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Transit


DC's plans for SafeTrack are underwhelming

DC's plans for helping people travel during SafeTrack include expanded restrictions on on-street parking during rush hour, more taxi stands and places to meet up and carpool, and more officers to help control traffic. There's currently nothing about expanded bus or HOV lanes.

DC mayor Muriel Bowser, WMATA Chief Operating Officer (and former interim General Manager) Jack Requa, and District Department of Transportation director Leif Dormsjo laid out these changes at a press conference on Thursday.

In May, we wrote about how important it would be for transportation departments to consider bus and HOV lanes along major transportation corridors. It could be tough to pull off, but getting through SafeTrack isn't going to be easy, and asking people to carpool won't be enough.

Let's hope that with maintenance surges only beginning now, leaders will find more solutions than those currently on the table.

Details on plans for Arlington and Fairfax should come out of a 1 pm press conference today.

Bicycling


15th Street's protected bikeway is back!

It's a Bike to Work Day miracle! For the last few months, demolition of the old Washington Post building has squeezed people on both bikes and foot into the same narrow space. But as of this morning, there's both a protected bikeway and a sidewalk, meaning there's a safe way for everyone to travel.


A new protected bikeway on 15th Street. Photo by the author.

When Carr Properties started demolishing the old Washington Post building, at 15th and L NW, it was supposed to set up two separate temporary paths along 15th, one to replace the closed sidewalk and one to replace the closed bikeway. What actually went up, however, was just a single narrow chute. While there were signs saying it was only for bikes, people used it for walking because it was the only option on that side of the street.

This morning, though, I noticed both a temporary sidewalk and protected bikeway, with a barrier in between, running on 15th between L and M Streets. And on L, there are sharrows that make it clear that people on bikes can use the full lane—that may not be as nice as the protected bikeway, but it can work on a temporary basis.

Nice work, DDOT! This is great news for people who depend on the city's bike infrastructure to get around. Now, they don't have to deal with a major gap in the network, which people were fearing would last for the estimated construction time of two years.

The city, and the region, still has a ways to go in terms of providing safe paths for everyone when construction comes along. But this development, made possible by a little paint and some bollards that make things clear, is an encouraging sign.

Transit


Before going to Georgetown, the streetcar will go east to Benning Road

DC is studying ways to extend the streetcar west to Georgetown, but that's the second extension it will get. First is a project to lengthen it to Benning Road Metro, but questions remain about where tracks will go, overhead wires, and more.


All images from DDOT.

The Benning Road streetcar project is really two projects: The streetcar extension itself and an even larger project to replace the bridge that takes Benning Road over the Anacostia River and 295. There will be a public meeting on May 19th where you can learn more.

Going to Benning Metro rather than Minnesota Avenue (another possibility that DC initially studied) will serve more residential neighborhoods, draw investment to the commercial section of Benning Road, and be less duplicative of X2 bus service.

The District Department of Transportation (DDOT) is pondering two options. One option would put streetcar tracks next to the curb. The other option is median tracks, similar to how the streetcar runs on Benning Road west of the river now.

Unfortunately, neither option includes dedicated lanes. But the streetcar will be faster than it is on H Street regardless, thanks to the absence of curbside parking gumming things up.


Corner of Minnesota Avenue and Benning Road with curb-running streetcar (Alternative 1).


Corner of Minnesota Avenue and Benning Road with median-running streetcar (Alternative 2).

Overhead wires

As they are west of Union Station, overhead wires are a point of contention. Unlike there, however, no federal or local laws prohibit wires, and many utility wires are already above ground.

The current study contemplates either using wires or not. If DDOT goes to the trouble and expense of building hybrid wireless technology for downtown DC, theoretically it might not be that much more difficult to make Benning Road wireless too.

Benning Road isn't a major viewshed; if wireless streetcars have reliability problems or are more expensive than traditional wire-based ones, then trying to go wireless may be more of an impediment than they're worth.

Also, the Benning project will happen before the extension from Union Station to Georgetown does, and is already funded in the proposed budget, according to DDOT's Sam Zimbabwe. Therefore, DC may want to move forward with more proven and traditional technology in the meantime. But if it buys any new streetcars, as it will have to for this project, it ought to buy ones that can work with the wireless section.

