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pinch poinT 3.

3 (sheeT a) - overlooK ave


concept plAn AreA B

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**Roadway/ trail geometrics, and traffic


control measures are to be further
refined during final design.**

pinch poinT 3.3 (sheeT B) - overlooK ave


concept plAn AreA B

36

**Roadway/ trail geometrics, and traffic


control measures are to be further
refined during final design.**

pinch poinT 4 - overlooK ave / soUTh capiTol sT


concept plAn AreA B

37

**Roadway/ trail geometrics, and traffic


control measures are to be further
refined during final design.**

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(this page was left blank intentionally)

concepT plan area c


overview
Concept Plan Area C includes trail segments along South Capitol Street for south
of Malcolm X Avenue / MacDill Boulevard to south of Firth Sterling Avenue /
Defense Boulevard.
concepT area c

Along the west side of South Capitol Street are military facilities including: Bolling
Air Force Base and the Anacostia Naval Station. The east side is bounded by I-295
and the St. Elizabeths campus near the northern project limits. Pinch points
are generally caused by the reduction of available width for a trail between the
roadway and another obstruction, such as a wall, or other structures.
Concept Area C is influenced by the ongoing redevelopments of the St.
Elizabeths West Campus for the future location of the Department of
Homeland Security (DHS). As a result of the redevelopment, improvements to
the surrounding roadway network are required for the project, thus resulting
in a new interchange system at the Malcolm X Avenue, South Capitol Street,
and I-295 intersection. The preferred alternative has a new interchange ramp
bridge that spans Malcolm X Avenue and this poses a good opportunity for the
path to span Malcolm X and include spurs which connect to the sidewalks along
Malcolm X. In addition, the DHS roadway network plans illustrate a shareduse path along a proposed roadway between Malcolm X Boulevard and Firth
Sterling Avenue within the campus perimeter, but open to the general public.
In addition, potential connections between Concept Plan Area C and the
proposed trail within the campus should be improved, and approached as
an alternate connection for trail users using the South Capitol Street Trail. In
addition, the proposed trail segment along the DHS roadway would serve as
an additional connection to the South Capitol Street Trail for the hundreds of
federal employees working on the campus and potentially utilizing the trail
for recreational and transportation purposes. As a result, pending the final
preferred alternative for the access roadways, and interchange configuration
upgrades, the preferred alternative should include a suitable connection for

trail users to access the South Capitol Street Trail from the eastside of I-295 at
the St. Elizabeths Campus, and the neighborhoods along the I-295 corridor.
(A plan of Concept Area C is provided in the following pages). Also provided
are excerpts from the traffic study. Traffic comparisons are based on existing
volumes. Analysis with future volumes are provided in Appendicies A & B and
show no appreciable difference to existing results.
Pinch points 5, 6, and 7 are included within Concept Plan Area C.

Pinch Point 6 From Malcolm X Ave/South Capitol Street intersection to


approximately 300-feet north of intersection the existing military base walls,
and travel lanes
create a 300
foot long and
4 foot wide
pinch point. It is
proposed
that
the travelway be
reduced to two
travel lanes with
a 10-foot trail,
4-foot separation
and 2-foot buffer.
(Traffic
study
alternative B is
Pinch point 6 - View north along South Capitol Street
Source: TDG Library
recommended). At
this location, it is possible to have the bus stop from Pinch Point 5 relocated
to this location as well, creating a 16-foot wide area for the trail and bus stop.

