Introduction - app.dcoz.dc.gov

1140 Connecticut Avenue / Suite 600 / Washington, DC 20036 / T 202.296.8625

goroveslade.com

TECHNICAL MEMORANDUM

To: Kelsey Bridges DDOT

Cc: Lisa Wiersma Jingjing Liu

Neighborhood Development Company

From: Andrew Sandweiss

Katie Wagner, PE, PTOE Erwin N. Andres, PE

Date: September 10, 2021

Subject: 3450 Eads Street, NE PUD Modification of Significance Transportation Statement

Introduction This memorandum presents a transportation statement for the 3450 Eads Street NE project and its Planned Unit Development (PUD) modification of significance. The 3450 Eads Street NE PUD was initially approved under Zoning Commission (ZC) Order No. 16-20 and included a five-story multi-family building with 70 affordable age-restricted senior housing units and 17 parking spaces. The modification of significance includes a reduction in the project’s development program resulting in a proposed four-story multi-family residential building with 49 affordable dwelling units and 13 parking spaces. The proposed modification also includes the removal of the age restriction. The location and surrounding area of this project can be seen in Figure 1. The site plan for the PUD Modification can be seen in Figure 2.

The development programs for the previously approved PUD and current proposed modified PUD are summarized in Table 1.

Table 1: Approved vs. Proposed Development Scenarios

Components Development Program Approved PUD Proposed PUD

Land Use Age-Restricted Multi-Family Residential All-Ages Multi-Family Residential

Dwelling Units 70 units 49 units

Unit Mix Studio & 1-BR units 1-, 2-, & 3-BR units

Parking Spaces 17 spaces 13 spaces (incl. 1 car-sharing)

This Transportation Statement includes the following three (3) sections:

• Trip Generation Impact: This section includes an updated analysis of the project’s forecasted trip generation.

• Transportation Demand Management Plan: This section reviews the approved Transportation Demand Management (TDM) Plan and outlines the additional measures proposed with the PUD modification.

• Modification Impact Assessment: This section includes a review of potential impacts to the surrounding transportation infrastructure, including the on-street parking supply, associated with the proposed age-restriction removal. This section also includes a review of the proposed parking to determine whether the proposed on-site parking supply will adequately meet the demand of the future building.

Based on the findings discussed in this report, the following conclusions were made regarding the 3450 Eads Street NE PUD modification:

ZONING COMMISSIONDistrict of ColumbiaCASE NO.16-20AEXHIBIT NO.21A

3450 Eads Street NE Transportation Statement September 10, 2021


goroveslade.com

• The proposed modification results in reduction in vehicular trips as compared to the approved trip generation and thereby will not have a detrimental impact on the local area’s roadways.

• The project’s trip generation is below the threshold of 25 peak hour trips in the peak direction at which DDOT requires detailed vehicular capacity analysis.

• Based on the surrounding transportation network, the mode share for the surrounding neighborhood, and the robust TDM Plan proposed by the Applicant, the proposed parking adequately serves the project.

• The proposed updated TDM Plan adequately promotes non‐auto modes of travel for residents and is consistent with DDOT’s current guidelines on TDM.



goroveslade.com

Figure 1: Site Aerial



goroveslade.com

Figure 2: Site Plan



goroveslade.com

Site Trip Generation Weekday peak hour trip generation for the proposed 3450 Eads Street NE PUD Modification was calculated based on the methodology outlined in the Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 10th Edition. This methodology was supplemented to account for the urban nature of the area and to project trip generation for multiple modes.

Trip generation for the proposed PUD Modification was calculated based on ITE land use 221, “Multi-Family Mid-Rise”. Mode split assumptions for the approved PUD and the proposed project are based on census data for residents that live near the project site. The mode split assumptions are presented in Table 2. The mode split was then applied to the ITE trip generation methodology. Table 3 shows a multi-modal trip generation comparison between the proposed project and the approved PUD. Detailed trip generation calculations are included in the technical attachments.

