DDOT presented traffic analysis findings from its Connecticut Avenue reversible lane/bike lane study at ANC meetings in February, including a virtual town hall meeting hosted by ANC 3F on Wednesday, February 24th:
A presentation at the February 11th ANC 3E meeting revealed more information on the study’s focus and methodology, new since our update based on DDOT’s October 1st meeting with the study’s Citizen Advisory Committee.
DDOT is studying the potential impacts of removing the reversible rush hour lanes from Connecticut Avenue, and adding bike lanes. Two of the four alternatives under consideration, B and C, remain favored due to “fatal flaws” in the other concepts. DDOT representatives also told the ANC 3E meeting that concepts B and C were used to model traffic changes because the model is most sensitive to changes in the number of lanes.
Concept B does away with the reversible lanes, and includes parking on both sides during off-peak hours. There are no bike lanes. Concept C does away with the reversible lane, and includes a bike lane on both sides and street parking in the commercial areas, even during morning and evening rush hours.
DDOT’s model for both concepts shows some existing traffic being diverted from Connecticut Avenue to parallel roads including Broad Branch and Wisconsin Avenue. As noted on one slide in the ANC 3E presentation, DDOT arrived at these conclusions:
The impacts of reducing the number of lanes along Connecticut Avenue during the peak hour, peak direction, by either one or two lanes, is manageable.
- Concept B
– When daily diversions are broken down, by peak hours and by parallel routes, Concept B shows a 40-100 vehicle diversion in the peak hours for parallel routes. Diversions would be smaller for roadways connecting to parallel routes.
- Concept C
– When daily diversions are broken down, by peak hours and by parallel routes, Concept C shows a 50-170 vehicle diversion in the peak hours for parallel routes. Diversions would be smaller for roadways connecting to parallel routes.
- Parallel and collector roadways can accommodate these modest increases in volumes.
DDOT notes that its traffic analysis does not account for potential changes in “mode share,” such as public transportation usage, or for changes in commuting patterns that may result from the pandemic.