Environmental
Assessment
INTRODUCTION
AND OVERVIEW OF PROJECT
GEOLOGY,
TOPOGRAPHY, AND SOILS - BIOLOGICAL RESOURCES
Wetlands
Wildlife
Threatened and
Endangered Species
Water resources
Stream Morphology
Stormwater and Sewer
Conveyances
Water Quality
Floodplain Encroachment
Hazardous Materials
Air Quality
Noise
Land Use
Zoning
SOCIOECONOMIC
ISSUES AND ENVIRONMENTAL JUSTICE
Population
Income
Environmental Justice
Public Services and
Utilities
Cultural Resources
TRAFFIC
OVERVIEW
OF ALTERNATIVES
ALTERNATIVE A: THE NO ACTION
ALTERNATIVE
ALTERNATIVE B: NO BUILD ALTERNATIVE
ALTERNATIVE C: GREEN SPACE
ALTERNATIVE
ALTERNATIVE D: BIKE RECREATION AND
FACILITY MANAGEMENT
ALTERNATIVE E: REBUILD KLINGLE ROAD
TO ITS ORIGINAL ALIGNMENT
ALTERNATIVE F : BUILD KLINGLE ROAD TO
ACCOMMODATE VEHICULAR PEDESTRIAN AND BICYCLE USES
ALTERNATIVE G: BUILD KLINGLE ROAD AS
A ONE LANE, ONE-WAY ROAD AND A PEDESTRIAN/BICYCLE LANE
DEAR
FRIENDS,
Welcome to the
second public meeting for the Klingle Road Project. The first
meeting, held on March 15, 2000, was an informational meeting to
inform the public about the Klingle Road Project and alternatives
under consideration. The meeting was very successful in obtaining
public opinion towards the project itself and the proposed draft
alternatives. Since this meeting the District of Columbia's
Division of Transportation has heard from more than 400 people
through standard U.S. mail, electronic mail, and by telephone.
The purpose of
tonight's public meeting is to present the draft final project
alternatives, discuss technical data that has been studied to
date, and to give the public an opportunity to voice their
interests and concerns, on public record, regarding the closed
portion of Klingle Road, the project alternatives, and its
baseline environmental data. In the following pages you will find
information pertaining to the Klingle Road Project, including a
list of draft final project alternatives and information that has
been collected on these alternatives. This information includes a
description of the environmental and social attributes associated
with the baseline data for the project area.
This report
contains a great deal of information and we appreciate the time
you can spend reading this preliminary material and responding
with your comments. Enclosed in the back of this report you will
find a comment sheet which may be used for your response or any
other concerns. You may also submit your comments by using the
following email address klingle_road_study@dpw.dcgov.org. All
comments must be returned by December 30th, 2000. At the end of
comment period all comments will be reviewed and analyzed by the
Department of Transportation and will be taken into consideration
during the Klingle Road Project decision making process.
Thank you for
your continued interest in the planning effort for the section of
Klingle Road currently closed to traffic. We look forward to
hearing from you.
Sincerely,
Ken G Laden
Administrator,
Office of Intermodal Planning
INTRODUCTION
AND OVERVIEW OF PROJECT
Klingle Road is
located in northwest Washington, DC and runs west to northeast
from the Washington National cathedral to Beach Drive in Rock
Creek Park. Klingle Road is listed as a collector for vehicular
traffic on the District of Columbia's Functional Classification
Map. Collectors serve a variety of functions, including providing
direct access to major traffic generators and collect and
distribute traffic in residential and commercial areas. The
segment of Klingle Road between Porter Street, N.W. and Cortland
Place {approximate designations) was closed to traffic in 1990 due
to deterioration of the roadway related to drainage failure. This
segment of Klingle Road was never officially closed through an
administrative action; however, this portion of the road remains
closed to vehicular traffic. Failure of the drainage system has
resulted in severe deterioration of the roadway, headwalls, and
underlying stormwater system. In August 1991, the U.S. Department
of Transportation, Federal Highway Administration {FHWA) issued a
Final Programmatic Section 4{f) Evaluation and Approval for
Klingle Road, N.W. from Woodley Road to Porter Street, NW in
anticipation of a reconstruction project for the closed portion of
Klingle Road. Reconstruction of the roadway and associated
infrastructure was initiated at that time but later cancelled.
Klingle Road remains a right-of-way on the federal-aid system. The
District of Columbia, Department of Public Works, District
Division of Transportation {DDOT) is responsible for the
maintenance of Klingle Road.