Table 2: Assumed Mode Split Mode

Drive Transit Bike Walk 65% 30% 1% 3%

Table 3: Comparison between Proposed (221) and Approved Trip Generation (220)

Mode Scenario AM Peak Hour PM Peak Hour In Out Total In Out Total

Auto (veh/hr)

Approved 5 19 24 19 10 29 Proposed 3 9 12 8 6 14

Net Difference -2 -10 -12 -11 -4 -15

Transit (ppl/hr)


Net Difference -1 -6 -7 -5 -2 -7

Bike (ppl/hr)


Net Difference -1 -1 -2 -1 -1 -2

Walk (ppl/hr)


Net Difference -1 1 0 -1 1 0

Trip Generation Comparison As shown in Table 3, the 3450 Eads Street NE PUD Modification is expected to have a negligible impact on the transportation network as it results in a reduction in trip generation as compared to the approved PUD.

Under the Proposed PUD Modification, the project would generate twelve (12) fewer auto trips (two (2) fewer inbound and ten (10) fewer outbound) during the morning peak hour and fifteen (15) fewer auto trips during the afternoon peak hour.

The net level of trip generation for the proposed PUD Modification is below the threshold of 25 or more peak hour trips in the peak direction that triggers a detailed vehicular capacity analysis under DDOT guidelines. As such, this memo concludes this project as proposed will have a negligible impact on the area’s transportation network.



goroveslade.com

Transportation Demand Management Plan Transportation Demand Management (TDM) is the application of policies and strategies used to reduce travel demand or redistribute demand to other times or spaces. TDM typically focuses on reducing the demand of single-occupancy, private vehicles during peak period travel times or on shifting single-occupancy vehicular demand to off-peak periods.

The project (ZC Order 16-20) included a robust TDM Plan consistent with DDOT’s guidelines for an Enhanced-tier TDM Plan as detailed below. The applicant will utilize this TDM Plan with the PUD Modification. The components of the project’s TDM Plan are outlined below.

As required by ZC Order 16-20, the project included the following TDM strategies to help minimize impacts of the project to the surrounding neighborhood:

• Installing a transportation information center display (electronic screen) within the lobby of the Project, in which the screen must contain real-time information related to local transportation alternatives;

• Offering the initial occupant of each residential unit a one-time annual car sharing membership, a one-time annual Capital Bikeshare membership, or credits for use on private commuter shuttles to help alleviate the reliance on personal vehicles;

• Offering a one-time $50 SmarTrip card to each initial residential tenant and employee in the Project to encourage non-auto mode usage;

• Identifying a TDM coordinator to work with the Project’s residents and employees to distribute and market transportation alternatives and provide TDM materials to new residents in the residential welcome package;

• Providing a bicycle repair station within the Project;

• For the first three years after the Project’s opening, providing the equivalent value of an annual Capital Bikeshare membership (currently $85) or credit for a shuttle service equal to the value of an annual bikeshare membership to all new residents; and

• Providing updated contact information for the TDM coordinator and reporting TDM efforts and amenities to goDCgo staff once per year.

As part of the proposed modification, the project will also include the following additional measures to further promote alternate modes of transportation:

• Designate one (1) parking space in the vehicle parking garage for car-sharing and micro-mobility services to use with right of first refusal.

• Transportation Coordinators will receive TDM training from goDCgo to learn about the TDM conditions for this project and available options for implementing the TDM Plan.

• Provide welcome packets to all new residents that include the Metrorail pocket guide, brochures of local bus lines (Circulator and Metrobus), carpool and vanpool information, CaBi coupon, Guaranteed Ride Home (GRH) brochure, and the most recent DC Bike Map.

• Provide residents who wish to carpool with detailed carpooling information and will be referred to other carpool matching services sponsored by the Metropolitan Washington Council of Governments (MWCOG) or other comparable service if MWCOG does not offer this in the future.

• Transportation Coordinator will subscribe to goDCgo’s residential newsletter.

• Post all TDM commitments on website, publicize availability, and allow the public to see what commitments have been promised.



goroveslade.com

• Will exceed ZR16 short-term bicycle parking requirements with the provision of 4-short-term bicycle spaces available near the building entrance in a publicly accessible area.

• Will satisfy ZR16 long-term bicycle parking requirements with the provision of 16-long-term bicycle spaces free of charge to residents.

• Long-term bicycle storage rooms will accommodate non-traditional sized bikes including cargo, tandem, and kids’ bikes.

Modification Impact Assessment The proposed modification includes a reduction in the total number of units, a change in the unit mix, the removal of age-restrictions, and an increase to the range of affordable units.

Roadway Impact As discussed in the Trip Generation section of this report, the proposed number of units and type of units results in reduction in vehicles trips as compared to the approved PUD.

