Draft Evaluation of Alignment Alternatives Methodology and Results Report. 3 nd Draft. May 2011(rev June 17, 2011)

Transcription

1 Draft Evaluation of Alignment Alternatives Methodology and Results Report 3 nd Draft May 2011(rev June 17, 2011)

2 Draft Evaluation of Alignment Alternatives Methodology and Results Report Table of Contents 1.0 Introduction Project Overview, History and Background Project Description Study Area Description Project Development Process Development of Conceptual Alignment Alternatives Conceptual Alignment Alternatives Community Outreach and Agency Coordination Summary of Public Comments on the Conceptual Alignment Alternatives Agency Coordination Evaluation Process Evaluation Criteria Screening Process Recommendations Alignment Alternatives Eliminated from Additional Study Alignment Alternatives Retained for Further Evaluation Next Steps

3 List of Figures Figure 1: DC Streetcar System Plan... 5 Figure 2: Study Area... 7 Figure 3: Planning Process... 8 Figure 4: Typical Streetcar Vehicle Figure 5: On-Street Parking and Streetcar Stop Platform Figure 6: Simulation of Modern Streetcar in Operation Figure 7: Alignment Alternatives Group A Figure 8: Alignment Alternatives Group B Figure 9: Alignment Alternatives Group C List of Tables Table 1: Summary of Concerns Table 2: Interagency Technical Advisory Committee Members Table 3: Evaluation Meetings Table 4: Evaluation Criteria List Table 5: / Matrix Table 6: Evaluation Criteria Matrix Table 7: Alignment Alternatives Eliminated from Additional Study Table 8: Alignment Alternatives Retained

4 1.0 Introduction The purpose of this report is to present the methodology used to evaluate potential streetcar alignment alternatives and the results of the screening process for the Environmental Assessment and Section 106 Evaluation for the District Department of Transportation (DDOT) in Washington, DC Project Overview, History and Background The District Department of Transportation (DDOT), in cooperation with the Federal Transit Administration (FTA), is studying the possible extension of the Anacostia Initial Line Phase 1 streetcar (currently under construction along South Capital Street and Firth Sterling Road in Southeast Washington, DC). This possible future extension, known as the, would connect with the end of Phase 1 at the Anacostia Metrorail Station at the intersection of Firth Sterling Avenue and Howard Road. The proposed streetcar extension would run from the Anacostia Metrorail Station, through the downtown Anacostia Business and Historic District, to the southern approach of 11th Street Bridge. The extension would connect Anacostia to a larger 37 miles planned streetcar network throughout the District of Columbia Project Description The purpose of the is to develop and maintain an efficient, reliable, and convenient transit service that enhances connectivity within and between neighborhoods and supports community revitalization and economic development. The project will help to expand access to economic and employment opportunities throughout the District by increasing the service coverage for fixed guideway, in-street public transportation. This connectivity and public infrastructure investment is expected to contribute to increased real estate values and facilitate development potential in the study area. In addition, the proposed project will also improve access and connectivity for residents and visitors to the Anacostia Business and Historic District and promote sustainable transit services, infrastructure, and development patterns. The proposed project is part of DDOT s commitment to improve quality public transportation in the District, to provide improved neighborhood access to the greater public transportation network, and to provide an additional transportation choice to Anacostia residents and businesses. Extension of the DC Streetcar network is seen as a major long term public infrastructure investment that will help to reinforce and sustain vibrant and stable neighborhoods, rebuild retail corridors, and foster improved accessibility to employment opportunities. The extension is one component of the 37-mile DC Streetcar System Plan. The overall system plan is planned to be built in three phases to add capacity to the District s existing transit 4

5 network. Complete details of the DC Streetcar System Plan are provided in the DC Transit Future System Plan (April 2010). Figure 1 is a map of the overall DC Streetcar Plan. Figure 1. DC Streetcar System Plan Source: DC Transit Future System Plan 5

6 The DC Transit Future System Plan identifies the following goals for the streetcar program: Provide added capacity to the District s transit network, Stimulate economic development and retail growth in areas not served by Metrorail, Improve the quality of transportation by connecting District neighborhoods Study Area Description The study area is approximately ½ mile wide, centered on Martin Luther King Jr. Avenue. It is bounded by Q Street, SE to the north and the intersection of Martin Luther King Jr. Avenue and Pomeroy Road SE to the south. The corridor is located entirely within the southeast quadrant of Washington D.C. in Ward 8 and includes portions of the neighborhoods of Historic Anacostia, Sheridan, and Barry Farms. A map of the study area is on the following page as Figure 2. 6

7 Figure 2. Study Area Source: HDR Engineering 7

8 1.4. Project Development Process The project is following the FTA s project development process (Figure 3). This process emphasizes the early development of a wide range of alignment options that can be systematically reduced to a smaller number of the most-promising alternatives. The remaining alternatives are further screened to develop a single locally-preferred alternative (LPA) that can be carried forward for design and construction. The project development process is designed to identify and screen a long list of potentially reasonable and feasible alternatives to ensure that the subsequent LPA reflects the most practicable alternative that is most responsive to the project s purpose and need. Figure 3. Planning Process We Are Here 2.0 Development of Conceptual Alignment Alternatives In December 16, 2010, DDOT met with interested public agencies to discuss the environmental assessment federal process and obtain initial feedback on possible alignment alternatives. Preliminary system planning suggested several double track streetcar alignment along Martin Luther King Jr. Avenue. On January 12, 2011, DDOT held a public meeting to help identify transportation needs in the community, gain an understanding of what some of the concerns regarding streetcar as a mode in the community and provide suggested alignment alternatives for the proposed streetcar line. Meeting participants were asked to draw additional candidate alignments on blank study area maps as alternatives to the DC Transit Future April 2010 proposed line connecting the Anacostia Metro Rail Station to the 11 th Street bridge via Martin Luther King Jr. Avenue. 8

