Comments for “2050 MDOT Bicycle & Pedestrian Master Plan”
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Add the missing marked crosswalk here. MDSHA should update its policy to add marked crosswalks on all legs of signalized intersections to support neighborhood walkability and access to public transit stops.
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ReplyAdding a second crosswalk would also require adding a pedestrian signal. The benefit of doing so now is greater than several years ago because the Dash-In generates more pedestrian traffic from the apartments than the full-service Shell station that preceded it. But I would want to know whether the traffic from Aerospace is more likely to go east or west. A higher priority is to decrease the curb radius of drivers during right from westbound MD-193 to Aerospace.
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Add the missing marked crosswalk here. MDSHA should update its policy to add marked crosswalks on all legs of signalized intersections to support neighborhood walkability and access to public transit stops.
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ReplyThis commenter is mistaken in this case--and possibly every time the comment is made throughout this map. The marked crosswalk encourages people to cross MD-193 at the west side of the intersection, rather than the east side. After school lets out, there are alot of cars taking a left from Mandan into MD-193, so conflict with kids leaving the school is less if they cross on the west side of the intersection. Overall, more cars coming from Mandan take a left than right, because people take Hanover to MD-193 if they want to go west. The overwhelming flow of pedestrians crossing MD-193 are traveling to or from the school after walking along MD-193.
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The problem is that crosswalks both channel pedestrian traffic and remind drivers to stop for the pedestrian. Chanelling pedestrians on the least safe route for the sake of reminding drivers to stop for pedestrians is suboptimal, If there is a problem, a regulatory sign stating that drivers turning right must stop for pedestrians crossing MD-193 would bejustified.Love that people can look at this crosswalk configuration and say anything about this intersection is an optimal outcome to support pedestrians and public transit users (e.g., look we force pedestrians to go out of their way, for their own good; that's a good policy for promoting biking and taking transit (and biking since we didn't build anywhere safe to bike along this street), not to promote car level of service at the expense of every other mode of travel; having to walk further out of your way isn't a big deal; it's actual a good thing; it's not hard like having to wait a few extra seconds at a traffic signal sitting in a car). Look they even marked the crosswalks across the channelized turn lanes that were built on the northside of Mandan Road to allow drivers to make turns at higher speeds (again, in the name of pedestrian safety).
Like Liked 0 timesOP needs to understand this is a place built to move cars not people. If a person chooses to walk or take a bus, they must be prepared to atone for their decision, and crossing more streets than necessary, walking further than necessary, and/or waiting through extra traffic signals is their penance.
Like Liked 0 timesThe practice of discouraging pedestrian crossings by leaving crossings unmarked is not a valid safety measure. Instead, it encourages unsafe, risk-taking behavior and discourages walking. All legs of signalized intersections must have marked crosswalks unless pedestrians are prohibited from the roadway or section thereof, or if there is no actual pedestrian access on either corner and no likelihood that access can be provided. Pedestrians are unlikely to comply with a 3-stage crossing and may place themselves in a dangerous situation as a result.
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