Get involved

As plans take shape, advocates are gearing up to fight for the best alternatives. The Washington Area Bicyclist Association also is pushing for better bike accommmodations. WABA points out that the wide bridge (especially over the river, where it's 4 lanes each way) is very unfriendly to people biking, and wants a protected bikeway so people can safely and comfortably cross the river.

If you're interested in weighing in on the Benning study, attend the May 19 meeting, at 6:00 pm at 4058 Minnesota Avenue, NE or email info@benningproject.com.

Read more from today's streetcar mega-feature:

Roads


A streetcar to Georgetown could add a loop ramp under K Street and a pedestrian walkway

DC is planning dedicates lanes for the streetcar almost entirely from Union Station to Georgetown. One tricky spot: from Washington Circle over Rock Creek and I-66 to Georgetown. Here's how it could work.


Image from the Georgetown BID.

The District Department of Transportation (DDOT) project team will present its latest options on Tuesday night, and we got a look ahead of the meeting.

The study is considering two options to build a streetcar from Union Station to Georgetown, one in mixed traffic and one (better) one with dedicated lanes, and no overhead wires except at stations and below underpasses.

New dedicated lane alternative from DDOT. Click for a larger version.

Along K Street downtown, a 2-lane transitway in the center of the road has been planned since 2010. Heading west, the streetcar would then go through the underpass below Washington Circle (leaving just one lane in each direction for cars). That's where it gets tough.

The turn to 27th Street

If you drive west on K now, you encounter a long left turn lane for cars turning onto 27th Street NW, a little street with almost no buildings but which leads right to a ramp to I-66 and to Virginia Avenue. That left turn lane would mix horribly with a dedicated streetcar lane.

DDOT planners have an idea. The bridge where K crosses two I-66 ramps has an extra span to the west, and there's a lot of open land which is technically highway right of way in between the various ramps.


The loop ramp would use the left side of this bridge. Image from Google Maps.

They therefore want to study adding a new loop ramp from K Street, turning right instead of left, looping around, and rejoining 27th Street where it connects to the current off-ramp from 66.


Image from DDOT.

This would allow the streetcar to have the middle of K Street to itself. It would also smooth traffic at that complicated intersection, where there has to be a whole phase for turns onto 27th.

According to the presentation, DDOT is looking at widening the bridge in that area, partly to add lanes and also to create a sidewalk on the north side of K, where there is none today.

Washington Circle

The streetcar will be down in a trench from about 21st Street to 25th. So how can people get from the streetcar line to places in between, like George Washington University?

The study team is looking at putting a station in the median between 24th and 25th Streets, where the center part of the road is still largely below ground. At 25th is a regular at-grade intersection where people could cross from the middle of K to go north or south, but the team wants to better connect it to 24th and Washington Circle as well.

Therefore, they are looking at building a pedestrian ramp from the below-ground streetcar level up to street level at 24th.


Image from DDOT.

Both of these pieces would cost money—exactly how much, project manager Jamie Henson said, they will study in the next phase of this process.

That will likely make the alternative with dedicated lanes more expensive than the one without, but if the price tag is reasonable, it's worth it. Encourage DDOT to move ahead with as much dedicated lane as possible below.

Read more from today's streetcar mega-feature:

Weigh in

Tell DDOT what you want for the Union Station to Georgetown streetcar study. (I suggest asking them to put as much dedicated lane into the study as possible.)

First name:    Last name:

Email address:

Where you live:    ZIP code:

Transit


West of Union Station, no overhead streetcar wires

When (and if) DC extends the streetcar from Union Station to Georgetown, it almost certainly won't use overhead wires, except at stations. Connections in the stations' canopies will charge supercapacitors for power, according to the latest plans.


Those wires? They won't be farther west. Photo by Dan Malouff.

This is part of the information the District Department of Transportation (DDOT) will present at a meeting Tuesday night and which we got an exclusive early look at. Earlier, we talked about how using almost entirely dedicated lanes was a new (and better) option.

DDOT has also been studying power systems. Wires were banned in the part of DC originally designed by Pierre L'Enfant during the old streetcar days, so streetcars used "plows" that ran in grooves in the ground. These systems were very failure-prone, and modern technology can do better.

On H Street, the streetcars now use overhead wires, a tried-and-true (and not so ugly as all that) power system. However, federal planners and local preservationists have opposed wires on major "viewsheds" and, if the streetcar ever crosses the National Mall, there as well.

