Comments for “2050 MDOT Bicycle & Pedestrian Master Plan”
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Most dangerous walkway in Bethesda? It could be. From Alta Vista Rd to Cedar Croft Dr, these conditions are crazy dangerous! 1. The sidewalks are extremely narrow. 2. There is overgrowth and debris at all times, which makes the sidewalks even more narrow, slippery, & tripping hazards with branches (even after the cleanup crews come through) 3. The sidewalk is adjacent to 50mph traffic - with no buffer! All of this is one accidental misstep away from tragedy. This section is vastly more dangerous than what was on Old Georgetown, which prompted major improvements. This is 2 blocks only that should be considered fixing.
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Not enough room for dog on leash with owner to pass someone going in other direction. Especially with strollers or another dog. Cars extremely close with no buffer. Cars are usually going over posted speed due to exiting freeway. They only slow to posted speed further down where the speed trap camera is located.
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ReplyPlease improve sidewalk safety here. It is urgent. There is increased foot traffic of kids headed to the french school and it is incredibly dangerous during rush hour.
Like Liked 7 timesAgree. Our family, including children, has used this narrow section and it is very dangerous. Elementary children use this section to walk to/from school. Cars driving +40 mph pass by very close to the sidewalk which does not have any barriers to protect pedestrians. Safety needs to be prioritized and improvements made.
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The southbound sidewalk between Alta Vista Rd and Elsmere Ave is very dangerous to pedestrians. A lot of kids walk it, especially since the French school opened on Rockville Pike. It is extremely narrow and there are no buffers. Very dangerous for pedestrians and bikers. It’s along a straight line of Rockville Pike where cars tend to go fast. There is also a 46 bus stop just before that portion meaning that a lot of commuters from the Maplewood neighborhood have to use this strech of the sidewalk to go to/from work.
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ReplyAgreed! This section needs major safety improvements - from Alta Vista Rd to Cedar Croft Dr. There are sections in front of the Bethesda Meeting House that are even narrower with no buffer.
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Dangerous walking and biking conditions as the sidewalk is very narrow with little buffer between cars and sidewalk. Many kids use this sidewalk. Also dangerous to cross Alta vista as cars driving parallel on 355 frequently do not look for pedestrians before turning right from 355 onto Alta vista.
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ReplyAgree. Dangerous for elementary aged children. Need to have access to safer entry to school for pedestrians and bikers.
Like Liked 5 timesAgree. Our family, including children, has used this narrow section and it is very dangerous. Elementary children use this section to walk to/from school. Cars driving +40 mph pass by very close to the sidewalk which does not have any barriers to protect pedestrians. Safety needs to be prioritized and improvements made.
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Extremely narrow sidewalk along busy Southbound355. Hazardous for bicycles as well as for pedestrians. Southbound racing cars brush past. Note that more children are using this path going to or coming from the new French School campus located at 8650 Rockville pike.
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ReplyPlease improve sidewalk safety here. It is urgent. There is increased foot traffic of kids headed to the french school and it is incredibly dangerous during rush hour.
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Planned PEPCO Corridor Trail to connect parks and communities in Montgomery County. MDOT should work with Pepco and other public utilities to identify utility easements/rights of ways that can be used to add key trail connections or extensive trails (like the WO&D trail in Virginia). The State should work with the utilities, municipalities, and counties to use these extensive rights-of-way to support a network of trails that will connect their customers to other communities, jobs, and natural spaces.
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Planned PEPCO Corridor Trail to connect parks and communities in Prince George's and Montgomery County. MDOT should work with Pepco and other public utilities to identify utility easements/rights of ways that can be used to add key trail connections or extensive trails (like the WO&D trail in Virginia). The State should work with the utilities, municipalities, and counties to use these extensive rights-of-way to support a network of trails that will connect their customers to other communities, jobs, and natural spaces.
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ReplyThis should be a paved Shared Use Path suitable for all modes - bicyclists, pedestrians, joggers, rollers, etc
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MDOT should develop a statewide trails plan to develop a network of trails that connects communities, businesses, jobs, and recreational opportunities. A coordinated network of trails could boost tourism, connect homes and jobs to public transit, promote active transit among residents, and support the Moore administration's goals of expanding transit-oriented development, converting sprawl to 15-minute communities, and using the influx of Federal funds to build generational infrastructure improvements. With that work, MDOT should determine how funding sources can be better aligned to support bicycle infrastructure projects that may not be funded otherwise, and work with the legislature to improve avenues for using existing funding sources to support pedestrian and bicycle facilities. Finally, MDOT should work with Pepco and other public utilities to identify utility easements/rights of ways that can be used to add key trail connections or extensive trails (like the WO&D trail in Virginia). These utility companies are supporting grants for local governments to promote access to natural spaces - the State should work with them, municipalities, and counties to use these extensive rights-of-way to support a network of trails that will connect their customers to other communities, jobs, and natural spaces.
