14th Street NW Corridor Gets Another Look

Typical 14th activity
Image: Google

The District Department of Transportation (DDOT) will hold a meeting to discuss how to make “lower, middle 14th Street NW” more attractive and accommodating to all users.

The meeting will be held Thursday, February 22, 2018 between 6:30pm to 8:30pm in the Community Room of the National City Christian Church, 5 Thomas Circle NW.

According to DDOT, the project supports moveDC plan and the Mayor’s Vision Zero Initiative to help create a safer, more livable, sustainable and attractive corridor. The objective of the project is to increase multimodal safety and accessibility, improve mobility and pedestrian safety with ADA compliance, and improve the corridor with the new streetscape.

As 14th Street is a major travel corridor, the mile long 14th Street NW Streetscape Project hopefully addresses concerns that bicyclists have noted for years. On social media, bicyclists complain that they are at risk as vehicles force them from the bike lane to the roadway or they are doored by unsuspecting vehicle occupants. Vehicles routinely double park in the roadway or bike lane and use the bike lane as a location to discharge passengers. There are also conflict with buses as they transition from the roadway to bus stops, making moving past them on bikes risky.

Typical improvements in the 2010 version of 14th Street project
Image: DDOT

The current iteration of this project was listed in the draft D.C. Statewide Transportation Improvement Program (STIP) in 2015 but a plan for this area was underway by DDOT as early as 2007. The 2010 14th Street Transportation and Streetscape Improvements plan, created before Vision Zero and other planning initiatives, focused on adding multimodal features to the corridor to include street resurfacing, bulb outs to add sidewalk space, additional bike parking at transit stops, decorative pavement, and other amenities to help improve pedestrian safety.

Since then, DDOT implemented certain elements of that project at key intersections and presumably, the current project will reexamine certain traffic elements, including making improvements to the bicycle infrastructure. As of the 2015 STIP, the total amount obligated to this project totals $10.6 million.

Specifically, the project scope of work will include, but will not be limited to the following:

Preparation of plans, estimates, and specifications for roadway resurfacing;
Resetting or reconstructing curbs;
Reconstructing wheelchair ramps and sidewalks;
Upgrading streetlights; traffic signal and drainage system;
Removal of dead trees and planting of new trees;
Improving pavement marking and signage;
and other work deemed appropriate.

This section of 14th Street also contains one of the District’s high crash intersections at 14th and U Street NW. DDOT issued a report in 2017 that suggested providing additional enforcement to reduce double parking, green paint through the intersection, and a redesign of the bus bulbouts as they create bus/bike conflicts – all of which may be included in this project.

Replacement of the Monroe Street Bridge is a Lost Opportunity for #BikeDC

The Brookland Homecoming Bridge
Image: Author

The District Department of Transportation (DDOT) held a meeting at the Luke C. Moore High School in NE regarding the replacement of the Monroe Street Bridge over the Baltimore and Ohio railway and Metrorail Red line in August.The meeting gave about 30 members of the public an opportunity to comment on the structure and the improvements that will be made.

By improvements, the bridge will look identical to how it now appears, maybe less colorful with wider sidewalks, relatively unchanged from the plan presented about a year ago.

This bridge could have been more. The District had the opportunity to build a better bridge that served multiple users and allowed for safer access to the Metropolitan Branch Trail and the Brookland and Edgewood communities. It could have been an attractive structure that provides a symbol of its the past and connects a budding arts district with its future. Unfortunately, what we will have a bridge that crosses tracks, that lacks character and potentially doesn’t make crossing it any easier or safer – for the next 75 years.

History
The bridge connects to Historic District neighborhoods Brookland and Edgewood NE. The Baltimore and Ohio Railroad in 1873 created the Metropolitan Branch, which connected Point of Rocks, MD with the District, and the physical barrier that separates Brookland from Edgewood today. Monroe Street connects the old commercial strip of 12th Street NE, Brooks Mansion, and ‘downtown’ Brookland with the Catholic University of America, Dance Place and the newer residences and businesses and just over the bridge. Between them, the Red line’s Brookland Station helps get people around the region, when it runs.

Rendering of New Old Monroe Street Bridge
Image: DDOT

Many in the community see the bridge as a focal point as residents worked with artists to paint and adorn it with artwork. Also, Monroe Street is one of only six streets along a 3.3-mile corridor that provides an east/west connection north of New York Avenue and south of Riggs Road NE, making it important to bicyclists and motorists.