9 Using comments from both agencies and community members, nine alignment alternatives were developed. The nine conceptual alignments were: Martin Luther King Jr. Avenue Double Track Martin Luther King Jr. Avenue/13 th Street Split Pair Martin Luther King Jr. Avenue/14 th Street Split Pair Martin Luther King Jr. Avenue/Shannon Place Split Pair Martin Luther King Jr. Avenue/Railroad Avenue Spit Pair Martin Luther King Jr. Avenue/Shannon Place/13 th Street Spit Pair Poplar Point Double Track Poplar Point/CSX Railroad Split Pair CSX Railroad Double Track In March 2011, DDOT presented the nine alignment alternatives to public agency representatives at a meeting for the Interagency Technical Advisory Committee (ITAC). During this meeting, committee members commented that there should be a streetcar option that combined two alignment alternatives: Martin Luther King Jr. Avenue/Shannon Place and Poplar Point Double Track. Based on that comment, a tenth alignment alternative was developed: Poplar Point/Shannon Place Split Pair 2.1. Conceptual Alignment Alternatives As this project is an extension of a streetcar project already under construction, all ten potential alignment alternatives 1 use streetcar as their mode. All of the alignment alternatives begin at the end of the Anacostia Initial Line Phase 1 project (the Anacostia Metrorail Station at Firth Sterling Road and Howard Road) and end at the 11 th Street Bridge approach. The vehicles for all of the alignment alternatives are modern streetcars (Figure 4) powered by overhead wires. Specific station locations have not been identified, however, they will likely have a standard format as shown in Figure 5. 1 As part of the Environmental Assessment, all of the alignment alternatives that remain after the screening process will be evaluated against a No-Build alternative. The No-Build alternative includes all of the projects that have been planned and programmed for funding as part of the Washington, DC- Region Transportation Improvement Program and Constrained Long Range Plan and the DC Capital Improvement Program except for a streetcar extension. 9

10 Figure 4. Typical Streetcar Vehicle Figure 5. On-Street Parking and Streetcar Stop Platform Most of the alignment alternatives that use Martin Luther King Jr. Avenue include a double-tracked component. Other alignment alternatives are single track running on a loop. Photo simulations of both double- and single-track operations were shared with the community at the March 26, 2011 public meeting. As sample is shown in Figure 6 on the next page. 10

11 Figure 6. Simulation of Modern Streetcar in Operation The first group of alignment alternatives is known as Group A, and includes the alternatives east of Martin Luther King Jr. Avenue. These alignments are show in Figure 7 at the end of this section. Alternative 1: Martin Luther King Jr. Avenue Mainline: The Martin Luther King Jr. Avenue Mainline Alternative (1) is a double track alternative that would run from the Phase 1 streetcar end of line at Firth Sterling Avenue, turn southeast onto Howard Road past the Anacostia Metro Rail Station, travel east to Martin Luther King Jr. Avenue, turn northeast onto Martin Luther King Jr. Avenue and continue north toward the 11th Street Bridge approach. The streetcar would turn back on a crossover to the opposite track to return from the 11th Street Bridge approach toward Anacostia. This alternative would run southbound on Martin Luther King Jr. Avenue; turn northwest onto Howard Road, southwest on Firth Sterling to connect with the end of line of the Phase 1 Anacostia Streetcar. Track Length: 1.36 miles/route Miles: 0.68 miles. Alternative 2: Martin Luther King Jr. Avenue/13 th Street: The Martin Luther King Jr. Avenue/13 th Street Alternative (2) would run from the Phase 1 streetcar end of line at Firth Sterling Avenue, turn southeast onto Howard Road, travel past the Anacostia Metro Station, travel east to Martin Luther King Jr. Avenue. The alignment would then turn east onto Pleasant Street, north onto 13 th Street, continue north to turn west onto Good Hope road and south onto Martin Luther King Jr. Avenue to create a loop. The alignment would link back to Martin Luther King Jr. Avenue from the 11 th Street Bridge approach. Returning from the 11 th Street Bridge approach toward Anacostia, this alternative would run southbound on Martin Luther King Jr. Avenue; turn northwest onto Howard Road, southwest onto Firth Sterling to connect to the end of line Phase 1 of Anacostia Streetcar. Track Length: 1.46 miles/route Miles: 1.10 miles. Alternative 3: Martin Luther King Jr. Avenue Avenue/14 th Street: The Martin Luther King Jr. Avenue/14 th Street Alternative (3) would run from the Phase 1 streetcar end of line at Firth 11

