targeted
redevelopment areas
Number of Targeted
Redevelopment
Areas and lowincome census tracts
within 100 feet of
new transportation
facilities
Number of Targeted
Redevelopment
Areas and lowincome census tracts
within 100 feet of
new transportation
facilities
Increase the coverage

of all modal networks
throughout the
District
6-9
Qualitative
Quantitative
Baseline
Post
Baseline
Post
MoveDC Safety and Security Goal + Vision Zero Initiative: Achieve zero fatalities and serious injuries to travelers using the
Districts transportation system by 2024, through more effective use of data, education, enforcement, and engineering.
Improve safety for all
users
Number of improved
crash locations within
100 feet of each
approach
Number of improved
crash locations within
100 feet of each
approach
Expand sidewalk
network
Level of sidewalk
investment
Level of sidewalk
investment
Maintain ability to
evacuate the District
in case of emergency
Change in peak
period personcarrying link capacity
along evacuation
routes (transit, bicycle
facilities, and streets)
Change in peak
period personcarrying link capacity
along evacuation
routes (transit, bicycle
facilities, and streets)
Presence of policies that assign modal priorities to

streets, encourage safety, and enforce laws
Subjective assessment of security impacts
Preserve security
of key functions
without impacting the
transportation system
MoveDC Public Space Goal: Protect and enhance Washington D.C.s historic landscapes and quality
of neighborhood public space
Protect and enhance
important corridors
and urban landscapes
Make streets
functional, beautiful,
and walkable
Presence of policies that improve the attractiveness

or make better use of public spaces
Level of sidewalk
investment
Level of sidewalk
investment
Increase tree
coverage
Presence of policies that set modal priorities, increase

efficiency, repurpose under-used rights-of-ways,
improve the attractiveness of streets, and reduce the
number of trucks occupying curb space
Presence of policies that encourage tree planting in
public space
MoveDC Preservation Goal : Maximize reliability for all District transportation infrastructure
by investing in maintenance and asset management
Maintain
infrastructure at a
state of good repair
(SOGR)
Amount of new
infrastructure
Amount of new
infrastructure
Presence of policies that prioritize SOGR

Presence of policies and programs to decrease
vehicle-miles traveled for commercial vehicles
Investments in and presence of policies for inspection
of District bridges
MoveDC Funding and Financing Goal: Invest in transportation to achieve outcomes within plan horizon
Secure adequate
revenues for
transportation
6-10
Comparison of
available revenue and
moveDC cost
Comparison of
available revenue and
moveDC cost
THIS PAGE LEFT BLANK

INTENTIONALLY
6-11
6-12
BROOKLAND-EDGEWOOD
LIVABILITY STUDY
AUGUST 2015
APPENDICES
ii
DISTRICT OF COLUMBIA DEPARTMENT OF TRANSPORTATION
APPENDIX A:
Previous Plans + Studies
PREVIOUS PLANS AND STUDIES
The Brookland-Edgewood communities have been the focus of other studies designed to improve traffic safety
conditions, increase pedestrian and bicycle activity, and improve the streetscape of the area. These studies include:
MoveDC, Brookland Multi-modal and Transportation Streetscape Study, Brookland/ CUA Small Area Plan, Edgewood Rd. NE Roadway Safety Audit, Franklin St. NE. Traffic Safety Study, and multiple Safe Routes to School plans.
These existing studies provide data and information utilized in the development of concepts and recommendations
for the Brookland-Edgewood Livability Study. The following pages present a summary of the previous plans and
studies.
Figure A-1: Previous Plans and Studies
A-1
MoveDC Multimodal Plan (2014)

MoveDC is the Districts comprehensive long-range
multimodal plan to guide transportation investments
through 2040. It sets forth seven city-wide objectives:
Sustainability and Health: Achieving 75% of all
commute trips in the District by non-auto modes
Citywide accessibility and mobility: Maximizing
system reliability and capacity for moving people
and goods
Neighborhood accessibility and connectivity:
Supporting neighborhood vitality and economic
development
Safety and security: Achieving zero fatalities and
serious injuries on the District transportation
network
Public space: Reinforcing D.C.s historic landscapes

and quality of neighborhood public space
Preservation: Maximizing reliability for all District
transportation infrastructure in maintenance investment and asset management
Funding and financing: Investing in transportation to
achieve outcomes within the plan horizon
A critical accomplishment of MoveDC was to approach
the city not as a series of individual corridors, but as an
integrated network. While nearly every street in the
District of Columbia must be safe and accessible for
pedestrians, bicycles, transit and vehicles, some streets
are specifically called out for a higher level of accommodation for certain modes. For example, while bicycles
must be safely accommodated on all streets, some
corridors contribute to an enhanced bicycle network
where a higher quality of bicycle facility is anticipated
Figure A-2: MoveDC Multimodal Plan
A-2
and expected such as bicycle lanes, protected cycle

tracks, or off street trails.
Figure A-2 shows a portion of the Northern Area Plan
from MoveDC and the multimodal improvements
planned within the Brookland-Edgewood Livability
study area to deliver a high quality, complete city-wide
network.
MoveDCs goals and objectives include increasing
neighborhood accessibility and connectivity by increasing the coverage of all modal networks throughout the
District and increasing the number of transportation
choices for travel between city neighborhoods.
Significant transportation improvements called for in
MoveDC include:
Bike lanes and cycle tracks for Monroe Street NE
and Taylor Street NE
High capacity transit, traveling in shared lanes, on
Michigan Avenue NE from South Dakota Avenue
NE to Columbia Heights and Mount Pleasant.
A cycle track on South Dakota Avenue NE linking all
of northeast DC west of the Anacostia River
A walking trail connecting 4th Street NE to Harewood Road NE
Shared-use trails along 9th Street/John McCormack
Road from Fort Totten Metro Station to Takoma
Park
District of Columbia Strategic

Highway Safety Plan (2014)
The Strategic Highway Safety Plan (SHSP) is a comprehensive transportation safety plan based on safety
data and developed in consultation with a broad range
of safety stakeholders. The purpose of the SHSP is
to update the Districts key safety needs and guide
investment decisions to achieve further reductions
in traffic crashes and their severity for all users of
the Districts transportation system. The vision of the
SHSP states that the District of Columbia will achieve
a safe and efficient transportation system that has zero
traffic-related deaths.
The Strategic Highway Safety Plan includes strategies
in numerous emphasis areas that affect highway safety
and address the Four EsEngineering, Enforcement,
Education, and Emergency Medical Services (EMS). The
District SHSP includes measurable goals and objectives
in each of the critical emphasis areas (CEAs), enabling
the District to track the status of implementation efforts
and monitor progress. The SHSP describes a program
of strategies to reduce or eliminate safety hazards in
the District. High priority is given to those strategies
that can significantly reduce roadway fatalities and
serious injuries. The SHSP is updated on a 5-year basis.
To review the SHSP recommendations, visit: www.
ddot-hso.com.
High frequency bus service along 12th Street NE and

South Dakota Avenue NE
Proposed cycle track for Rhode Island Avenue NE
corridor
A-3
PREVIOUS TRANSPORTATION AND PLANNING STUDIES

Four existing studies, including a conceptual plan, for the Brookland and Edgewood communities were examined to
identify key areas for improvement in the Brookland-Edgewood Livability Study area. Information from the existing
plans will be used to build the framework for the Livability Study.
Brookland Multimodal Transportation and Streetscape Study (2007)

PURPOSE
The Brookland Multimodal Transportation and Streetscape Study reviewed transportation and public realm existing
conditions and proposed recommendations for transportation enhancements, innovative streetscape designs, and
improving pedestrian and vehicular safety. The study area included the 12th Street NE, Monroe Street NE and Michigan Avenue NE corridors. Additionally, the study area was divided into seven sub-districts based on their character,
predominant use, and location within the study area.
As a result of the public meeting and site visits, the Streetscape Study identified roadway conditions, signage issues,
and traffic hazards for major intersections and corridors that are in the BrooklandEdgewood study area. The main
issues disclosed as a result of the public feedback were:
Speeding
No bicycle lanes within the Brookland study
Uneven sidewalks
Inadequate pedestrian passes for the Metro area
Dim street lights at night
The study team conducted an existing conditions site assessment, inventoried 14 traffic signal locations for measuring turning movement counts (TMCs) during peak hours, and generated a traffic analysis for each intersection
identified from DDOT and the community.
A-4
Highest number of accidents occurred along

intersections at the Michigan, Franklin and 12th
Street corridors.
Examples of infrastructure that was recommended for

improvement included:
Potholes and rutting in the street
Fading crosswalks
Pedestrian pathways not being ADA compliant
Signage,
The study highlighted both general short-term and

long-term recommendations for the area which
included
Repainting of crosswalks and pavement markings
Confusing roadway geometry at certain

intersections
Increasing pedestrian access to the Metro station

Increasing off-street parking in the commercial
section of the 12th Street corridor
Lack of pedestrian and bike access to the Metro

General traffic concerns throughout the study area
were highlighted:
Designating truck loading zones and consistent

truck prohibition signs
High volumes of traffic congestion at key

intersections
Making pedestrian crosswalks ADA compliant

Expanding Zipcar/Bikeshare and bike lanes
Trucks blocking traffic while loading
Adding bike racks and bus shelters at the Metro

station
Speeding in the neighborhood

Intersections along the corridor ranged from
moderate to poor LOS conditions
Many of the intersections in the Michigan Avenue
corridor are congested and a high volume of traffic
encompassed the area
Implementing LID during landscaping

Improved road geometry
The table below details more specific intersection
related improvements including their progress to-date
and if the recommendation is still applicable:
Figure A-3: Intersection Related Improvements

Location
Improvement
Implemented
Applicable
12 St at Otis & Newton St.
Bulb Outs
Yes
Michigan/Randolph/12th St
Intersection modification
No
Bulb Outs
Yes
Monroe St between 9 & 12
Restripe to provide bike

lane, parking zone and bulb
outs
Yes -Partial
Monroe St between 8th St &

Michigan Ave
Bicycle lane, eastbound

parking zone,
Yes - Partial
Newton St between 12th St &

Metro Station
Sidewalk/connection improvements
Yes
Study Area Traffic Signal Upgrades
Signal heads, poles etc
Varied
Yes
Traffic Calming 4-way stops
Installation of 4-way stops
Varied
Yes
Michigan Ave at 13 St/Taylor

St
Coordinated traffic signal
Yes
Geometry Modifications
No
Yes
Truck Prohibition Signage
Consistent signage
No
Yes
th
12
th
St at Quincy St
th
th
th
Yes
Yes
A-5
FREIGHT AND DELIVERY

In addition to their benefits, trucks also pose challenges
to traffic and roadway conditions in the study area such
as
Safety issues associated with speeding and
traffic violations of trucks in the area
Trucks double park, contributing to traffic
congestion and making it difficult for pedestrians to cross the street
Industrial trucks found in the study area, such
as the Fort Totten Trash Transfer Station and
the Concrete Facility adjacent to the Fort
Totten Transfer Station increase traffic close to
residential areas such as Taylor Road
Cut through truck traffic is an issue in the area
of Rhode Island Avenue, at Newton Street, Otis
Street, and Bunker Hill Road.
Brookland/CUA Metro Station

Small Area Plan (DC Office of
Planning, 2009)
OVERVIEW
The Brookland CUA Metro Station Small Area Plan was
developed by the Office of Planning to guide future
development in the stations vicinity that respects
the neighborhood character but also mitigates traffic
impacts while improving connectivity throughout the
neighborhood. An in-depth transportation study was
conducted which detailed existing conditions analysis
showing problem areas for traffic patterns and traffic
signals as well as pedestrian, bicycle, and transit connectivity. This study provides information regarding historic
conditions and context for the public right of way and
roads.
Feedback from the public meetings as well as recent

communications to DDOT from the community highlights that truck traffic is still a significant issue within
the study area and is very much an area of concern.
Figure A-4: Study Area for the Brookland/CUA Small Area Plan (DC Office of Planning)
A-6
KEY ISSUES IDENTIFIED
RECOMMENDATIONS
Poor intersection level of service, complex geometric design
The following general recommendations were provided:
High parking demands along the neighborhoods

major corridors and intersections
Improve unsafe intersections, poor sidewalks, badly

timed traffic signals, and pedestrian sidewalks that
are not ADA compliant
Disruption of the street network by rail tracks

impeding east west flow of traffic
Increase bike facilities in key corridors like Monroe

and 12th street and in transit locations
Limited bicycle facilities
Reconfigure the station for better pedestrian

access, especially for those with limited mobility
Pedestrian challenges with walkability lack of

connections, poorly timed signals, and unsafe
intersections
Increase off-street parking spaces