The Monroe Street
Image: Author

The “What Could Have Been”

Several years ago, DDOT and Toole Design proposed an alternative alignment of the Metropolitan Branch Trail. Then, the Edgewood side of the bridge was largely undeveloped, consisting of a vacant lot. The planned assumed that when the Monroe Street Bridge was replaced, an opening would be made in the bridge abutment allowing the trail to continue under Monroe in a tunnel, as the rendering below illustrates.

The “What Could Have Been Trail” tunnel
Image: Toole Design

According to Katie Harris of the Washington Area Bicyclist Association (WABA), the tunnel option was excluded from consideration. Last year, the DDOT engineering team assigned to the bridge rehabilitation stated that the District neglected to acquire the right-of-way on the south side of the bridge. When design option show above was presented in 2004, the lot at the corner of 8th Street and Monroe Street on the south side of the bridge was unimproved. The Edgewood Art Center now sits too close to the bridge abutment, making it expensive and technically difficult to construct a tunnel.

Planned Replacement
The DDOT states that the existing Monroe Street Bridge was built in 1931 and underwent a major rehabilitation in 1974 and emergency repairs in 2014 and 2015. However, with the bridge’s current condition, DDOT states reconstructing the superstructure and partial substructure of the bridge is more cost effective than repair it or completely replacing it. The replacement bridge will cost approximately $12.7 million and include the major elements above as well as other minor improvements. These include the placement power lines underground, new steel mesh fencing, and improved curb cuts and other streetscape changes.

Figure 1.
Image DDOT

Figure 1 illustrates the typical orientation of the bridge during reconstruction. The reconstruction should begin in August of 2017 and last just under 2 years, ending in March of 2019. The bridge will be replaced in halves, with at least two travel lanes in each direction remaining open at all times. Sidewalk access should be available but alternate on the north and south sides accordingly. DDOT will have personnel to maintain traffic flow.

DDOT proposes that bicyclists share the travel lanes with cars and buses, placing signage along the bridge to inform motorists that bicyclists may use the full lane”. Without turning lanes, access to the Metropolitan Branch Trail and 8th Street from or across Monroe could be challenging, especially during rush hour and when buses turn in the the Brookland CUA Metrorail station. Additionally, non-motorist traveling from or to Monroe Market or the Arts’ walk may see that during contraction, most of the north side of the street blocked. This would force pedestrians and bicyclists to share the west side crosswalk. As the parking lane would be converted to a travel lane and without a signal, crossing could be difficult.

Figure 2
Image: DDOT

Figure 2 shows that the rebuilt bridge will have a configuration similar to the current bridge, each bike lane will be 5 feet wide, sidewalks 6 feet wide, and vehicular travel lanes 11 feet wide.

While most concluded that the replacement of the bridge was needed, the community voiced concerns regarding something not directly part of the bridge reconstruction, the addition of a traffic signal at 8th and Monroe Street. Motorists were concerned that a signal at that location would create gridlock during rush hour. Bicyclists were also concerned that the when starting from a standing stop, the sharp incline at the foot of the budget at 8th Street be difficult for most bike users traveling eastbound. During construction, the problem would be exacerbated as there would be no stop sign at 8th so motorists would be encouraged to travel at speed through the constriction zone. On the bridge, bicyclists would have curb to the right, on coming traffic to the left, and cars and buses behind them.

DDOT says that after construction, it will evaluate traffic patterns and make a change to signal timing if necessary. The signal will be timed, based on standard rush hour intervals, and will be monitored so that if backups occur, the signal can be controlled manually. There was discussion regarding alternative traffic control methods like a HAWK signal or stop signs; however, the DDOT representative stated that traffic studies recommended a signal.

The community was also concerned about the planned bridge aesthetics. Currently, a mural exists on the the edges of the bridge, Made by local artists, the community was concerned that this would be removed with nothing created in its place. DDOT stated that the current mural would not be maintained but that the community should contact the Commission on Arts and Humanities to determine if or how some artistic element could be reflected.

DDOT and the NoMa BID Ask the MBT: What’s Your Sign?