A possible solution is a hybrid system, where the streetcar connects to wires in some places but runs on batteries elsewhere. Jamie Henson, who's in charge of the Union Station to Georgetown study, and his team at DDOT believe that the technology is fast reaching the point where the wires only need to be at the stations themselves.

Under the plan DDOT is currently studying, the "wires" would be "rigid catenary" that look like they're part of a station canopy. When a streetcar pulls into a station, its pantographs would contact these canopy elements and start drawing power.

How the power would work

Charging batteries is slow, but supercapacitors can charge very fast. The streetcar could charge the supercapacitors in 20-30 seconds, Henson said, which can include some of the time the streetcar is finishing pulling in or starting to pull out. The supercapacitors then would more slowly discharge into the batteries.

The vehicles would also use regenerative braking, which charges the batteries when a vehicle brakes. There could also be wires where the streetcar line is underneath a roadway like the Whitehurst Freeway or Washington Circle.

According to an analysis by the project team, this would generate enough energy to power the streetcars even when heavily loaded, on a very hot or cold day with heat or air conditioning at full blast.

While this is the leading edge of streetcar technology, said Henson, other cities such as Dallas have hybrid off-wire segments and there are proposals for hybrid systems in Detroit, Oklahoma City, and Milwaukee. Henson said streetcar technology is building on bus technology, which is slightly farther ahead.

DC is still 3-4 years away from the point of actually ordering more streetcars. Henson said he believes it is "reasonable to expect" the technology would be developed to a sufficient level by that time.

I hope so. Making this project depend on as-yet-unproven technology seems risky. While some people have long been fighting overhead wires, many far more historic European cities have trams with wires and it doesn't destroy their beauty.

It was clear that federal interests wouldn't allow wires across viewsheds (rightly or wrongly), but DDOT could accommodate that with shorter gaps in wires. That puts a lot less demand on a vehicle's batteries and thus demands less of a technological leap. If the tech works, that'd be great, but what if not?

What about the current line?

Hybrid vehicles could use the current wires on H Street/Benning Road and the future eastward extension to Benning Metro (assuming that extension ends up using wires, which is still an open question).

The existing streetcar vehicles wouldn't work on the hybrid line. According to Henson, part of the upcoming work in the Union Station to Georgetown study will include analyzing whether to have some vehicles only run east of Union Station, retrofit them to use hybrid technology, or replace them entirely.

However, this was going to be necessary regardless—full wires to Georgetown was never in the cards. The team seems to have a promising approach, but will have to be very vigilant to ensure that DC takes advantage of current technology, maximizing the benefit, while also guarding against buying cars that turn out to be lemons or investing in technology that leaves the cars stranded.

But if DC chooses dedicated lanes for the extension, that has a big benefit for the wireless technology: Not having to worry about traffic congestion makes it easier to go off-wire, knowing the batteries don't have to have enough power for very long stints in traffic.

Ask for dedicated lanes using the form below.

Read more from today's streetcar mega-feature:

Weigh in

Tell DDOT what you want for the Union Station to Georgetown streetcar study. (I suggest asking them to put as much dedicated lane into the study as possible.)

First name:    Last name:

Email address:

Where you live:    ZIP code:

Transit


DC's streetcar may go to Georgetown with dedicated lanes

You read that headline right—dedicated lanes! After lots of transportation experts and pundits said DC's streetcar needed dedicated lanes if it's to be valuable, DC transportation planners designed an option for extending the streetcar which devotes a lane for almost all of the length from Union Station to Georgetown.


Streetcar in the K Street Transitway. Image from DDOT video.

Tuesday night, planners from the District Department of Transportation (DDOT) will present options to extend the existing H Street streetcar route to Georgetown. Greater Greater Washington has gotten an exclusive sneak peek at the proposals.

Besides a no-build option, there are now two: one in a dedicated lane from Mount Vernon Square to Washington Circle but in mixed traffic the rest of the way, and a new option to use dedicated lanes for almost the whole length.

The piece along K Street downtown has been slated for dedicated lanes since 2009, when DC finished an environmental study of plans to move K Street's medians over one lane. Instead of four lanes in the center and two on each side (one for parking), there will be a 2-lane transitway in the middle and one three-lane road on each side, which could have parking in one lane outside peak periods.