12 Sterling Avenue, turn southeast onto Howard Road, travel past the Anacostia Metro Station, travel east to Martin Luther King Jr. Avenue. The alignment would then turn east onto W Street, north onto 14 th Street, continue north to turn west onto Good Hope Road and turn southwest on to Martin Luther King Jr. Avenue to create a loop. The alignment would link back to Martin Luther King Jr. Avenue from the 11st Bridge approach. Returning from the 11 th Street Bridge approach toward Anacostia, this alternative would run southbound on Martin Luther King Jr. Avenue; turn northwest onto Howard Road, and then turn southwest onto Firth Sterling to connect to the end of line Phase 1 of Anacostia Streetcar. Track Length: 1.69 miles/route Miles: 1.24 miles. The second group of potential alignment alternatives is known as Group B, and includes the alternatives west of Martin Luther King Jr. Avenue. These alignments are show in Figure 8 at the end of this section. Alternative 4: Martin Luther King Avenue/Shannon Place: The Martin Luther King Jr. Avenue/Shannon Place Alternative (4) would run from the Phase 1 streetcar end of line at Firth Sterling Avenue, turn southeast onto Howard Road past the Anacostia Metro Station, and then travel northeast onto Martin Luther King Jr. Avenue. The alignment would then turn northwest onto Chicago Street SE, northeast onto Shannon Place, travel north to turn east on to V Street SE and continue southwest back onto Martin Luther King Jr. Avenue to create a loop. Returning from the 11 th Street Bridge approach toward Anacostia, this alternative would run southbound on Martin Luther King Jr. Avenue; turn northwest onto Howard Road, southwest onto Firth Sterling to connect to the end of line Phase 1 of Anacostia Streetcar. Track Length: 1.35 miles/route Miles: 1.31 miles. Alternative 5: Martin Luther King Jr. Ave/ Railroad Avenue: The Martin Luther King Jr. Ave/ Railroad Avenue Alternative (5) would run from the Phase 1 streetcar end of Firth Sterling Avenue, turn southeast onto Howard Road, travel past the Anacostia Metro Station, and turn northeast onto Martin Luther King Jr. Avenue. The alignment would then turn northwest onto Chicago Street SE, northeast onto Railroad Avenue (parallel to the CSX railroad), east onto U Street SE, and southwest back onto Martin Luther King Jr. Avenue to create a loop. Returning from the 11th Street Bridge approach toward Anacostia, this alternative would run southbound on Martin Luther King Jr. Avenue; turn northwest onto Howard Road, southwest onto Firth Sterling to connect to the end of line Phase 1 of Anacostia Streetcar. Track Length: 1.46 miles/route Miles: 1.42 miles. Alternative 6: Martin Luther King Jr. Avenue/Shannon Place/13 th Street: The Martin Luther King Jr. Avenue/Shannon Place/13 th Street Alternative (6) would run from the Phase 1 streetcar end of line at Firth Sterling Avenue, turn southeast onto Howard Road, run past the Anacostia Metro Station, travel northeast onto Martin Luther King Jr. Avenue. The alignment would then turn east onto Pleasant Street, north onto 13 th Street, to turn west onto Good Hope Road and south onto Martin Luther King Jr. Avenue to create a loop. The alignment would link back to 12

13 Martin Luther King Jr. Avenue from the 11 th Street Bridge approach. Returning from the 11 th Street Bridge approach toward the Anacostia Metro Station, this alternative would run southbound on Martin Luther King Jr. Avenue; turn west onto U Street SE, turn southwest onto Shannon Place, turn southeast onto Chicago Street, turn southwest onto Martin Luther King Jr. Avenue, turn northwest onto Howard Road and then turn southwest on to Firth Sterling to connect to the end of line Phase 1 of Anacostia Streetcar. Track Length: 1.52 miles/route Miles: 1.21 miles. The third group of alignment alternatives is known as Group C, and includes the alternatives outside of the primary business district. These alternatives are show in Figure 9 at the end of this section. Alternative 7: Poplar Point Double Track: The Poplar Point Double Track Alternative (7) would run from the Phase 1 streetcar end of line at Firth Sterling Avenue, turn northwest onto Howard Road under I-295 to turn northeast towards the Metro Rail Park & Ride structure. The alignment would continue northeast on a currently undeveloped/unnamed road, turn southeast onto Good Hope Road SE and travel under I-295 to connect to Martin Luther King Jr. Avenue and the 11 th Street Bridge approach. The streetcar would turn back on a crossover to the opposite track and return from the 11 th Street Bridge approach toward Anacostia This alternative would turn northwest onto Good Hope Road, southwest onto the currently undeveloped/unnamed road, passing the Metro Rail Park and Ride, and turn southeast onto Howard Road, southwest on to Firth Sterling to connect to the end of line Phase 1 of Anacostia Streetcar. Track Length: 1.54 miles/route Miles: 0.77 miles. Alternative 8: Poplar Point/CSX Railroad: The Poplar Point/CSX Railroad Alternative (8) would run from the Phase 1 streetcar end of line at Firth Sterling Avenue, continue northwest onto the existing CSX Railroad right of way to link up to the 11 th Street Bridge approach. The streetcar would turn back on a crossover to the opposite track to return from the 11th Street Bridge approach toward Anacostia. This alternative would turn northwest onto Good Hope Road, southwest onto the currently undeveloped/unnamed road passing the Metro Park and Ride, and turn southeast onto Howard Road, then turn southwest onto Firth Sterling to connect to the end of line Phase 1 of Anacostia Streetcar. This alternative requires a pedestrian bridge over 295. Track Length: 1.25 miles/route Miles: 1.21 miles. Alternative 9: CSX Railroad Double Track: The CSX Railroad Double Track Alternative (9) would run from the Phase 1 streetcar end of line at Firth Sterling Avenue near the Anacostia Metro Station, enter the existing CSX Railroad right of way at the intersection of Howard Road, and continue northeast toward the 11 th Street Bridge approach. The streetcar would turn back on a crossover to the opposite track to return from the 11 th Street Bridge approach toward Anacostia. This alternative would use the same existing CSX Railroad right of way, travel southwest to connect to the end of line Phase 1 of Anacostia Streetcar. Track Length: 0.58 miles/route Miles 0.58 miles. 13

