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Public Spaces


When you turn parking spaces into parks, it looks like this

On Friday, September 16th, greater Washington gave some parking spaces a facelift and converted them into miniature parks for Park(ing) Day, an imaginative international event to show what else could be done with curbside parking spaces.

Thanks to readers who tweeted pictures and uploaded to our Flickr pool. Here is some of what you submitted:


Photo by Joanne Pierce.

The Anacostia Waterfront Trust collaborated with the DC Council and several other organizations to create a superblock-long parklet at the John A. Wilson Building along the stretch of Pennsylvania Avenue otherwise reserved for councilmember parking.


Photo by the author.

Councilmember David Grosso biked to eight DC parklets. Above, he's pictured at center, with Greater Greater Washington contributor and chief of staff Tony Goodman to his left. They're talking to BicycleSPACE co-owner Erik Kugler at the shop's Mount Vernon Triangle parklet while a staff member lunches.


Photo by @bestpixelco.

The National Park Service turned asphalt to water for imaginary canoe trips along F Street NW.


Photo by Payton Chung.

GGWash editorial board member Payton Chung enjoyed the Urban Land Institute's effort to strike the right balance between the natural and built environment.


Photo by Jim Chandler.

GGWash reader Jim Chandler took this picture to say aloha from Hyattsville's University Town Center, where the city created a "temporary tropical oasis."


Photo by Melissa E.B. McMahon.

Reader Melissa E.B. McMahon captured the fun and games at one of Arlington County's five parklets.

Our write-ups from throughout the years of Park(ing) Days are here.

You can also view more Park(ing) Day 2016 scenes in Washingtonian, the Washington Post's Dr. Gridlock, Channel 4, and Channel 7.

Bicycling


The Park Service plans to connect key bike trails on the Mall, in Arlington, and elsewhere

A 15th Street protected bikeway that extends through the Mall and a Mount Vernon trail with more connections are two of the many changes that a new plan from the National Park Service (NPS) would make to the region's trails.


The Mount Vernon Trail near National airport. Photo by the author.

In its recently-released Paved Trails Study, NPS makes 121 recommendations for improvements that include everything from bridge access to safety and closing missing gaps in the trail network. It prioritizes 18 projects for implementation in the next two years, including:

  • Extending the 15th Street NW protected bikeway about a mile, across the Mall to the 14th Street bridge. It currently ends at Pennsylvania Avenue NW.
  • Connecting the Mount Vernon Trail to the south side of the Roosevelt Bridge, which would make it easier to get between the trail and the Mall by using the existing path on the bridge that ends on the west side of the Potomac River.
  • Studying the possibility of a protected bike lane from Rock Creek Park to 16th Street NW along Military Road, a stretch of road that is like a four-lane highway with scant shoulder and no sidewalks or bike lanes.
  • Studying the possibility of an off-street connection between Oxon Hill and the planned South Capitol Street Trail that would connect to National Harbor and the Woodrow Wilson bridge path. Closing this gap in the trail system east of the Anacostia River would provide cyclists and pedestrians with access to job and activity centers in Prince George's County and Virginia.
  • Improving safety at the "intersection of doom" where cyclists and pedestrians on the Custis and Mount Vernon trails must share space with cars at the corner of Lee Highway and North Lynn Street in Rosslyn.

Map of NPS and other trails in the Washington DC region. Image by the NPS.

NPS will make prominent trails easier to get to

Extending the 15th Street protected bikeway to the 14th Street Bridge would close a prominent gap between the District's burgeoning bike lane network and one of the busiest bike crossings of the Potomac River. The bridge saw an average of 2,400 to 2,500 cyclists on weekdays during June, July and August, Bike Arlington's counters show.


The route of an extended 15th Street protected bike lane to the 14th Street Bridge. Image by the NPS.

The lane would replace parking along 15th Street north of Constitution Avenue NW, be built in the space between the curb and sidewalk from Constitution to Independence Avenue SW, and replace a southbound traffic lane on Maine Avenue SW to the bridge, the report says. It would be built in partnership with the DC Department of Transportation.