Streetscaping to improve walkability, mobility,
lighting, LID implementation
The table below details more specific transportation
related improvements including their progress to-date
(as per Office of Planning) and if the recommendation is
still applicable within the study area:
Figure A-5: Intersection Improvement Updates

Location
Improvement
Implemented
12 St at Otis & Newton St.
Bulb Outs
Yes
System-wide
ADA enhancements - Curb

ramps, tactile warnings
Yes
12th St at Quincy St
Bulb Outs
Yes
Monroe St between Michigan &

12th
Raised medians
Partial - painted
medians
th
12th St between Perry St &

Michigan
Applicable
Yes
Yes
Yes
Bicycle Lanes
Monroe St/Michigan Ave
Realignment of intersection
No
Yes
System-wide
Advanced stop lines/walk

signals
No
Yes
System-wide
Shuttle coordination
No
Yes
Parking enhancements
- 12th Street corridor
No
Yes
- Extend 2hr RPP
No
Yes
- Extend meter times
No
Yes
- Create parking district
No
Yes
Wider Sidewalks
-12th Street
Yes
Yes
8th St Extended
Monroe to Michigan
No
No
7 St Extended
Monroe to Catholic University
No
Yes
Pedestrian Bridge
Kearny St & Hamlin St
No
Yes
th
A-7
Roadway Safety Audit for

Edgewood Street NE (DDOT,
2014)
motorists visibility to see pedestrians

crossing the street
o Motorists were seen illegally parking their
cars on the street in the school zone
during morning and evening peak hours
OVERVIEW
The Roadway Safety Audit for Edgewood Street NE
identified intersections on Edgewood Street with high
pedestrian and vehicular crashes to develop safety
measures for the area. Edgewood residents complained
about traffic safety as it relates to pedestrians, cyclists
and school children, and illegal parking activities. Additionally, heavy pedestrian activity happens during school
drop-off and pick-up periods due to four schools having
close proximity to Edgewood Street. As a result, DDOT
performed a Road Safety Audit (RSA) and developed a
team to investigate the Edgewood area to develop and
recommend safety improvements.
o Drop-off and pick-up areas are not clearly

defined, compounding the congestion
from illegal parking
o
Cars were parked in bus zones during

morning peak hours, backing up traffic
o School buses were seen traveling in the

wrong lane
o Motorists were seen not yielding to
pedestrians crossing the street.
Pedestrian issues
o Pedestrian ramps were not in ADA compliance and no parking signs were located
in the school zone to dissuade motorists
from parking in pedestrian areas
SAFETY ISSUES
The RSA team observed traffic activity along this
intersection with the following findings:
Traffic and parking violations

o Motorists were seen parking near the
pedestrian crosswalk, blocking other
Also, sidewalks were too narrow or

missing at the pedestrian ramp
o Pavement marks in this intersection need

to be repainted.
The RSA team met with ANC leaders, school personnel, and local residents to discuss their recommendations.
The table below details more specific transportation related improvements including progress to-date and if the
recommendation is still applicable:
Figure A-6: RSA Traffic Improvements

Location
Improvement
Implemented
Applicable
School Access Edgewood St
No Parking Signage
No
Yes
Edgewood Street
MPD Enforcement
Yes
Yes
Edgewood Street
Change to one-way EB during
No
Yes
No
Yes
No
Yes
No
Yes
school drop-off/pick-up
School Area
Valet System during drop-off/

pick-up activity
Rhode Island Ave Lot
Valet System during drop-off/

pick-up activity
School Area
-Park & Walk program

-Walking School Bus
Edgewood Street
Relocate WMATA bus stops
No
Yes
School Area
-Enhanced traffic signs
No
Yes
-ADA compliant facilities

-Pedestrian crosswalks
-Safe Route to School program
A-8
Additionally, the recommendations required schools

administrators and parents to bear much of the
responsibility to reduce congestion due to illegally
parking during drop-off and pick-up times.
Traffic Safety Study for Franklin

Street NE Corridor (DDOT, 2015)
OVERVIEW
Franklin Street, NE is a minor arterial road from
Michigan Avenue to Rhode Island Avenue serving as a
primary east-west route through the study area. The
DDOT Transportation Operations Administration (TOA)
Traffic Team recently completed a traffic safety study
along Franklin Street, NE in response to the community
identifying the following issues:
Vehicular speeds
Compliance of red lights
Damaged/inadequate street lighting
Poor pavement conditions
Improperly timed traffic signals, and
Truck traffic issues
Consequently, the TOA observed existing traffic
conditions, analyzed current data and developed
recommendations aimed at improving traffic safety.
RECOMMENDATIONS
TOA recommended the following improvements
primarily focusing on traffic signal and roadway
infrastructure measures with specific safety proposals
at individual intersections:
Installing new traffic signal equipment
Perform HAWK signal warrant analysis at Franklin

St/17th St
Review and consideration of these past and ongoing
plans and projects will be essential in making recommendations for the Brookland-Edgewood study
area today. This is especially relevant as many of the
previous study recommendations have yet to be
implemented or the same issues and concerns persist
within the study area.
Safe Routes to Schools Plans

(DDOT)
The DC Safe Routes to School Program works to:
Improve safety for students who walk and bicycle
to school
Encourage students and their parents to walk and
bicycle to school
Boost student physical activity, reduce parents
fuel consumption, and reduce pollution and traffic
congestion near schools.
To help achieve those goals, DDOT offers Safe Routes
to School planning assistance for DC Schools that are
interested in improving safety for student walkers and
cyclists.
Brookland-Edgewood area schools with Safe Routes to
School plans include:
DC Prep Edgewood Campuses
Elsie Whitlow Stokes Community Freedom Public
Charter School
Imagine Hope Community Charter School Tolson
Campus
Roadway resurfacing along Franklin Street with

associated re-striping
ADA compliant wheelchair ramps
New pedestrian crosswalks and stop lines
Upgrading street lighting equipment to LED, and
resurfacing roadways
Install new signage as appropriate along the
Franklin St corridor
Perform traffic signal warrant analysis at Franklin
St/6th St
Add traffic signal mast arms at Franklin St/13th St
EB & WB approaches
A-9
A-10
APPENDIX B:
Study Data + Metrics
DATA COLLECTION
Data collection was a key component in the development of proposed alternatives and final recommendations
for the Brookland-Edgewood Livability Study. Multimodal data collection was performed at specific intersections,
which provided information on pedestrian, bicycle, vehicle and freight activity in the study area.
MULTIMODAL COUNTS AND METRICS

The Brookland-Edgewood Livability Study team utilized study data and both quantitative and qualitative metrics
to capture the service and delays experienced by pedestrians and cyclists. BLOS (Bicycle Level of Service) and
distance to existing bike share stations and trail facilities were used to analyze bicycle accessibility. Pedestrian
route patterns, quality of infrastructure and topography were among data collected to assess the pedestrian
environment and areas for improvements. Pedestrian and bicycle counts during peak periods are located in this
appendix. Additional pedestrian and bicycle data and metrics can be reviewed in the Existing Conditions chapter.
B-1
B-2
186
299
1345
2477
2487
3077
2378
941
1062
4176
4052
4329
2815
1753
4666
4401
5843
10th, Bunker Hill, & Otis
7th & Monroe
9th & Monroe
12th & Monroe
18th & Monroe
6th & Edgewood
Evarts & Edgewood
7th & Franklin
10th & Franklin
12th & Franklin
14th & Franklin
15th & Franklin
Michigan & Randolph
Michigan & Perry
Michigan & 10th
352
183
169
129
170
304
218
256
80
67
137
237
158
169
227
5167
4358
Michigan & Quincy
68
Heavy Vehicles
33
10
13
10
17
38
12
Bikers
199
178
112
50
76
72
143
272
172
143
209
247
397
428
360
47
90
23
Pedestrians
Total AM Period (7:00-9:15AM)
Michigan, Taylor, & 13th
1618
Vehicles
Brentwood & Franklin
Intersection
Figure B-1: Multimodal Transportation Counts (March and June, 2015)
1219
3449
3519
4073
2974
1660
5248
4978
6514
1238
4208
4411
2895
1807
4785
4612
6048
1315
1088
4458
2596
2996
2914
2590
1828
1713
2811
4738
3609
6070
5269
4409
3341
1533
1643
2922
Vehicles
All
Trips
286
129
112
76
110
140
81
110
51
56
92
197
187
140
168
140
145
88
Heavy Vehicles
20
18
15
27
18
14
37
11
11
Bikers
199
214
124
60
63
104
189
372
326
148
267
296
325
654
392
61
54
29
Pedestrians
Total PM Period (4:00 - 6:30PM)
6719
5212
5390
1728
3041
4192
3735
3839
1547
1466
2866
3919
3173
3659
2231
4799
6135
1566
All
Trips
VEHICULAR TURNING MOVEMENT COUNTS + LEVEL

OF SERVICE
Turning movement counts, along with existing data and operational factors, were analyzed using Highway Capacity
Manual methodology employed through SYNCHRO software. This work provided analysis of the existing Levels
of Service (LOS) for vehicular traffic at specific intersections in the study area. Turning movement counts were
collected at select intersections during the peak AM (7:00-9:15AM) and peak PM (4:00-6:30pm) periods of traffic
flow and operations.
Level of Service is a measure of the average control delay experienced by all motorists arriving to an intersection.
There are six representative levels of service defined for intersections and they are designated using letters A
through F, with LOS A representing the best operating conditions and LOS F representing the worst. Safety of
the intersection is not included in the parameters used to calculate LOS.
A summary chart of the results of the existing traffic capacity analysis for weekday peak hours are presented below.
Figure B-2: Existing Study Area Intersections Level of Service

AM Peak Hour
Intersection
LOS
PM Peak Hour
Ave. Delay (s)
LOS
Ave. Delay (s)
Brentwood & Franklin
0.4
0.6
Michigan, Taylor, & 13th
77.8
78.5
Michigan & Quincy
1.4
3.3
Westbound Approach
39
111.6
Michigan, 10th & Bunker Hill
25.8
20.5
7th & Monroe
17.5
22.2
9th & Monroe
13.6
11.9
12th & Monroe
18.8
26
18th & Monroe
17.3
17.9
6th & Edgewood
1.2
Evarts & Edgewood
10.3
9.8
7th & Franklin
24
17
10th & Franklin
18.6
15.1
12th & Franklin
37.8
24.4
14th & Franklin
22.1
22.4
15th & Franklin
1.4
1.5
Michigan & Randolph
0.4
0.3
27.8
59.5
Westbound Approach
Michigan & Perry
8.7
5.7
Eastbound Approach
120.6
143.5
Westbound Approach
208.1
226.3
10.7
9.6
10th & Otis
B-3
INTERSECTION + CORRIDOR LOS ANALYSIS

The analysis of the existing operations of the study area intersections was utilized in the alternatives process to
corroborate community feedback and comments received at the public meetings and via the online WikiMap. The
analysis presented the following highlights:
The LOS at Michigan Avenue from both Quincy Street and Perry Street currently functions at LOS E or F. This
not only influences vehicle and freight behavior and queuing, but it also contributes to challenging pedestrian
crossings at the cross streets, a significant concern expressed by the community.
The complex intersection of Michigan Avenue/Taylor Street/13th Street operates at Level of Service E in both
the AM and PM peak hours.
With the exception of these above intersections, the intersections analyzed within the study area operated at
an acceptable LOS , ranging between A- D.
Operations along the Monroe Street and Franklin Street corridors are generally acceptable with the majority of
intersections operating at LOS B.
With the existing levels of service being of a generally acceptable standard, the recommendations provided through
the study process would have minimum impact on current roadway operations, and in some cases improve intersection operations and enhance conditions for multimodal users.
B-4
Type of peak hour being reported: Intersection Peak
Method for determining peak hour: Total Entering Volume
LOCATION: Michigan Ave NE -- Quincy St NE