DDOT asks how do people use the trail
Image: Author

Thursday, July 13, The District Department of Transportation (DDOT) and the NoMa Business Improvement District (BID) held a public meeting at the Wunder Garten to view potential wayfinding signage for the Metropolitan Branch Trail (MBT). DDOT and the BID want your ideas on how that signage should look and what it should say.

According to the BID, the purpose of this meeting was to engage trail users in developing a plan for additional wayfinding signage on and near the MBT between Union Station and Michigan Avenue. The team asked participants how they connected to the trail – using it to travel to and from work, for recreation, for errands, or all of the above.

Currently, the MBT and the First and M Street NE protected bike lanes contain several types of signage – some of it different from the run-of-the-mill bike lanes signs, some of it MBT-specific – to provide wayfinding information to its users. Early in the trail’s planning, DDOT adopted the familiar “mbt” white, burgundy-ish, green signs that dot the area. Later, DDOT and developers near the trail used different signs to show where users were on the trail and where they may want to go.

The BID and DDOT are considering streamlining the hodgepodge of signage or adding to it. Potentially, the signage could lead to a “branding” or designated the MBT route on maps and on connecting streets with bike infrastructure. This would allow current and new MBT users to easily identify the location of the trail and where it goes.

The images below show the variations in signage along the trail.

The original sign scheme – labeled #1 – was one of the popular signs as it identifies the trail, shows direction and distance to points of interest, and looks appealing. Signs #2 and #3 are consistent with current DDOT standards for most on-street trails and provide direction and identify that users are on a bike route. One of the least picks signs was #4, located at the Elevation residential development that abuts the trail just south of New York Avenue NE. Participants noted that it was relatively low-standing and easily missed and doesn’t provide much in the way of information. Sign #5 acts as a trailhead or starting point while #6, which is similar in design to the traditional signage but provides distance travel from the start of the trail.

If you missed the meeting – and the beer – the NoMa BID created a survey to help the team determine the best approach. The short survey asks participants to rate the usefulness of signs along the MBT corridor. Further, it how people travel along the corridor and their starting and ending points. Please take a moment to take the survey and make sure to add your comments on potential directional improvements on it.

You’ll have to get your own beer…

4th Street NE Protected Lane is a Connector We Didn’t Know We Needed

The 4th Street bike route no one knew about
Image: Author

The District Department of Transportation (DDOT) held an Advisory Neighborhood Commission (ANC) transportation meeting to discuss plans for a cycletrack, also known as a protected bike lane, along 4th Street NE in Edgewood. Held at the request of Commissioner Edward Garnett and prior to the full ANC 5E meeting Tuesday, June 20, 2017, this meeting allowed the public to learn more about the project and provide initial comments.

This connection could make bicycling in this area safer, fills in a gap in the bike transportation network by creating a parallel street route for much the Metropolitan Branch Trail and making travel from east to the north and west of the District a little easier.

History

Long before the current movement to create more bicycle infrastructure, 4th Street NE was part of the District’s old bicycle route system. According to the 2005 District Bike Plan, the District’s interest in bicycling as an alternative to motorized transportation grew in the 1970s in response to the energy crisis. Its first official bicycle plan was prepared in 1975 and adopted in 1976.

Budget for the 1976 Bikeways Initiative (click to enlarge)
Image: Author

The 1976 Bike Plan called for approximately 16 miles of bike lanes, 17 miles of trails, and 38 miles of signed bike routes. The budget for 1976 was $330,000 or an inflation-adjusted $1,435,500 with a total 5-year spending total of $7,177,700 in today’s dollars. Originally, the University Route started at Dave Thomas Circle. Similar to current bike lanes in the community, the route meanders through Eckington until it connected to 4th Street. The route had no bike lanes or other infrastructure, just a sign. Due to budget cuts, much of the plan was abandoned.

Today, the area has seen population growth with the addition of dozens of new homes as a part of the Chancellor’s Row townhome development and the expansion of Catholic University of America near Monroe Street NE. Currently, this section of 4th Street isn’t particulary appealing to bicyclists with 4 lanes of vehicular traffic moving at above the posted limit (except if a spead camera is present). A better bike lane on 4th Street may provide a potential connection to the proposed Irving Street Protected Bike Lane as part of the Crosstown Multimodal Transportation Study. In addition, this street could be an alternative to or parallel route of the Metropolitian Branch Trail (with a few adjustments).