14 Alternative 10: Poplar Point/Shannon Place: The Poplar Point/Shannon Place Alternative (10) would run from the Phase 1 streetcar end of the line at Firth Sterling Avenue, turn southeast on Howard Road, travelling east past the Anacostia Metro Station. This alternative would turn northeast onto Martin Luther King Jr. Avenue, turn northwest onto Chicago Street, turn northeast onto Shannon Place, followed by a northwest turn to reconnect with Martin Luther King Jr., Avenue. At the 11th Street Bridge approach, the streetcar would turn northwest at Good Hope Road, southwest onto the currently undeveloped/unnamed road to pass the Metro Rail Park and Ride and turn southeast onto Howard Road, southwest on to Firth Sterling to create a loop and connect to the end of line Phase 1 of Anacostia Streetcar. This would include a stub-ended track on Martin Luther King Jr. Avenue for a future connection to the 11th Street Bridge. This alternative requires a pedestrian bridge over 295. Track Length: 1.5 miles/route Miles 1.4 miles. 14

15 Figure 7. Alignment Alternatives Group A Source: HDR Engineering 15 15

16 Figure 8. Alignment Alternatives Group B Source: HDR Engineering 16 16

17 Figure 9. Alignment Alternatives Group C Source: HDR Engineering 17 17

18 3.0 Community Outreach and Agency Coordination DDOT s public involvement program for the Environmental Assessment involves public outreach and agency coordination from the initial project kickoff, through the development of alignment alternatives, and throughout the screening of alternatives. Comments and ideas from the local community and interested public agencies and organizations were important in identifying the preferred streetcar alignments for this project Summary of Public Comments on the Conceptual Alignment Alternatives DDOT solicited community feedback regarding the purpose and need for the project at a December 2, 2010 Community Leaders briefing and at a January 12, 2011 Public Kick-Off Meeting. Through a series of mapping and discussion exercises at the January public meeting, community members created visual depictions of places they value as well as, problematic areas in their community, and initial streetcar alignment concepts. After an analysis of the results of the public meeting comments, and in conjunction with ongoing meetings among technical staff and partners, DDOT developed ten initial conceptual alignment alternatives (described in Section 2, above). The ten conceptual alignment alternatives were refined by DDOT and their partners for technical and engineering considerations, and were represented at the March 26, 2011 public meeting. At that meeting, the ten initial alignment alternatives and a no build, or do nothing alternative were discussed and evaluated during small group sessions. Using prepared score sheets, participants wrote their comments on each of the alternatives. In addition to the public meeting, an on-line survey was conducted and various and written comments were sent to DDOT. Those comments directly influenced the outcome of the screening process. Table 1 provides a summary of the public concerns for each of the alignment alternatives. Table 1: Summary of Concerns ALIGNMENT ALTERNATIVE MEETING PARTICIPANT CONCERNS Alternative 1 Most felt that Martin Luther King Jr. s congestion and size are too problematic for a double-track route. Despite the concerns about size, many thought that Martin Luther King Jr. Avenue needed to be the focus of streetcar in some other way, perhaps just single-track. Some wanted to avoid Martin Luther King Jr. Avenue entirely, while for others, this was the favorite alignment. 18

19 Table 1: Summary of Concerns, Continued ALIGNMENT MEETING PARTICIPANT CONCERNS ALTERNATIVE Alternative 2 Putting part of the route on Martin Luther King Jr. Avenue brings streetcar through the heart of the community and allows for the most positive impact without the problems associated with double-track on Martin Luther King Jr.. Many disliked using the residential area for streetcar due to concerns about narrow streets and residential character, while others appreciated a streetcar route that would provide access to local residents and neighborhood destinations, such as the Frederick Douglass House and the new library. Many commented that Pleasant Street is too narrow for streetcar, and that W Street should be used instead. Some others wanted to avoid Martin Luther King Jr. Avenue entirely. Alternative 3 Putting part of the route on Martin Luther King Jr. Avenue brings streetcar through the heart of the community and allows for the most positive impact without the problems associated with double-track on Martin Luther King Jr.. Many disliked using the residential area for streetcar due to concerns about narrow streets and residential character, while others appreciated a streetcar route that would provide access to local residents and neighborhood destinations, such as the Frederick Douglass House and the new library. Some others wanted to avoid Martin Luther King Jr. Avenue entirely. Alternative 4 Putting part of the route on Martin Luther King Jr. Avenue brings streetcar through the heart of the community and allows for the most positive impact without the problems associated with double-track on Martin Luther King Jr. Brings highly developable land into play. Concerns about potential impacts (parking, safety, noise) to residential portions of the neighborhod are avoided, although some commenters prefered alignments that run through more residential areas of the community. Some others wanted to avoid Martin Luther King Jr. Avenue entirely. Alternative 5 Putting part of the route on Martin Luther King Jr. Avenue brings streetcar through the heart of the community and allows for the most positive impact without the problems associated with double-track on Martin Luther King Jr. Brings highly developable land into play. Concerns about residential impacts are avoided, although some do prefer residential routes. If CSX ROW would have to be purchased, it will likely be too expensive. Some others wanted to avoid Martin Luther King Jr. Avenue entirely. Alternative 6 This alignment ignores upper Martin Luther King Jr., which many consider to be the heart of the community, but does bring into play both the residential area and the more commercial developable area. This was considered a compromise route by many participants. Still, many felt like ignoring upper Martin Luther King Jr. Avenue completely would be a mistake. 19