Pinch Point 5 South MacDill Blvd/Malcolm X Ave and South Capitol Street
intersection (from 550-feet
south of intersection to curb
return) a 550-foot long 8-foot
wide pinch point area is created
by the limited space adjacent
to the military base walls, light
poles, utilities, bus stop, and
travelway. Currently within the
8-foot area, a 4-foot sidewalk
extends south from the MacDill
(A graphic of pinch point 6 is included in the following pages).
Blvd/Malcolm X Ave to the
bus stop. At this location it is
Pinch Point 7 From approximately 100 feet south of the I-295 southbound
proposed that the travelway be Pinch point 5 - View South at MacDill Blvd
Source: TDG Library
on-ramp to the 100 feet north of the on-ramp gore from South Capitol Street
reduced to a single travel lane
a 18-foot wide area pinches at a single point. At this location it is proposed to
with a 8-foot wide trail, 2-foot
Table
15.
Comparison
of
Existing
and
Alternative
Capacity
Analysis
Results
for
Pinchthe
Point
#4lane configuration and provide a 10-foot wide trail with 5-foot
retain
travel
separation/ bus stop. It is also possible to have the bus stop relocated to the
and a 3-foot buffer within the 18-foot wide area. (Traffic study
north side of the intersection if deemed necessary,
the Speed
entire 14-footDensityseparation,
Qtyallowing
of
[pc/mi/ln]
LOS
Condition
[mph]
B isAM
recommended).
Lanes
AMalternative
(PM)
(PM)
width available for the trail segment.
AM (PM)

Existing

47.1 (45.7)

6.2 (9.6)

A (A)

Alternative A reduce to two lanes

47.1 (45.7)

6.2 (9.6)

A (A)

(A graphic of pinch point 5 is provided in the following pages).

pinch poinTs
To 7configuration
Traffic analysis
Alternative
B retain 5
existing

(A graphic of pinch point 7 is included in the following pages).

Same as existing conditions

(For full report, refer to Appendix B)

Pinch Point #5 (South Capitol Street & MacDill Blvd./Malcolm X Ave. south of intersection)
The next identified pinch point is the segment to the south of South Capitol Street and MacDill
Boulevard/Malcolm X Avenue intersection (approximately 750 ft). This location is constrained due to
the combination of the bus stop located at the southwestern quadrant of the intersection (southbound far side), and limited right-of-way along the segment. South Capitol Street southbound ramp lane is
22 ft wide and is shared with the bus stop. Alternative A at this pinch point includes reducing the
existing ramp lane width from 22 ft to 18 ft and providing an 8-ft trail alignment with a 2-ft buffer,
and 4-ft separation/bus stop area. Reducing the ramp lane width from 22 ft to 18 ft would not change
the capacity of the ramp; therefore, no further analysis was performed for this alternative. Alternative
B includes retaining the existing lane configuration and providing an 8-ft trail alignment with limited
separation/buffer zone by delineating the lane where the bus stop is located, and, therefore, no further
analysis was performed for this alternative.
WMATA bus routes A9, W13, W14, P17, P18, and p19 run along South Capitol Street within the
study area and they make scheduled stops at the subject bus stop. Bus route A9 runs with 10/15minute headways during AM commuter hours and approximately 20/30-minute headways during PM

39

the capacity of the ramp; therefore, no further analysis was performed for this alternative. Alternative
B includes retaining the existing lane configuration and providing an 8-ft trail alignment with limited
separation/buffer zone by delineating the lane where the bus stop is located, and, therefore, no further
analysis was performed for this alternative.
WMATA bus routes A9, W13, W14, P17, P18, and p19 run along South Capitol Street within the
study area and they make scheduled stops at the subject bus stop. Bus route A9 runs with 10/15minute headways during AM commuter hours and approximately 20/30-minute headways during PM
commuter hours. The bus routes W13 and W14 run with 60-minute headways during both AM and
PM commuter hours. Under either alternative scenario, the bus stop will be shared with the vehicular
travel lane. Although not quantifiable with traditional analysis methodologies, there could be minimal
interference expected under Alternative A, while the buses intermediately stop for loading and
unloading passengers with a minimal dwelling time (i.e., 60 sec or less) at the bus stop.