The approved 2017 Comprehensive Transportation Review (CTR) submitted with the original PUD found that the project would not result in an increase in travel delays in the area. As the modified trip generation falls below that of the approved PUD, no increase in travel delays is also projected for the modified PUD. The impact of the proposed modification is still consistent with the findings of the approved 2017 CTR.

Parking Impact

Zoning Requirements Along with the reduction in dwelling units, the proposed modification also includes a reduction in parking from 17 approved parking spaces to an equivalent of 15 parking spaces with a carshare space, with 13 below-grade parking spaces of which one (1) is a carshare space.

Based on zoning regulations, the project is required to provide one (1) parking space for every three (3) dwelling units in excess of 4 units. Based on the proposed 49 units, the project is required to provide a minimum of 15 parking spaces. The project satisfies zoning requirements with the provision of 13 parking spaces which includes one (1) carshare space that is equivalent to three (3) parking spaces per 11-C DCMR § 708.2.

Based on DDOT-Preferred Vehicle Parking Rates, the project should include a maximum of one (1) parking space for every two and a half (2.5) units for residential buildings less than ¼ of a mile from Priority Transit. This project 0.12 miles from the DC Streetcar Benning Road Extension. Based on the proposed 49 units, the project is suggested to include no more than 20 parking spaces. Given that the PUD Modification has parking that both meets the minimum required by zoning and is under the maximum suggested by DDOT, the project has sufficient parking.

On-Street Parking Supply A DDOT approved on-street parking study conducted as a part of the approved PUD found that there is sufficient parking in the surrounding area to accommodate the proposed residential building, including on nights when the Chateau Remix nightclub is open. This study, part of the PUD’s 2017 Transportation Statement, determined on-street parking occupancy and availability during peak periods to determine whether there would be enough on-street parking supply to accommodate any potential parking demand generated by the project on the surrounding on-street parking facilities. The study found that the highest levels of on-street parking occupancy in the site area were between 49% and 57%, indicating that the present on-street parking spaces can absorb additional demand generated by the proposed residential building.



goroveslade.com

There have been no significant changes to land uses in the study area between the time the study was conducted to the present that would render the study’s finding outdated. The project’s residents will also be restricted from participating in the residential parking permit (RPP) program based on the approved PUD. RPP’s are required at certain times to park on Eads Street.

Parking Justification The parking necessary for proposed developments is determined by factors such as available transit, rideshare, carshare, bikeshare, bicycle parking, and non-auto mode share. These site characteristics contribute to an environment where many alternatives to driving and owning a vehicle exist; therefore, many residents may choose those alternatives, reducing demand for parking and lessening the impact on surrounding on street parking and other transportation infrastructure.

Comparable Sites

The proposed 3450 Eads Street NE PUD Modification is similar to two (2) recently approved affordable housing residential projects within DC. These projects are of similar size and provide parking at or below the ratio of what is being proposed with the PUD Modification and are useful comparisons to justify the parking ratio at 3450 Eads Street NE. The two (2) recently approved affordable housing residential projects in the District of Columbia offer useful comparisons to the 3450 Eads Street NE project in terms of site characteristics and the amount of parking provided.

• 7428 Georgia Avenue NW: This project consisted of constructing a new five-story residential apartment complex with 64 to 66 affordable dwelling units and eight (8) parking spaces.

• 2483-2491 Alabama Avenue SE: This project consisted of constructing a residential building of 86 affordable dwelling units and 21 parking spaces.

Available Transit Service

Frequent and reliable transit service reduces the need for parking by allowing residents and visitors car-free access to the site. The project is 0.7 miles away from the Minnesota Metrorail Station on the Orange Line, with seven (7) bus routes within a 0.5 mile area (and with 3 services, the U4, X2, and X3, stopping within 0.15 miles). Additionally, the DC Streetcar Benning Road Extension will result in a streetcar station 0.12 miles from the site, with service east to Benning Road Metrorail Station on the Blue Line and west to DC Union Station. Table 4 shows available transit service (bus & rail) around the 3450 Eads Street NE site as compared to two (2) recently approved affordable housing residential projects in DC. As part of the project’s TDM plan, each initial residential tenant will be offered a one-time $50 SmarTrip card to encourage the use of transit travel.