20 Table 1: Summary of Concerns, Continued ALIGNMENT ALTERNATIVE MEETING PARTICIPANT CONCERNS Alternative 7 Most felt that this alignment ignores the heart of the community entirely and currently serves no one. There would be little to no economic development impact. Many felt that it would be too expensive to purchase CSX ROW and build bridges over 295. Some liked that this alignment avoids Martin Luther King Jr. Avenue and thought it was the least controversial. Alternative 8 Most felt that this alignment ignores the heart of the community entirely and currently serves no one. There would be little to no economic development impact. Many felt that it would be too expensive to purchase CSX ROW and build bridges over 295. Some liked that this alignment avoids Martin Luther King Jr. Avenue and thought it was the least controversial. Alternative 9 Many felt that this alignment ignores the heart of the community entirely and currently serves no one Some liked that this alignment avoids Martin Luther King Jr. Avenue and thought it was the least controversial. There would be little to no economic development impact. Many felt that it would be too expensive to purchase CSX ROW and build bridges over 295. Would not have significant noise impacts on the community Avoids grade crossings in the nieghborhood Alternative 10 Most felt that this alignment ignores the heart of the community entirely and currently serves no one. Many felt that it would be too expensive to purchase CSX ROW and build bridges over 295. Many expressed that the ROW impacts and property takings with this alignment are not acceptable Agency Coordination In order to facilitate flow of information and help expedite the delivery of critical information, DDOT established an Interagency Technical Advisory Committee (ITAC) for the project. The ITAC includes representatives from public agencies and utility companies that advise DDOT on the study process, maintain effective interagency communication, and ensure that the study is supported by accurate technical information. 20

21 The ITAC includes staff from the following agencies or organizations: Table 2: Interagency Technical Advisory Committee Members Comcast CSX Railroad DC Water DC State Historic Preservation Office (DC SHPO) District Department of Consumer and Regulatory Affairs (DCRA) District Department of the Environment (DDOE) District Department of Housing and Community Development (DHCD) District Department of Planning (OP) District Department of Public Works (DPW) District Department of Transportation (DDOT) District Executive Office of the Mayor (EOM) District Fire and Emergency Medical Services Department (FEMS) District Homeland Security and Emergency Management Agency (HSEMA) District Office of the Deputy Mayor for Planning and Economic Development (DMPED) Federal Highway Administration (FHWA) Federal Transit Administration (FTA) Joint Base Anacostia/Bolling Metropolitan Police Department (MPD) National Capital Planning Commission (NCPC) National Park Service (NPS) Naval District Washington Potomac Electric Power Company (PEPCO) Washington Gas Washington Metropolitan Area Transit Authority (WMATA) U.S. Commission of Fine Arts (CFA) U.S. Coast Guard (USCG) Verizon Communications Company On December 16, 2010, DDOT met with the ITAC in an Agency Kick-off Meeting to describe the project, the environmental assessment and Section 106 process that would take place and solicit feedback on the project s purpose and need and suggestions on preliminary alignment alternatives. On March 17, 2011, the ITAC met again to review the conceptual alignment alternatives developed by the project 21

22 team as shown in Section 2. During the March meeting, the ITAC suggested a tenth alternative (Poplar Point / Shannon Place). Following the development of the alternatives, and using similar criteria to the public, the ITAC members screened the alternatives, provided feedback, and shared information with the project team. In April and May of 2011, DDOT met with several ITAC members to exchange additional information and provide detailed feedback on the alternatives. DDOT also received written feedback from several agencies regarding the conceptual alternatives, purpose and need and baseline conditions report. The ITAC will meet again as a whole in June 2011 to review the results of the screening process. 4.0 Evaluation Process The alignment alternatives evaluation process included the following steps: 1. the development of a list of evaluation criteria 2. a conceptual-level screening that analyzed the advantages and disadvantages of each alignment. 3. an evaluation matrix of all of the screening criteria. Evaluation screens were conducted by the project team, DDOT staff, ITAC members, and the public via the March 26, 2011 public meeting, public survey participation online and through written communication from residents. Table 3. Evaluation Meetings Stakeholder Group Date of Meeting(s) Evaluation Tool DDOT Ongoing Evaluation Criteria List, / Matrix, Evaluation Criteria Matrix Community Outside Agencies/Technical December 12, 2010 Community Leaders Meeting, January 12, 2011 and March 26, 2011 public meetings, online survey and written communication December 16, 2010 and March 17, 2011 ITAC meetings, throughout April and May during one-on-one interviews and written communication Evaluation Criteria list, / Matrix, Score sheets Evaluation Criteria List, / Matrix, Evaluation Criteria Matrix 22