In August 1999,
The Louis Berger Group, Inc. (Berger) was contracted by the DDOT
to evaluate the environmental and socioeconomic attributes for the
project alternatives pertaining to the closed section of Klingle
Road. As part of this process, Berger identified potential uses,
or alternatives, for the Klingle Road right-of-way, which are
included in the following section of this brochure. Berger's
evaluation will be one of several tools used in the decision
making process for the future use of the closed section of Klingle
Road.
OVERVIEW
OF ALTERNATIVES
Based
on information provided by the DDOT, agency review, and public
input, several alternatives are being considered as part of the
Klingle Road Project. To date, no preferred alternative has been
selected by the DDOT. The following is a list of the Project
alternatives:
ALTERNATIVE
A:
THE NO ACTION ALTERNATIVE
The "no-action" alternative for transportation
projects typically only includes short-term minor restoration
types of activities such as safety and maintenance improvements
that serve to maintain continuing operation of the existing
roadway. Under the "no-action" alternative, Klingle Road
would remain in its current closed condition. The DDOT would
continue to be responsible for maintaining this stretch of
roadway. Under this alternative, it is assumed that the only
action taken on the closed portion of Klingle Road would be to
repair the overturned retaining walls to avoid further collapse of
the pavement.
ALTERNATIVE
B:
NO BUILD ALTERNATIVE
This alternative differs from the "no-action"
alternative in that drainage problems would be addressed; however,
Klingle Road would remain closed to vehicular traffic. Under the
No Build Alternative, existing drainage related damage and
deficiencies in the Klingle Creek watershed would be corrected.
Under this alternative, the damaged drainage structures would be
repaired and additional drainage improvements would be
constructed.
ALTERNATIVE
C:
GREEN SPACE ALTERNATIVE
Under Alternative C, Klingle Road would be permanently
closed and the existing road would be removed allowing the area of
permanent closure to return to a natural state. Drainage systems
would be repaired and necessary storm water improvements
implemented. Engineering construction work included under this
alternative would involve removing the existing roadway and its
appurtenant structures; backfilling the surface with borrowed
soils base (approximately 18 inches depth); sodding with 4 inches
topsoil; grading to provide positive drainage; and providing
sediment and erosion control during demolition and compaction.
ALTERNATIVE
D:
BIKE RECREATION AND FACILITY MANAGEMENT
Under Alternative D, the closed portion of Klingle Road
would be permanently closed to vehicular traffic and converted to
a bike path with appropriate resurfacing. Two 6-foot wide bike
lanes would be installed with appropriate landscaping and
markings. The area of closure would be rebuilt as a recreational
area and all existing drainage related damage and deficiencies in
the Klingle Creek watershed would be corrected. Under Alternative
D, an access for utility service vehicles would also be provided.
Engineering construction work included under this alternative
would involve removing the existing roadway and its appurtenant
structures; installation of two six foot bike lanes, construction
of aesthetic/ park oriented landscaping and park appurtenances,
and grading to provide positive drainage.
ALTERNATIVE
E: REBUILD KLINGLE
ROAD TO ITS ORIGINAL ALIGNMENT
Alternative
E would involve the rebuilding of Klingle Road to its original
dimensions and the repair and/or replacement of drainage related
damage and deficiencies. Under this alternative, Klingle Road
would be opened to twoway vehicular traffic. As part of this
reconstruction, necessary storm water improvements would be made
and drainage improvements would be implemented. Engineering
assumptions made for this alternative are based on the plans
developed for reconstruction of the roadway by the DDOT in 1991.
ALTERNATIVE
F : BUILD KLINGLE
ROAD TO ACCOMMODATE VEHICULAR PEDESTRIAN AND BICYCLE USES
Under
Alternative F, Klingle Road would be built and widened from the
original dimensions to accommodate two way vehicular and pedestrian
and bicycle uses. All existing drainage related damages and
deficiencies would be addressed. The width of the entire roadway
would vary from 25 to 30 feet in width with two six-foot wide bike
lanes Engineering assumptions made for the roadway (without the
bike lanes) are based on the plans developed for reconstruction of
the roadway by the DDOT in 1991. As part of this alternative,
necessary storm water improvements would be made and drainage
improvements would be implemented. Alternative F has been
considered .as a project alternative; how the limited amount of
right-of-way to accommodate both pedestrian and bikeway facilities
as well as traffic.
