Cleveland Park Service Road Survey

A Cleveland Park resident took it upon himself to establish a survey regarding the Service Road between Macomb and Ordway Streets at Connecticut Avenue in the Cleveland Park commercial district. Here are the results:


500 opinions are registered! 60% of these were residents of Cleveland Park. A few highlights from the data:



A majority of our community would like to see the service lane changed. 56% of Cleveland Park residents, and 55% of the sample overall, are looking for something other than the status quo when it comes to the CP service lane.


Among people who support the status quo, the Flex Space was their preferred second choice by a wide margin.


Among those supporting a full restoration of the sidewalk, a partial extension was, by far, their second choice.


- Keep Service Lane (Option 1) 44%

- Restore Sidewalk (Option 4) 30%

- Partial Sidewalk Extension (Option 3) 15%

- Flex Space (Option 2) 10%



There were very significant demographic difference on this issue within the community, primarily on age. Among CP residents 18-44, 77% want to see something done with the service lane. Among CP residents 45+, 60% want to see the service lane remain unchanged.


Similarly, there were big differences by the type of housing one has. Two-thirds (67%) of those living in a multi-unit building want the service lane changed. 56% of those living in single family houses would like to keep the status quo.


This sample has 52% of CP respondents living in multi-unit buildings. This is not even close to being representative of the neighborhood. There are approximately 1100 houses in CP compared to 1900 condo units. That doesn’t count apartments. Just provide some perspective, Quebec House alone has nearly 900 units. Newark St, from Connecticut Ave to Wisconsin, has 82 homes.



87% of CP residents walk to the CP strip, and 47% drive (yes, many do both). When asked their primary mode of transportation to the businesses on the CP strip, 70% of CP residents said they primarily walk, while 26% said they primarily drive.


70% of those who primarily walk to the strip would like to see the service lane changed. 86% of those who primarily drive to the strip would not like to see the service lane changed.


The raw results can be found at a public dropbox.

DDOT -facepalm-

In 2009, DDOT engaged a consultant to produce a study to improve the streetscape and pedestrian safety in Glover Park. This followed a 2006 study completed by the DC Office of Planning in 2006. Just 6 weeks ago, the plans were finally implemented. However, a few residents in Georgetown and Observatory Circle, DDOT appears to have reversed its position on pedestrian safety and returned Wisconsin Avenue to a configuration that yielded 6 pedestrian-vehicle collisions in the three year period from 2008-2010.

One might be able to understand a politician wanting to cater to his constituents. However, the DC Department of Transportation answers to federal and professional standards. The current and former Mayors have held a progressive view of traffic management, particularly pedestrian safety. Thus, it is very curious that DDOT would make this change so swiftly at the whim of a Councilmember from a different Ward.

Is Mary Cheh complicit in this decision? Where is the Mayor on this issue? How about Pedestrian Safety advocates?

Forest Hills and Bike Lanes

The Forest Hills Connection has a description and survey for alterations to Broadbranch Road connecting Beech Drive in Rock Creek Park to Linnean Avenue in Forest Hills/Chevy Chase.

This is a good opportunity to learn more about the proposals and weigh in. There is also an official website with contact information for the consulting engineers.

Glover Park Streetscape

Glover Park has been undergoing a streetscape process for several years. DDOT and OP have put a lot of effort into making the area more walkable, more pedestrian friendly and more like a neighborhood village, than a pit stop along the Wisconsin Avenue Corridor. The Georgetown Patch has a nice review of the plans. A similar treatment could be a nice addition for Cleveland Park, Tenleytown and Friendship Heights.

More on the Cleveland Park Service Lane

The petition for the removal of the service lane in Cleveland Park is drawing attention from The City Paper and GreaterGreaterWashington (see comments).

What are your thoughts?

Pedestrian Group to Announce Results

According to an update, the Connecticut Avenue Pedestrian Action study is going to have a meeting to announce the results of the study. For more information:

6:30 Open House
7:00 Presentation

UDC Building 44 (on Van Ness Street)
Room A03

A Safer Connecticut Avenue

From the Cleveland Park Yahoo Group:

Connecticut Avenue Pedestrian Action (CAPA) is comprised of residents from Woodley Park and Cleveland Park to Forest Hills and Chevy Chase. We need everyone in the community to participate on two fronts. First, we would like residents, visitors, employees and employers to fill out a simple survey and interactive map on our website . Second, we are recruiting volunteers from up and down the corridor to help with the audit process. This will require training at a short session in late April and then a few hours of time during the study period in May. If you have interest in pedestrian safety, community activism and solidarity with the other communities along Connecticut Avenue, this is a great opportunity for you.