Segment of K Street transitway design.

Until now, that was the only dedicated lane being contemplated for the streetcar. But more and more people argued that without dedicated lanes, the streetcar would not offer a faster ride, making it no more appealing, transportation-wise, than existing bus lines.

Therefore, the project team added a new option which has a dedicated lane under the Whitehurst Freeway, along K Street to Washington Circle, under Washington Circle, and over to Mount Vernon Square.

New dedicated lane alternative from DDOT. Click for a larger version.

The streetcar would share the road with other vehicles around the square itself, but then go back into its own lanes to New Jersey Avenue, where the route turns to get down to H Street. The two blocks on New Jersey would be shared, as that road isn't wide enough (some parts of that area are just three lanes).

Finally, along H Street from New Jersey Avenue to the Hopscotch Bridge behind Union Station, DDOT is studying a dedicated lane or possibly shared lanes. According to project manager Jamie Henson, this will depend on another study going on about how to allocate space on the Hopscotch Bridge (H Street's bridge behind Union Station) between the various needs of Amtrak (as it plans for a major expansion of Union Station), Akridge (which will be building offices atop the railyards north of H, and other needs.

If the streetcar can't get a dedicated lane on the bridge, Henson said, it wouldn't make sense to give it one on the short stretch from there to New Jersey Avenue, since each time it crosses in or out of a dedicated lane there has to be a special phase for traffic signals.

Where the planning stands

This is actually the third meeting in an ongoing Environmental Assessment which began in 2014. DDOT held two meetings that year, but with the change in administration and a halt to an ambitious Public-Private Partnership effort, the study went on hold as the Bowser Administration re-evaluated the streetcar program.

Ultimately, they decided to commit to opening the H Street-Benning Road line (done) and then extending the line east to Benning Road Metro and west to Georgetown. The Tuesday night meeting focuses on the Union Station to Georgetown end; another meeting Thursday will consider the Benning Road end (and we'll have a post later today on that).

In 2014, there were three options:

  1. No-build; don't build a streetcar here.
  2. Dedicated lanes along the K Street transitway, but mixed traffic everywhere else.
  3. Run the streetcar in the existing outer lanes of K Street instead.
The team has now jettisoned Option 3, concluding it wouldn't work, but added the new, more exciting Option 4, with as much dedicated lane as possible.

Option 2. Click for a larger version.

DDOT has also started involving the Federal Transit Administration more closely as a partner agency in this study. That might make it possible for DC to get federal Small Starts or other funding for some of this project, said Sam Zimbabwe of DDOT (though there is no guarantee). Zimbabwe said the FTA also may help improve the project through its expertise.

What's next

Planners will hear from the public at a meeting Tuesday night, May 17 (tonight, if you're reading the post the day it's first posted). They will then study the options in more detail before presenting in the fall, with a final public hearing in early 2017.

I like Option 4, with dedicated lanes, and would like them dedicated on the H Street portion as well. You can tell DDOT you agree (or express a different opinion) using the form below.

The rest of the study will fill in many of the open questions, including things like traffic operations around Mount Vernon Square (a thorny issue), cost, and more. A 2013 analysis put the approximate price tag for the section to Union Station in the ballpark of $325 million.

After the study wraps up next year, the streetcar line will open six months later. No, just kidding. DDOT will have years of engineering design, procurement, and more ahead of it. The current budget provides funding for actual construction starting in 2022, so a line would open at the earliest in the early- to mid-2020s, said Henson. (And nobody at DDOT wants to commit to any dates yet.)

There are some more details in DDOT's presentation about the streetcars' power systems and the area west of Washington Circle, which we'll talk about in upcoming posts.

Read more from today's streetcar mega-feature:

Weigh in

Tell DDOT what you want for the Union Station to Georgetown streetcar study. (I suggest asking them to put as much dedicated lane into the study as possible.)

First name:    Last name:

Email address:

Where you live:    ZIP code:

Pedestrians


Dragons and zodiac symbols will decorate Chinatown's streets

Six years ago, the intersection of 7th and H Streets NW, in Chinatown, became a Barnes Dance—an intersection where the traffic lights in all directions turn red at the same time so people can cross the street at any angle they want. It continues to make walking in Chinatown a bit easier, and it's about to get an unusually decorative paint job.


New designs coming to the Barnes Dance in Chinatown. Image from Charles Bergen Studios.