ALTERNATIVE
G: BUILD KLINGLE
ROAD AS A ONE LANE ONE-WAY ROAD AND A PEDESTRIAN/BICYCLE LANE
Alternative
G, a modification of Alternative F, would involve the rebuilding
of Klingle Road as a single lane road with a pedestrian/bicycle
lane. Under this alternative, the direction of traffic would be
determined through additional study and community input. A
pedestrian/bicycle lane would also be included in the design of
this alternative. The width of the roadway would be approximately
12 feet with two six-foot wide bike lanes, As part of this
alternative. necessary storm water improvements would ,be made and
drainage improvements would be Implemented. This alternative would
alIow for vehicular, bicycle ,and pedestrian uses without widening
the existing right-of-way
The following is
a brief description of the existing environmental, social, and
economic setting for the area affected by the alternatives
presented for the closed portion of Klingle Road.
GEOLOGY,
TOPOGRAPHY, AND SOILS
The
proposed project area is located in the Piedmont Physiographic
Province, an area characterized by metamorphosed rocks of
sedimentary , volcanic, and plutonic origin. Regionally, outcrops
of these rocks typically are confined to stream valleys such as
the Klingle Creek valley, which transcends five generally north to
south trending bands of metamorphic rock formations. Topography on
and adjacent to the project area ranges from moderately to steeply
sloped terrain bisected by Klingle Creek. Elevations range from
approximately 395 feet above mean sea level (rnsl) near its
western boundary to approximately 40 feet msl where drainage
enters Rock Creek on the eastern boundary.
According to the
Soil Survey of the District of Columbia, soils mapped in the
proposed project area include Brandywine gravelly loam, Manor
loam, Joppa gravelly sandy loam, and Udorthents. The Brandywine
gravelly loam and Joppa gravelly sandy loam dominate the western
half of the project area, upstream of the Connecticut Avenue
Bridge, while Manor loam dominates the downstream portion of the
project area. These soils are associated by being moderately
sloping, excessively drained soils, medium to rapid runoff, and
hazardous for erosion.
BIOLOGICAL
RESOURCES
All biological
resources have been determined through resource agency contacts
and direct field observations.
Vegetation
Vegetation
occurring in the Klingle Road project area was characterized based
on direct field observations made during site visits conducted on
April 12, 2000 and on June 19 through June 21, 2000. The project
area was surveyed for the presence of trees greater than 24-inches
diameter breast height (dbh), overall ground cover and the percent
of the understory comprised of invasive species. The District of
Columbia does not presently have standard measures and/or
methodologies for completing a vegetation or tree survey,
therefore, a technical manual for such purpose authored by the
Maryland-National Capital Park & Planning Commission was
utilized. A total of 31 24-inch dbh trees occur in the project
study area, the area 25 feet to either side of the road
centerline. Of these 31 trees, tulip poplar dominates, comprising
55 percent of the population. The overall species composition is
comprised of a poplar-oak-hickory mix. Of the 39 vegetative
species identified using the random plot method, twelve are
defined as invasive species. These twelve species comprise an
average of 17 percent of the coverage within the project area,
whereas native species comprise 10 percent and bare ground
averages 79 percent of the ground cover. Bare ground is defined as
land without vegetative cover (land covered by only dirt).
Wetlands
Site
investigations were conducted June 21, 2000 to determine the
presence and extent of wetland habitat in the project area. The
assessment of the project area for the presence or jurisdictional
wetlands was based on procedures prescribed in the Corps of
Engineers Wetlands Delineation Manual (1987) and related technical
and policy guidance (i.e. National Wetland Inventory Maps). No
areas within the potential project area exhibited the three
parameters indicative of the presence of jurisdictional wetlands.
Wildlife
As
an urban greenspace, Klingle Creek valley provides habitat for a
variety of wildlife adapted to urban conditions and human
populations (i.e. grey squirrel, whitetail deer, raccoon, opossum,
songbirds and reptiles). Klingle Creek has a low diversity of
aquatic species consisting primarily of species tolerant of
adverse conditions.
Threatened
and Endangered Species
In
accordance with Section 7 of the Endangered Species Act (ESA) of
1973, the project area was evaluated for the potential occurrences
of species listed as threatened and endangered on the federalist.
According to the U.S. Fish and Wildlife Service, there are no
federally threatened, endangered, or proposed plant or animal
species occurring in the project area.