Clevleland Park Pedestrian Action

ANC 3C Commissioner Leila Afzal has announced funding for transportation improvements in Cleveland Park:

The DC City Council has identified Connecticut Avenue between Macomb and Porter streets as particularly hazardous for pedestrians. The Council has allocated $1.5 million specifically to address this concern and has directed DDoT to develop and implement a plan to use this money.

DDoT has come to the community for input and has requested that The Connecticut Avenue Coalition serve as the conduit for our ideas. The Coalition is made up of representatives from the Cleveland Park Citizens Association, Cleveland Park Historical Society, the business community, local residents, and the ANC (represented by Roger Burns (ANC3C04) and me). Each group within the Coalition is reaching out to its constituency to get as broad a level of participation as possible.

Please identify locations and conditions that you believe place pedestrians at particular risk. (e.g. crossing Conn. Avenue at Ordway). If you also have a suggested solution, that would be very helpful too.

Please limit your concerns to the area along Connecticut Avenue between Macomb and Porter Streets. The authorizing language is very specific and restricts where the money can be used.

I will compile the comments from constituents received either via email or at our meeting and forward them to the Coalition. The Coalition will add them to those received from the business groups, CPHS, and the CPCA and forward them to DDoT.

DDOT will then produce corresponding options for solutions to the concerns identified, as well as a price tag, and present them to the community at the April 13th CPCA members' meeting. The CPCA has arranged to break the meeting into small groups and decide how we as a community would recommend spending the $1.5m "DDoT bucks."

The ANC will then review The Coalition recommendations as developed on April 13 and any other community input it receives at its April 19th monthly and make a formal recommendation to DDoT.

Comments should be directed to Commissioner Afzal.

Tenleytown Insurrection

Greater Greater Washington covers the great Tenleytown Snow insurrection of 2010.

Aimed at shoveling scofflaws, the goal is to make passage for pedestrians easier while also shaming property owners into doing the right thing, as well as complying with the law.

Stay tuned, as current weather conditions may postpone the anticipated 4:00 meeting time at the Tenleytown Metro station.

Murch Captures Award

Murch Elementary has been given the Oberstar Award for excellence in implementation for its "Safe Routes to Schools" plan. Read more from the DDOT website.

City Paper Updates "Humpifiction"

The City Paper has updated the previously covered Chevy Chase speed hump issue by noting:

the ANC requested the speed humps be removed pending the collection of data; it also wants an oversight hearing on the entire process.

The NW Current goes a bit further:

The commission also chastised the agency for not waiting to construct the humps until after the neighborhood commission could weigh in on them.

“What role, if any, does the ANC play in this?” asked neighborhood commissioner Jim McCarthy.

At Monday’s sparsely attended meeting, the commissioners also questioned why the city installed such large speed humps on Morrison Street. “These are the most punitive speed humps that I’ve ever seen, except on Newark Street,” said neighborhood commissioner Peggy Sewell. “Speeding is one thing; trying to scare drivers off their street is totally unacceptable.”

Didn't DDOT Spokesperson John Lisle already answer Commissioner McCarthy's question?

In the past, the agency would require a traffic study be completed for every request. Now, residents simply have to get the majority of their neighbors to sign a petition.

The city's guidelines are clear. What seems murky is why, in July, the ANC didn't do what it said it would do in their June meeting, and why it seems to perpetuate this story rather than helping the others in the community who wish to have speed humps for public safety obtain them.

цarьchitect on Giant and Wisconsin Avenue

The Tsarchitect blog has an entry about Giant with an interesting passage:

Wisconsin Avenue needs more of this healthy density. The example that this sets will be a lesson to Ward 3, demonstrating how a few stores and few more stories can create an enjoyable neighborhood center. Not only will the extreme non-failure of the site be ammunition for people who support smart growth, it will serve as a billboard for those who are not engaged in debates, that urbanism is possible in Northwest.

He includes an admonition that pedestrian improvements and mass transportation enhancements are key components to a successful result.

