February 15, 2012
Bike Commute Follow-up
Wind makes a difference. A big difference. While they were light on my bike commute into the Pentagon yesterday morning, they increased noticeably by afternoon. Based on observations from National Airport, they were gusting above 20 by the time I left to head home. And it had an effect...it took me over 45 minutes to get home, fighting that headwind the entire way home.
February 14, 2012
Froggie's First Bike Commute
Last week, I had a bit of a change in workplace...I'm now working at the Pentagon on a temporary duty assignment (Navy calls it TAD, Army/Air Force calls it TDY). By far the biggest change that's occurred with the office shift is the commute. Instead of my old Suitland commute where my choices were a 25min drive or a 1h10m Metrorail ride, I have many more options for commuting to the Pentagon. It's a simpler Metrorail commute (7 stops on the Yellow Line). Or I could take the 9A Metrobus, which stops right in front of my apartment. Or I could continue driving...albeit with the peak-flow and with parking a dicey and/or expensive proposition. Or I could bike.
Now that I have my permanent badge, I thought I'd try my inaugural bicycle commute this morning. It's the first bike commute I've had since high school...about 18 years! Between it being my first bike commute in forever plus the nature of my new office location, some pre-planning/preparation was in order.
First up was a trip to BicycleSPACE so I could pick up a couple more lights and a reflective vest...this being because some of my commutes (for the next couple months) will be in the dark. I also needed to know where available bicycle racks are at the Pentagon, since bikes are not allowed inside the building. According to this interesting Army Pentagon guide (which appears to have been partially written by a bicyclist), there are about 30 bicycle racks near the northeast corner, another 30 near the southwest corner, and about a half-dozen along the side of the mall on the north side. I selected the parking area near the northeast corner as my target.
This morning was cool, but not horrible, so I dressed accordingly (1 layer on the legs, 2 on the torso...I overheat easily), grabbed the bike lights and vest, and headed out around 5:50am. My route north began by crossing over to Washington St then up through Old Town. I've gone through Old Town countless times, but almost always on Washington St. Today's the first time I headed north with the intention being to cross the Monroe Ave Bridge, which I did by mostly taking Columbus St and Alfred St. Aside from one driver who didn't realize I had right-of-way at an all-way stop, the ride up to and through Old Town was uneventful.
Across the Monroe Ave Bridge, I opted for Potomac Avenue. Potomac Ave is a new 4-lane divided street built to service upcoming development at Potomac Yard, and it also has a parallel bike/ped path. Though I wouldn't quite say that it's "pool table flat", the small hills are very manageable and it's definitely flatter than the nearby Mount Vernon Trail. It's nice, smooth, and above-all quiet. While dozens of cars were plying the northbound lanes of the parallel Route 1, I only had 5 cars pass me on Potomac Ave.
To get through Crystal City, I opted for Crystal Drive to 18th St to Eads St. Crystal Drive isn't too bad...it has a bike lane except for the section immediately underneath Route 233 (National Airport connector). 18th St has an underpass at Route 1 so one doesn't have to cross Route 1 at-grade. Eads St was a bit rough...it could stand to have a repaving. But the nice thing about Eads St is it brings one right into the south parking lot area at the Pentagon.
Getting to the bike racks from the south parking lot was...interesting. It involves a couple turns, and the gateguard looked like he wasn't sure what to think, but he allowed me through. I found the bike parking easily enough...it looks like there were originally a small number of old-style bike racks with the slots for putting your tire through. These have since been considerably expanded by newer racks of the same type. I got in just before 6:30am.
So my bike commute wound up being about the same as the bus commute and a few minutes longer than the shuttle/Metrorail commute. But there are several advantages to the bike commute: I get exercise, I can park the bike closer to my office than the metro entrance is, I don't have to pay Metrobus or Metrorail fare, and I'm not waiting up to 30 minutes for the 9A bus or up to 15 minutes for my apartment's Metro shuttle. About the only real disadvantage is that the bike parking isn't covered and is exposed to the elements. The earlier Army website suggests that covered parking used to exist, but no longer does.