CITY/STATE: Washington, DC
1466
0.93
Peak-Hour: 7:30 AM -- 8:30 AM

Peak 15-Min: 7:45 AM -- 8:00 AM
421
0 1459 7
0
0.00
0
0.96
59
0
1518
QC JOB #: 13323903
DATE: Wed, Mar 04 2015
3.1
68
0.0
0.85
31
0.0
0.0
11.1
0.0
0.0
0.0
8.5
412 24
0.94
3.4
15
0
0
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
NA
NA
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
22.6
5.5
NA
8.8
0.0 4.1 29.2
436
4.3
0.0 3.2 0.0
Michigan Ave NE
(Northbound)
Thru Right
56
1
63
1
83
6
96
2
115
8
118
8
106
1
109
7
96
6
87
11
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
384
8
0
8
0
0
0
0
Left
1
3
2
1
2
2
1
1
8
4
Michigan Ave NE
(Southbound)
Thru Right
280
0
326
0
346
0
395
0
360
0
358
0
323
0
338
0
250
0
239
0
U
0
0
0
0
0
0
0
0
0
0
Southbound
Left Thru Right
U
4 1580
0
0
0
60
0
0
0
0
0
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Quincy St NE
(Eastbound)
Thru Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
0
0
0
0
0
0
0
0
Left
10
11
11
15
18
15
12
11
12
9
Left
60
8
0
Quincy St NE
(Westbound)
Thru Right
0
0
0
0
0
2
0
2
0
2
0
3
0
0
0
1
0
3
0
1
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
0
8
0
0
0
16
0
0
Hourly
Totals
348
404
450
511
505
504
443
467
375
351
1713
1870
1970
1963
1919
1789
1636
Total
2044
76
16
0
Comments:
Report generated on 3/16/2015 6:48 AM
SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
B-5
LOCATION: Michigan Ave NE -- Quincy St NE

602
0
0
0.00
0
0.89
Peak-Hour: 5:00 PM -- 6:00 PM

Peak 15-Min: 5:45 PM -- 6:00 PM
1274
586 16
11
0.95
QC JOB #: 13323904
30
2.3
41
0.0
0.69
94
0.0
0.0
0.0
0.0
0.0
0.0
13.3
0 1263 73
611
0.97
2.9
0
0
0
0
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
Left
0
0
0
0
0
0
0
0
0
0
NA
NA
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
5.3
2.4
21
NA
9.8
0.0 2.1 6.8
1336
2.1
0.0 2.4 0.0
Michigan Ave NE
(Northbound)
Thru Right
308
13
311
13
312
19
290
11
312
15
318
12
315
21
318
25
306
13
315
19
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Left Thru Right
U
0 1272
100
0
0
24
8
0
0
0
0
Left
4
3
2
3
0
6
5
5
0
3
Left
20
0
0
Michigan Ave NE
(Southbound)
Thru Right
143
0
120
0
107
0
167
0
157
0
143
0
123
0
163
0
104
0
105
0
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
652
0
0
12
0
4
0
0
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Quincy St NE
(Eastbound)
Thru Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
0
0
0
0
0
0
0
0
Left
9
3
10
7
4
9
6
6
8
11
Left
24
4
0
Quincy St NE
(Westbound)
Thru Right
0
5
0
3
0
3
0
1
0
2
0
3
0
2
0
4
0
1
0
3
Total
U
2
0
1
0
2
1
2
0
1
0
Westbound
Thru Right
U
0
16
0
0
0
28
0
0
Hourly
Totals
484
453
454
479
492
492
474
521
433
456
1870
1878
1917
1937
1979
1920
1884
Total
2084
48
32
0
Comments:
B-6
LOCATION: 10th St -- Bunker Hill Rd/Otis St NE

190
0.93

Peak 15-Min: 8:00 AM -- 8:15 AM
277
46 103 41
134
0.69
69
27
101
0.84
18
54
24
QC JOB #: 13323907
25
20.5
73.9 2.9 4.9
180
26.1
0.88
88
33.3
70.4
2.0
11.1
0.0
8.3
34 149 29
152
0.64
212
3.9
44
Left
64
4
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
3
3
8
6
16
4
6
3
4
0
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
5.7
3.3
76
NA
4.0
1.7
2.9 3.4 3.4
22
16
9.4
10th St
(Northbound)
Thru Right
20
2
21
3
29
6
34
3
54
13
32
7
28
8
35
5
24
6
25
5
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
216
52
0
12
0
124
0
0
Left
2
5
7
10
6
18
7
8
5
9
Left
24
0
0
10th St
(Southbound)
Thru Right
7
7
13
11
14
17
31
5
32
11
26
13
34
10
35
12
17
10
18
6
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
128
44
0
8
40
32
0
0
Bunker Hill Rd/Otis St NE

(Eastbound)
Thru Right
U
1
1
0
9
1
0
3
2
0
5
6
0
6
11
0
4
5
0
6
9
0
5
8
0
12
9
0
3
4
0
Left
10
7
13
4
5
5
6
6
10
5
Left
20
16
0
Eastbound
Thru Right
U
24
44
0
0
8
12
0
0

(Westbound)
Thru Right
U
6
13
0
5
21
0
14
30
0
16
27
0
15
14
0
9
30
0
10
16
0
10
25
0
6
15
0
7
17
0
Left
2
3
7
6
10
2
4
1
2
2
Left
40
4
1
Westbound
Thru Right
U
60
56
0
0
0
36
0
0
Total
Hourly
Totals
74
102
150
153
193
155
144
153
120
101
479
598
651
645
645
572
518
Total
772
92
204
1
Comments:
B-7
LOCATION: 10th St -- Bunker Hill Rd/Otis St NE

363
0.94

Peak 15-Min: 5:30 PM -- 5:45 PM
288
34 189 140
55
0.92
97
46
57
0.93
27
11
24
QC JOB #: 13323908
14
6.6
58.8 1.6 0.7
82
38.2
0.79
232
35.1
58.7
0.0
0.0
9.1
29.2
10 185 65
227
0.83
260
4.4
0
0
0
0
NA
Left
24
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
5
2
2
1
1
5
6
2
1
1
53
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
0.4
0.4
30
NA
0.0
1.2
0.0 0.5 0.0
37
42
9.7
10th St
(Northbound)
Thru Right
28
9
34
12
28
8
26
6
51
10
43
10
51
17
42
10
40
13
52
25
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
204
68
0
0
0
52
1
0
Left
25
27
33
34
26
30
35
35
36
34
Left
140
4
0
10th St
(Southbound)
Thru Right
39
9
37
10
35
10
33
15
38
3
52
15
48
9
40
8
50
7
51
10
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
192
36
0
4
8
52
0
0

(Eastbound)
Thru Right
U
8
1
0
6
4
0
9
6
0
7
9
0
9
9
0
2
6
0
12
6
0
6
7
0
5
5
0
4
6
0
Left
13
12
14
13
7
18
12
11
14
9
Left
48
36
2
Eastbound
Thru Right
U
48
24
0
0
8
56
0
0

(Westbound)
Thru Right
U
3
15
0
2
7
0
4
11
0
3
14
0
6
11
0
3
19
0
1
15
0
4
18
0
0
11
0
6
13
0
Left
1
5
1
2
5
9
3
4
4
3
Left
12
0
0
Westbound
Thru Right
U
4
60
0
0
0
36
0
0
Total
Hourly
Totals
156
158
161
163
176
212
215
187
186
214
638
658
712
766
790
800
802
Total
860
60
196
3
Comments:
B-8
LOCATION: 7th St NE -- Monroe St NE

102
3
550
0.90
307
0.89
62

Peak 15-Min: 8:00 AM -- 8:15 AM
119
37
37
0.91
275
449
30
9
98
101
80
0.73
QC JOB #: 13323909
1.0
0.0 1.6 0.0
495
7.5
0.94
350
9.1
0.0
0.0
9.5
8.9
6.7
38
216
77.8
9.9
69
0
0
NA
NA
NA
Peak 15-Min
Flowrates
Left
All Vehicles
132
Heavy Trucks
4
Pedestrians
Bicycles
0
Railroad
Stopped Buses
NA
Left
9
10
16
26
33
22
17
12
7
4
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
8.9
3.2
24
NA
9.5
1.0 1.3 13.2
25
49
0.8
7th St NE
(Northbound)
Thru Right
9
3
14
4
20
4
13
7
28
13
17
13
22
5
20
6
13
2
9
4
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
112
52
0
0
0
20
0
0
Left
4
7
3
8
10
10
9
9
10
11
Left
40
0
0
7th St NE
(Southbound)
Thru Right
9
3
12
2
14
0
15
0
15
1
16
1
16
1
10
1
18
1
14
3
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
60
4
0
0
0
32
0
0
Left
1
2
0
0
0
1
1
0
1
3
Left
0
0
0
Monroe St NE
(Eastbound)
Thru Right
38
4
44
6
52
10
72
9
79
6
59
7
65
8
67
6
52
3
52
6
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
316
24
0
28
4
52
0
0
Left
7
6
3
2
3
3
1
5
5
3
Left
12
12
0
Monroe St NE
(Westbound)
Thru Right
93
7
110
5
111
15
110
6
108
11
108
9
123
11
106
12
102
21
89
13
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
432
44
0
48
0
80
1
0
Hourly
Totals
187
222
248
268
307
266
279
254
235
211
925
1045
1089
1120
1106
1034
979
Total
1228
96
184
1
Comments:
B-9

321
9
297
0.93
375
0.85

Peak 15-Min: 5:30 PM -- 5:45 PM
191
98 214
13
62
0.97
316
243
46
QC JOB #: 13323910
23
3.7
0.0 2.0 4.7
328
5.1
0.91
596
4.5
0.0
0.0
5.4
5.3
0.0
45 116 66
167
0.97
227
0.0
1.2
67
Left
52
4
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
14
7
5
10
11
10
13
11
17
12
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
5.0
2.2
57
NA
4.0
4.4 0.0 4.5
63
106
0.0
7th St NE
(Northbound)
Thru Right
28
12
21
15
22
12
23
13
30
7
23
22
35
13
28
24
29
15
30
22
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
140
52
0
0
12
64
0
0
Left
47
54
49
41
65
52
51
46
47
43
Left
204
4
0
7th St NE
(Southbound)
Thru Right
22
2
23
8
15
1
17
5
27
2
22
3
22
1
27
3
28
7
24
6
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
88
4
0
0
0
96
0
0
Left
4
2
2
2
3
3
6
1
3
1
Left
24
0
0
Monroe St NE
(Eastbound)
Thru Right
74
8
98
10
92
7
101
10
87
8
71
16
88
14
70
8
71
9
75
13
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
352
56
0
8
0
92
0
0
Left
5
4
9
7
1
10
6
6
10
5
Left
24
0
0
Monroe St NE
(Westbound)
Thru Right
56
10
55
6
56
8
46
12
60
15
72
9
53
19
58
19
44
24
47
13
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
212
76
0
12
0
64
0
0
Hourly
Totals
282
303
278
287
316
313
321
301
304
291
1150
1184
1194
1237
1251
1239
1217
Total
1284
40
316
0
Comments:
B-10

17
6
363
0.95
770
0.75
0

Peak 15-Min: 5:45 PM -- 6:00 PM
25
11
15
10
0.95
669
327
86
5
31
92
0
0.80
QC JOB #: 13323912
94.1
100.0 0.0 90.9
342
3.6
0.93
684
4.2
86.7
80.0
2.5
2.1
2.3
4
35
0.0
2.2
13
Left
28
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
7
4
6
7
9
3
11
7
9
4
14
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
3.9
0.0
17
NA
4.4
0.0 0.0 0.0
55
72
84.0
9th St NE
(Northbound)
Thru Right
0
1
0
1
0
1
0
0
0
1
0
0
0
0
0
3
0
0
0
0
NA
NA
U
0
0
0
0
0
0
0
1
0
0
Northbound
Thru Right
U
0
12
4
0
0
16
0
0
Left
2
1
6
1
0
4
4
3
5
5
Left
12
12
0
9th St NE
(Southbound)
Thru Right
0
3
0
7
0
2
0
2
0
3
0
2
0
1
0
0
0
4
0
2
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
0
0
0
0
0
52
0
0
Left
3
3
5
3
2
4
5
4
6
3
Left
16
16
1
Monroe St NE
(Eastbound)
Thru Right
169
17
185
18
153
23
175
22
171
22
163
19
159
26
176
19
153
24
154
25
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
704
76
0
8
0
52
4
0
Left
2
1
1
1
0
3
1
1
1
2
Left
4
0
0
Monroe St NE
(Westbound)
Thru Right
68
4
72
6
63
2
62
3
75
3
85
2
79
2
88
3
66
1
68
2
Total
U
0
0
0
0
0
0
0
0
1
0
Westbound
Thru Right
U
352
12
0
8
12
12
0
0
Hourly
Totals
276
298
262
276
286
285
288
305
270
265
1112
1122
1109
1135
1164
1148
1128
Total
1220
56
132
5
Comments:
B-11