The other planned connections listed above also close gaps in the regional trail network. One of the more exciting is probably the off-street trail to Oxon Hill that would provide District residents who live east of the Anacostia River an off-street bike route to jobs and activities in National Harbor and in Virginia. It would also create a new bike loop on both sides of the Potomac River using the 14th Street and Woodrow Wilson bridges.


The proposed off-street connection between South Capital Street and Oxon Hill. Image by the NPS.

A fix is coming to the "intersection of doom"

The Park Service plans to work with Arlington County to improve safety at the busy intersection of the Custis and Mount Vernon trails in Rosslyn, otherwise known as the "intersection of doom."

The intersection is one of the most frequent sites of bicycle and pedestrian collisions, Arlington County Police data has shown. Pedestrians and cyclists going from the Mount Vernon trail to the Custis trail, or waiting to cross Key Bridge, must pass through the intersection, sharing the space with two lanes of auto traffic that is trying to turn onto the Key Bridge from I-66.

The recommendation includes "clearly separate" spaces for bikes, pedestrians, and cars at the intersection, as outlined in Arlington's Realize Rosslyn Sector Plan, the report says.


Concept plan for the intersection of the Custis and Mount Vernon trails in Rosslyn. Image by Arlington County.

However, beyond saying that the NPS will work with Arlington County on the plan for the intersection, the report does not detail exactly how they plan to clearly separate pedestrians and bikes from car traffic.

A change of heart from NPS?

The recommendations hopefully signal a change of heart for NPS. For years, the agency did not take bike travel seriously, instead emphasizing keeping existing auto-only roads as they were. For example, it took NPS 20 years to respond to trail user and resident requests for improvements to the popular trail through Rock Creek Park.

"Trail usage has increased significantly and as the area continues to grow in residential and employment population, walking and biking trips will also continue to increase," NPS says in the report. "These trends place increased pressure on the trail network, particularly the trail segments that form the backbone of the larger regional trail network."

The plan has one big hole: funding. None of the proposed improvements can be implemented in the timeline outlined by the report without funds to pay for them.

The plan does not gloss over funding entirely. It points out that NPS parks in the Washington region have been more successful at securing funding for projects from non-federal sources, like partnering with local jurisdictions, than parks elsewhere, but that it also receives fewer federal funds.

Such partnerships certainly present an opportunity for funding the 121 trail improvement recommendations but fall short of a firm plan that leaves the fate of many of the proposed projects in limbo.

Public Spaces


This DC park is pretty much the definition of desolate. How can the National Park Service change that?

Though it's only a few blocks south and west from the epicenter of new restaurants and high rise apartments in neighboring Navy Yard, Buzzard Point has largely gone undeveloped. That's going to change soon, including at Buzzard Point Park, where the National Park Service (NPS) is asking the public for its ideas on how to best use the space.


Buzzard Point today. This is the Pepco station, but there isn't much more going on at the park. Photo by David Meni.

Buzzard Point is the area south of Q Street SW, east of Fort McNair, and west of South Capitol Street. Though it had a few residents in DC's early history, it was almost always a dumping ground for things that needed to be out of the way—like disposing of dead horses in the 19th century. A Pepco power plant went up there in 1933 (and was in use until 2012), and in 1940, the area had a population of only 34 people.

Buzzard Point right now is still staggeringly empty. There's the shutdown plant, the Coast Guard's abandoned headquarters, and a Pepco substation. While demolition is underway to make room for the new 20,000 seat DC United Stadium, it's currently just empty lots and piles of dirt.


Image from Google Maps.

Coming soon: A new Buzzard Point

Along with the DC United Stadium, there's a master plan for Buzzard Point Park that includes tons of mixed use development, a new Frederick Douglass Bridge, and a new plaza at the end of a redesigned South Capitol Street.

One key to all these plans is a makeover for for Buzzard Point Park, where just south of the powerplant, the green space nestled against the edge of the Anacostia doesn't have much to offer the community. There was a marina there for 50 years, but it closed last December (on some of Google Maps' images, it's still there because they're from 2009). The docks are gone, with only a parking lot, a small office building, and showers remaining.