23 4.1. Evaluation Criteria In coordination with the goals established in the DC Transit Futures and the project s Purpose and Need Statement, DDOT developed a set of criteria to evaluate the ten conceptual alignment alternatives. The evaluation measures provide the means to gauge how well the alternatives meet the overall program s goals and objectives. The evaluation criteria are: LAND USE Table 4. Evaluation Criteria List Proximity to medium and high density residential areas Extent of medium and high density residential areas within one-half mile of alignment Compatibility with Existing Land Use Consistency with existing land use Provides direct connection with and easy access to existing activity centers Connects highest number of community activity centers Compatibility with Future Land Use Consistency with adopted future land use plans Provides direct connection with and easy access to future activity and employment centers Enhances future Metro Rail Station area plans (such as current Anacostia Station planning process) Compatibility with Great Streets Program Enhances and supports the Martin Luther King Jr. Avenue, SE and South Capitol Street Great Streets Initiative Connectivity to regional transit network Provides direct connection to Metro Bus Provides enhanced, walkable connection to Metro Rail Facilitates future expansion of streetcar Ability to be integrated into the existing transit system ENVIRONMENTAL ISSUES Historic Resources, Section 106 Resources Number of potential historic resources along the alignment Parklands or Other Section 4(f) Resources Number of Section 4(f) resources along the alignment Property Acquisitions Avoids or minimizes right-of-way requirements 23

24 ENVIRONMENTAL ISSUES, Continue Table 4. Evaluation Criteria List, Continued Environmental Justice Avoids potential for property acquisitions in areas of high concentration of minority and lowincome populations Provides enhanced public transportation and mobility benefit to areas of high concentration of minority and low-income populations Noise and vibration-sensitive uses Minimizes or avoids noise sensitive uses within specified noise and vibration screening distances POPULATIONS SERVED Total Population Total population located within ¼ mile of alignment Total Employment Total employment located within ¼ mile of alignment Minority Population Total minority population located within ¼ mile of alignment Zero-car Households Total zero-car households located within ¼ mile of alignment ECONOMIC DEVELOPMENT Economic Development Extent of opportunities for economic development based on proximity to areas targeted for new development or intensification of existing development Potential for Transit-Oriented Development Enhances potential for transit oriented development based on land use patterns and plans along the alignments RIDER BENEFITS Connectivity Number of major activity centers served in the study area Estimated Travel Time COMMUNITY SUPPORT Community Support Extent of community support for transit alternative 24

25 Table 4. Evaluation Criteria List, Continued TRAFFIC AND TRANSIT OPERATIONS, DESIGN AND CONSTRUCTABILITY ISSUES Streetcar Operations Connection to Anacostia Phase 1 Efficient interface with Metro Rail Station Minimizing operational constraints, such as difficult turning radii or grade changes Traffic Operations Minimizes or avoids potential for intersection failure Minimizes or avoids increase in roadway congestion Minimizes or avoids traffic safety conflicts Minimizes need for new signalized intersections or adjustments to existing traffic signals Parking Avoids or minimizes removal of on-street parking Construction & Constructability Avoids or minimizes potential utility conflicts Ease of implementation Ability to be integrated into existing transit system (Metro Rail Station) COSTS Capital Costs Estimated capital costs to construct the project 4.2. Screening Process To facilitate the review and analysis of potential alternatives, the screening process was conducted in two steps: a first-cut / Matrix followed by an Evaluation Criteria Matrix, completed by DDOT staff, consultants, and agency partners. These steps were taken in conjunction with the public review of the alignment alternatives, as summarized in Section / of Conceptual Alignment Alternatives The / Matrix, Table 5 on the following pages, was developed by DDOT and their consultants to aid in the initial discussion of the alternatives. The matrix was the first level of analysis for the review of the alternatives. It was also used at the March 2011 public meeting to generate discussion about the relative merits of each of the alternatives. 25

26 Table 5. / Matrix Alternative 1: Martin Luther King Jr. Avenue Mainline Traffic Operations Section 106 / Historic Resources Community/Connectivity Design / Operations / Construction Miscellaneous None Historic streetcar route None Improved access to the Anacostia Historic District Would not require archeological survey Added congestion along Martin Luther King Jr. Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) None Travels through the heart of the community Direct access to Martin Luther King Jr. Avenue amenities Access to Anacostia Metro Station Access to residential areas within ten minute walk ( ¼ mile) in each direction of Martin Luther King Jr. None Perceived parking/access issues in eyes of business owners Martin Luther King Jr. s northern end is narrow Possible impact to parking along Martin Luther King Jr. Alternative 2: Martin Luther King Jr. Avenue / 13 th Street Potentially relieves parking and congestion impacts along Martin Luther King Jr. Avenue Changing traffic pattern on Pleasant Street (currently one way street in opposite direction) Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) Historic streetcar route Would not require archeological survey Increase traffic in residential area of historic district Travels through the heart of the community Easy access to Martin Luther King Jr. Avenue amenities from 13 th Street (0.1 miles) Access to Anacostia Metro Station Short walk from 13 th (0.1 miles) to access business and cultural destinations along Martin Luther King Jr. Good access to residential neighborhoods off of Martin Luther King Jr. Avenue (1/4 mile or 10 minute walk from alignment to residential areas between Anacostia Freeway and eastern extent of study area. Sidewalk facilities available along W, V, U and Good Hope Road to access Martin Luther King Jr. None None Tight turning radii may have property impacts Narrow residential streets (Pleasant Street SE) with limited frontage Open up 13 th Street for redevelopment possibilities Potential impact to residential parking on Pleasant Street and 13 th Street 26