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With the 2 coal units at Morgantown Generating Station shutting down, MDOT should work with CSX to acquire the Pope Creek's subdivision line and install a rail trail. Ideally, a rail trail would be installed in conjunction with the development of the Southern Maryland Rapid Transit Project, a light rail that would connect White Plains to Branch Ave Metro Station with 13 stops along the way, or any changes to MD-301.
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MDSHA should install the long-proposed, shared-use trail along MD-193. The Greenbelt East Trail would create a link between the WB&A Trail and the Anacostia River Trail System (ARTS) via Greenbelt. The ARTS, in turn, connects to Washington DC, with onward trail links to Montgomery County MD and Northern Virginia. The proposed shared-use trail would connect central Greenbelt to more employment, shopping, and housing areas in Greenbelt East and beyond. It would create a safe bike/walk route for Students and Commuters heading to Eleanor Roosevelt High School (ERHS) and NASA. Ultimately, the Greenbelt East Trail should run from ERHS past NASA further on to connect with WB&A trail at the Glenn Dale Splash Park. The Greenbelt East trail would thus bridge the gap between the Anacostia River Trail System and the WB&A Trail, which will soon connect Prince George’s County with Anne Arundel County via the new bridge across the Patuxent River (WB&A bridge slated for completion in 2023).
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The current design on Riggs Road (MD 212) makes this a very difficult trail crossing, one that feels like you're taking your life in your hands just by crossing the street. Few drivers stop for people trying to cross in the marked crosswalk with the pedestrian beacon flashing. Even with the refuge island, the crossing is wide. Car traffic moves too fast across this popular trail crossing.
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ReplyInstall bicycle signal heads and pedestrian signals at the intersections of the Sligo Creek Trail at MD 212 and 410 and at the NW Branch Trail at MD 500. Also install D-3 standard street name blades and advance path name signs on the approach legs of the state highways.
Like Liked 0 timesThe Coalition for Smarter Growth sent a letter in July 2020 requesting MDSHA to make several safe systems changes to this trail crossing and the trail crossing at MD410, including: We request the following suite of Safe System elements be implemented by MDSHA to provide adequate crosswalk safety:
-Narrow Travel Lanes
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-Remove Visibility Obstructions and Barriers
-Extend Bike Lanes (MD-212)
-Implement a Road Diet (MD-212)
-Implement Context-Driven Safe Speed
-Upgrade the Crosswalk BeaconsThere are alot of possible solutions. SHA needs to get trail traffic measurements. Given the proximity to MD-410, possibly a traffic light should be added here synchronized with the Riggs/East-West intersection, treating this as part of the same major intersection. That would be less confusing than adding a HAWK signal.
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Several years ago, a bike lane was added to Branch Avenue between the Woodyard Rd merge ramp to Surratts Rd. It is the only bike lane in the Clinton area, and it's possibly the most dangerous stretch of Branch Avenue. For all the communities and more planned, the Clinton area needs more bike/walk access.
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MDOT should prioritize completing the WB&A Extension Trail/MLK Jr. Hwy Trail. It will connect a large number of communities and fill an important gap in the state's and region's trail network, connecting Washington, DC and Prince George's County, with the trail network in Anne Arundel County and beyond.
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ReplyThe problem is not with MDOT. SHA offered to design and build the trail from its current termination across US50 and Beltway to Ardwick Ardmore (which is perfect for a protected bikeway to Metro) if DPW&T or MNCPPC would agree to maintain it. Both refused to maintain such a trail even if the state built it.
Like Liked 1 timeIs there a way MDOT can change state policies (or advocate for legislative changes) where disagreements over maintenance otherwise derail bike and ped facilities that would be transformational for *many* neighborhoods and communities in the state? It sounds like issues of maintenance have prevented a lot of good things from happening in PG County. I don't really care who is to blame; I want the state and county to fix the process so good things happen instead of languishing for decades because of maintenance concerns. I thought part of the purpose of the bike and ped plan was to identify challenges like this and come up with strategies to overcome them.
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With the county and state's financial commitments to invest to transform the Blue Line corridor, the long-planned Central Ave Connector Trail should be prioritized for funding and construction. It will have a transformational impact on improving access to Metro and walk and roll to homes, businesses, jobs, and public spaces.
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