The name "Barnes Dance" comes from Henry Barnes, a traffic engineer who popularized the concept in the USA in the 1940s. Also called Pedestrian Scrambles, Barnes Dances can be found all over the world. There were a number of them in DC until the late 1980s, when they were replaced with normal intersections. In 2010, the Barnes Dance returned to DC, at 7th and H.

Last year, the city decided to commission an artist to paint the diagonal lines that connect the four corners of intersection to be more distinct and unique. The city picked a design by Charles Bergen Studios that features dragons and lamps that allude to the neighborhood's history of hosting parades for Chinese New Year, along with the 12 animals used as symbols for the Chinese Zodiac. They'll go in on the crosswalk in the next few weeks.

All this got me thinking: Does work that will make the diagonal crossings more visible mean that the Barnes Dance hasn't been working like it should? Is our Barnes Dance unique? Who uses DC's Barnes Dance, and might we get another in the future?

According to District Department of Transportation Pedestrian Program Coordinator George Branyan, 7th and H itself sees a lot of pedestrians. Its busiest time is in the afternoon, when the 4000 or so pedestrians who cross each hour outnumber cars two to one.

According to Branyan, a key difference between DC's Barnes Dance and others around the world is that crossing the street on foot with a green light isn't prohibited. Restricting crossing like that, which he said is common, would overcrowd the sidewalks and lead to delays for pedestrians in Chinatown.

DDOT's pedestrian count data doesn't actually suss out who is crossing diagonally versus who is crossing purely north-south or east-west. Branyan said that his own observations made him think about 10-20% of people do cross diagonally when available.

Chinatown is it for now

When I asked Branyan whether DDOT has any plans for future Barnes Dance intersections, he said his agency has looked at a few other possible locations, but that there aren't any specific plans. He said the reason was that for a Barnes Dance to work properly, conditions have to be "just right," like an intersection that doesn't have all that many cars that want to make turns and enough people on foot who want to go in different directions, for example. Otherwise, you run the risk of delaying things for everyone.


DC Barnes Dance intersection. Screenshot from Google Maps by author.

It looks like the Barnes Dance in Chinatown is working like it's supposed to, but that's it for now. If you have any good candidates for where the Washington area's next Barnes Dance should, list them in the comments!

Public Spaces


Work on the Rock Creek Park Trail will fulfill a long-ago promise

Two complementary projects starting in the near future promise to completely change the bike trails in Rock Creek Park. Both will address trail issues first raised over 20 years ago.


Photo by TrailVoice on Flickr.

The first project will rebuild Beach Drive and 1.5 miles of the 5.9 mile trail that runs alongside it. It will reconfigure the part of the trail that runs through the tunnel that goes under the National Zoo, build a new bridge over Rock Creek, and reshape the trail's intersection with Shoreham Drive. It should start this year, and finish in 2018.

Meanwhile, the District Department of Transportation wants to start a complementary project in the spring of 2017 that will build one new mile of trail within Rock Creek Park and rehabilitate another 3.5 miles of trail.

This project has been a long time coming. It was first publicly announced in October 2005, at which time work was to start in January 2007 and be finished by the end of that year, but since DDOT and the NPS couldn't agree on some details, it's been delayed. But it actually goes back even further: Many of the problems it's hoping to address (along with some the FHWA project will address) were first identified all the way back in 1990, in a National Park Service report called "Paved Trails of the National Capitol Region." That plan is currently being updated.

But at the Bicycle Advisory Council's March Meeting, DDOT's Michael Alvino said the project is moving forward. A rebuilt and expanded Rock Creek Trail promises to make the trail safer and and more useful. Here's a rundown of the specifics:

Rose Park and the P Street Ramp

Rose Park is on the east side of Georgetown, south of P Street and east of 27th. On the east side of the park there is a trail, about 40 feet above the parallel Rock Creek Park Trail (RCPT), called the Rose Park Trail. From M and 28th to P and 25th, that trail will be widened by about one foot, making it about six feet wide.

From the northern end of the Rose Park Trail, a ramp connects P Street to the Rock Creek and Potomac Parkway. Right now, there's a trail connection on the downhill side of that ramp, and there's now a plan to install a second path along the uphill side. This should help cut down on the number of times cyclists need to cross the ramp, and help minimize times those climbing up the hill and others biking down come into conflict. This project will add trails to both sides of the ramp.