Future routing tweaks are possible, and there may be days where I want a leisurely ride home anyway. Besides the Mount Vernon Trail, I could also pass by Long Bridge Park, or head down Commonwealth Ave and Mt Vernon Ave through Del Ray. But I'm thinking something close to my current route is going to be my shortest/fastest commuting route.
Weather-permitting, I'm planning on bike-commuting twice a week. I'd do additional days, but we do Physical Training 3 times a week at the office and I don't want to over-do it, at least not at first. Once I get into a groove (plus in better shape), I might revise this and bike more often. And for those days where the weather's bad, I have both a Metrorail and a bus option. All-in-all, it's a commuting win.
Now that I have my permanent badge, I thought I'd try my inaugural bicycle commute this morning. It's the first bike commute I've had since high school...about 18 years! Between it being my first bike commute in forever plus the nature of my new office location, some pre-planning/preparation was in order.
First up was a trip to BicycleSPACE so I could pick up a couple more lights and a reflective vest...this being because some of my commutes (for the next couple months) will be in the dark. I also needed to know where available bicycle racks are at the Pentagon, since bikes are not allowed inside the building. According to this interesting Army Pentagon guide (which appears to have been partially written by a bicyclist), there are about 30 bicycle racks near the northeast corner, another 30 near the southwest corner, and about a half-dozen along the side of the mall on the north side. I selected the parking area near the northeast corner as my target.
This morning was cool, but not horrible, so I dressed accordingly (1 layer on the legs, 2 on the torso...I overheat easily), grabbed the bike lights and vest, and headed out around 5:50am. My route north began by crossing over to Washington St then up through Old Town. I've gone through Old Town countless times, but almost always on Washington St. Today's the first time I headed north with the intention being to cross the Monroe Ave Bridge, which I did by mostly taking Columbus St and Alfred St. Aside from one driver who didn't realize I had right-of-way at an all-way stop, the ride up to and through Old Town was uneventful.
Across the Monroe Ave Bridge, I opted for Potomac Avenue. Potomac Ave is a new 4-lane divided street built to service upcoming development at Potomac Yard, and it also has a parallel bike/ped path. Though I wouldn't quite say that it's "pool table flat", the small hills are very manageable and it's definitely flatter than the nearby Mount Vernon Trail. It's nice, smooth, and above-all quiet. While dozens of cars were plying the northbound lanes of the parallel Route 1, I only had 5 cars pass me on Potomac Ave.
To get through Crystal City, I opted for Crystal Drive to 18th St to Eads St. Crystal Drive isn't too bad...it has a bike lane except for the section immediately underneath Route 233 (National Airport connector). 18th St has an underpass at Route 1 so one doesn't have to cross Route 1 at-grade. Eads St was a bit rough...it could stand to have a repaving. But the nice thing about Eads St is it brings one right into the south parking lot area at the Pentagon.
Getting to the bike racks from the south parking lot was...interesting. It involves a couple turns, and the gateguard looked like he wasn't sure what to think, but he allowed me through. I found the bike parking easily enough...it looks like there were originally a small number of old-style bike racks with the slots for putting your tire through. These have since been considerably expanded by newer racks of the same type. I got in just before 6:30am.
So my bike commute wound up being about the same as the bus commute and a few minutes longer than the shuttle/Metrorail commute. But there are several advantages to the bike commute: I get exercise, I can park the bike closer to my office than the metro entrance is, I don't have to pay Metrobus or Metrorail fare, and I'm not waiting up to 30 minutes for the 9A bus or up to 15 minutes for my apartment's Metro shuttle. About the only real disadvantage is that the bike parking isn't covered and is exposed to the elements. The earlier Army website suggests that covered parking used to exist, but no longer does.
Future routing tweaks are possible, and there may be days where I want a leisurely ride home anyway. Besides the Mount Vernon Trail, I could also pass by Long Bridge Park, or head down Commonwealth Ave and Mt Vernon Ave through Del Ray. But I'm thinking something close to my current route is going to be my shortest/fastest commuting route.