cross-section of the southbound approach from three (3) lanes to two (2) lanes and reconfiguring the
intersection to accommodate one (1) left-turn lane and one (1) through/right-turn shared lane, as
shown in Figure 7. This modification would allow the accommodation of a 10-ft trail, 9-ft separation
area, and 3-ft buffer zone.
An intersection capacity analysis was performed for the proposed alternative, using the HCM
methodology. The results of the capacity analysis for this alternative indicate that the intersection of
South Capitol Street and Malcolm X Avenue will continue to operate at a Level of Service B for both
AM and PM peak hours with a slightly increased delay of 19.9 sec/veh and 15.6 sec/veh during AM
Figure
7.
Lane
Configuration
Diagram
for Proposed
Proposed
Alternative
at Pinch
Pinch
Point
#6
and
PM 7.
peak
hours,
respectively.
The results
of the alternative
analysis
arePoint
summarized
in Table 16.
Figure
Lane
Configuration
Diagram
for
Alternative
at
#6
Figure 7. Lane Configuration Diagram for Proposed Alternative at Pinch Point #6

Figure
Figure 6.
6. Lane
Lane Configuration
Configuration Diagram
Diagram for
for Proposed
Proposed Alternative
Alternative at
at Pinch
Pinch Point
Point #5
#5

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Table 16.
16. Comparison
Comparison of
of Existing
Existing and
at Pinch
Pinch Point
Point #6
#6 [MacDill
[MacDill
Table
and Alternative
Alternative Capacity
Capacity Analysis
Analysis at
Blvd/Malcolm
X Ave
Ave and
and
South
Capitol
Street]
AM (PM)
(PM)
Blvd/Malcolm
X
Capitol
AM
Table
16. Comparison
ofSouth
Existing
and Street]
Alternative
Capacity Analysis at Pinch Point #6 [MacDill
Blvd/Malcolm X Ave and South Capitol Street] AM (PM)
Delay
Level
Delay
Level of
of

Even
Even though
though traffic
traffic forecast
forecast and
and the
the recommended
recommended geometric
geometric improvements
improvements for
for the
the trail
trail alignment
alignment do
do
not
bring
this
intersection
to
a
failing
level
of
service,
it
should
be
noted
that
if
implemented
the
not bring this intersection to a failing level of service, it should be noted that if implemented the
proposed
proposed improvements
improvements included
included in
in the
the St.
St. Elizabeths
Elizabeths FEIS
FEIS (i.e.,
(i.e., I-295/Malcolm
I-295/Malcolm X
X Avenue
Avenue
interchange,
access
road
parallel
to
South
Capitol
Street
on
the
east
side
of
I-295
with
a
frontage
interchange, access road parallel to South Capitol Street on the east side of I-295 with a frontage to
to the
the
planned
planned West
West Campus,
Campus, and
and intersection
intersection improvements
improvements at
at the
the South
South Capitol
Capitol Street/Firth
Street/Firth Sterling
Sterling
Avenue)
Avenue) would
would alleviate
alleviate 100%
100% of
of the
the southbound
southbound left-turn
left-turn traffic
traffic volumes
volumes at
at this
this intersection
intersection and
and
divert
divert these
these volumes
volumes to
to the
the new
new I-295/Frontage
I-295/Frontage Road.
Road. Approximately
Approximately 50
50 trips
trips (10%
(10% of
of the
the 30%
30% of
of
total
projected
trips
for
St.
Elizabeths
East
and
West
Campus
traffic)
would
also
be
expected
to
use