Trail at the P Street Ramp. All images from DDOT unless otherwise noted.

The Devil's Chair

The Devil's Chair Bridge just north of Q street requires trail users to make two quick 90 degree turns to cross Rock Creek. While it won't be realigned, it will get a wider curve on the Mt. Zion cemetery side. Also, the fenced in landing on the opposite side will be replaced with a curved approach.


The north landing of the Devil's Chair Bridge.

Trail straightening

DDOT will straighten the trail in several places. One example of what this looks like is below the Calvert Street Bridge, where the trail curve has resulted in a well-worn desire line. Realizing the people have spoken, DDOT will make the desire line the new trail, and the curved portion will be removed.


Straightened Rock Creek Trail beneath Calvert Street.

New access to Harvard Street

Between Cathedral Avenue and Klingle Road, a distance of about a mile, the only trail access point is Zoo Drive, just south of Harvard Street. Zoo Drive gives trail users a roundabout access to Harvard Street, but only when the Zoo is open. The trail project will create new, more direct access to Harvard Street, via a route that is not impacted by Zoo hours. A small trail spur will connect to a crosswalk across Beach Drive. On the other side of Beach, trail users can connect to Harvard Street at Adams Mill Road via a five foot wide ramp. Part of the ramp can be bypassed by a set of stairs with a bicycle runner.


New trail connection to Harvard Street.

Paved desire line north of Tilden

Just north of Tilden, the current trail splits in two. A paved trail connects to the parking lot off Broad Branch Road and a desire line leads to the current crosswalk. DDOT will pave the desire line, connect the two trails and create a new curb ramp at the existing crosswalk across Broad Branch.


Twin trails between Broad Branch and Tilden.

Improved Beach/Blagden/Broad Branch intersection

The double intersection of Beach Drive with Blagden Avenue on one side of Rock Creek and Broad Branch on the other side will be reworked to make it safer for trail users, and to create a better connection to the trail along the south side of Blagden Street.

The new intersection will remove the slip lane from Beach to Blagdon to slow down turning vehicles. Three new crosswalks with curb ramps and new sidewalk on the east side of Beach will connect the RCPT to the trail along Blagden. Another curb ramp will connect the end of the RCPT to Beach.


New Beach Road intersections with Blagden and Broad Branch.

New trail along Piney Branch Parkway

In addition to improving miles of existing trail, DDOT will build about one mile of trail along Piney Branch Parkway. Connecting, via a crosswalk across Beach, to a new section of trail that the FHWA will construct adjacent to Beach Drive, the Piney Branch Trail will climb up to Arkansas Avenue on the north side of Piney Branch Parkway, passing under 16th Street on the way.

Once at Arkansas Avenue, DDOT will extend the trail east to Taylor Street and west to 16th Street.


Piney Branch Trail terminus at Arkansas Avenue.

Klingle Road connection

The current trail spur to Klingle Drive will be removed and a new one will replace it about 10 feet closer to Rock Creek. This will allow DDOT to install two new crosswalks to the sidewalk on the other side of Klingle and use the existing median as a pedestrian refuge. The sidewalk along Klingle will also be improved, connecting to the new FHWA-built section of trail along Beach to the Piney Branch Trail.


Crosswalk to Klingle Road Sidewalk.

As comprehensive as these projects are, and as much of an improvement as they represent, they—and other ongoing or previously completed projects—still don't address all the needs identified in the 1990 Paved Trails report. In fact only one of the four "high priority" projects have been completed. We still need a complete trail between Broad Branch and the Maryland boundary, a re-design of Zoo security "so that the streamside trail can be used 24 hours a day all year", and a trail along Broad Branch (though a plan to install a sidewalk and bike lane is scheduled for construction in 2019).

Since the Klingle Valley Trail is currently underway, there is only one unaddressed medium priority project: using the Lover's Lane path to connect the trail to Massachusetts Avenue.

Finally, the three unaddressed low priority projects are a trail from W Street and 44th to Rock Creek via the Whitehaven Parkway and Dumbarton Oaks Park, rehabilitation of the Oregon Avenue/Bingham Road loop and the addition of a trail along Park Road NW from Beach Road to the Piney Branch Parkway.

Still, this project represents a major step towards the fulfillment of that plan.

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