42
28
615
0.78
469
0.90
0

Peak 15-Min: 7:45 AM -- 8:00 AM
39
14
16
23
0.91
418
473
35
7
114
42
0
0.67
QC JOB #: 13323911
100.0
503
8.6
0.89
439
9.4
100.0
100.0
6.2
5.1
5.7
14.3
7.1
16
0
0
NA
NA
NA
Peak 15-Min
Flowrates
Left
All Vehicles
176
Heavy Trucks
0
Pedestrians
Bicycles
0
Railroad
Stopped Buses
17
NA
Left
6
10
18
44
30
21
19
11
7
10
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9.1
0.8
28
NA
9.5
0.9 0.0 0.0
121
71
82
100.0
100.0 0.0 100.0
9th St NE
(Northbound)
Thru Right
0
0
0
0
0
1
0
1
0
3
0
1
0
2
0
0
0
3
0
4
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
0
4
0
0
0
24
0
0
Left
4
2
4
3
2
5
4
4
2
1
Left
12
12
0
9th St NE
(Southbound)
Thru Right
0
7
0
5
0
6
0
8
0
8
0
7
0
5
1
6
0
3
0
4
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
0
32
0
0
32
64
0
0
Left
3
6
1
4
2
7
3
5
2
5
Left
16
16
0
Monroe St NE
(Eastbound)
Thru Right
44
6
51
8
76
5
113
7
135
13
94
5
76
10
87
7
80
1
63
8
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
452
28
0
20
4
108
0
0
Left
0
1
1
3
1
0
3
2
1
2
Left
12
4
0
Monroe St NE
(Westbound)
Thru Right
114
7
144
8
130
5
123
7
99
6
112
6
139
4
124
5
127
2
100
2
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
492
28
0
12
28
12
3
0
Hourly
Totals
191
235
247
313
299
258
265
252
228
199
986
1094
1117
1135
1074
1003
944
Total
1252
128
208
3
Comments:
B-12
LOCATION: 6th St NE -- Edgewood St NE

42
39
277
0.75
206
0.79
0

Peak 15-Min: 7:30 AM -- 7:45 AM
16
3
12
0.89
194
236
1
0
0
0
0.00
QC JOB #: 13323917
2.4
242
5.1
0.82
197
7.3
0.0
0.0
7.7
5.5
0.0
0.0
0.0
24
21
0
0
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
NA
NA
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
7.6
0.0
NA
5.4
0.0 0.0 0.0
14
0.0
2.6 0.0 0.0
6th St NE
(Northbound)
Thru Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
0
0
0
0
0
32
0
0
Left
0
0
1
0
0
1
2
3
1
1
Left
4
0
0
6th St NE
(Southbound)
Thru Right
0
1
0
1
0
4
0
14
0
11
0
10
0
5
0
5
0
4
0
3
U
0
0
0
0
1
0
0
0
0
0
Southbound
Thru Right
U
0
16
0
0
0
4
0
0
Left
0
1
3
4
2
1
3
2
2
3
Left
12
0
0
Edgewood St NE
(Eastbound)
Thru Right
26
0
37
0
66
0
50
0
41
0
37
0
26
0
24
0
25
0
25
0
U
0
1
0
0
1
1
0
0
0
0
Eastbound
Thru Right
U
264
0
0
20
0
24
0
0
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Edgewood St NE
(Westbound)
Thru Right
24
0
34
2
62
1
52
1
71
2
51
1
64
1
39
0
40
2
43
1
Total
U
0
0
0
0
1
0
0
0
0
0
Westbound
Thru Right
U
248
4
0
16
0
16
0
0
Hourly
Totals
51
76
137
121
130
102
101
73
74
76
385
464
490
454
406
350
324
Total
548
36
76
0
Comments:
B-13
LOCATION: 6th St NE -- Edgewood St NE

23
18
135
0.93
443
0.44
0

Peak 15-Min: 5:45 PM -- 6:00 PM
138
5
131
0.94
312
116
0
0
0
0
0.00
QC JOB #: 13323918
4.3
123
3.7
0.84
316
3.4
1.5
0.0
4.2
3.4
0.0
0.0
0.0
18
0
0
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
NA
NA
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
4.1
0.0
NA
3.3
0.0 0.0 0.0
12
1.4
5.6 0.0 0.0
6th St NE
(Northbound)
Thru Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
0
0
0
0
0
12
0
0
Left
1
0
0
0
0
0
0
1
1
2
Left
4
0
0
6th St NE
(Southbound)
Thru Right
0
3
0
6
0
0
0
5
0
4
0
6
0
0
0
5
0
2
0
11
U
1
0
0
0
0
0
1
0
0
0
Southbound
Thru Right
U
0
20
0
0
0
12
0
0
Left
36
27
35
18
29
20
29
35
46
20
Left
140
0
0
Edgewood St NE
(Eastbound)
Thru Right
42
0
47
0
58
0
60
0
64
0
59
0
77
0
82
0
72
0
81
0
U
0
0
0
0
0
0
0
0
1
0
Eastbound
Thru Right
U
328
0
0
20
0
28
0
0
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Edgewood St NE
(Westbound)
Thru Right
38
6
46
0
30
0
15
1
26
1
39
2
31
2
32
1
29
2
24
2
Total
U
1
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
128
4
0
8
0
24
0
0
Hourly
Totals
128
126
123
99
124
126
140
156
153
140
476
472
472
489
546
575
589
Total
624
28
76
0
Comments:
B-14
LOCATION: Evarts St NE -- Edgewood St NE

55
8
240
0.75
199
0.57
3

Peak 15-Min: 7:30 AM -- 7:45 AM
47
44
37
0.91
183
220
13
10
22
5
0.67
QC JOB #: 13323919
5.5
0.0 33.3 4.5
270
5.0
0.86
235
7.5
0.0
2.7
7.7
5.0
11.1
15.4
20
18.2
21
Left
8
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
0
2
2
4
4
0
2
3
3
2
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
7.2
20.0
62
NA
5.2
10.0 40.0 20.0
12
6.4
Evarts St NE
(Northbound)
Thru Right
1
0
0
3
0
3
1
0
3
2
1
0
2
1
1
2
0
0
2
2
NA
NA
U
0
0
0
0
0
0
0
1
0
0
Northbound
Thru Right
U
0
12
0
0
4
84
0
0
Left
3
6
12
17
5
10
5
2
2
3
Left
48
4
0
Evarts St NE
(Southbound)
Thru Right
0
0
1
0
0
2
3
4
0
0
0
2
0
1
2
1
1
1
0
0
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
0
8
0
0
0
0
0
0
Left
1
0
0
1
4
0
1
3
0
0
Left
0
0
0
Edgewood St NE
(Eastbound)
Thru Right
21
2
38
1
62
4
51
1
34
3
36
1
23
3
20
2
28
2
22
3
U
0
1
1
0
1
0
1
0
0
1
Eastbound
Thru Right
U
248
16
4
16
4
12
0
0
Left
5
2
1
4
5
0
3
3
1
2
Left
4
0
0
Edgewood St NE
(Westbound)
Thru Right
23
3
34
5
55
6
45
12
70
8
50
11
64
11
37
10
37
3
39
4
Total
U
0
0
1
1
0
1
0
2
1
1
Westbound
Thru Right
U
220
24
4
12
0
4
0
0
Hourly
Totals
59
93
149
144
139
112
117
89
79
81
445
525
544
512
457
397
366
Total
596
40
100
0
Comments:
B-15
LOCATION: Evarts St NE -- Edgewood St NE

56
7
137
0.94
291
0.82
6

Peak 15-Min: 5:45 PM -- 6:00 PM
42
43
10
26
0.98
272
120
5
9
20
6
0.79
QC JOB #: 13323920
0.0
0.0 0.0 0.0
151
4.4
0.60
318
5.2
0.0
0.0
5.1
4.2
11.1
0.0
19
5.0
18
Left
12
4
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
2
1
2
1
1
2
3
3
2
0
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
4.4
5.3
85
NA
3.3
11.1 0.0 0.0
46
16
0.0
Evarts St NE
(Northbound)
Thru Right
2
4
1
0
1
0
2
0
1
1
3
1
2
1
0
1
0
0
2
3
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
0
4
0
0
0
40
0
0
Left
9
10
14
18
17
9
4
12
11
10
Left
48
0
0
Evarts St NE
(Southbound)
Thru Right
1
3
1
2
1
2
1
4
3
2
3
1
0
4
0
0
0
1
0
0
U
1
0
0
0
0
0
1
0
0
0
Southbound
Thru Right
U
0
0
0
0
0
16
0
0
Left
3
4
5
0
2
4
1
2
5
3
Left
8
0
0
Edgewood St NE
(Eastbound)
Thru Right
35
3
52
0
53
0
60
0
66
1
53
2
80
2
73
4
63
2
75
0
U
0
0
0
0
0
1
0
0
1
0
Eastbound
Thru Right
U
292
16
0
12
4
16
0
0
Left
0
5
1
1
0
3
2
0
0
6
Left
0
0
0
Edgewood St NE
(Westbound)
Thru Right
35
7
46
14
26
4
12
6
27
7
39
5
24
7
30
7
25
4
24
9
Total
U
0
0
0
0
0
0
0
0
0
1
Westbound
Thru Right
U
120
28
0
4
0
12
0
0
Hourly
Totals
105
136
109
105
128
126
131
132
114
133
455
478
468
490
517
503
510
Total
528
24
84
0
Comments:
B-16

355
0.94

Peak 15-Min: 7:45 AM -- 8:00 AM
232
60 281 14
458
0.91
410
43
18
0.92
294
351
73
24
47 171
378
0.88
QC JOB #: 13323913
DATE: Tue, Mar 10 2015
7.0
16.7 5.0 7.1
393
7.9
0.92
316
6.8
7.0
0.0
5.4
4.6
12.3
4.2
6.3
25
Left
60
8
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
7
16
17
15
14
7
11
13
18
12
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
5.7
11.5
12
NA
4.3
21.3 8.8 12.5
226
43
26
7.8
12th St NE
(Northbound)
Thru Right
30
0
31
1
47
1
49
3
42
1
35
2
45
2
37
1
44
1
37
5
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
196
12
0
16
4
20
0
0
Left
0
2
2
2
6
6
0
2
5
2
Left
8
0
0
12th St NE
(Southbound)
Thru Right
24
4
44
10
51
14
68
23
63
10
68
15
82
12
58
15
64
8
51
15
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
272
92
0
16
16
24
0
2
Left
4
5
9
9
10
10
14
12
5
6
Left
36
0
0
Monroe St NE
(Eastbound)
Thru Right
28
8
27
9
61
12
76
28
66
15
80
16
72
14
68
17
52
20
47
13
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
304
112
0
8
16
44
0
0
Left
1
0
7
12
5
2
5
3
3
4
Left
48
0
0
Monroe St NE
(Westbound)
Thru Right
75
2
106
0
103
4
89
4
83
5
79
5
100
4
108
6
87
8
81
3
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
356
16
0
20
0
20
0
0
Hourly
Totals
183
251
328
378
320
325
361
340
315
276
1140
1277
1351
1384
1346
1341
1292
Total
1512
104
108
2
Comments:
B-17