total projected trips for St. Elizabeths East and West Campus traffic) would also be expected to use
South
South Capitol
Capitol Street
Street and
and Firth
Firth Sterling
Sterling Avenue
Avenue intersection,
intersection, which
which would
would not
not affect
affect the
the operations
operations or
or
efficiency
efficiency of
of this
this intersection
intersection under
under existing
existing or
or proposed
proposed lane
lane configurations.
configurations. Capacity
Capacity analysis
analysis results
results
with
with the
the above
above scenario
scenario indicate
indicate that
that South
South Capitol
Capitol Street
Street and
and Firth
Firth Sterling
Sterling Avenue
Avenue intersection
intersection is
is
expected
expected to
to operate
operate at
at LOS
LOS C
C with
with 24.2
24.2 seconds
seconds delay
delay and
and 0.59
0.59 v/c
v/c ratio,
ratio, during
during the
the AM
AM peak
peak hour.
hour.
Pinch
Pinch Point
Point #6
#6 (South
(South Capitol
Capitol Street
Street &
& MacDill
MacDill Blvd./Malcolm
Blvd./Malcolm X
X Ave.
Ave. north
north of
of intersection)
intersection)
The
next
identified
pinch
point
is
north
of
the
MacDill
Boulevard/Malcolm
X
Avenue
The next identified pinch point is north of the MacDill Boulevard/Malcolm X Avenue and
and South
South
Capitol
Street
intersection.
At
this
location,
right-of-way
is
limited
due
to
the
proximity
Capitol Street intersection. At this location, right-of-way is limited due to the proximity of
of the
the
military
military base
base wall
wall to
to the
the roadway
roadway therefore
therefore limiting
limiting the
the area
area needed
needed for
for the
the trail
trail alignment
alignment and
and the
the
separation/buffer
zone.
The
proposed
mitigation
measure
for
this
constraint
includes
reducing
the
separation/buffer zone. The proposed mitigation measure for this constraint includes reducing the
cross-section
cross-section of
of the
the southbound
southbound approach
approach from
from three
three (3)
(3) lanes
lanes to
to two
two (2)
(2) lanes
lanes and
and reconfiguring
reconfiguring the
the
intersection
to
accommodate
one
(1)
left-turn
lane
and
one
(1)
through/right-turn
shared
lane,
intersection to accommodate one (1) left-turn lane and one (1) through/right-turn shared lane, as
as
shown
shown in
in Figure
Figure 7.
7. This
This modification
modification would
would allow
allow the
the accommodation
accommodation of
of aa 10-ft
10-ft trail,
trail, 9-ft
9-ft separation
separation
area,
area, and
and 3-ft
3-ft buffer
buffer zone.
zone.
An
An intersection
intersection capacity
capacity analysis
analysis was
was performed
performed for
for the
the proposed
proposed alternative,
alternative, using
using the
the HCM
HCM
methodology.
The
results
of
the
capacity
analysis
for
this
alternative
indicate
that
the
intersection
methodology. The results of the capacity analysis for this alternative indicate that the intersection of
of
South
South Capitol
Capitol Street
Street and
and Malcolm
Malcolm X
X Avenue
Avenue will
will continue
continue to
to operate
operate at
at aa Level
Level of
of Service
Service B
B for
for both
both
AM and PM peak hours with a slightly increased delay of 19.9 sec/veh and 15.6 sec/veh during AM