Water
resources
Surface
water resources in and adjacent to the Klingle Road project area
are characterized by Klingle Creek and a few small temporarily
ponded areas associated with stormwater outfalls and restricted
conveyances. The Klingle Creek watershed drains an approximately
0.5 square mile area between Woodley Park and Cleveland Park. By
definition, Klingle Creek is a small stream with flow rates less
than one cubic foot per second (cfs). Existing conditions in
Klingle Creek are not representative of a small healthy urban
stream. The level of development in the Klingle Creek watershed
and surrounding area has limited the ability of the creek to
effectively drain the watershed, resulting in stream
characteristics typical of a water body that regularly receives
high volumes of urban stormwater runoff. Typical pollutants found
in urban stormwater runoff include suspended solids, heavy metals,
oils and greases, and organics. In addition, during heavy rainfall
events, raw sewage may be discharged into the creek when the
stormwater runoff volumes exceed combined sewer overflow
capacities. Increase in the volume and flow rate of stormwater
runoff entering Klingle Creek has lead to erosion of the
streambanks and the streambed in places.
Stream
Morphology
Field
assessment of the channel conditions of Klingle Creek indicates
the stream channel and the surrounding area are impacted by
streambank and bed erosion. Typical stream channel morphology can
be determined using the regional bankfull curves. For a given
drainage area these curves show the typical stream depth, width
and cross sectional area that correspond to bankfull flow
conditions (the water level reached during a 2-year storm). The
impact of frequent exceedance of the bankfull conditions increases
stream channel bed and bank erosions which leads to stream channel
degradation. For a 0.5 square mile watershed, the average stream
channel dimensions are approximately 1.3 feet deep by 12 feet
wide, with a cross sectional area of approximately 15 square feet.
Stream channel measurements in four random locations indicate
these dimensions were exceeded in Klingle Creek. These samples
indicated that the stream channel is degrading due to increase
stream flow and frequency of exceeding the bankfull conditions due
to inflow of uncontrolled stormwater.
Stormwater
and Sewer Conveyances
Nine
stormwater outfalls, including one combined sewer overflow (CSO),
are located in the Klingle Creek watershed. An existing storm
sewer system also traverses the Klingle Creek valley. The Klingle
Creek watershed occurs within the Rock Creek Sewer System Drainage
Basin service area. The Klingle Road sanitary sewer collector
services a population of approximately 4,000 people and conveys
approximately 0.47 million gallons per day of sewage into the
District's sewer system.
Water
Quality
Bioassessments to characterize the ecological character and
water quality characteristics of streams in the District of
Columbia were conducted in 1988, 1993, and 1998. The 1988 study
indicated that the Klingle Valley Tributary was fair to poor, but
was organically rich with macro invertebrates. Macro invertebrates
are animals that do not have backbones, can be seen with the naked
eye, and live mainly on the stream bottom (I.e. aquatic insects).
The 1998 study concluded that the creek has been impacted by water
quality and habitat degradation and consists primarily of species
tolerant of adverse conditions.
Floodplain
Encroachment
Approximately
half of the currently closed portion of Klingle Road is within the
100-year floodplain as indicated by the Flood Insurance Rate Maps,
Community-Panel Numbers 110001-0010 and 110001-0020 and Federal
Emergency Management Agency (FEMA) 03 Flood Data for Washington
D.C.
Hazardous
Materials
Environmental
Data Resources, Inc. (EDR) was utilized to conduct a search of
available databases as identified by American Society for Testing
and Materials (ASTM) Standard E1527-00 for the closed portion of
Klingle Road using the center point (for radius search) of the
intersection of Klingle Road and Connecticut Avenue, N.W.
Washington D.C. According to the EDR report, several contaminated
or possibly contaminated sites are within the 1.5 mile radius have
been included in Federal and State Databases, although most have
been removed from critical status lists. Such sites include 78
underground storage tanks (UST) within approximately 0.5 miles of
the project site. It is important to note
that sites located in Federal and State Databases may not
necessarily indicate the presence of an environmental problem or
public health threat.
In addition, in
September of 1999 an investigation, directed by the U.S.
Environmental Protection Agency {EPA), of lead paint chips falling
from the Glover Bridge onto Klingle Road and stream was completed.
The results of this investigation were analyzed by the Agency for
Toxic Substances and Disease Registry {ATSDR). ATSDR concluded
that the levels of lead detected in surface soil and from bridge
paint samples are a public health hazard. This rating is used for
sites that pose a public health hazard due to the existence of
long-term exposures {greater than 1 year) to hazardous substances
or conditions that could result in adverse health effects. Planned
remediation for this issue is currently in progress by the DC
government.