Project Scope

The project will install a new protected bike lane from the current lanes that run along 4th Street NE terminating at Lincoln Road. The two-way lane would run on the west side of 4th Street for about a third of a mile to Harewood Road NE, there connecting to existing bike lanes. The DDOT representative stated that the total cost of the plan as presented is $25,000 – $30,000.

As part of his presentation, the DDOT representative described the nature and types of protected lanes considered explaining that the current plan calls for flexible bollards and parking blocks or bumper — the lanes looking similar to the center lanes of Pennsylvania Avenue NW. To reduce potential crashes, conflict zones or areas where cars and bicycles could interact would be painted green. Getting cyclists into lane at Lincoln will have separate bike signals.

Below are highlights of the plan, which represents the design at 60 – 70 percent.

Figure 1
Image: DDOT

Figure 1 is the planned route of the protected lane at Lincoln and 4th Streets NE, where 4th Street north and south runs horizonally with the northbound side on the bottom. The current northbound lanes would cross 4th Street using a bike-priority signal. Northbound cyclists would queue in a 10×8 foot protective green bike box and wait for the traffic signal. The bike signal would be timed, providing 10 to 20 seconds to cross as currently planned, requiring cyclists, vehicles and pedestrians to wait. A signal sensors is under consideration.

As the traffic movements are somewhat complicated, an alternative discussed included moving the northbound crossing south by one block to Franklin Street. This would reduce potential conflicts between bikes and southbound 4th Street vehicles.

Figure 2
Image: DDOT

In figure 2, the protected lane is near the center of the image, running bidirectionally on the westside of 4th Street. The protected lane is 11 feet wide and replaces a peak hour vehicle travel lane. The new vehicular configuration of 4th street will add permanent parking spaces on the eastside of the street, creating one northbound and two southbound lanes.

Currently, there is a green right-turn arrow for vehicles turning from 4th to Lincoln. The plan calls for this to be a red arrow signal for vehcles turning right. Protective flexposts every begin 60 feet from the Lincoln Road intersection and green paint identifies automobile conflict zones along the protected lane. Like Pennsylvania Avenue, a combination of reflective white paint, flexposts, and rubber parking blocks line the route. Also, a new High-Intensity Activated Crosswalk pedestrian signal could be added somewhere along this section.


Figure 3 Image DDOT

Figure 3 depicts the crossing of the protected lane at Michigan Avenue NE and Harewood Road, with north at the top of the image and south at the bottom. The cycletrack is on the west side of Harewood road to cross Michican using the pedestrian signal. On the northbound side and not currently included in the design, a bike box would be required to allow bicyclists to travel from the southbound side of Harewood continue northbound north of Michigan.

The full ANC discuss the 4th Street cycletrack at its monthly community meeting on Tuesday, June 20 at 7:00 pm. The meeting will in the cafeteria of the Friendship-Armstrong Public Charter School, located 1400 First Street NW. DDOT will seek a Request for Support for the lanes so that the project can move foward. If approved, the cycletrack could be installed later this fall.

Below is the draft lane design.

DDOT to Hold Public Meeting on the Reconstruction of Southern Avenue SE

Southern Avenue at Southview Drive
Image: Googe

The District Department of Transportation will hold a meeting Thursday, June 15, 2017, from 6:30 pm to 8:30 pm to discuss with the community the proposed reconstruction of Southern Avenue SE. The meeting will be held at the United Medical Center Hospital, 1310 Southern Avenue SE, Conference Room 2.

According to DDOT, the purpose of the project is to improve vehicular, bicycle and pedestrian safety by enhancing the existing road condition along Southern Avenue. This section of Southern Avenue is used as a connector between the South Capitol and East Capital Streets and tends to have vehicles traveling above the posted speed limits. Southern Avenue and Southview Drive, on the border of the District and and Oxon Hill, is number 2 of the top twenty-five most dangerous interesections.

The total approximately 1.4 mile project will have two phases: The first phase is from South Capitol Street to Barnaby Road SE, and the second is from Barnaby Road to United Medical Center on Southern Avenue. Also include in the project is the replacement of a vehicular bridge at the intersection of South Capitol Street SE over Winkle Doodle Branch.