Condition
Condition

Control
Control

Condition

Control
Signal
Signal

Existing
Existing
Alternative
length
Alternative
A Reduce
Reduce vehicle
vehicle turning
turning lane
lane storage
storage length
Existing A
Alternative B
southbound
through
and
left turn
turn
Alternative
B Change
Change
southbound
through
and shared
shared
left
Alternative
A
Reduce
vehicle
lane storage
length
lane
to through
through
and
shared
right turning
turn lane
lane
lane
to
and
shared
right
turn
Alternative B Change southbound through and shared left turn
lane to through and shared right turn lane

Signal
Signal
Signal

v/c
v/c Ratio
Ratio
(secs/veh.)
(secs/veh.)
Delay
v/c Ratio
18.7 (13.8)
(13.8)
0.77
(0.45)
18.7
0.77
(0.45)
(secs/veh.)
Same
as
existing
conditions
Same(13.8)
as existing0.77
conditions
18.7
(0.45)
19.9
(15.6)
0.80
(0.52)
Same
as
existing
conditions
19.9 (15.6)
0.80 (0.52)

Signal

19.9 (15.6)

0.80 (0.52)

Service
Service
Level of
B (B)
(B)
B
Service
B (B)
B
(B)
B (B)
B (B)

Pinch Point
Point #7
#7 (Malcolm
(Malcolm X
X Ave
Ave to
to I-295
I-295 merge
merge ramp)
ramp)
Pinch
The
next
pinch
point
is
the
weaving
segment
between
the exit ramp from South Capitol Street to
The
next
pinch
point is the
weaving
segment
Pinch
Point
#7 (Malcolm
X Ave
to I-295
mergebetween
ramp) the exit ramp from South Capitol Street to
Malcolm
Xpinch
Ave point
and the
the
295
southbound
merge
ramp the
to South
South
Capitol
Street.
A Capitol
capacityStreet
analysis
Malcolm
Ave
and
295
southbound
merge
ramp
to
Capitol
Street.
capacity
analysis
The
next X
is IIthe
weaving
segment
between
exit ramp
from
SouthA
to
for
this
weaving
segment
was
performed
by
reducing
the
cross-section
of
existing
weaving
lanes
from
for
this
weaving
segment
was
performed
by
reducing
the
cross-section
of
existing
weaving
lanes
from
Malcolm X Ave and the I 295 southbound merge ramp to South Capitol Street. A capacity analysis
fourthis
(4)weaving
lanes to
tosegment
three (3)
(3)
lanes
for Alternative
Alternative
A. theThe
The
results of
of of
theexisting
capacity
analysis
forfrom
this
four
(4)
lanes
three
for
A.
results
the
capacity
analysis
for
this
for
waslanes
performed
by reducing
cross-section
weaving
lanes
alternative
indicate
that
the
weaving
segment
between
I-295
Southbound
merge
ramp
to
South
Capitol
alternative
indicate
that the
segment
between
merge
ramp analysis
to South for
Capitol
four (4) lanes
to three
(3) weaving
lanes for
Alternative
A. I-295
The Southbound
results of the
capacity
this
Street and
and the
the exit
exit ramp
ramp from
from South
South Capitol
Capitol Street
Street to
to Malcolm
Malcolm X
X Avenue
Avenue would
would operate
operate at
at aa Level
Level of
of
Street
alternative indicate that the weaving segment between I-295 Southbound merge ramp to South Capitol
Service
B
or
better
during
both
peak
hours.
Alternative
B
consists
of
retaining
the
existing
Service
or exit
better
during
hours.
B Avenue
consistswould
of retaining
thea Level
existing
Street andB the
ramp
from both
South peak
Capitol
Street Alternative
to Malcolm X
operate at
of
configuration, thus
thus no
no further
further traffic
traffic analysis
analysis was
was performed
performed for
for this
this alternative.
alternative. The
The results
results of
of the
the
configuration,
Service B or better during both peak hours. Alternative B consists of retaining the existing
analysis for
for this
this
proposed
segment
is compared
compared
with the
the for
analysis
for existing
existing
conditions
and
analysis
is
with
analysis
for
configuration,
thusproposed
no furthersegment
traffic analysis
was performed
this alternative.
Theconditions
results of and
the
summarized
in
Table
17.
summarized
in
Table
17.
analysis for this proposed segment is compared with the analysis for existing conditions and
summarized
in Table 17.
Table 17.
17. Comparison
Comparison
of Existing
Existing and
and Alternative
Alternative Capacity
Capacity Analysis
Analysis Results
Results for
for Pinch
Pinch Point
Point #7
#7
Table
of
Table 17. Comparison of Existing and Alternative Capacity
Analysis
Results for PinchLOS
Point #7
No. of
of
Speed
LOS
No.
Speed
Condition
Condition

Existing
Condition
Existing
Alternative
A

reduce
to one lane
Alternative
Existing A reduce to one lane
Alternative
B

retain
existing
configuration
Alternative
configuration
Alternative B
A retain
reduceexisting
to one lane
Alternative B retain existing configuration

Weaving
Weaving
No.4 of
4
Weaving
334
3

[mph]
AM (PM)
(PM)
[mph]
AM
Speed
LOS
43.3
(42.5)
A
(B)
43.3
(42.5)
A
(B)
[mph]
AM (PM)
42.6
(41.5)
B
(B)
42.6
B
43.3 (41.5)
(42.5)
A (B)
(B)
Same as
as existing
existing conditions
conditions
Same
42.6 (41.5)
B (B)
Same as existing conditions

concepT plan area c - overview


pinch points 5 to 7

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