27 Alternative 3: Martin Luther King Jr. Avenue/ 14 th Street Traffic Operations Section 106 / Historic Resources Community/Connectivity Design / Operations / Construction Miscellaneous Potentially relieves parking and congestion None impacts along Martin Luther King Jr. Avenue Increased traffic in the residential area of the historic district Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) Good access to Frederick Douglass Historic House site on 14th Would not require archeological survey Proximity to Frederick Douglass National Historic Site (a National Historic Landmark) Travels through the heart of the community Easy access from 14 th Street to Martin Luther King Jr. Avenue amenities (0.2 miles) Access to Anacostia Metro Station Good access to residential neighborhoods off of Martin Luther King Jr. Avenue (1/4 mile or 10 minute walk from alignment to residential areas between Anacostia Freeway and 18 th Street SE). Sidewalk facilities available along W, V, U and Good Hope Road to access Martin Luther King Jr. Improved access to Ketcham Recreation Center None Tight turning radii may have property impacts North end of 14 th Street SE (north of U Street SE) is very narrow. May impact parking facilities at Anacostia Warehouse Super market Improved access to commercial businesses along Good Hope Road Less development opportunity along 14 th Street SE. Coordination needed with Fire Department (Engine Company 15) located on 14 th Street SE and V Street SE. Historic streetcar route Would not require an archeological survey None Large lots along Shannon and north of Martin Luther King Jr. Avenue offer interesting master-planned redevelopment opportunities Alternative 4: Martin Luther King Jr. Avenue/ Shannon Place Potentially relieves parking and congestion impacts along Martin Luther King Jr. Avenue Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) None Travels through the heart of the community Easy access to Martin Luther King Jr. Avenue amenities ( miles) Access to Anacostia Metro Station Access to residential on Shannon Place and Chicago St. (0.2 miles or less) Access to residential east of Martin Luther King Jr. Avenue (1/4 miles to 0.1 miles short of eastern extent of study area). Potential improved access to Poplar Point if pedestrian connection over I-295 is provided Greater tight curved alignment sections Tight turning radii may have property impacts Currently not much to build upon north of Martin Luther King Jr., so starting from scratch (this could also be considered an advantage to developers) Potential impact on parking along Chicago Street (residential) and Shannon Place (commercial/industrial) 27

28 Alternative 4, Continued Traffic Operations Section 106 / Historic Resources Community/Connectivity Design / Operations / Construction Miscellaneous Does not reach as many residential streets east of Martin Luther King Jr. Avenue and north of Chicago St. (1/4 mile/10 minute walk reaches to 15 th Street SE) Need for improved pedestrian facilities to connect Shannon Place to Martin Luther King Jr. Avenue and eastern portion of study area. Historic streetcar route None Potential redevelopment area between Martin Luther King Jr. Avenue and Railroad is large Alternative 5: Martin Luther King Jr. Avenue / Railroad Avenue Potentially relieves parking and congestion impacts along Martin Luther King Jr. Avenue Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) May require an archeological survey Travels through the heart of the community Easy access to Martin Luther King Jr. Avenue amenities (direct access or 0.2 miles walk from Railroad Ave.) Access to residential east of Martin Luther King Jr. Avenue and south of Frederick Douglas Historic Site (1/4 miles to eastern extent of study area). Access to Anacostia Metro Station More access to residential on Shannon and Chicago St. Potential improved access to Poplar Point if pedestrian connection over 295 is provided Unpleasant walk to Martin Luther King Jr. Avenue from Railroad Ave, limited sidewalk Limited access to residential off of Railroad Avenue and east of Martin Luther King Jr. Need to acquire CSX right-of-way Railroad Ave faces the rear of buildings Adjacent to I

29 Traffic Operations Section 106 / Historic Resources Community/Connectivity Design / Operations / Construction Miscellaneous Alternative 6: Martin Luther King Jr. Avenue / Shannon Place / 13 th Street Potentially relieves parking and congestion impacts along Martin Luther King Jr. Avenue Changing traffic patterns along Pleasant Street (currently one way in opposite direction) Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) Historic streetcar route Would not require an archeological survey None Access to Anacostia Metro Station More access to residential on Shannon and Chicago St. Improved access to Ketcham Recreation Center Access to residential east of (1/4 miles to eastern extent of study area or 0.1 miles short of study area boundary from Shannon Place) No direct access to business/cultural amenities along Martin Luther King Jr. Avenue north of Chicago Street Less residential facilities along Shannon Place Distance between track directions could confuse riders Longer walk to MLK from alignment than other similar alternatives None Tight turning radii may have property impacts Greater tight curved alignment sections Narrow residential streets (Pleasant Street SE) with limited frontage Open up 13 th Street for redevelopment possibilities Potential redevelopment area between Shannon and 13th is large Potential impacts to residential parking on Pleasant Street and 13 th Street Impacts to commercial/industrial parking along Shannon Place Alternative 7: Poplar Point Double Track Potentially relieves parking and congestion impacts along Martin Luther King Jr. Avenue Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) None Would require an archeological survey Accesses the Anacostia Metro Station and the Park & Ride facility Connection to future Poplar Point Development Opportunity to access Anacostia Park None Difficult access to 11 th Street Bridge Approach Feasibility of connection to 11 th Street bridge, with property impact, is doubtful Potential for riverfront revitalization Highway frontage limits redevelopment opportunities Poplar Point development plans not finalized 29