Through October, the National Park Service is conducting a visual preference survey to find out how the public wants to use the space. NPS hopes to emphasize the space's unique presence in the city, redeveloping the bankside park into a community resource that respects the ecology of the area.

The survey consists of nearly 50 images that show ways to build a park, and participants are asked to rank each. There's also space for saying what you like or don't like about particular designs.

These are some of the options on the survey:


All images of park possibilities are from the National Park Service.

Rotating food trucks, a DC staple, could be an option.


Bleacher-style seating, like that near the Memorial Bridge, would emphasize views of the Anacostia, which look across to the Bolling Air Force Base training center.


River recreation at the site is another option. As it stands, the Anacostia isn't safe for swimming. But this could certainly draw in visitors when that changes.


At some point, the Anacostia Branch Trail is due to cut through the park. A pedestrian/bike overpass could be an effective way of using vertical space to make a more inclusive park.

A playground seems an obvious choice for any new park—there aren't any in Buzzard Point yet.

The old marina served about 60 boats, and perhaps the new park could serve boats as well.


A skating rink, like a handful of others in the list, are reminiscent of amenities that have popped up in Navy Yard over the past few years. Nearby neighborhoods are almost sure to be inspirations.

A ferry that took people across the river, to Anacostia Park, could be an option.

History


An 1886 plan would have built atop Rock Creek

An 1886 Washington Post article outlines a plan to put Rock Creek in a tunnel from about M Street to just north of R Street, fill in the ravine, and create city blocks between Georgetown and Dupont.


Photo by ep_jhu on Flickr.

Proponents estimated it would create 50 "squares" (generally city blocks) of space, for a cost of about $600,000 to $650,000, or about $15-16 million in today's dollars.

By keeping Rock Creek, DC has not only a surface waterway but a number of park spaces on the banks, such as Rose Park. Unfortunately, a different plan ultimately greatly marred the creek: Rock Creek Parkway, which dominates this section of the creek valley.

At any spot, someone trying to enjoy the edge parks or trail has to contend with a large freeway creating most of the noise and taking up much of the ravine floor. National Park Service management practice in this part of Rock Creek prioritizes motor vehicle traffic over any other user. Features in the park, like signs that tell trail users to yield to cars when crossing the on- and off-ramps, further make clear that nature and recreation come last here.

Here is the map from the article:

Tom from Ghosts of DC also posted an excerpt from the story:

"From what I have seen in the papers," said Capt. Symonds, when asked by a POST reporter for his opinion regarding the cost and practicability of the proposed Rock Creek tunnel, "I should consider it a perfectly practicable and feasible scheme, and I should think that the benefits resulting would fully justify the outlay necessary."

"How long would be the tunnel?"

"From the location as described it would require a tunnel about 2,000 feet long with some open cut work at the ends."

"What would be the cost?"

"Its cost would depend largely on the nature of the rock encountered. It would probably be necessary to arch it over throughout its length and if the excavated rock were suitable in quality it could be used for this purpose. In this case I should estimate the cost of the tunnel, with a sufficient water-way for all floods, to be about $250 per lineal foot. This would make the 2,000 feet of tunnel cost $500,000. Another $100,000 would cover all the open work at the ends, and all engineering expenses, etc. If it was found necessary to use brick for arching the cost would be about $50,000 more. This would make the cost from $600,000 to $650,000, which I believe would cover all expenses for the work proper without including any question of right of way. The excavated material would be used for arching in the form of rubble masonry, not in the form of concrete. The bed of the creek could not be used for a dumping ground. It could not be filled up directly with the excavated material, for it would have to be kept open for the passage of water until the tunnel was completed.

"It is not at all improbably," continued Capt. Symonds, "that a sufficient amount of good material would be excavated to arch the creek over from the lower terminus of the tunnel to the outlet of the canal. In this way the improvement could be made more far-reaching and beneficial. The creek would be blotted out of sight from Lyons' Mill to the mouth of the canal. I should think that the best use for the excavated material, beyond that used for curbing the tunnel, would be in building embankments across the valley of the creek connecting the streets of Washington and Georgetown, thus doing away with bridges and uniting the two cities. The spaces between the embankments could gradually be filled in. If properly managed it would be a splendid improvement.