Available Carshare Service

Zipcar and Free2Move are the two primary carsharing companies providing service in the site area. Both are private companies that provide registered users access to an hourly or daily car rentals. Zipcar has designated spaces for its vehicles, while Free2Move vehicles can be parked in any unrestricted, public, on-street space (within their service area boundaries, which includes the DC and parts of Arlington County). There is one Zipcar station 0.5 miles from the site at 3837 Dix St. NE with one vehicle available. Table 4 shows the availability of carsharing at the 3450 Eads Street NE site as compared to two (2) recently approved affordable housing residential projects in DC. As part of the project’s TDM plan, they will be offering the initial occupant of each residential unit a one-time annual carsharing membership. Additionally, the project includes a carsharing parking space.

Available Bikeshare Service

Capital Bikeshare is metro DC’s bikeshare system that allows users to rent a bike from a docking station, ride the bike to their destination, and return the bike to a different docking station. The system includes over 500 stations across six jurisdictions: Washington, DC; Arlington, VA; Alexandria, VA; Fairfax County, VA; Montgomery County, MD; and Prince George’s County,



goroveslade.com

MD, with approximately 4,500 bicycles provided. There is one (1) Capital Bikeshare station with 15 docks located 0.25 miles from the site at Anacostia Ave & Benning Rd Ne/River Terrace. Table 4 shows the availability of bikeshare service at the 3450 Eads Street NE site as compared to two recently approved affordable housing residential projects in DC. As part of the project’s TDM plan, all new residents, for the first three years after the project’s opening, will be provided the equivalent value of an annual of an annual Capital Bikeshare membership ($85) that can be used towards that membership.

Available Bicycle Storage

The proposed PUD Modification for 3450 Eads Street NE will encourage the use of non-auto modes of transportation by providing bicycle storage, with four (4) short-term and 16 long-term bicycle parking spaces located within the building’s garage. Table 4 shows the availability of bicycle storage at the 3450 Eads Street NE site as compared to two recently approved affordable housing residential projects in the District of Columbia. As part of the project’s TDM plan, a bicycle repair station will be installed within the project.

Available Transportation Network Company/Ride-hailing Service

Uber and Lyft are the two (2) transportation network companies (TNCs) or ride-hailing services operating in the site area. Current research offers insights into the relationship between TNC presence and parking demand, with implications for the 3450 Eads Street NE site. A 2019 paper in the Journal of Transport and Land Use (https://www.jtlu.org/index.php/jtlu/article/view/1392/1227) found that 26.4% of Uber/Lyft riders would have driven and needed a parking had these TNCs not existed, suggesting that the presence of TNCs can reduce parking demand, particularly in urban areas. As the 3450 Eads Street NE site area continues to become denser and more urban, ride-hailing services are likely to become more prevalent, reducing the demand for parking.

Non-Auto Mode Share

A high non-auto mode share reduces the demand for parking. The mode split for the 3450 Eads Street NE site was calculated based on TAZ resident data and census data (see Table 2). The calculated mode split showed that residents in the site area had a non-auto mode share of 35%. This shows that a significant portion of residents at 3450 Eads Street NE will not use automobiles for transport, and thus will not need parking.

https://www.jtlu.org/index.php/jtlu/article/view/1392/1227



goroveslade.com

Table 4: Comparison of Two Comparable Projects with 3450 Eads Street NE Project

Characteristics 7428 Georgia Ave NW 2483-2491 Alabama Ave SE 3450 Eads Street NE PUD Modification

Distance from

Nearest Metrorail Station

0.75 miles 0.92 miles 0.70 miles

Number of Bus Routes Within 0.5

Miles Five (5) Eleven (11) Seven (7)

Available Carshare One (1) station, 4 vehicles within 0.5 miles

Zero (0) stations within 0.5 miles

One (1) station, 1 vehicle within 0.5 miles

Available Bikeshare Zero (0) stations within 0.25 miles

Zero (0) stations within 0.25 miles

One (1) station, 15 bicycle docks within 0.25 miles

Bicycle Storage Spaces

Four (4) short-term, 22 long-term spaces 30 long-term spaces Four (4) short-term, 16 long-

term spaces

Number of Residential Units 64-66 86 49

Parking Spaces Provided

8 (0.12 spaces per unit)



Modification Impact Assessment Conclusion The 3450 Eads Street NE development & PUD Modification is well-suited for its proposed parking supply of 13 spaces as the site can take advantage of the access to non-auto infrastructure already provided in the area. The site is served by a robust transit system, as well as carshare and bikeshare services that allow access to the site without a need for parking. The Applicant plans on capitalizing on the transportation network by facilitating carsharing and bicycle facilities for tenants, in addition to providing financial incentives to using public transportation. Given the area’s already high non-auto mode share, the parking provide in the PUD Modification is more than adequate for the project. To summarize:

• The Project complies with Zoning Regulations.