30 Traffic Operations Section 106 / Historic Resources Community/Connectivity Design / Operations / Construction Miscellaneous Alternative 7, Continued Does not travel through the heart of the community No pedestrian access to community amenities along Martin Luther King Jr. Avenue or southeast side of 295 No residential access to community southeast of and railroad tracks act as barriers for pedestrian crossings and redevelopment None Accesses the Anacostia Metro Station and the Park & Ride facility Connection to future Poplar Point Development Opportunity to access Anacostia Park None Potential for riverfront revitalization Alternative 8: Poplar Point / CSX Railroad Potentially relieves parking and congestion impacts along Martin Luther King Jr. Avenue Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) Would require an archeological survey No pedestrian access from Poplar Point area to residential areas or community amenities along Martin Luther King Jr. Avenue or southeast side of 295 Limited access to the heart of the community Limited pedestrian access to community amenities from CSX right-of-way to Martin Luther King Jr. Avenue Limited residential access, ¼ mile walking boundary from CSX rightof-way ends at 14 th Street SE Difficult access to 11 th Street Bridge Approach Feasibility of connection to 11 th Street bridge, with property impact, is doubtful Need to acquire CSX right-of-way Adjacent to I-295 Highway frontage and CSX rightof-way limits redevelopment opportunities 30

31 Traffic Operations Section 106 / Historic Resources Community/Connectivity Design / Operations / Construction Miscellaneous None Access to Anacostia Metro Station Fewer noise, vibration, and visual impacts than other alternatives Limited access to the heart of the community Limited access to business and communities amenities along/adjacent to Martin Luther King Jr. Avenue (either no access or 0.2 miles walk) Limited pedestrian access to community amenities from CSX right-of-way to Martin Luther King Jr. Avenue No pedestrian amenities to access southeast side of 295 from Poplar Point area. Limited residential access, ¼ mile walking boundary from CSX rightof-way ends at 14 th Street SE In tact railroad right-of-way has fewer utility conflicts than in street alternatives No street crossings could mean faster travel times with more predictable service frequencies Alternative 9: CSX Railroad Double Track Potentially relieves parking and congestion impacts along Martin Luther King Jr. Avenue Potential traffic operations conflicts at Howard Firth Sterling/Howard Road intersection (common to all alternatives) May require an archeological survey Need to acquire CSX right-of-way Feasibility of connection to 11 th Street bridge, with property impact, is doubtful Need to acquire CSX right-of-way Feasibility of connection to 11 th Street bridge, without property impacts, is more difficult Relieves parking and congestion impacts along Martin Luther King Jr. Adjacent to I-295 Highway frontage and CSX rightof-way limits redevelopment opportunities *Note: Order of magnitude cost estimate for each alternative based on an average of $30 million/ track mile (less curves) and $35 million/ track mile (more curves/special trackwork/catenary) 31

32 Evaluation Criteria Matrix The second phase of the evaluation process was an Evaluation Criteria Matrix. The matrix listed each of the evaluation criteria (as seen in Table 4) and allowed space for reviewers (DDOT, consultant/technical team, and agency partners) to assign a subjective high, medium, or low score relative to the other alternatives for each criterion under every alignment alternative. Upon reviewing the number of high or low scores assigned to each alternative within certain criteria areas, DDOT was able to evaluate the alignment alternatives in more detail than the / Matrix allowed and thus was able to identify the alignments that should move forward for further evaluation. A summary of the evaluation matrices is shown in Table 6 on the following page. This table represents the overall scores achieved by each of the alignment alternatives as a result of using the matrix. 32

33 Table 6. Evaluation Criteria Matrix Scores: High; Medium; Low Alternatives Criteria Measures Land Use Proximity to medium and high density residential areas Extent of medium and high density residential areas within one-half mile of alignment Compatibility with Existing Land Use Consistency with existing land use Provides direct connection with and easy access to existing activity centers Connects highest number of community activity centers Compatibility with Future Land Use Consistency with adopted future land use plans Provides direct connection with and easy access to future activity and employment centers Enhances future Metro Rail Station area plans Compatibility with Great Streets Program Enhances and supports Great Streets Program Connectivity to regional transit network Provides direct connection to Metro Bus Provides enhanced, walkable connection to Metro Rail Facilitates future expansion of streetcar Ability to be integrated into the existing transit system Environmental Issues Historic Resources, Section 106 Resources Avoids potential impacts to historic resources along the alignment Parklands or other Section 4(f) resources Avoids potential impacts to Section 4(f) resources along the alignment Property acquisitions Avoids or minimizes right-of-way requirements Environmental Justice Avoids potential for property acquisitions in areas of high concentration of minority and low-income populations Provides enhanced public transportation and mobility benefit to areas of high concentration of minority and low-income populations Noise and vibration-sensitive uses Minimizes or avoids noise sensitive uses within specified noise and vibration screening distances Populations Served Total population Total population located within ¼ mile of alignment Total employment Total employment located within ¼ mile of alignment Minority population Total minority population located within ¼ mile of alignment Zero-car households Total zero-car households located within ¼ mile of alignment Economic Development Economic Development Extent of opportunities for economic development based on proximity to areas targeted for new development or intensification of existing development 33