Weather-permitting, I'm planning on bike-commuting twice a week. I'd do additional days, but we do Physical Training 3 times a week at the office and I don't want to over-do it, at least not at first. Once I get into a groove (plus in better shape), I might revise this and bike more often. And for those days where the weather's bad, I have both a Metrorail and a bus option. All-in-all, it's a commuting win.
February 06, 2012
Musings from an NPS visit
Tonight's MVCCA Transportation Committee meeting featured visitors from the National Park Service and US Park Police regarding the George Washington Parkway. What followed was a quick Q-and-A, mostly related to the section south of Old Town Alexandria which our committee represents. Here's a quick recap of the comments:
Also mentioned, but not discussed, is a draft resolution offered by WABA and FABB in support of allowing bicycles on the George Washington Parkway. Even though the current NPS Sup has no interest in revising the current ban policy, the committee is willing to entertain the possibility of supporting a partial lifting of the ban during low-traffic times. We'll be discussing the resolution at next month's meeting.
- Numerous complaints about increased traffic in BOTH directions of the Parkway during rush hour with BRAC and the new hospital at Ft Belvoir cited as the cause. Excessive speeding by traffic was also mentioned.
- Because of the traffic, it's very difficult for drivers to turn out onto the Parkway during rush hour, especially for those turning left. Nevermind the issues that cyclists and pedestrians face trying to cross the Parkway.
- On that note, NPS has no current plans to improve bike/ped access to the MVT, though they had considered intersection improvements at Belle Haven Rd at one point. This is problematic since, between the south end of Old Town and the "Stone Bridge" at Alexandria Ave (a little over 3 miles), there is no way for bikes and peds to access the Mount Vernon Trail that doesn't involve hopping a curb and going through grass.
- The current (acting) NPS Superintendent has no intention of lifting the GW Parkway bicycle ban. The NPS reiterated that the current policy ban was put into place "in the name of safety".
- When asked about MVT improvements, the rep said that NPS is looking into an "express bike lane" in the Gravelly Point area. This would allow through cyclists to avoid the heavy congregation of pedestrians just east of the parking lot that go there to watch airplanes take off and land at National Airport.
- US Park Police apparently have data on accidents/crashes that occur on the Mount Vernon Trail proper. They're looking into making that data available to members of the transportation committee.
- NPS has automated traffic counters at several locations along the parkway and posts aggregate monthly stats on them. The committee asked if they also have hourly counts, which they'll look into. The hourly counts would give a better idea on when the low-traffic times are on the Parkway.
Also mentioned, but not discussed, is a draft resolution offered by WABA and FABB in support of allowing bicycles on the George Washington Parkway. Even though the current NPS Sup has no interest in revising the current ban policy, the committee is willing to entertain the possibility of supporting a partial lifting of the ban during low-traffic times. We'll be discussing the resolution at next month's meeting.
January 11, 2012
Volunteers needed for bike/pedestrian counts in Alexandria
It's that time again! The Alexandria BPAC is asking again for volunteers to help with counting bicycle and pedestrian traffic at select locations across the city. The two dates/times involved are next Thursday the 19th from 5-7pm and Saturday the 21st from Noon-2pm. If interested, please contact Elizabeth Wright (BPAC member): ewright953 (at) yahoo.com
These counts are conducted as part of the National Bicycle and Pedestrian Documentation Project, and also help city staff and planners get an idea on bicycle/pedestrian flow, changes in bike/ped flow, and identify areas for potential facility improvements. First-time volunteers must attend a training session (which can be also done over the phone if necessary) and sign a waiver of liability.
I'm looking forward to seeing what sort of volumes we count next week and compare them to previous counts.
These counts are conducted as part of the National Bicycle and Pedestrian Documentation Project, and also help city staff and planners get an idea on bicycle/pedestrian flow, changes in bike/ped flow, and identify areas for potential facility improvements. First-time volunteers must attend a training session (which can be also done over the phone if necessary) and sign a waiver of liability.
I'm looking forward to seeing what sort of volumes we count next week and compare them to previous counts.