Another Pedestrian Fatality

A man was killed today near the intersection of Nebraska and Connecticut Avenue today. This is in the same vicinity as two other pedestrian fatalities in 2007.

Last week, a man was struck and injured at Connecticut and Northampton. At what point will DDOT take drastic and proactive measures to protect pedestrians?

Another Pedestrian Struck in Ward 3

Another pedestrian was struck in Ward 3 this evening. As documented by Cleveland Park resident Bill Adler:

A pedestrian was hit by a car at Connecticut Avenue and Porter Street at about 6:20pm today, Monday. It appears that the driver of an SUV, which had Florida plates, was trying to turn left from Connecticut Avenue onto Porter Street, where no left turn is allowed at any time.

Fortunately, the pedestrian did not appear to be seriously injured.

Another ANC Commissioner Gets Huffy

In the ongoing traffic issues associated with the Morrison Street signal, ANC 3/4G Commissioner Jerry Levine has clearly grown impatient with DDOT. At a June 23rd Commissioner meeting, the now former DDOT Director announced that the controversial pedestrian signal would be altered to a conventional configuration.

A month later, the change still has not taken place. As a result, the Commissioner has posted not once, but twice urging residents in a call to arms to barrage DDOT officials with emails advocating for the reconfiguration for the light, accusing the agency of "dragging its feet".

Many of the comments in response are supportive of the Commissioner. However they are also viewing the signal from the perspective of a driver:

Cars on Morrison Street have either a flashing red, which works like a stop sign, or a solid red with a 'no turn on solid red' sign. Since the more heavily-trafficked Connecticut Avenue has a flashing yellow when Morrison has a flashing red, drivers on Morrison sometimes have to wait through several light cycles before finding a break in the Connecticut Avenue traffic that allows them to turn or cross.

...

Others have a different perspective on the realities of managing traffic within the confines of Federal Standards:

They might be dragging their feet because a traditional light at the
Morrison Street intersection with the avenue violates a couple of
principles of traffic planning and is probably not a good idea.

The most obvious problem is that by adding making the Morrison light a
traditional r/a/g light, you'll have three lights on a major arterial
street in very quick succession - indeed the existing two lights are
already closer together than desirable. The other issue is that it
will tend to turn Morrison into a feeder st. for the avenue when it
wasn't built or designed for that purpose (unlike, e.g. McKinley).

...

Still others support the signal because of the pedestrian-friendly benefits it provides:

Unless (DDOT) can make a more compelling case, the pedestrian signal at Morrison Street and Connecticut Avenue NW should be retained with some minor adjustments to eliminate any driver confusion. For a year and a half, it has served as a model for protecting pedestrians, where installing a regular cycling signal would have created safety, congestion and other traffic problems on a busy commuter corridor and cut-through traffic on neighborhood streets.

Either way, this is an interesting study in micro-politics in the District. Does the community need to be able to dictate policy to city agencies? What should the requirements of "Great Weight" mean, particularly when Federal guidelines and standards come into play? After all, this ANC was also behind the move to reinvent Military Road.

Drive Through Pharmacy?

The Greater Greater Washington Blog mentions a proposal for a drive-through pharmacy in Van Ness:

Not another drive-thru: Walgreens is planning to build on a former gas station at Veazey and Connecticut, right by the Van Ness stop, reports reader Steve. The somewhat-good news: they're seeking a variance to build only 27 parking spaces instead of 40 (it should be even fewer). The less-good news: Walgreens gets to keep all the curb cuts the gas station had, and so they're building a drive-through. We should not be building drive-throughs in urban areas, especially not next to Metro stations.


More on this later.

DDOT Scraps the Pedestrian Signal

Pedestrian Master Plan.
Rising Fuel Prices.
Walkable Urban Environments.

One would think in a time of a more pedestrian friendly city that the Mayor envisions, a novel pedestrian signal would be a desired means by which to encourage pedestrian activity. Indeed, such was the case since March 2007 in Chevy Chase DC. DDOT implemented a pedestrian activated signal that brought all traffic to a stop to provide the most cover possible for pedestrians in the heart of the Chevy Chase commercial corridor.