241
0.93
21 214
304
0.96
315

Peak 15-Min: 4:30 PM -- 4:45 PM
527
6
28
17
0.96
247
247
40
QC JOB #: 13323914
37
4.6
4.8 4.7 0.0
301
2.6
0.96
340
8.6
25.0
5.9
6.1
0.8
12.5
18.9
36 482 87
291
0.99
7.6
15
Left
24
0
1
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
12
8
6
8
13
9
17
10
10
11
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
7.4
6.4
29
NA
3.3
13.9 5.0 11.5
605
39
38
6.1
12th St NE
(Northbound)
Thru Right
134
17
128
23
128
29
129
24
116
19
109
15
128
9
118
20
128
18
140
11
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
512
116
0
16
16
44
0
0
Left
0
0
1
2
2
1
3
1
6
3
Left
4
0
0
12th St NE
(Southbound)
Thru Right
48
9
37
11
51
6
55
5
52
5
56
5
56
4
54
7
59
4
50
6
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
204
24
0
16
4
40
0
0
Left
6
8
8
6
8
6
8
7
3
3
Left
32
24
0
Monroe St NE
(Eastbound)
Thru Right
60
16
58
13
64
11
62
6
54
12
67
11
58
16
66
12
43
9
51
15
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
256
44
0
24
0
40
0
0
Left
6
12
13
12
5
7
9
9
8
9
Left
52
0
0
Monroe St NE
(Westbound)
Thru Right
43
4
46
6
57
5
59
7
67
3
64
2
53
2
58
2
59
5
60
4
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
228
20
0
0
0
16
0
0
Hourly
Totals
355
350
379
375
356
352
363
364
352
363
1459
1460
1462
1446
1435
1431
1442
Total
1516
100
140
1
Comments:
B-18

309
0.87
13 288
355
0.91
239

Peak 15-Min: 7:45 AM -- 8:00 AM
175
8
10
13
0.89
203
337
26
13
5
327
QC JOB #: 13323915
4.2
363
5.1
0.93
233
5.9
20.0
7.7
4.9
4.7
7.7
15.4
152 22
0.78
4.9
48
16
0
0
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
Left
0
1
5
0
2
0
3
3
5
1
Left
0
0
0
NA
NA
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
4.7
8.4
NA
5.2
20.0 8.6 4.5
179
14
27
9.1
7.7 4.2 0.0
18th St NE
(Northbound)
Thru Right
27
0
25
2
41
1
47
11
35
5
32
3
38
3
31
5
19
1
19
3
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
188
44
0
16
0
0
0
0
Left
3
1
3
6
0
1
1
2
4
1
Left
24
0
0
18th St NE
(Southbound)
Thru Right
46
0
53
6
57
4
79
4
73
3
69
3
67
3
51
5
48
4
47
4
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
316
16
0
16
0
0
0
0
Left
2
1
4
3
3
1
3
2
1
2
Left
12
4
0
Monroe St NE
(Eastbound)
Thru Right
19
2
32
3
26
8
56
7
47
3
56
7
44
9
47
5
50
1
37
3
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
224
28
0
8
0
24
0
0
Left
0
0
2
6
2
1
4
4
1
6
Left
24
0
0
Monroe St NE
(Westbound)
Thru Right
73
1
89
1
98
1
85
3
87
2
74
3
91
5
92
3
82
0
62
0
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
340
12
0
16
0
24
0
0
Hourly
Totals
173
214
250
307
262
250
271
250
216
185
944
1033
1069
1090
1033
987
922
Total
1228
60
48
0
Comments:
B-19

240
0.87
12 222
424
0.91
162

Peak 15-Min: 4:00 PM -- 4:15 PM
264
6
50
0.94
147
404
12
8
242
QC JOB #: 13323916
2.9
466
2.6
0.95
168
8.0
0.0
8.0
8.2
2.7
12.5
0.0
207 15
0.76
3.3
46
33
0
0
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
Left
2
2
2
2
3
4
8
3
1
2
Left
8
0
0
NA
NA
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
7.7
5.7
NA
3.2
0.0 5.8 6.7
230
26
96
6.1
0.0 3.2 0.0
18th St NE
(Northbound)
Thru Right
69
5
51
2
39
3
48
5
45
4
39
3
45
1
39
5
27
3
32
2
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
276
20
0
16
4
52
0
0
Left
1
1
3
1
1
2
4
2
5
2
Left
4
0
0
18th St NE
(Southbound)
Thru Right
57
1
50
5
53
0
62
6
48
1
36
3
45
4
43
6
51
1
49
7
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
228
4
0
12
0
8
0
0
Left
1
4
0
2
1
1
2
2
3
2
Left
4
0
0
Monroe St NE
(Eastbound)
Thru Right
33
3
34
3
42
1
38
1
41
0
49
2
45
0
41
1
42
1
40
1
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
132
12
0
20
4
124
0
0
Left
6
2
2
2
3
4
4
4
2
3
Left
24
0
0
Monroe St NE
(Westbound)
Thru Right
102
12
107
14
104
9
91
15
96
18
83
7
95
9
89
14
96
10
105
6
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
408
48
0
16
0
44
0
0
Hourly
Totals
292
275
258
273
261
233
262
249
242
251
1098
1067
1025
1029
1005
986
1004
Total
1168
72
228
0
Comments:
B-20
LOCATION: 7th St NE -- Franklin St NE

199
38
893
0.85
406
0.92
73
88
0.96
372

Peak 15-Min: 7:45 AM -- 8:00 AM
159
29
117
1167
828
0.89
222
27
324
QC JOB #: 13323921
7.5
5.3 15.1 2.3
5.7
563
3.9
20.0
0.9
2.4
5.4
20.7
37 103
0.89
167
3.2
7.4
91
Left
40
4
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
4
3
8
10
3
6
1
2
3
2
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
2.7
7.8
25
NA
4.5
14.8 13.5 3.9
29
16
4.4
7th St NE
(Northbound)
Thru Right
6
13
5
8
8
21
11
26
10
28
8
28
7
17
7
10
6
16
4
18
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
44
104
0
4
4
28
0
0
Left
2
9
26
24
21
17
15
9
7
5
Left
96
0
0
7th St NE
(Southbound)
Thru Right
6
3
13
7
17
10
18
12
22
10
16
6
17
3
9
6
20
2
8
4
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
72
48
0
12
4
52
0
0
Left
4
1
3
0
1
1
1
1
0
2
Left
0
0
0
Franklin St NE
(Eastbound)
Thru Right
73
4
72
6
107
9
104
6
84
9
77
5
100
4
85
2
86
7
93
2
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
416
24
0
12
0
4
0
0
Left
21
37
61
53
48
60
33
45
15
16
Left
212
4
1
Franklin St NE
(Westbound)
Thru Right
163
13
172
21
201
31
204
36
188
17
235
33
223
21
200
23
196
20
176
22
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
816
144
0
56
4
132
0
0
Hourly
Totals
312
354
502
504
441
492
442
399
378
352
1672
1801
1939
1879
1774
1711
1571
Total
2016
104
216
1
Comments:
B-21

114
19
427
0.94
478
0.89
48

Peak 15-Min: 5:15 PM -- 5:30 PM
138
47
13
69
0.99
459
400
83
8
137
QC JOB #: 13323922
6.1
0.0 10.4 4.3
552
2.3
0.84
684
3.3
0.0
0.0
2.6
2.0
66.7
56 178
0.91
242
0.0
6.6
75
Left
12
8
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
3
3
3
2
0
3
4
1
1
4
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
2.6
4.5
55
NA
1.4
25.0 8.9 2.2
12
3.6
7th St NE
(Northbound)
Thru Right
10
28
7
40
19
47
15
45
8
44
13
41
15
44
20
49
14
43
18
43
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
52
164
0
4
0
48
0
3
Left
10
14
6
11
13
16
13
5
7
7
Left
64
4
0
7th St NE
(Southbound)
Thru Right
16
8
11
6
7
8
9
8
13
3
9
7
15
7
11
2
10
9
8
1
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
36
28
0
4
0
12
1
0
Left
3
3
0
1
0
7
4
2
0
1
Left
28
0
0
Franklin St NE
(Eastbound)
Thru Right
108
1
117
3
129
6
94
2
113
1
122
1
110
1
114
3
126
1
116
2
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
488
4
0
12
4
8
0
0
Left
29
19
19
21
25
22
17
19
14
20
Left
88
0
0
Franklin St NE
(Westbound)
Thru Right
132
9
102
13
105
16
96
11
108
21
92
17
93
17
107
14
107
10
115
11
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
368
68
0
8
0
68
1
0
Hourly
Totals
357
338
365
315
349
350
340
347
342
346
1375
1367
1379
1354
1386
1379
1375
Total
1400
44
136
5
Comments:
B-22

191
0.92
110 75
1150
0.92
552

Peak 15-Min: 8:15 AM -- 8:30 AM
60
6
12
0.94
479
926
61
10
114 41
146
0.86
QC JOB #: 13323923
3.1
3.6 0.0 33.3
943
5.1
0.90
491
2.9
0.0
28.6
3.1
5.6
1.6
6
161
0.0
0.7
0
0
NA
NA
NA
Peak 15-Min
Flowrates
Left
All Vehicles
124
Heavy Trucks
0
Pedestrians
Bicycles
0
Railroad
Stopped Buses
NA
Left
6
18
29
37
17
31
16
13
20
9
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
3.5
1.9
39
NA
5.7
2.6 0.0 0.0
23
3.3
10th St NE
(Northbound)
Thru Right
5
1
5
2
2
2
10
0
16
2
13
2
8
5
12
6
13
3
10
0
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
52
8
0
0
0
72
0
0
Left
0
0
2
0
3
1
2
2
2
1
Left
4
0
0
10th St NE
(Southbound)
Thru Right
2
5
5
11
16
21
17
25
22
27
20
37
23
34
21
25
13
21
13
8
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
80
148
0
0
8
4
0
2
Left
1
0
2
2
3
5
2
4
2
4
Left
20
0
0
Franklin St NE
(Eastbound)
Thru Right
77
7
76
12
128
11
127
21
116
16
108
13
110
10
90
16
99
9
100
9
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
432
52
0
4
4
20
1
0
Left
1
2
3
4
1
2
2
3
2
2
Franklin St NE
(Westbound)
Thru Right
186
1
197
0
244
3
220
0
205
2
257
2
223
2
230
3
188
2
190
3
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Left Thru Right
U
8 1028
8
0
0
44
0
20
0
0
0
Hourly
Totals
292
328
463
463
430
491
437
425
374
349
1546
1684
1847
1821
1783
1727
1585
Total
1964
60
116
3
Comments:
B-23

115
25
552
0.99
686
0.82
81

Peak 15-Min: 5:00 PM -- 5:15 PM
110
9
34
10
0.95
585
458
67
11
69
159
66
0.91
QC JOB #: 13323924
0.9
0.0 1.2 0.0
479
1.6
0.83
612
2.3
2.9
0.0
2.4
1.7
1.5
18
153
9.1
1.9
25
Left
68
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
13
12
9
12
17
16
17
19
13
6
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
2.3
0.7
15
NA
1.9
1.4 0.0 0.0
12
16
0.9
10th St NE
(Northbound)
Thru Right
11
5
16
4
14
3
17
3
20
5
17
2
18
6
11
5
14
2
16
6
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
80
20
0
0
0
28
0
0
Left
1
1
2
2
5
3
0
1
2
2
Left
20
0
0
10th St NE
(Southbound)
Thru Right
14
5
18
3
17
5
24
6
12
8
16
4
27
4
26
9
19
4
16
8
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
48
32
0
4
0
28
1
0
Left
6
10
15
6
8
9
10
7
14
8
Left
32
0
0
Franklin St NE
(Eastbound)
Thru Right
136
10
144
20
145
20
124
14
145
19
147
17
141
16
152
15
144
15
139
12
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
580
76
0
12
0
20
0
0
Left
1
3
0
4
3
5
0
3
2
1
Left
12
0
0
Franklin St NE
(Westbound)
Thru Right
156
2
121
3
119
2
109
5
131
5
109
1
107
3
111
1
115
3
127
6
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
524
20
0
4
0
36
0
0
Hourly
Totals
360
355
351
326
378
346
349
360
347
347
1392
1410
1401
1399
1433
1402
1403
Total
1512
20
112
1
Comments:
B-24