December 21, 2011
I-695 label returns to DC, but it never really left
DDOT opened the inbound 11th Street Bridge this past weekend. Drivers are already confused, not from the change in the lane split from I-295, but in the route number chosen for the bridge: I-695.
My photo from before the opening.
Why did DDOT sign the bridge as I-695? This is a question that been pondered by blogs, the news media, and numerous tweets. The confusion got so bad that DDOT wrote their own post to explain.
As it turns out, the Southeast Freeway between the 3rd Street Tunnel and the 11th Street Bridge has always been I-695, but there were no signs listing it this way. Instead, signs at on-ramps on Capitol Hill, for instance, listed choices as 295 South (toward Anacostia) or "to 395" (toward Virginia or New York Ave).
In late 2008, DDOT submitted a request to the American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) to de-designate I-295 north of the Anacostia side of the 11th Street Bridge, and to extend I-695 across the 11th Street Bridge to meet I-295 and DC Route 295. DDOT said the purpose was to "rationalize the freeway system in the District."
Image from DDOT.
But people are asking, if I-695 has existed all these years along the Southeast Freeway, why hasn't it been signed?
Not even DDOT knows for sure, but one possible reason is that it was intended to go farther.
This image, from a 1970 study, shows one of the alternatives for an extension of I-695 as part of the DC Interstate system. Dating in some form back to the mid-1950s, I-695 would have continued west from the 3rd Street Tunnel, diverged from the Southwest Freeway at Maine Ave, and continued northwesterly to meet I-66 at Constitution Ave NW. The ramp configurations at I-395/Maine Ave SW and at I-66/Constitution Ave NW are remnants of this long-ago plan, officially killed by then-mayor Marion Barry in 1980.
This segment might have been partially signed before it was cancelled. There's an empty space on the sign bridge on westbound I-66 just north of the E Street Expressway that might have housed an I-695 sign, and an associate of mine has reported that he recalls an I-695 sign on the inbound Theodore Roosevelt Bridge back in the 1970s. Any such signage has long since disappeared, however.
This map, from the 1971 DC Interstate System study by DeLeuw, Cather & Associates, shows how the longer I-695 would have fit into the context of the freeway system proposed for the DC core. As it connected I-66 with I-295 around the south side of the core, it would have been long enough to warrant signage. Since the South Leg was cancelled, plus the lack of connections between the 11th Street Bridge and DC 295, there was less of a need to sign I-695 after the freeway cancellations.
So why sign I-695 in DC when there's an I-695 around Baltimore, some ask. Wouldn't that just cause confusion? It might for unaware drivers and tourists, but there's precedent for signing nearby Interstates with the same number. We already have that in the DC area: both DC and Baltimore have I-395. An example with even less intermediate distance can be found in New England. I-291 exists in both Springfield, MA and suburban Hartford, CT, separated by only 22 miles. By comparison, over 31 miles separate DC's and Baltimore's I-695.
Now that DDOT plans to remove the Southeast Freeway spur to Pennsylvania Ave and is building connections between the 11th Street Bridge and DC 295, the agency has decided to reintroduce us to I-695. To reduce driver confusion, DDOT should install consistent signage all along I-695 and at the interchanges at both endpoints. Only time will tell if drivers can adjust to the "great route experiment."
Cross-posted on Greater Greater Washington.
My photo from before the opening.
Why did DDOT sign the bridge as I-695? This is a question that been pondered by blogs, the news media, and numerous tweets. The confusion got so bad that DDOT wrote their own post to explain.
As it turns out, the Southeast Freeway between the 3rd Street Tunnel and the 11th Street Bridge has always been I-695, but there were no signs listing it this way. Instead, signs at on-ramps on Capitol Hill, for instance, listed choices as 295 South (toward Anacostia) or "to 395" (toward Virginia or New York Ave).
In late 2008, DDOT submitted a request to the American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) to de-designate I-295 north of the Anacostia side of the 11th Street Bridge, and to extend I-695 across the 11th Street Bridge to meet I-295 and DC Route 295. DDOT said the purpose was to "rationalize the freeway system in the District."
Image from DDOT.
But people are asking, if I-695 has existed all these years along the Southeast Freeway, why hasn't it been signed?