The city is in the process of receiving public feedback on a $13 Million Pedestrian Master Plan and in the face of these broader pressures, DDOT announced at Monday's ANC 3/4G meeting the elimination of the pedestrian signal. The only metrics provided by DDOT was the anecdotal "number of near-misses" at the intersection. Doesn't every intersection have near misses?

This intersection has an unblemished record where pedestrian safety and vehicular accidents are concerned. There haven't been any reported incidents associated with the signal. That's right, not one.

One would think that with record pedestrian fatalities and injuries in 2007, DDOT would be crowing about the success of this engineering solution.

But, as is the case with most district agencies, the "Costanza" approach is taken.

While the light was not perfect -- drivers would sometimes stack during peak pedestrian activity -- it seems that honing and testing would be in order to perfect the engineering, signage and programming associated with the intersection.

Instead? Let's revert to the same old driver-centric solutions.

Bravo DDOT!

Another Pedestrian Struck on Connecticut Avenu

NBC 4 is reporting a hit and run at Connecticut Avenue and Nebraska Avenue this morning. The elderly woman struck has suffered life-threatening injuries.

UPDATE: The elderly pedestrian was killed in this incident according to updated reports on NBC4.com.

Pedestrian Safety Town Hall

As prevously announced, Council Member Mary Cheh will be hosting a community town hall forum on pedestrian safety tomorrow, January 19, at the Second District
Police Station. The program will begin at 10:00 a.m. and conclude at noon.

Panelists will include the Director of the Department of Transportation, Emeka Moneme; the Director of Safety Programs for the Federal Highway Administration, Elizabeth Alicandri; the Executive Director of the Washington Area Bicycle Association, Eric Gilliland; the Policy Director for the Coalition for Smarter Growth, Cheryl Cort; the Project Manager for Toole Design Group, Colleen
Mitchell; MPD Second District Commander Andrew Solberg; MPD Assistant Chief and founder of the Multi-Agency Targeted Traffic Safety Sessions, Patrick Burke; and Traffic Officer for the Second District of the MPD, Anthony McElwee.

More on the Pedestrian Signal

A recent piece on NewsChannel8 aired some of the opinions regarding the Pedestrian Signal at Morrison Street and Connecticut Avenue in Chevy Chase. Spurred on by calls from the ANC Chair to oppose the signal. Fellow Commissioner Samantha Nolan, a public and pedesrtrian safety advocate in her own right made an appeal for support of the signal, arguing:

I do not believe a standard light will provide any safety to pedestrians at this intersection, and may lead to our first pedestrian death at this location. The accidents that have occurred at this intersection in the past prior to this new light's installation, were caused when cars and pedestrians were in the same place at the same time. That is what will happen when a green light tells cars on Morrison Street to go, and when the walk sign tells pedestrians to walk across Connecticut Avenue. Cars turning South or North onto Connecticut Avenue will run into pedestrians walking across Connecticut Avenue.

The currrent light has some problems that can be fine tuned, but the one thing it does not permit is for vehicles to go while pedestrians are walking. Throwing the baby out with the bathwater comes to mind here. The light is good and has done what it was made to do. It has problems that can be fixed with better lighting, signage, education and timing. DDOT's engineers are best at correcting those problems. We should wait and see what the study shows, and listen to what DDOT engineers have to offer as fixes for the current light, and not make demands that could cause more harm than good to our pedestrians.

While some posts on the listserv support the majority of the ANC, others suggest that simply removing the signal would be appropriate. One poster noted that if there were other signals like it in the city, it wouldn't be such a pariah. That is, of course, the point of this signal, to be a pilot for review and refinement for the city standard. This signal was installed as a pilot program to test a variation on a signal used in other cities, including Bethesda, Maryland.

Finally, one listserv contributor noted the possible impact that the ANC solution might cause:

Adding a third traditional three-color signal in such a short stretch of Connecticut Avenue may lead to major backups on Connecticut Avenue and overflow of commuters into side streets.

This poster cites Military Road as a recent example of ANC 3/4G traffic expertise. In that case, the ANC urged DDOT to reduce the main 4 lane arterial across the northernmost part of the District to two lanes, causing massive backups and significant cut-through traffic. Since its reconfiguration back to pre-2006 standards, the backups and cut-through traffic has subsided.

Pedestrian safety advocates from around the region have expressed concern that should the District abandon this pilot program, it will set pedestrian safety advances back for some time.