We originally ran this post in 2013, but since the history hasn't changed, we wanted to share it with you again!

Bicycling


Near National airport, the Mount Vernon Trail is new again

A number of changes to the Mount Vernon Trail near Reagan National airport just wrapped up. The National Park Service installed a new railing where the trail comes close to the parkway as well as a much-needed water fountain, and removed a sharp turn from the trail.


The new water fountain on the Mount Vernon Trail. All photos by the author unless otherwise noted.

The water fountain, which is already working, is the only water stop on the trail itself in the eight mile stretch between Jones Point Park in Alexandria and the trail head in Rosslyn.


Running water from the Mount Vernon Trail's new water fountain.

The park service installed a new railing between the trail and the adjacent George Washington Memorial parkway where the two are just feet apart under a bridge at the southern end of National airport.


The new railing between the trail and parkway.


The new railing is located under a bridge that carries cars from National airport to the parkway.

The park service also shifted the trail away from the parkway under the bridge that connects Crystal City and National airport.


The trail under the Crystal City-National airport bridge today (left) and at the beginning of work in October (right).

Finally, the sharp turn in the trail around a tree south of both bridges is now gone.


The newly realigned trail is on the left and the old route around the tree on the right.

Weather postponed the completion of the improvements to the Mount Vernon Trail to June from the spring, says Aaron LaRocca, chief of staff of the park service's division responsible for the parkway and trail.

The trail work has been a long time in coming. The number of users continues to increase, especially since the beginning of the SafeTrack work on the Metrorail system. The Yellow and Blue lines are scheduled for a full closure between Braddock Road and Pentagon City - the section of track that parallels this part of the trail - for much of July.

Many users continue to seek more improvements to the Mount Vernon Trail. Among the various ideas are a bike bypass at Gravelly Point and snow removal in the winter.

Public Spaces


Four wild ideas for memorials in DC

What if we re-thought how we commemorate important people and events? A federal competition is asking that question, and four finalists will now create memorials that answer it.


All images from NPS/NCPC.

The jurors for Memorials of the Future picked design teams whose proposals center on topical subjects: national parks, climate change, immigration, and personal subjects. Each of the designs envisions using space outside of the National Mall, and three put digital, interactive technology at the forefront. Two don't create new public places at all, but rather add to existing ones.

Each of the four finalists will get $15,000 to bring their concepts to life over the next three weeks, and they'll meet a few times along the way to get feedback from the competition's sponsors (the National Park Service, National Capital Planning Commission, and the Van Alen Institute). Then, in September, a jury will pick a winner.

What's most intriguing about this competition, though, isn't the question of whose design will be "the best"—at the end of the day, there aren't plans to actually build any of the memorials. It's all about the thoughts the designers are provoking.

These designs are saying something new about the concept of memorialization. They all push back on the 20th-century idea that you need a large, permanent commemorative site that tells a single side of an event. Even if nothing as radical as these ideas is realized, this kind of research is a great way of challenging conventional wisdom without much pressure.

Here are the finalists:


American Wild

American Wild: A Memorial

Washington, DC is a much bigger destination than any of our country's individual national parks. This project proposes bringing the sights and sounds from these parks into the capital.

The designers are Shelby Doyle, Justine Holzman, Forbes Lipschitz, Halina Steiner, and their ambition is to project a a monument onto Metro stations. Short of that, they'd build small theater pods across the city.

While regular WhichWMATA players will note the image shows the U Street station, the team proposes installing the first display at Anacostia.


Climate Chronograph

Climate Chronograph

Because climate change is a slow and invisible process, its impact is hard to visualize. Erik Jensen and Rebecca Sunter's entry tries to bring it to light with a grove of cherry trees standing on ground sloping into the river at Hains Point. As sea levels rise, the brackish water would submerge more and more of the trees, killing them.