• The Project is in area with a robust transit network, with bikeshare and carshare available nearby.

• The Applicant has a robust TDM plan.

Transportation Technical Attachments

3450 Eads St. NE PUD Modification

Washington, DC

September 10, 2021

3450 Eads St. NE PUD Modification – CTR Technical Attachments September 10, 2021

September 10, 2021

goroveslade.com

CONTENTS (Note: Click on heading to navigate directly to each section of the Technical Attachments)

A. Detailed Trip Generation and Mode Split Information

3450 Eads St. NE PUD Modification – CTR Technical Attachments September 10, 2021

September 10, 2021

goroveslade.com

A. Detailed Trip Generation and Mode Split Information

Residential Mode Split Assumptions

Pertinent Mode Split data from other sources:

SOV Carpool Transit Walk Telecommute BikeCensus Data(Tract 96.04), 2019

55% 4% 33% 1% 5% 1%

CTPP Data (TAZ 309), 2016 55% 7% 31% 2% 5% 1%

3450 Eads St. 2017 CTR, Table 3 30% 2%

Mode Split assumed in TIS:

Transit Bike

Residential Mode Split 30% 1% 3%

Mode Split Assumptions

Information SourceMode

Drive

Information Source

Walk

Mode

3%65%

65%

Trip Generation - ResidentialProposed Site Trip Generation3450 Eads Street NE PUD Modification49 Units, Multi-Family Mid-Rise (Land Use Code 221)Step 1: Base trip generation using ITEs' Trip Generation 10th Edition

Weekday In Out Total In Out Total Total

Residential 221 49 du 5 veh/hr 13 veh/hr 18 veh/hr 13 veh/hr 9 veh/hr 22 veh/hr 265 veh/hr26% 74% =0.36X 61% 39% =0.44X =5.45X/1000-1.75

Note: Setting used for trip generation above is General Urban/Suburban

Step 2: Convert to people per hour, before applying mode splitsWeekday

In Out Total In Out Total TotalResidential 6 ppl/hr 15 ppl/hr 21 ppl/hr 15 ppl/hr 11 ppl/hr 26 ppl/hr 313 ppl

Step 3: Split between modes, per assumed Mode SplitsWeekday

In Out Total In Out Total TotalResidential Auto 65% 4 ppl/hr 10 ppl/hr 14 ppl/hr 10 ppl/hr 7 ppl/hr 17 ppl/hr 203 ppl/hrResidential Transit 30% 2 ppl/hr 4 ppl/hr 6 ppl/hr 5 ppl/hr 3 ppl/hr 8 ppl/hr 94 ppl/hrResidential Bike 1% 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 3 ppl/hrResidential Walk 3% 0 ppl/hr 1 ppl/hr 1 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 9 ppl/hr

Step 4: Convert auto trips back to vehicles/hourWeekday

In Out Total In Out Total TotalResidential 3 veh/hr 9 veh/hr 12 veh/hr 8 veh/hr 6 veh/hr 14 veh/hr 172 veh

Trip Gen Summary for Proposed Land UseWeekday

In Out Total In Out Total Total3 veh/hr 9 veh/hr 12 veh/hr 8 veh/hr 6 veh/hr 14 veh/hr 172 veh2 ppl/hr 4 ppl/hr 6 ppl/hr 5 ppl/hr 3 ppl/hr 8 ppl/hr 94 ppl0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 0 ppl/hr 3 ppl0 ppl/hr 1 ppl/hr 1 ppl/hr 0 ppl/hr 1 ppl/hr 1 ppl/hr 9 ppl

AutoTransitOtherWalk

AM Peak Hour PM Peak Hour

1.18 ppl/veh

ModeAM Peak Hour PM Peak Hour

Land UsePeople/Car

(from 2017 NHTS, Table 16)



Land UsePeople/Car

(from 2017 NHTS, Table 16)AM Peak Hour PM Peak Hour

Calculation Details:

Land Use Mode Split

Land Use Land Use Code Quantity (x)

1.18 ppl/veh

Introduction - app.dcoz.dc.gov

Documents

Transcript of Introduction - app.dcoz.dc.gov