475
0.93

Peak 15-Min: 8:30 AM -- 8:45 AM
180
133 318 24
914
0.93
476
10
0.99
331
601
138
5
180 163
461
0.93
QC JOB #: 13323925
4.4
616
5.0
0.93
361
4.4
0.0
0.0
3.0
4.8
8.0
0.0
6.3
0
1
NA
NA
Left
33
52
59
48
39
48
45
55
37
38
Peak 15-Min
Flowrates
Left
All Vehicles
180
Heavy Trucks
16
Pedestrians
Bicycles
0
Railroad
Stopped Buses
NA
NA
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
2.8
10.3
NA
4.7
7.8 13.5 0.0
349
10
15
12.2
2.3 5.7 0.0
12th St NE
(Northbound)
Thru Right
32
0
31
1
26
0
45
0
42
1
37
2
39
3
40
3
52
2
37
2
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
156
12
0
28
0
0
0
0
Left
2
4
5
5
8
6
5
4
2
7
Left
20
0
0
12th St NE
(Southbound)
Thru Right
33
12
49
12
62
21
69
27
86
25
75
49
88
32
77
28
52
13
53
17
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
352
128
0
12
4
12
0
0
Left
1
0
1
1
1
3
2
1
2
0
Left
8
0
0
Franklin St NE
(Eastbound)
Thru Right
50
20
60
17
97
24
92
36
85
42
71
25
83
35
71
34
60
29
77
27
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
332
140
0
16
16
16
0
0
Left
1
0
1
0
2
3
0
2
3
0
Left
0
0
0
Franklin St NE
(Westbound)
Thru Right
140
2
133
5
169
2
152
2
142
2
160
2
147
4
143
3
141
3
139
2
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
588
16
0
24
0
4
1
0
Hourly
Totals
326
364
467
477
475
481
483
461
396
399
1634
1783
1900
1916
1900
1821
1739
Total
1932
116
32
1
Comments:
B-25

357
0.93

Peak 15-Min: 5:00 PM -- 5:15 PM
267
20 303 34
490
0.95
584
26
36
0.93
442
333
116
9
137 204
428
0.90
QC JOB #: 13323926
6.4
378
2.4
0.79
482
3.6
3.8
5.6
2.7
1.8
6.9
0.0
6.1
0
8
0
0
NA
NA
Left
39
39
30
37
31
30
28
36
24
31
Peak 15-Min
Flowrates
Left
All Vehicles
124
Heavy Trucks
0
Pedestrians
Bicycles
0
Railroad
Stopped Buses
NA
NA
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
3.1
2.9
NA
2.1
2.9 2.9 0.0
348
10
16
3.4
10.0 5.9 8.8
12th St NE
(Northbound)
Thru Right
41
2
50
2
47
1
57
3
50
1
51
1
55
1
51
1
37
3
45
0
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
200
4
0
0
0
4
0
0
Left
7
9
5
9
10
12
11
10
6
9
Left
40
4
0
12th St NE
(Southbound)
Thru Right
67
6
79
6
62
4
79
7
83
3
60
9
67
1
57
4
63
5
68
5
U
0
0
1
0
0
1
0
0
0
0
Southbound
Thru Right
U
332
12
0
12
0
4
0
0
Left
3
8
9
3
6
4
9
5
5
2
Left
24
0
0
Franklin St NE
(Eastbound)
Thru Right
106
30
113
26
114
28
99
24
116
38
120
28
109
29
108
34
111
29
106
38
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
464
152
0
12
4
20
0
0
Left
3
2
2
5
0
1
1
1
1
2
Left
0
0
0
Franklin St NE
(Westbound)
Thru Right
112
11
73
4
82
16
79
7
99
9
73
12
80
9
77
5
85
6
102
5
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
396
36
0
0
0
0
0
0
Hourly
Totals
427
411
401
409
446
402
400
389
375
413
1648
1667
1658
1657
1637
1566
1577
Total
1784
32
28
0
Comments:
B-26

169
0.89

Peak 15-Min: 7:45 AM -- 8:00 AM
193
13 137 19
511
0.85
361
39
0.92
217
347
142
1
151 152
280
0.92
QC JOB #: 13323927
7.7
387
5.5
0.94
237
2.2
0.0
12.8
2.3
6.3
2.1
0.0
3.2
0
0
NA
NA
Left
33
37
32
43
37
39
31
35
26
41
Peak 15-Min
Flowrates
Left
All Vehicles
172
Heavy Trucks
4
Pedestrians
Bicycles
0
Railroad
Stopped Buses
NA
NA
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
4.6
4.9
NA
7.0
3.3 6.6 0.0
304
11
7.8
7.7 4.4 31.6
14th St NE
(Northbound)
Thru Right
18
0
14
0
38
0
39
1
40
0
35
0
25
1
38
0
34
1
21
0
NA
NA
U
0
1
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
156
4
0
16
0
8
0
0
Left
2
2
4
1
5
9
11
3
10
2
Left
4
4
0
14th St NE
(Southbound)
Thru Right
14
2
18
0
27
2
40
3
29
2
41
6
38
2
41
3
33
2
37
1
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
160
12
0
12
0
0
0
0
Left
0
2
0
2
0
0
0
2
1
1
Left
8
0
0
Franklin St NE
(Eastbound)
Thru Right
34
17
34
27
47
41
58
46
59
33
53
22
52
30
49
27
36
22
51
33
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
232
184
0
8
0
4
0
0
Left
1
2
1
0
0
0
1
1
4
0
Left
0
0
0
Franklin St NE
(Westbound)
Thru Right
98
7
103
4
86
10
88
10
86
6
87
13
89
6
90
10
89
9
83
2
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
352
40
0
24
12
4
0
0
Hourly
Totals
226
244
288
331
297
305
286
299
267
272
1089
1160
1221
1219
1187
1157
1124
Total
1324
80
16
0
Comments:
B-27

240
7
350
0.92
510
0.83

Peak 15-Min: 5:15 PM -- 5:30 PM
138
199 34
24
0.92
349
208
156
2
135 109
357
0.91
QC JOB #: 13323928
3.3
234
2.6
0.87
385
3.3
0.0
25.0
4.0
2.4
1.9
0.0
2.0
0
0
NA
NA
Left
39
33
29
41
33
32
32
32
37
39
Peak 15-Min
Flowrates
Left
All Vehicles
128
Heavy Trucks
8
Pedestrians
Bicycles
0
Railroad
Stopped Buses
NA
NA
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
4.7
2.8
NA
4.7
3.0 2.8 0.0
246
13
20
6.5
0.0 2.0 11.8
14th St NE
(Northbound)
Thru Right
29
2
20
1
34
0
26
1
21
1
28
0
26
0
21
1
30
0
18
0
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
112
0
0
8
0
0
0
0
Left
9
7
7
6
11
10
9
13
9
7
Left
40
0
0
14th St NE
(Southbound)
Thru Right
66
1
52
5
47
2
48
2
43
1
61
2
42
1
32
4
38
4
45
1
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
244
8
0
4
0
24
0
0
Left
0
1
1
0
2
2
3
2
4
1
Left
8
0
0
Franklin St NE
(Eastbound)
Thru Right
90
33
90
35
86
37
68
40
101
40
94
39
77
42
87
36
84
33
76
30
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
376
156
0
16
0
44
0
0
Left
0
2
0
0
2
0
0
0
0
0
Left
0
0
0
Franklin St NE
(Westbound)
Thru Right
48
2
49
7
49
6
43
4
56
7
60
7
37
7
37
4
61
6
52
3
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
240
28
0
8
8
4
0
0
Hourly
Totals
319
302
298
279
318
335
276
269
306
272
1198
1197
1230
1208
1198
1186
1123
Total
1340
52
72
0
Comments:
B-28

23
4
423
0.94
259
0.58
10

Peak 15-Min: 8:15 AM -- 8:30 AM
63
9
49
0.97
249
418
6
1
22
10
0.55
QC JOB #: 13323931
13.0
0.0 10.0 22.2
473
6.1
0.95
258
5.4
0.0
6.1
5.6
6.2
0.0
0.0
4.5
Left
4
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
1
0
0
0
0
1
0
0
0
0
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
6.2
0.0
NA
6.1
0.0 0.0 0.0
11
4.8
15th St NE
(Northbound)
Thru Right
1
0
2
0
0
0
4
0
3
0
1
0
1
0
5
0
1
1
0
0
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
4
0
0
0
0
8
0
0
Left
1
1
1
1
2
2
2
3
3
1
Left
8
0
0
15th St NE
(Southbound)
Thru Right
0
2
3
2
1
2
2
4
2
3
4
1
2
0
2
0
5
4
3
3
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
16
4
0
4
0
0
0
0
Left
3
1
2
2
0
0
1
3
3
5
Left
0
0
0
Franklin St NE
(Eastbound)
Thru Right
33
0
32
0
54
0
57
0
68
0
62
2
66
2
53
2
44
5
50
1
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
248
8
0
16
0
12
0
0
Left
1
0
2
1
1
5
0
0
2
1
Left
20
0
0
Franklin St NE
(Westbound)
Thru Right
100
2
120
5
105
5
99
3
100
14
107
13
105
4
106
18
105
7
87
0
Total
U
0
0
0
0
0
0
0
0
0
1
Westbound
Thru Right
U
428
52
0
32
12
4
0
0
Hourly
Totals
144
166
172
173
193
198
183
192
180
152
655
704
736
747
766
753
707
Total
792
64
24
0
Comments:
B-29

30
6
231
0.92
413
0.60
14

Peak 15-Min: 5:15 PM -- 5:30 PM
21
10
0.92
400
222
1
3
24
10
0.63
QC JOB #: 13323932
3.3
0.0 0.0 10.0
230
4.3
0.84
410
4.1
0.0
0.0
4.3
4.5
0.0
0.0
0.0
0
0
0
0
NA
Left
0
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
1
1
0
1
1
0
0
2
0
1
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
4.4
0.0
NA
4.3
0.0 0.0 0.0
13
17
0.0
15th St NE
(Northbound)
Thru Right
0
0
0
0
0
0
1
0
1
0
1
0
4
0
4
0
1
0
3
0
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
4
0
0
0
0
0
0
0
Left
8
0
3
4
1
2
3
4
4
2
Left
8
0
0
15th St NE
(Southbound)
Thru Right
2
2
6
0
2
3
4
1
3
0
3
0
7
5
1
1
3
3
2
1
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
12
0
0
0
0
32
0
0
Left
1
1
0
2
2
1
1
0
0
0
Left
4
0
0
Franklin St NE
(Eastbound)
Thru Right
94
2
99
3
92
5
75
1
107
3
104
2
89
2
100
2
94
1
82
2
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
416
8
0
12
0
4
0
0
Left
0
0
0
0
0
0
1
0
0
0
Left
0
0
0
Franklin St NE
(Westbound)
Thru Right
53
1
58
2
55
5
49
1
60
3
70
3
46
0
46
1
73
2
60
2
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
280
12
0
20
0
0
0
0
Hourly
Totals
164
170
165
139
181
186
158
161
181
155
638
655
671
664
686
686
655
Total
744
32
36
0
Comments:
B-30
LOCATION: Brentwood Rd NE -- Franklin St NE

0
0
432
0.81
232
0.00
0

Peak 15-Min: 8:30 AM -- 8:45 AM
0
0
0.91
230
432
19
0
1.00
0.0
449
0.5
237
0.0
0.0
0.0
0.0
0.5
0.0
5.9
5.3
0
0
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Brentwood Rd NE
(Northbound)
Left Thru Right
0
0
1
0
0
2
0
0
0
0
0
0
0
0
1
0
0
1
0
0
2
0
0
2
0
0
2
0
0
2
Left
0
0
0
NA
NA
NA
15-Min Count
Period
Beginning At
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
0.4
14.3
NA
0.7
0.0 0.0 14.3
0.0
0.0 0.0 0.0
0.94
17
0
QC JOB #: 13323929
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
0
8
0
0
0
16
0
0
Brentwood Rd NE
(Southbound)
Left Thru Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
0
0
0
0
0
16
0
0
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Franklin St NE
(Eastbound)
Thru Right
31
1
39
0
47
0
76
0
55
0
49
1
66
0
61
1
54
0
54
0
U
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
264
0
0
0
0
0
0
0
Left
1
1
2
3
6
6
3
2
6
2
Left
12
0
0
Franklin St NE
(Westbound)
Thru Right
104
0
122
0
111
0
99
0
98
0
103
0
117
0
106
0
106
0
72
0
Total
U
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
468
0
0
0
0
0
0
0
Hourly
Totals
138
164
160
178
160
160
188
172
168
130
640
662
658
686
680
688
658
Total
752
0
32
0
Comments:
B-31
LOCATION: Brentwood Rd NE -- Franklin St NE