Air
Quality
Ozone,
carbon monoxide, sulfur dioxide, nitrogen dioxide, and particulate
matter are the air pollutants most commonly found in the
Washington Metropolitan region. Most are formed from combustion of
fuels from either motor vehicles or fuel burnng industries.
Klingle Road is listed as a minor arterial for vehicular traffic.
This classification of road is defined as a roadway the serves
trips of moderate length that interconnect with principal arterial
segments in a roadway system. Before closure, Klingle Road carried
approximately 3,200 vehicles per day and approximately 200
vehicles in each direction during peak hours. Information from the
Washington Metropolitan Council of Governments indicates that air
quality in the region has steadily been improving over the last
ten years.
Noise
Noise
is one of most noticed environmental pollutants and, therefore,
potential noise impacts should be carefully evaluated with special
consideration given to noise receptors. Sensitive noise receptors
in the project area would include the primary residential areas
surrounding Klingle Road as well as the Washington International
School and the National Zoological Park. The two apartment
buildings located adjacent to the closed section of Klingle Road
include the Kennedy-Warren Apartment Building and Woodley Park
Towers; they would also be considered as potentially sensitive
noise receptors.
Land
Use
The
closed portion of Klingle Road is surrounded by land designated as
Park, Recreation, and Open Space and connects to Rock Creek Park
of the same designation. Immediately adjacent to and/or near the
closed portion of Klingle Road are apartment buildings,
residential areas, the National Zoological Park {3001 Connecticut
Avenue N. W.), the Washington International School {3100 Macomb
Street N.W.), and a property owned by the Embassy of India {2700
Macomb Street N.W.). Churches, schools, places of business,
recreation areas were also identified in this portion of the
study.
Zoning
Ten
of the thirty zoning districts present in the District of Columbia
are represented in the neighborhoods surrounding Klingle Road.
Five of the 18 overlay districts are also in this area. The
majority of land in the area is zoned for residential and
community business uses. Areas to the east of the Klingle Road are
mainly designated for row dwellings and flats {R4) and moderate
density apartment homes {R-5-B). West of Klingle Road one-family
detached dwellings {R-1-A, R-1-B) and one family semi-detached
dwellings {R2) are the dominant zoning districts.
SOCIOECONOMIC
ISSUES AND ENVIRONMENTAL JUSTICE
A
study boundary was identified by geocoding all addresses obtained
at the public meeting held on March 15, 2000 and letters or
comment cards that have been received by concerned citizens. After
the addresses were geographically reference a visual cluster
analysis using Census Tracts were used to determine a study
boundary for social and economic issues {Exhibit 1 ). After the
boundary was identified, a study of the community profile included
population, race, age, income, and environmental justice.
Population
According
to 1990 U.S. Census date, the study area was home to approximately
34,630 residents. Between 1990 and 1997 (32,681) population
estimates that the total area population declined 6.5 percent,
even though two of the tracts experienced population increases.
Within the study area, African Americans comprise 16.0 percent of
the population and whites comprise 77.5 percent. In addition,
census tracts 0027.01 and 0027.02 located within the Mount
Pleasant area consist of 18.89 and 30.62 percent Hispanic.
Income
Census
data for the study area indicate significant discrepancies in
household and median income between the various tracts. Within the
study area the average per capita income is $56,889 and the median
household income is $79,282 (U.S. Census, 1990 and Claritas,
1998). Within the study area, income varies greatly between the
tracts. Tract 0004.00 has a median household income of $206,667
and a per capita income of $98,565. The three tracts with the
lowest income levels include 0027.01,0027.02 and 0039.00, located
east of the Klingle Creek in the Mount Pleasant neighborhood, with
median household incomes of $26,861, $25,701 and $36,687
respectively.
Environmental
Justice
The
purpose of Environmental Justice is to avoid the disproportionate
placement of adverse environmental, economic, social, or health
impacts from governmental actions and policies on minority and
low-income populations. In order to prevent the potential for
discrimination and disproportionately high and adverse effects on
a specific population, a process must identity minority and
low-income populations that might be affected by implementation of
a proposed action and alternatives. While there are differences in
income and racial composition between the tracts within the study
area, none of the tracts would be unduly burdened by any of the
alternatives based on these factors alone.
