Photo by the author.

A section of Florida Avenue NW will soon better provide for all its users, including drivers, cyclists, and pedestrians. The street will get wider sidewalks, street trees, and bike lanes after residents and DDOT collaborated to redesign it. 

This section of Florida Avenue has enjoyed significant population growth over the past decade.  New condo towers went up on both sides of the street and more are on the way. 

The street’s wide, auto-oriented roadway may have been appropriate for the area’s previous use a warehouse district.  Today, however, most of the industrial uses are gone and old shops and parking lots are turning into mixed-use residential and commercial buildings.

The project area encompasses 9th Street NW from U Street to Florida Avenue, and Florida Avenue NW to just past Sherman Avenue. The project also includes the southern­most block of Sherman Avenue and the northernmost block of Vermont Avenue.

Project area.  Click for an interactive map.

More crosswalks and better sidewalks

Increasing the share of trips taken by means other than an automobile is an important goal for the District and especially for the U Street area, which is already at its car-carrying capacity. Making walking safer and more enjoyable is a good way to encourage people to shift from driving to walking for more of their trips.

The agency’s designs call for widening the sidewalks and installing a planting strip buffer between the sidewalk and the roadway. Separating pedestrians from high-speed traffic with a row of parked cars or a planting strip improves pedestrian comfort. Few people want to walk within 2 feet of speeding traffic.

Crossing Florida Avenue today is a daunting task.  The road’s width encourages speeding and provides no median refuge for pedestrians.  The new design resolves this problem with a median, a few bulb-outs, a narrowed roadway, striped crosswalks, and a new traffic light.

One of the more notable changes is that DDOT intends to turn the intersection of 9th Street, V Street, and Florida Avenue into a signalized intersection. Regular concertgoers know this intersection as the location of the 9:30 Club. The intersection’s current form requires concertgoers to cross a wide section of Florida Avenue while hoping that motorists will stop for them at the crosswalks. The new signal will provide more order to this process.

Intersection of Florida Avenue, V Street, and 9th Street NW.

DDOT plans to reconfigure the intersection of Florida Avenue and Vermont Avenue to slow traffic turning from southbound Florida Avenue to Vermont Avenue.  Currently, the intersection is designed like a highway ramp for southbound traffic.  The new design will force motorists to make a sharper right turn, which will cause them to slow down.  This reduces the chance that a pedestrian will suffer severe injury or death if struck while crossing the street.

Intersection of Florida Avenue and Vermont Avenue NW.

New bike lanes, bike boxes, and sharrows

The new street will receive bike lanes in some stretches and sharrows in others.  DDOT will also implement some of its new bike practices here.  The agency will place bike boxes on Florida Avenue at Vermont Avenue to aid turning and merging movements.  A new southbound bike lane on Vermont Avenue will connect the Florida Avenue bike lanes with the V Street lane, which stretches to the foot of Adams Morgan 10 blocks west.

The District is now starting to paint green bike lanes to help differentiate the lanes from regular street lanes.  The agency will apply the same treatment to assist cyclists who wish to continue on Florida Avenue beyond Sherman Avenue.

Intersection of Florida Avenue and Sherman Avenue NW.

More trees, less impervious pavement

The proposal calls for adding 57 street trees, one of the most notable visual and environmental changes. At the first community meeting a year ago, DDOT planner Gabriela Vega noted that her agency was under a mandate to increase the District’s tree canopy. 

Trees reduce the urban heat island effect, raise property values, and reduce stormwater flow into the sewers. Converting some of the asphalt pavement into grassy planting strips and medians will help the soil absorb rainwater and reduce the pressure on the combined sewer system.

Reducing stormwater volume is especially important in light of recent storms that caused minor flooding in one of the condo buildings on Florida Avenue. This section of Florida Avenue drains to the Northeast Boundary Tunnel, the massive century-old combined sewer that has backed up and caused flooding several times this summer in the LeDroit Park and Bloomingdale neighborhoods.

In their conversations with DDOT, residents suggested adding a median with street trees and planting strips along the curbs.  In response, DDOT plans to widen the sidewalks, many of which are too narrow for wheelchairs today, and add planting strips to both sides of the street. A tree-studded median will stretch from Vermont Avenue to W Street.

Proposed median and street trees along Florida Avenue from Vermont Avenue to W Street NW.

Missed opportunities

Though DDOT added nearly all of the ANC’s requested improvements, the agency was unable to add two important features.  First, the ANC requested striped crosswalks for the intersection of Florida Avenue and W Street to aid people crossing Florida Avenue. 

Richard Kenney of DDOT explained that the two lanes of southbound traffic make a crosswalk at W Street difficult.  If a motorist in one lane stops for a pedestrian in the crosswalk, it would be too likely for a motorist in the second lane to continue moving.

Though a traffic signal at W Street could bring all traffic to a stop, DDOT’s engineers worried that traffic would back up along Florida Avenue and block the intersection at Sherman Avenue.

The ANC also requested the addition of a striped crosswalk across Florida Avenue on the south side of the intersection with Sherman Avenue.  The agency rejected this request, fearing that the left-turning traffic volumes from Sherman Avenue would be too high and cause drivers to block the intersection while waiting for pedestrians to cross.

Vega, DDOT’s planner, was sympathetic to the ANC’s desire to add every pedestrian accommodation possible, but said that the design process is a negotiation to balance numerous interests.

Even without these ANC-suggested changes, the project will widen sidewalks, add street trees, reduce the size of intersection corners, add bike lanes and bike boxes, remove curb cuts, and add a new traffic signal.  It will create a street that is vastly better for residents on foot and on bikes.

Policy matters in the creation of complete streets

The ANC was instrumental in adding these complete street elements to the design.  I volunteer as chair of the ANC’s Transportation Committee and was happy to see residents, including a road engineer, mark up the original designs to add complete street elements I had not even considered. 

The elected commissioners passed the list of requests and DDOT incorporated the vast majority of the requests into its design.  The ANC did not get everything it wanted, but it got the majority.

Adding street trees and improving the quality of the walking experience are explicit District policy objectives that both Mayors Fenty and Gray have embraced.  Though skeptics may dismiss these policy statements as electioneering, these official guidelines are critical in advocating improvements in new public projects.  They provide political force for planners and citizens as they advocate for complete streets.