0
0
233
0.89
367
0.00
0

Peak 15-Min: 5:45 PM -- 6:00 PM
0
0
0.90
366
232
19
0
0.63
0.0
250
6.9
380
4.9
0.0
0.0
4.9
6.9
0.0
14
0.0
15
0.0
Left
0
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
0
0
0
0
1
0
0
0
0
0
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
5.0
6.7
NA
6.4
0.0 0.0 7.1
0.0
0.0 0.0 0.0
0.87
18
1
QC JOB #: 13323930
Brentwood Rd NE
(Northbound)
Thru Right
0
3
0
0
0
1
0
5
0
3
0
3
0
2
0
6
0
1
0
2
NA
NA
U
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
0
24
0
0
0
4
0
1
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Brentwood Rd NE
(Southbound)
Thru Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
U
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
0
0
0
0
0
4
0
0
Left
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Franklin St NE
(Eastbound)
Thru Right
104
0
95
1
84
2
83
1
98
1
88
0
87
0
93
0
83
1
66
1
U
0
0
0
1
0
0
0
0
0
0
Eastbound
Thru Right
U
372
0
0
12
0
0
1
0
Left
4
4
5
3
6
2
4
6
2
2
Left
24
0
0
Franklin St NE
(Westbound)
Thru Right
59
0
56
0
54
0
55
0
42
0
59
0
60
0
71
0
61
0
62
0
Total
U
0
0
0
0
0
0
0
0
0
0
Hourly
Totals
170
156
146
148
151
152
153
176
148
133
Westbound
Thru Right
U
284
0
0
20
0
4
1
0
620
601
597
604
632
629
610
Total
704
32
12
3
Comments:
B-32
7409 SW Tech Center Dr, Ste B150

Tigard, OR 97223
971-223-0003
www.qualitycounts.net
Site Code: 13218031
Peak Hour: 7:45 AM - 8:45 AM
Location: 13th St NE & Michigan Ave NE-Taylor St NE
Peak 15-minutes: 8:00 AM - 8:15 AM
Date: 3/4/2015
13th St NE (Southbound)
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
Totals
Michigan Ave NE (Westbound)
Taylor St NE (Westbound)
13th St NE (Northbound)
Michigan Ave NE (Eastbound)
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
UTurns
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
UTurns
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
UTurns
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
UTurns
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
UTurns
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
0
0
4
0
1
1
10
15
18
15
16
15
23
15
20
10
17
164
22
32
30
40
31
32
22
29
32
28
298
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
2
20
16
13
8
5
11
22
21
17
15
148
238
242
276
246
278
231
262
221
206
162
2362
6
5
6
11
7
5
5
4
10
6
65
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
0
1
1
0
0
0
5
0
0
0
0
0
0
0
0
2
0
2
32
58
51
49
42
55
33
49
38
42
449
15
12
13
27
21
23
19
18
10
12
170
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
2
4
3
6
5
8
10
6
10
54
15
15
17
27
22
39
23
25
30
18
231
4
11
10
9
10
6
9
4
5
6
74
2
2
1
3
2
1
2
0
1
0
14
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
1
0
2
0
0
5
5
3
7
9
17
15
13
13
9
7
98
40
45
62
73
89
83
95
62
78
63
690
8
9
13
11
11
12
15
12
10
12
113
0
0
0
0
1
0
1
0
0
0
2
0
0
0
0
0
0
0
1
0
0
1
0
1
0
1
0
1
0
0
1
2
6
0
3
2
5
2
1
2
2
1
4
22
27
28
32
35
33
38
33
37
32
27
322
4
7
9
7
10
8
10
9
8
9
81
1
0
1
1
0
0
1
0
0
0
4
456
511
563
585
603
592
595
539
509
441
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
Peds
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
Peds
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
Peds
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
Peds
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
Peds
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
0
2
2
2
3
7
6
8
2
0
32
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
3
6
9
7
0
0
27
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
1
1
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3
3
0
2
0
2
11
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
1
1
1
0
2
0
2
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
4
1
1
0
0
1
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Interval
Totals
Site Code: 13218032
2115
2262
2343
2375
2329
2235
2084
1
5
6
9
12
22
19
20
3
5
Hourly
Totals
21
32
49
62
73
64
47
Peak 15-minutes: 5:45 PM - 6:00 PM

Peak Hour Factor: 0.966
Taylor St NE (Eastbound)
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
UTurns
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
UTurns
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
UTurns
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
UTurns
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
UTurns
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
0
0
0
0
0
0
0
0
0
0
0
1
0
2
0
3
1
0
1
3
2
13
10
7
13
14
17
9
11
14
13
9
117
27
28
30
35
23
32
23
22
25
33
278
0
1
0
0
1
2
0
1
0
0
5
0
0
0
1
0
2
2
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
11
8
13
13
15
8
16
16
14
11
125
0
1
0
2
1
0
1
0
0
0
5
115
81
84
106
106
98
97
109
76
81
953
2
3
2
3
3
8
4
5
1
4
35
1
0
0
0
0
0
1
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
0
2
0
0
0
5
1
0
1
0
0
2
0
2
0
1
7
46
35
39
38
39
17
42
26
34
37
353
5
7
10
9
6
10
8
7
8
6
76
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
2
11
11
8
10
4
8
6
7
13
11
89
39
52
39
37
46
45
43
60
37
46
444
5
1
6
5
4
3
6
5
6
6
47
2
0
0
0
1
0
0
0
1
1
5
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
1
2
0
1
4
2
12
28
28
38
25
32
33
29
28
27
32
300
250
250
245
233
258
271
262
265
257
242
2533
26
40
37
22
27
19
21
33
22
28
275
1
0
0
0
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
2
1
0
0
0
1
6
1
3
1
1
1
1
2
5
1
2
18
41
35
41
33
26
29
33
37
31
41
347
8
16
14
15
17
22
18
15
15
13
153
0
0
0
3
0
0
0
0
0
0
3

Tigard, OR 97223
971-223-0003
Interval
Totals
Peak Hour: 5:00 PM - 6:00 PM
UTurns
Hourly
Totals
Peds
Date: 3/4/2015
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
Totals
Interval
Totals
Site Code: 13218031

Date: 3/4/2015

Tigard, OR 97223
971-223-0003
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
Totals
UTurns

Tigard, OR 97223
971-223-0003
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
Totals
Peak Hour Factor: 0.985
634
608
625
605
635
624
628
659
588
609
Hourly
Totals
2472
2473
2489
2492
2546
2499
2484
Site Code: 13218032

Date: 3/4/2015
Peds
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
Peds
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
Peds
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
Peds
Right to
Taylor St
NE
Right
Thru
Left to
Taylor St
NE
Left
Peds
Right
Thru to
Taylor St
NE
Thru
Left
Left to
Taylor St
NE
Peds
Right to
Michigan
Ave NE
Right to
13th St
NE
Thru to
Taylor St
NE
Thru to
Michigan
Ave NE
Left to
13th St
NE
1
1
3
4
1
0
0
0
2
1
13
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
3
5
1
0
0
0
0
0
11
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
1
1
0
1
1
2
0
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
1
2
2
3
1
4
1
2
19
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
2
1
0
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
B-33
Interval
Totals
9
3
10
13
7
7
2
5
6
3
Hourly
Totals
35
33
37
29
21
20
16
LOCATION: Michigan Ave NE -- Randolph St NE

1493
0.97

Peak 15-Min: 7:30 AM -- 7:45 AM
367
0 1492 1
0
0.00
0
0.99
29
0
1521
QC JOB #: 13413203
DATE: Wed, Jun 10 2015
3.1
0.0 3.1 0.0
29
0.0
0.83
17
0.0
0.0
0.0
0.0
0.0
0.0
0.0
367 16
0.89
3.0
19
Left
0
0
0
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
0
0
0
0
0
0
0
0
0
0
0
0
NA
15-Min Count
Period
Beginning At
6:00 AM
6:15 AM
6:30 AM
6:45 AM
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
0.0
4.7
NA
0.0
0.0 4.9 0.0
383
34
4.9
Michigan Ave NE
(Northbound)
Thru Right
34
2
31
3
43
3
45
3
58
0
60
4
89
1
101
6
86
4
91
5
108
7
102
3
NA
NA
U
0
0
0
0
0
0
0
0
0
0
0
0
Northbound
Thru Right
U
356
4
0
24
0
0
1
0
Left
0
1
0
2
0
2
0
0
1
0
3
0
Michigan Ave NE
(Southbound)
Thru Right
172
0
197
0
256
0
279
0
298
0
353
0
386
0
367
0
371
0
368
0
346
0
317
0
U
0
0
0
0
0
0
0
0
0
0
0
0
Southbound
Left Thru Right
U
0 1544
0
0
0
44
0
0
0
1
0
Randolph St NE
(Eastbound)
Left Thru Right
U
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Eastbound
Thru Right
U
0
0
0
0
0
20
0
0
Randolph St NE
(Westbound)
Left Thru Right
U
0
0
1
0
5
0
0
0
3
0
1
0
1
0
0
0
1
0
0
0
7
0
0
0
5
0
0
0
7
0
0
0
9
0
0
0
8
0
0
0
6
0
0
0
4
0
0
0
Left
20
0
0
Westbound
Thru Right
U
0
0
0
0
0
8
0
0
Total
Hourly
Totals
209
237
306
330
357
426
481
481
471
472
470
426
1082
1230
1419
1594
1745
1859
1905
1894
1839
Total
1924
68
28
2
Comments:
B-34

LOCATION: Michigan Ave NE -- Randolph St NE

610
0
0
0.00
0
0.97
606

Peak 15-Min: 5:45 PM -- 6:00 PM
1280
4
0.93
QC JOB #: 13413204
DATE: Wed, Jun 10 2015
10
2.6
0.0 2.6 0.0
11
0.0
0.50
37
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0 1279 33
616
0.94
2.6
11
0
6
NA
NA
NA
Peak 15-Min
Flowrates
All Vehicles
Heavy Trucks
Pedestrians
Bicycles
Railroad
Stopped Buses
NA
Left
0
0
0
0
0
0
0
0
0
0
0
0
NA
15-Min Count
Period
Beginning At
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
6:30 PM
6:45 PM
0.0
1.7
NA
0.0
0.0 1.7 0.0
1312
26
1.7
Michigan Ave NE
(Northbound)
Thru Right
269
12
319
5
341
12
311
8
310
9
324
8
285
9
360
7
240
12
286
9
203
10
193
4
NA
NA
U
0
0
0
0
0
0
0
0
0
0
0
0
Northbound
Left Thru Right
U
0 1440
28
0
0
20
0
0
0
3
0
Left
2
0
1
1
2
0
1
1
2
0
0
2
Left
4
0
0
Michigan Ave NE
(Southbound)
Thru Right
136
0
133
0
124
0
160
0
157
0
161
0
142
0
146
0
142
0
124
0
117
0
125
0
U
0
0
0
0
0
0
0
0
0
0
0
0
Southbound
Thru Right
U
584
0
0
8
0
0
0
0
Left
0
0
0
0
0
0
0
0
0
0
0
0
Left
0
0
0
Randolph St NE
(Eastbound)
Thru Right
U
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Eastbound
Thru Right
U
0
0
0
0
0
16
0
0
Left
1
1
2
0
0
1
6
3
3
1
0
3
Left
12
0
0
Randolph St NE
(Westbound)
Thru Right
U
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Westbound
Thru Right
U
0
0
0
0
0
20
0
0
Total
Hourly
Totals
420
459
480
480
478
494
444
517
399
420
330
327
1839
1897
1932
1896
1933
1854
1780
1666
1476
Total
2068
28
36
3
Comments:
B-35
QUALITY COUNTS REPORT

=====================
Intersection:
City/State:
QCJobNo:
ClientID:
Date:
Comments:
Michigan Ave NE
Perry St NE
Washington
DC
13413205
6/16/2015
PEAK HOUR START