Not even DDOT knows for sure, but one possible reason is that it was intended to go farther.
This image, from a 1970 study, shows one of the alternatives for an extension of I-695 as part of the DC Interstate system. Dating in some form back to the mid-1950s, I-695 would have continued west from the 3rd Street Tunnel, diverged from the Southwest Freeway at Maine Ave, and continued northwesterly to meet I-66 at Constitution Ave NW. The ramp configurations at I-395/Maine Ave SW and at I-66/Constitution Ave NW are remnants of this long-ago plan, officially killed by then-mayor Marion Barry in 1980.
This segment might have been partially signed before it was cancelled. There's an empty space on the sign bridge on westbound I-66 just north of the E Street Expressway that might have housed an I-695 sign, and an associate of mine has reported that he recalls an I-695 sign on the inbound Theodore Roosevelt Bridge back in the 1970s. Any such signage has long since disappeared, however.
This map, from the 1971 DC Interstate System study by DeLeuw, Cather & Associates, shows how the longer I-695 would have fit into the context of the freeway system proposed for the DC core. As it connected I-66 with I-295 around the south side of the core, it would have been long enough to warrant signage. Since the South Leg was cancelled, plus the lack of connections between the 11th Street Bridge and DC 295, there was less of a need to sign I-695 after the freeway cancellations.
So why sign I-695 in DC when there's an I-695 around Baltimore, some ask. Wouldn't that just cause confusion? It might for unaware drivers and tourists, but there's precedent for signing nearby Interstates with the same number. We already have that in the DC area: both DC and Baltimore have I-395. An example with even less intermediate distance can be found in New England. I-291 exists in both Springfield, MA and suburban Hartford, CT, separated by only 22 miles. By comparison, over 31 miles separate DC's and Baltimore's I-695.
Now that DDOT plans to remove the Southeast Freeway spur to Pennsylvania Ave and is building connections between the 11th Street Bridge and DC 295, the agency has decided to reintroduce us to I-695. To reduce driver confusion, DDOT should install consistent signage all along I-695 and at the interchanges at both endpoints. Only time will tell if drivers can adjust to the "great route experiment."
Cross-posted on Greater Greater Washington.
December 05, 2011
Quick GW Parkway cycling note
Coming out of tonight's Mt. Vernon Transportation Committee meeting: the committee is open to the concept of allowing bicycles on the George Washington Parkway on the weekends. I don't think we have support for an all-weekend allowance, but most of the committee members there tonight are open to the idea of at least partial hours for bikes on the weekend...most likely on weekend mornings.
The next step would be to draft a resolution or letter of support for the Mt. Vernon Council of Citizens Associations to approve and pass on to local elected officials and the National Park Service. As the committee's unofficial bicycle advocate, I've also been asked by the committee chair to invite WABA and FABB to speak at our next monthly meeting.
It's a step in the right direction.
The next step would be to draft a resolution or letter of support for the Mt. Vernon Council of Citizens Associations to approve and pass on to local elected officials and the National Park Service. As the committee's unofficial bicycle advocate, I've also been asked by the committee chair to invite WABA and FABB to speak at our next monthly meeting.
It's a step in the right direction.
November 28, 2011
A hidden route, unhidden
Most of my regular readers are probably aware of DDOT's 11th St Bridge project, which is replacing the existing 11th Street Bridge over the Anacostia with three new bridges...one for each direction of freeway and a new local bridge that'll link 11th St SE with Martin Luther King Ave SE.
A few of you may know that the Southeast Freeway between the 3rd St Tunnel (I-395) and the 11th St Bridge has carried a hidden Interstate designation: I-695. As part of the 11th St Bridge project, DDOT requested in 2009 to truncate I-295 (which had crossed the bridge, the ramp connections above M St SE that were taken out last year, and extended to Barney Circle) to Anacostia and extend I-695 across the 11th St Bridge.
