395 - GSA Development of St. Elizabeths Campus

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travelling westbound (in morning peak period) and eastbound (in afternoonpeak period). East of this intersection, Suitland Parkway abruptly transitionsfrom an urban-style arterial to a high-speed controlled access facility thatstretches into suburban Maryland and links with the major arterial MarylandRoute 4, which makes this intersection a “choke point” for traffic flow duringpeak periods.• Martin Luther King Jr. Avenue is generally congested for several reasons. Thissecondary arterial is the only continuous north-south local route that spans the entireStudy Area. The facility also connects Anacostia with the Southeast-Southwest Freeway(I-695) via the 11 th Street Bridges, and carries a disproportionate amount of cut-throughtraffic due to missing connections at the 11 th Street Bridges/Anacostia Freeway andelsewhere along I-295/DC 295. The five-legged intersection at Howard Road is acongestion focal point for many of the same reasons as the operations at SuitlandParkway/Firth Sterling intersection.• The interchange of Alabama Avenue at Suitland Parkway is frequently congested alongthe west half of the ramp terminal interfaces because of the frequency and close spacingof traffic signals along Alabama Avenue. The high incidence of pedestrian trafficrequires this area to be controlled by DDOT traffic control officers during peak periods,especially at the beginning and ending of the school day.• The interchange of Malcolm X Avenue at South Capitol Street is congested due to theconfiguration of the two closely-spaced intersections at the ramp terminals, which arenot optimally phased or channelized to accommodate existing traffic demand. Theconcentration of inbound and outbound trips at the main gated entrance to Bolling AirForce Base also contributes to congestion. The adjacent interchange of Malcolm XAvenue and I-295 operates as complementary access point for northbound I-295 trafficin combination with the South Capitol Street interchange. On I-295 northbound,weaving traffic between the two loop ramps exceeds the volume capacity of thisinterchange, resulting in queues along I-295 northbound and Malcolm X Avenueeastbound.• General north-south traffic along principal routes is impacted by downstreambottlenecks and congestion on both ends of the Study Area. The configuration of the 11 thStreet Bridges interchange and the Suitland Parkway / South Capitol Street interchangecontribute to system-wide queuing. Downstream congestion on other roadways alsocauses spillback that reflects back through the arterials within the network.2.2.3 DeficienciesAs referenced above, several locations within the Study Area have significant operationaldeficiencies that contribute to congested conditions. Other locations reflect substandardroadway or intersection designs that pose safety risks and/or adversely affect the accessibilityof local roadways. Transportation network design deficiencies in the Study Area include:• Missing ramp connections between local Anacostia roadways and the AnacostiaFreeway at the interchange with 11 th Street Bridges2-4
• Missing and incomplete freeway movements at several interchanges along AnacostiaFreeway:‣ North-facing ramps connecting the 11 th Street Bridges with DC 295‣ North-facing ramps connecting Pennsylvania Avenue with DC 295‣ Ramp connection serving westbound Suitland Parkway to southbound I-295• Close interchange spacing along I-295• Signalized intersections located immediately adjacent to freeway ramp terminals• Insufficient weaving distances to accommodate the volume of weaving traffic betweeninterchange ramps at several locations:‣ Northbound I-295 between the on-ramp from South Capitol Street and the rampsat Malcolm X Avenue‣ Northbound I-295 auxiliary lane between the loop ramps at Malcolm X Avenue‣ Southbound South Capitol Street between the flyover ramp from I-295 and thesouthbound off-ramp to Malcolm X Avenue‣ Southbound South Capitol Street between the on-ramp from Malcolm X Avenueand the diverge to southbound I-295 / Overlook Avenue‣ I-295 in both directions between the interchange ramps at Howard Road and the11 th Street Bridges ramps• Substandard ramp designs (tight radii and low design speeds), such as at the Malcolm XAvenue interchange• Inadequate acceleration and deceleration lanes• Missing connectivity between Martin Luther King Jr. Avenue and Suitland Parkway• Inadequate or damaged sidewalk and bicycle facilities along arterials such as MartinLuther King Jr. Avenue, Firth Sterling Avenue, and Howard Road• Inadequate or missing turn lane storage at major signalized intersections• Degradation of pavement surface quality, regulatory and guide signing, and pavementmarkings2.3 Future Conditions and NeedsGrowth forecasts, existing travel patterns, and future travel patterns based on networkimprovements (including those independent of as well as those resulting from DHS projectactivity) that are scheduled to occur within the study time frame (2020 and 2035) must beconsidered in order to determine which network and operational adjustments will bestaccommodate the anticipated traffic volumes.2-5
Page 1: Department of Homeland Security Hea
Page 4 and 5: Contents1 INTRODUCTION ............
Page 6 and 7: List of Figures:FIGURE 1-1: PROJECT
Page 8 and 9: List of Tables:TABLE 3-1: ROADWAY P
Page 10 and 11: 1 Introduction1.1 Project Descripti
Page 12 and 13: FREDERICKCOUNTYBALTIMORELOUDOUNCOUN
Page 14 and 15: MLK JR. AVELegendVarious ForestedMi
Page 16 and 17: 0 1,250 2,500 5,000 FeetW STFREDERI
Page 18 and 19: The purpose of this TTR document is
Page 20 and 21: transportation hub because of its l
Page 24 and 25: 2.3.1 SocioeconomicForecasts for th
Page 26 and 27: Headquarters to St. Elizabeths and
Page 28 and 29: 2.4.2 Build Transportation Alternat
Page 30 and 31: 2.4.3.1 Interchange of Malcolm X Av
Page 32 and 33: Campus. The West Access Road would

395 - GSA Development of St. Elizabeths Campus

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