PEAK HOUR END
PEAK 15-MIN START
PEAK 15-MIN END
PHF
ALL-VEHICLE VOLUMES
Time Period
NB Left
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
6:30 PM
6:45 PM
B-36
4:30 PM
5:30 PM
4:30 PM
4:45 PM
0.98
0
1
4
4
2
2
2
5
0
1
2
2
2
0
0
1
2
2
1
2
0
3
2
1
0
2
0
2
0
2
2
1
0
4
1
3
1
3
1
3
2
0
2
5
3
3
2
2
NB Thru NB Right NB U-Turn NB RTOR SB Left

59
1
0
0
80
1
0
0
82
1
0
0
82
3
0
0
125
7
0
0
101
9
0
0
97
6
0
0
107
4
0
0
120
4
1
0
74
7
0
0
90
9
0
0
90
4
0
0
88
5
0
0
97
8
0
0
99
3
0
0
103
4
0
0
97
3
0
0
108
6
0
0
100
5
0
0
106
6
0
0
115
5
0
0
123
9
0
0
101
9
0
0
121
3
0
0
123
10
0
0
120
5
0
0
131
4
0
0
144
2
0
0
160
10
0
0
161
8
0
0
147
2
0
0
169
7
0
0
205
9
0
0
215
11
0
0
265
4
0
0
301
14
0
0
329
17
0
0
341
26
0
0
354
11
0
0
359
11
0
0
342
10
0
0
360
10
0
0
312
14
0
0
286
10
0
0
310
11
0
0
257
15
0
0
207
2
0
0
194
9
0
0
0
0
0
0
0
0
0
0
1
0
0
2
0
0
0
1
1
0
0
3
0
1
0
1
0
1
0
1
1
3
0
1
1
0
0
1
1
1
2
0
0
2
3
1
1
0
0
0
SB Thru SB Right SB U-Turn SB RTOR EB Left

244
6
0
0
332
8
0
0
355
12
0
0
366
7
0
0
339
10
0
0
385
7
0
0
354
8
0
0
340
11
0
0
235
9
0
0
200
4
0
0
188
10
0
0
194
11
0
0
142
7
0
0
131
7
0
0
143
7
0
0
132
15
0
0
108
8
0
0
110
2
0
0
103
6
0
0
122
7
0
0
124
6
0
0
121
13
0
0
106
2
0
0
127
7
0
0
100
7
0
0
131
4
0
0
121
6
0
0
132
12
0
0
113
5
0
0
135
4
0
0
151
5
0
0
143
7
0
0
123
8
0
0
135
9
0
0
132
12
0
0
128
5
0
0
131
10
0
0
123
9
0
0
132
9
0
0
138
7
0
0
130
12
0
0
140
9
0
0
142
9
0
0
124
12
0
0
112
15
0
0
112
21
0
0
113
3
0
0
122
8
0
0
EB Thru
1
0
1
1
2
1
0
0
4
2
1
1
5
1
0
2
2
1
2
4
3
4
2
0
6
1
5
7
10
1
1
3
5
6
0
2
6
2
2
3
1
3
4
2
3
3
5
1
EB Right
1
2
0
2
1
3
2
6
7
4
4
5
2
5
2
1
2
2
4
1
6
4
4
3
3
2
1
4
3
6
2
1
2
5
2
10
2
6
11
4
1
5
6
0
8
5
1
3
1
0
1
0
0
2
1
0
1
0
2
0
0
1
1
1
0
2
0
2
2
4
2
2
0
1
1
2
0
0
1
0
1
1
0
1
2
0
2
0
1
1
1
0
0
0
0
0
EB U-Turn EB RTOR WB Left WB Thru WB Right WB U-TurnWB RTOR Total

Hourly Totals
0
0
4
1
1
0
0
319
0
0
3
3
0
0
0
430
0
0
11
2
1
0
0
470
0
0
15
1
0
0
0
481
1700
0
0
13
8
1
0
0
508
1889
0
0
9
11
0
0
0
530
1989
0
0
7
7
0
0
0
484
2003
0
0
6
5
2
0
0
486
2008
0
0
6
4
1
0
0
393
1893
0
0
5
3
0
0
0
300
1663
0
0
6
2
0
0
0
314
1493
0
0
7
0
3
0
0
319
1326
0
0
3
3
0
0
0
257
1190
0
0
1
4
0
0
0
255
1145
0
0
3
1
1
0
0
260
1091
0
0
1
1
0
0
0
262
1034
0
0
3
2
1
0
0
229
1006
0
0
2
3
1
0
0
239
990
0
0
2
1
0
0
0
224
954
0
0
3
0
0
0
0
256
948
0
0
3
2
1
0
0
267
986
0
0
3
5
1
0
0
291
1038
0
0
2
1
0
0
0
231
1045
0
0
5
3
1
0
0
274
1063
0
0
4
3
1
0
0
257
1053
0
0
2
0
1
0
0
270
1032
0
0
2
8
0
0
0
279
1080
0
0
1
2
2
0
0
311
1117
0
0
4
4
0
0
0
310
1170
0
0
1
5
1
0
0
327
1227
1
0
0
5
0
0
0
317
1265
0
0
3
2
0
0
0
337
1291
0
0
3
1
0
0
0
358
1339
0
0
5
4
1
0
0
396
1408
0
0
1
4
0
0
0
421
1512
0
0
3
3
0
1
0
472
1647
0
0
5
7
0
0
0
511
1800
0
0
1
5
0
0
0
517
1921
0
0
6
7
1
0
0
538
2038
0
0
2
5
1
0
0
533
2099
0
0
1
3
1
0
0
504
2092
0
0
1
3
0
0
0
534
2109
0
0
1
5
2
0
0
501
2072
0
0
5
2
0
0
0
447
1986
0
0
1
2
1
0
0
467
1949
0
0
3
7
0
0
0
426
1841
0
0
1
3
2
0
0
339
1679
0
0
3
3
0
0
0
345
1577
HEAVY-VEHICLE VOLUMES
Time Period
NB Left
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
6:30 PM
6:45 PM
NB Thru
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
2
0
0
0
0
0
1
0
0
0
0
0
0
0
2
0
0
0
0
1
0
0
1
0
0
0
0
3
3
8
4
7
2
6
8
6
8
5
3
8
4
7
9
5
10
5
5
6
11
4
6
7
7
1
7
12
8
6
8
16
7
9
8
12
8
6
9
4
6
5
4
9
5
4
2
NB Right
SB Left
0
1
0
0
0
1
1
0
0
0
2
0
0
0
0
0
0
1
0
1
0
0
0
0
1
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
1
0
0
1
0
1
0
0
SB Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SB Right
5
11
12
9
9
11
10
15
5
6
4
5
5
5
7
6
7
7
10
5
8
2
5
4
5
10
3
7
5
7
5
5
4
9
5
7
4
5
2
0
5
3
2
3
1
3
2
4
EB Left
3
2
4
2
1
3
1
3
0
3
1
3
2
1
1
1
3
1
1
0
3
7
0
3
2
1
0
2
1
0
2
1
1
2
3
2
1
2
2
1
2
2
3
1
2
3
0
1
EB Thru
0
0
0
0
1
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
EB Right
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
1
2
0
2
0
0
0
0
0
0
2
1
0
0
0
0
0
0
1
1
0
1
0
0
0
0
0
0
0
0
0
WB Left
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
WB Thru
1
0
2
0
2
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
WB Right Total
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
12
17
27
15
20
17
19
27
12
17
13
12
16
10
16
16
16
22
18
12
20
22
9
14
15
20
5
22
20
16
13
16
21
18
17
21
18
15
11
11
13
11
10
10
12
12
6
7
B-37
PEDESTRIAN VOLUMES
Time Period
North
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
6:30 PM
6:45 PM
B-38
South
6
2
2
1
3
2
2
2
1
0
1
1
0
0
2
1
3
0
0
0
0
0
0
0
1
2
3
2
2
0
1
0
2
1
1
1
2
2
2
0
5
7
1
4
2
2
2
9
East
4
2
0
4
1
1
3
0
1
1
0
4
0
1
0
1
0
0
0
4
2
2
2
6
1
0
2
0
4
0
5
3
1
0
0
3
3
3
1
1
1
2
0
1
1
2
4
3
West
8
3
6
11
13
11
16
10
3
3
8
2
6
4
1
1
3
10
1
0
1
3
5
8
1
2
5
2
4
6
0
1
3
3
5
6
10
1
7
10
7
6
10
12
8
10
13
8
Total
7
4
8
7
10
4
5
2
6
3
2
2
2
1
2
6
2
0
8
3
1
3
11
5
2
0
4
3
5
4
3
1
2
5
4
4
0
4
8
7
5
9
5
5
7
13
9
9
25
11
16
23
27
18
26
14
11
7
11
9
8
6
5
9
8
10
9
7
4
8
18
19
5
4
14
7
15
10
9
5
8
9
10
14
15
10
18
18
18
24
16
22
18
27
28
29

BICYCLE VOLUMES
Time Period
NB Left
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
6:30 PM
6:45 PM
NB Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NB Right
0
0
0
1
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
1
0
1
0
1
0
0
2
0
3
0
1
0
0
0
1
1
0
2
2
2
2
SB Left
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SB Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SB Right
1
0
1
3
4
3
4
2
2
5
2
1
0
1
0
1
1
0
1
0
1
0
1
0
0
2
2
0
0
1
1
1
1
1
0
0
1
1
0
2
0
1
0
0
2
0
3
1
EB Left
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
EB Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
EB Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
WB Left
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
WB Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
WB Right Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
B-39
1
0
1
5
6
4
6
2
3
5
2
1
0
1
0
1
2
0
1
0
2
0
1
1
0
3
3
0
1
1
2
1
2
3
2
4
2
2
0
2
0
2
1
0
4
2
5
3
B-40

2016 Brookland Edgewood Livability Study Full Report

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What is the purpose of the study?

What is the purpose of the study?

What areas does the study cover?

What areas does the study cover?

DISTRICT DEPARTMENT OF TRANSPORTATION

DISTRICT OF COLUMBIA DEPARTMENT OF TRANSPORTATION

District Department of Transportation

Rhodeside & Harwell

Capital Services Management, Inc.

Brookland and Edgewood area residents, businesses, and stakeholders

Vincent C. Gray, Mayor

APPENDIX A: Previous Plans + Studies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

Figure 4-3: Collisions Involving Pedestrians + Bicyclists . . . . . . . . . . . . . . . . . . . 4-4

Purpose & Need

Stakeholders at Public Meeting #1

BROOKLAND EDGEWOOD LIVABILITY STUDY

Potomac Lighthouse PCS

Study Area Context

Figure 2-1: Study Area in Context

Located in the heart of Washington, D.C., the

Data Source: Google Maps

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | CONTEXT

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | CONTEXT

population growth over time

Data Sources: US Census 2000 + 2010; ACS, 2009-2013

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | DEMOGRAPHICS

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | DEMOGRAPHICS

Figure 2-4: Brookland and Edgewood Demographics

Data Source: ACS, 2009-2013

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | DEMOGRAPHICS

Data Source: ACS, 2009-2013

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | DEMOGRAPHICS

DISTRICT DEPARTMENT OF TRANSPORTATION

LAND USE + ZONING

Figure 2-5: Art in Brookland Neighborhood

Figure 2-6: Typical residential block in Edgewood

Figure 2-7: Examples of Brookland Architecture

BROOKLAND EDGEWOOD LIVABILITY STUDY

Figure 2-8: Land Use and Zoning

Modest Density Residential

Data Source: Office of Planning, 2014

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | LAND USE

DISTRICT DEPARTMENT OF TRANSPORTATION

Figure 2-9: Study Area Impervious Surface

Impervious surfaces are pavement

Data Source: DDOT, 2014

BROOKLAND EDGEWOOD LIVABILITY STUDY

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | ENVIRONMENT

Street Tree Coverage

Figure 2-10: Street Tree Coverage

gaps in street tree coverage

Data Source: DDOT, 2014

Data Source: DDOT, 2014

BROOKLAND-EDGEWOOD NEIGHBORHOOD BRIEFING BOOK | ENVIRONMENT

DISTRICT DEPARTMENT OF TRANSPORTATION

Figure 2-11: Study Area Topography

BROOKLAND EDGEWOOD LIVABILITY STUDY

Figure 2-12: Study Area Sewer Systems

DISTRICT DEPARTMENT OF TRANSPORTATION

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