This past weekend, I found visual proof that DDOT intends to at least partially sign I-695:
This is quite likely the first I-695 shield in DC in 40 years, if not ever. I-695 was originally slated to follow both the Southeast Freeway and also the cancelled "West Leg" of the core freeway system, from I-395 at Maine Ave northwest to I-66 near the Roosevelt Bridge. Though it's possible that the covered panel here may have had an I-695 shield at one point, it's hard to say for sure.
A few of you may know that the Southeast Freeway between the 3rd St Tunnel (I-395) and the 11th St Bridge has carried a hidden Interstate designation: I-695. As part of the 11th St Bridge project, DDOT requested in 2009 to truncate I-295 (which had crossed the bridge, the ramp connections above M St SE that were taken out last year, and extended to Barney Circle) to Anacostia and extend I-695 across the 11th St Bridge.
This past weekend, I found visual proof that DDOT intends to at least partially sign I-695:
This is quite likely the first I-695 shield in DC in 40 years, if not ever. I-695 was originally slated to follow both the Southeast Freeway and also the cancelled "West Leg" of the core freeway system, from I-395 at Maine Ave northwest to I-66 near the Roosevelt Bridge. Though it's possible that the covered panel here may have had an I-695 shield at one point, it's hard to say for sure.
November 16, 2011
Thursday meetings galore...
Three notable meetings tomorrow (Thursday):
- Fairfax County will be hosting the third in a series of eight meetings on the county's Bicycle Master Plan, focusing on the Mount Vernon area (mostly Mt. Vernon District and part of Lee District). The meeting will be at the South County Government Center on Route 1, from 5:30 to 8pm.
- Alexandria will be hosting the latest of its High Capacity Transit Corridor Study meetings at Patrick Henry Elementary School from 7-9pm. The meeting will focus on the latest concepts for Corridor B along Duke Street.
- WABA is hosting a Happy Hour at Brasserie Beck in DC at 11th and K NW. The Happy Hour begins at 5pm.
Unfortunately, I can't be in all three places at once.
- Fairfax County will be hosting the third in a series of eight meetings on the county's Bicycle Master Plan, focusing on the Mount Vernon area (mostly Mt. Vernon District and part of Lee District). The meeting will be at the South County Government Center on Route 1, from 5:30 to 8pm.
- Alexandria will be hosting the latest of its High Capacity Transit Corridor Study meetings at Patrick Henry Elementary School from 7-9pm. The meeting will focus on the latest concepts for Corridor B along Duke Street.
- WABA is hosting a Happy Hour at Brasserie Beck in DC at 11th and K NW. The Happy Hour begins at 5pm.
Unfortunately, I can't be in all three places at once.
November 08, 2011
Transit maps on Flickr
Many months ago, I had several people ask me to post my transit concept maps for DC online. After those months of procrastination, not to mention adding a few more maps to the pile, I've gotten around to it and created a Flickr set.
The set will become a repository for the maps I create showing various transit concepts in the DC area, including my proposal for around Mark Center:
Or potential streetcar corridors:
There's also my oft-mentioned proposal to extend the Yellow Line to (and beyond) Fort Belvoir:
Lastly, there's been a lot of talk about a separated Blue Line through DC (with a separated Yellow Line thrown in for good measure):
More maps will be posted to the Flickr set as they're created.
The set will become a repository for the maps I create showing various transit concepts in the DC area, including my proposal for around Mark Center:
Or potential streetcar corridors:
There's also my oft-mentioned proposal to extend the Yellow Line to (and beyond) Fort Belvoir:
Lastly, there's been a lot of talk about a separated Blue Line through DC (with a separated Yellow Line thrown in for good measure):
More maps will be posted to the Flickr set as they're created.
November 07, 2011
A permanent fix for a problematic spot
A persistent problem spot on the area's bicycle/pedestrian network has been on the George Washington Parkway near Memorial Bridge. In this area, bicycles and pedestrians transiting between the Mount Vernon Parkway and the Memorial Bridge must cross both the northbound GW Parkway main lanes plus a northbound ramp at-grade. The site has been the scene of numerous crashes this year (the latest being a pedestrian right before Halloween), all of which involve either a vehicle hitting a cyclist or pedestrian, or rear-end crashes among vehicles as some drivers stop/slow to allow bikes/peds across and the vehicles following behind do not stop and thus crash.
