1 District of Columbia Bicycle Advisory CouncilJack Van Dop, Project Manager Federal Highway Administration- Eastern Federal Lands Highway Division 21400 Ridgetop Circle Sterling, VA 20166 The District of Columbia Bicycle Advisory Council (BAC) is a legislatively appointed body that advises the Mayor and Council of the District of Columbia concerning bicycling issues. We welcome the three bicycling-specific alternatives presented at the Federal Highway Administration’s public meeting on 14th Street Bridge DEIS held on Tuesday, February 28, 2012 at the Westminster Presbyterian Church, 400 I Street SW. The BAC has reviewed the material presented and would like to offer recommendations and comments in response to the meeting, presentation and proposals. Our specific recommendations are found at the conclusion of this letter. Analysis Having reviewed the proposed alternatives, we believe that while each of the alternatives has aspects which improve conditions for bicyclists and pedestrians, each one leaves critical gaps either in the expansion of bicycle/pedestrian access along the bridge or in making the access to the bridge from the streets on either side safer and easier to navigate for users. Specifically: • Alternative AA-3: This alternative provides much needed signage and the potential for minor improvements; it doesn't appear to address basic accessibly concerns or the divided option of the separated bicycle/pedestrian crossings and improvement listed in Alternative AA-1. • Alternative AA-2: This alternative, the construction of a new bicycle/pedestrian bridge between the Metro and CSX freight railway bridge would be a welcomed improvement. Unfortunately, this option alone does not adequately connect to the trail network within the 14th Street Bridge corridor. Additionally, the cost associated for Alternative AA-2 may be prohibitive.
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The District of Columbia Bicycle Advisory Council (BAC) is a legislatively appointed body thatadvises the Mayor and Council of the District of Columbia concerning bicycling issues. We
welcome the three bicycling-specific alternatives presented at the Federal Highway
Administration’s public meeting on 14th Street Bridge DEIS held on Tuesday, February 28, 2012
at the Westminster Presbyterian Church, 400 I Street SW.
The BAC has reviewed the material presented and would like to offer recommendations and
comments in response to the meeting, presentation and proposals. Our specific
recommendations are found at the conclusion of this letter.
Analysis
Having reviewed the proposed alternatives, we believe that while each of the alternatives has
aspects which improve conditions for bicyclists and pedestrians, each one leaves critical gaps
either in the expansion of bicycle/pedestrian access along the bridge or in making the access to
the bridge from the streets on either side safer and easier to navigate for users.
Specifically:
• Alternative AA-3: This alternative provides much needed signage and the potential for
minor improvements; it doesn't appear to address basic accessibly concerns or the
divided option of the separated bicycle/pedestrian crossings and improvement listed inAlternative AA-1.
• Alternative AA-2: This alternative, the construction of a new bicycle/pedestrian bridge
between the Metro and CSX freight railway bridge would be a welcomed improvement.
Unfortunately, this option alone does not adequately connect to the trail network within
the 14th Street Bridge corridor. Additionally, the cost associated for Alternative AA-2
• Alternative AA-1 is similar to alternative AA-2, but would rebuild the highway bridge and
provide a new pedestrian/bicycle path. Unfortunately, it too, would suffer the same
problems of providing clear and safe egress to the bridge.
Observations of the Bicycle Advisory Council
The BAC reviewed alternative AA-3, which might initially allow for greater utilization of the
current bridge for recreational bicyclists and pedestrians; specifically those who are not
necessarily as familiar with the area. A lack of wayfinding signage, or maps dedicated to
pedestrians and bicyclists for help with find trails and/or destinations, is a concern expressed by
District residents. However, if alternative AA-3 is chosen, the potential outcome could be an
increase in the total number of bicyclists and pedestrians within the corridor. If no
improvements were made on the 14th Street bridge path, certain areas, most notably at the
District shoreline are hazardous.
The following pictures highlight the problems we observed at the trail/bridge junction.
Figure 1
Figure 1 shows the trail leading from EastBasin Drive SW to the 14th Street (Mason)Bridge. The trail is usable but is rapidlydeteriorating. It is also relatively narrow atless than 5 feet.
Figure 2
Figure 2 shows the trail about 500 feetcloser to the bridge where a worn woodenretaining wall is erected to limit erosion ofthe trail. The trail appears to tilt or slopeslightly toward the downhill direction.
This slope ‘guides’ bicyclists in that
direction. At this point, the trail isapproximately 4 feet wide. While notparticularly steep, there is very little roomto pass, a problem for cyclists goingdisparate speeds.
In figure 3, a highway street light and HOV / directional signage further narrows thetrail. The trail now slopes in the downhilldirection. To ensure their own safety, manybicyclists and pedestrians stand in the areabetween the highway light and sign in orderto avoid being hit by oncoming trail traffic.
Doing so places them dangerously close tosouthbound I-395 traffic.
As the picture illustrates, bicyclists comingfrom Virginia do so at speed. Trail usersmust be vigilant at this point to avoid acollision.
Figure 4
In figure 4, trail users arrive at the bridgebut must quickly move to the left, avoiding
oncoming users and the staircase thatleads to the Potomac River.
Bicyclists have little warning to avoid thestaircase and have little room to avoid theslope to the right of the roadway.
Recommendations of the Bicycle Advisory Council
The BAC recommends that combining Alternative AA1, construction of a separated
bicycle / pedestrian crossing on the George Mason Bridge, and Alternative AA3. Thiscombination of two alternative proposals will result in the creation of an integrated (DC-VA-NPS) and connected bicycle and pedestrian system within the project corridor thatincludes wayfinding signage for commuters, other destination bicyclists, andpedestrians.
Additionally, we recommend the following alternatives which would provide additional benefits tobicyclists and pedestrians.