Public
Services and Utilities
Several
utilities exist adjacent to and beneath the Klingle Road
right-of-way. Specifically, the following utilities and services
will be addressed: Verizon (formerly Bell Atlantic), District
Cable Vision, D.C. Fire and Emergency Medical Services, Washington
Metropolitan Transit Authority (METRO), Potomac Electric Power
Company (PEPCO), D.C. Police Services, D.C. Bureau of Traffic
(street lights), Washington Gas, and the Water and Sewer Authority
(WASA). Underground lines for PEPCO, WASA and Washington Gas have
been identified in the project study area. In addition, WMATA
maintains a powerstation located inside the south abutment of the
Connecticut Avenue bridge. Representatives from public services
and utilities have been contacted for their input on the project.
Cultural
Resources
Sources
at the Historic Preservation Division, D.C. Department of Consumer
and Regulatory Affairs (DCRA) and at Rock Creek Park were used to
identity cultural resources that might be affected by the proposed
alternatives associated with Klingle Road. Archaeological and
historical properties were identified on the basis of archival
research; no field surveys were undertaken. Historical maps of the
city do not indicate any structures, or potential archaeological
sites, along the Klingle Road project area. Adjacent to the
project are several historic properties such as Tragraon located
at 3029 Klingle Road/3100 Macomb Street. Porter Street,
immediately north of its intersection with Klingle Road, also
contains a number of properties listed in the National Register of
Historic Places, including Linnean Hill (also known as
Pierce-Klingle Mansion), Greystone, Gearing Bungalow, and Pine
Crest Manor (Historic Preservation Division 1995).
Traffic
Methodologies and
Findings
As a part of the
Klingle Road Project, a traffic study was conducted by The Louis
Berger Group, Inc. (Berger) using existing traffic conditions data
(data collected before and after the closure of Klingle Road to
vehicular traffic) provided by the DDOT in conjunction with
supplemented traffic data provided by the Washington, DC Council
of Governments (COG). In addition, Berger conducted several field
studies and observations to assess traffic operations and to
collect further traffic data. The study included an analysis of
traffic operations for existing and various future scenarios.
Under the future scenarios, analyses were performed for no-build
(Alternatives A-D) and three build scenarios (Alternatives E-G).
In addition, a traffic safety analysis was also conducted to
determine safety concerns in proximity to Klingle Road.
Existing traffic
operational analyses confirmed severe traffic congestion on
east-west cross town roadways, which have received the majority of
diverted traffic resulting from the closure of Klingle Road in
1990. This traffic congestion is expected to worsen over the years
due to ever increasing traffic volumes throughout the metro area,
regardless of whether Klingle Road is to remain closed or rebuilt
for vehicular traffic.
For the future
build conditions (Alternatives E-G), traffic diversion patterns
were assessed in order to quantify future operating conditions
resulting from the opening of Klingle Road. The results of
Alternative E and Alternative F indicate that any reopening of
Klingle Road will lead to some delay reduction on Porter Street
and on Cleveland Avenue and Garfield Street; although, most of the
already failed approaches at the studied intersections will
continue to operate with unacceptable level of service (LOS).
Results of the
analysis conducted for Alternative G, indicate that the traffic
operations would experience minimum improvements at the
intersection of Connecticut Avenue and Porter Street as compared
to the Alternatives E and F . In addition, the intersection of
Cleveland Avenue and Garfield Street would also experience minor
improvements. However, similar to Alternatives E and F, the minor
improvements to the studied intersections will not relieve the
current vehicular traffic congestion associated in the study area.
In addition to
the traffic operational analyses, a safety analyses was conducted
for the study area. These analyses revealed that there are
approximately 69 crashes over a three-year period. The majority of
these crashes, approximately 56 crashes, occurred at the
intersection of Connecticut Avenue and Porter Street.
Approximately 35 of the 56 crashes were either rear-end or
sideswipe type crashes. In general, it is expected that the
overall accidents in the study area could be reduced slightly if
Klingle Road was open due to the diversion of traffic from the
intersection of Connecticut Avenue and Porter Street.
In conclusion,
Alternative F would result in the greatest improvement in terms of
delay reduction at four of the key intersections analyzed,
followed by Alternatives E and G, respectively. However, actual
LOS, particularly those that are already at LOS E or F would not
be substantially improved. The opening of Klingle Road under any
of build scenarios would result in only minor improvements to
traffic operations due to the fact that the road size is incapable
of relieving traffic or reducing the current LOS at surrounding
intersections.
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