Comments for “2050 MDOT Bicycle & Pedestrian Master Plan”
-
-
-
-
-
-
-
-
-
-
-
-
-
Dangerous trail intersection design.
This was redesigned a couple years ago. After crossing Center Drive there is a 90 degree right turn in order to stay on the main trail the goes south of NIH and away from MD 355. This turn not only has no added radius (no extra width at the inside of the intersection of the 2 sections of trail), but the re-design added curbs. These curbs can easily cause a cyclist to crash if hit by a tire or even a pedal. This trail/path is heavily used and there are often walkers and cyclists going in all directions at the intersection; thus cyclist need to make this tight 90 degree turn while only using half the width of the trail
. The trails need to intersect with a curve versus 2 straight lines intersecting.
A road intersection would never have been built without an inside curve of pavement. Why are hiker/bikers trail intersections built without that inside curve?Liked 0 times
0 replies
Reply -
Red light camera is needed here because of frequent red light running. An average, every day that I use this "push to get walk" signal light there is at least 1 car or truck that runs the red light. Sometimes there are several. Sometimes they run the light a couple seconds after it has changed to indicate walk. Sometimes they run the light just after I cross and the walk signal still indicates 10 or 20 seconds left to walk; this can be extremely dangerous for anyone else crossing a little behind the first person. I've never seen any other traffic signal with the frequency of red light running anywhere near as bad as this one.
Liked 1 time
0 replies
Reply -
Crosswalk is needed here with a curb cutout for the hiker/biker trail. Currently it is very difficult to cross MD 115/Muncaster Mill Road. A crosswalk is needed to go between the hiker/biker trail along one side of Muncaster Mill road (MD 115) and Achille Lane on the other side. This is a challenge for both cyclists and walkers. Note that the hiker/biker tails abruptly ends a little northwest from here. A crosswalk here would also allow cyclists to more safely cross the road to continue northwest. on MD 115
Liked 1 time
0 replies
Reply -
-
Rumor has it that MDSHA won't support street design changes on Baltimore Ave/US-1 that would improve pedestrian safety because of concerns about cars backing up at this CSX crossing. That seems like a solvable problem (e.g., improved crossing with crossing arms, and other design changes). It should not be a barrier to making streets safer in Hyattsville. MDOT should update its policies to identify solutions to resolve ancillary issues related to street safety improvements, rather than use them as excuses to maintain the status quo of slip lanes and unsafe intersections for pedestrians in residential and commercial areas bisected by MDSHA-maintained streets.
Liked 0 times
0 replies
Reply -
MDOT's plan to widen the roads at this interchange are contrary to the County's plans for Largo Town Center and the Blue Line Corridor to build transit-oriented development. The roads connecting I-495 are already way overbuilt (e.g., Arena Drive's less than 15,000 AADT doesn't warrant the 5-6 lanes, plus turn lanes, that are already there. MDSHA's plans to widen the interchange will encourage more auto-centric planning and development, not transit-oriented and transit-supportive development less than 1/4 mile from an underutilized Metro station in a major metropolitan area.
Liked 0 times
0 replies
Reply -
I recently went on a walking tour of the county's plans for development around Addison Road-Seat Pleasant Metro Station. We needed a police escort for the group to safely cross MD-214/Central Avenue using marked crosswalk. That speaks volumes to the walkability of Central Ave/MD-214.
Liked 0 times
0 replies
Reply -
This MD-214/Central Avenue intersection is 0.1 miles from the Metro *platform*, but it is so inhospitable to people trying to walk to the Metro (i.e., people needing to cross 7 lanes of traffic with inadequate refuge islands mid-crossing, and large turning radii that encourage drivers to turn at high speed). MD-214/Central Ave's design undermines the Metro station's ability to attract more riders, the County's ability to attract transit-oriented development, and the state and county's goals of having 15-minute neighborhoods and reduce vehicle miles travelled to support sustainability goals. MD-214 should be narrowed, and other traffic calming measures should be taken to make the design match the posted speed limit (ideally, the speed limit should be 25mph near the metro station) rather than the wide, limited-access highway/race track, it is today. MDOT should implement policies to design its roads near Metro and Purple line stations to support public transit and transit-supportive development.
Liked 0 times
0 replies
Reply -
Being next to a Metro station, it is unfathomable how unwalkable this are is due to MD-214 design (too wide, too fast, too dangerous). This road is in desperate need of a road diet to support community investment and transit-oriented development that Seat Pleasant and other neighboring communities want to see in this area.
Liked 0 times
0 replies
Reply -
It'd be great if marked crosswalks were marked on all sides of intersections like this one to make it easier to walk and take public transit in this community. One anecdote from this week that's representative of many people's experience walking on MDSHA-maintained roads - Dropping off a bikeshare before catching the 18 bus (DPW&T The Bus) at 38th and Bunke Hill Road (side of the intersection without a marked crosswalk), I had to cross Rhode Island Avenue twice (1x to drop off the bike, 1x time to catch the bus). Because of the 3-legged crosswalks and timing of the light, I had to wait through 4 cycles of the N-S Rhode Island Avenue traffic with the green light, instead of 2, to make the necessary crossings using a marked crosswalk. Additionally, the pedestrian signal to cross 38th street lasts less than 1/2 the time that drivers traveling the same direction have a green light (i.e., pedestrians have less than 1/2 the time to cross the street with a signal that drivers are given to make the same crossing). MDOT should support policies that do not so disproportionately prioritize drive convenience over people being able to walk and catch the bus.
Liked 0 times
0 replies
Reply -
-
-