Even without the crashes, regular vehicle traffic has other concerns. The area is confusing jumble of ramps going all sorts of different directions. All too often, drivers not familiar with the area realize too late that they are in the wrong lane for the particular ramp they want to take and try to change it at the last possible moment. The result is further congestion and the occasional vehicle crash.
Unfortunately, there is no easy fix to the problem. Longstanding National Park Service policy is for no traffic signals along their parkways, so this precludes putting a traffic signal or even a HAWK signal at the location. Ideas for a bike/pedestrian overpass have brought concerns about loss of trees and "overhead obstructions". This has led to more recent calls for a bike/pedestrian underpass, but this will require a fair bit of money and regrading to implement.
Ultimately, something will have to be done. It will be a bitter pill to swallow, but the only way NPS can reduce the crash risk is to do something that either costs a lot of money or goes against their current policies.
To that end, I have devised my own permanent fix that solves many of the problems endemic in the area:
My proposal involves a lot of construction, which NPS may not be very keen on doing and will in turn cost a lot of money. However, it solves many of the safety/traffic problems in the area. Among the benefits:
This proposal would require a lot of money and would likely involve multiple years of construction, but the benefits of a reduced road footprint, better safety, and an expanded bike/ped network are well worth it. Even if my specific proposal isn't followed, it would be in NPS's best interests to look at a long-term solution for this area and implement it as soon as possible.
Even without the crashes, regular vehicle traffic has other concerns. The area is confusing jumble of ramps going all sorts of different directions. All too often, drivers not familiar with the area realize too late that they are in the wrong lane for the particular ramp they want to take and try to change it at the last possible moment. The result is further congestion and the occasional vehicle crash.
Unfortunately, there is no easy fix to the problem. Longstanding National Park Service policy is for no traffic signals along their parkways, so this precludes putting a traffic signal or even a HAWK signal at the location. Ideas for a bike/pedestrian overpass have brought concerns about loss of trees and "overhead obstructions". This has led to more recent calls for a bike/pedestrian underpass, but this will require a fair bit of money and regrading to implement.
Ultimately, something will have to be done. It will be a bitter pill to swallow, but the only way NPS can reduce the crash risk is to do something that either costs a lot of money or goes against their current policies.
To that end, I have devised my own permanent fix that solves many of the problems endemic in the area:
My proposal involves a lot of construction, which NPS may not be very keen on doing and will in turn cost a lot of money. However, it solves many of the safety/traffic problems in the area. Among the benefits:
- Straightens out the GW Parkway main lanes and moves all entrances/exits to the right. The existing configuration has three left-side entrances/exits.
- Retains all existing access and greatly streamlines and simplifies the ramps connecting the GW Parkway to Memorial Bridge, Route 27, and Route 50 West.
- Elimination of many of the existing roads/ramps allows for renaturalization/revegetation of those ramp locations to mitigate the loss of trees due to construction.
- Eliminates the need for at-grade crossings for bicycles/pedestrians connecting between the Mt. Vernon Trail and Memorial Bridge.
- Greatly expands the bicycle/pedestrian network in the area, utilizing some of the eliminated roads/ramps.
- Allows for separate bicycle/pedestrian paths along this segment of the Mt. Vernon Trail, very much needed due to heavy trail use. The bicycle path can utilize the existing northbound lanes.
- Allows for the possibility of a streetcar line across Memorial Bridge, connecting K Street NW at Washington Circle to the Pentagon and the proposed Arlington streetcar network.
- Allows for a full interchange on Route 110 connecting to both Memorial Bridge and the Iwo Jima/Marine Corps memorial (as shown on the map). Alternatively, this option could be left off and the existing congifuration along Route 110 remaining as-is.
This proposal would require a lot of money and would likely involve multiple years of construction, but the benefits of a reduced road footprint, better safety, and an expanded bike/ped network are well worth it. Even if my specific proposal isn't followed, it would be in NPS's best interests to look at a long-term solution for this area and implement it as soon as possible.
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