The project includes a platform to observe the site. The designers hope it becomes a stark visualization for people as they return to DC multiple times over their lives and see fewer living trees.


THE IM(MIGRANT)'s primary site is Randle Circle.

THE IM(MIGRANT)

This design by Sahar Coston-Hardy, Janelle L. Johnson, Michelle Lin-Luse, and Radhika Mohan takes place along Minnesota Avenue, playing on the theme of moving (along a road, in this case). The team proposes scattering exhibits and audio presentations in existing infrastructure from the 11th Street Bridge Park to Randle Circle.

The exhibits would tell varying stories of migration, inside the United States as well as internationally. Randle Circle, now just a traffic island, would become a plaza for performances, rallies, and day-to-day use.


VOICEOVER

VOICEOVER

This project by Troy Hillman, Amy Catania Kulper, Anca Trandafirescu, and Yurong Wu records oral histories from local residents. Autonomous parrot-shaped drones would then visit parks, perch, and replay the stories. Hearing about how people relate to a place or event, the creators say, will enrich visitors' experiences.

I think five years ago, this would have seemed completely absurd. But drones have becoming increasingly autonomous as they become more common.

Plus, in contrast to some of the other smartphone apps where the user is in full control of understanding the content, the experience here would be far more public; users wouldn't be able to shut off parts of stories, be they uncomfortable or heartwarming.

Each of these are interesting provocations, even if I'm not sure I'd personally want them to come to fruition. But with people still clamoring for space in the city, hopefully some sponsors will pick out one or two ideas to put into their memorials.

Roads


Make space for bikes on the GW Parkway

The George Washington Parkway was originally just supposed to help tourists get to Mount Vernon, and its keepers' main mission is to preserve natural resources, not maintain roads. Could there be fewer driving lanes and more space for other modes of transportation?


Photo by Roger W on Flickr.

The southern section of the George Washington Memorial Parkway opened to traffic in 1932. Conceived as a means to ease tourist access to George Washington's home at Mount Vernon, it morphed throughout the latter part of the 20th century into a motorist commuter route for far-flung suburbanites heading to DC.

Both the road and the adjacent Mount Vernon Trail are maintained by the National Park Service (NPS), whose mission is to "preserve unimpaired the natural and cultural resources" of the United States. You will not find anywhere in its mission statement that it is to provide fast, convenient commuter routes for the suburbs of Washington, DC.

Average daily traffic (ADT) volumes on the parkway within the last few years have been approximately 16,000 vehicles, a number that isn't huge but certainly lessens the road's original scenic purpose. Birdsong is impossible to hear with the din of SUVs in the background.


Note how close the four lanes of traffic are to the trail on the right. Also, note that no crosswalks are present at this busy intersection. Nor are there any signals to stop traffic for people crossing on foot or by bike.

That ADT number is also well within the 20,000 ADT set as the maximum for the practical implementation of a road diet as decreed by the US Federal Highway Administration (FHWA). That FHWA maximum is, itself, arbitrarily low based on real-world observations. For example, no significant increase in regional congestion was caused by the 2015 closure of two lanes on the far more heavily used Memorial Bridge just to the north.

Parallel to the four-lane parkway is the Mount Vernon Trail, a winding, narrow multiuser trail. In recent years, this trail has become a major commuter route for people who bike to and from DC. Upwards of 2000 bikes per day hit the trail, despite the trail's narrowness.

People who walk and bike must share this trail, as signs along the road prohibit bicycles from the road. Interestingly, the federal code governing the road's usagedoesn't reference bicycles explicitly. Nor does the code prohibit changes to the amount of space on the roadway given over to motorists.


Bikes are not allowed on the lightly-traveled GW Parkway. Instead, they are forced onto the adjacent Mount Vernon Trail.

Recently, the National Park Service released its National Capital Region Draft Paved Trail Study for comment. The study is an update of the 1990 plan written in an era when bicycling in the US was less of an everyday transportation mode and more of a recreational activity. The plan tends to view the trails in isolation. There's no mention of what mode will get priority when there is conflict, such as when people on bikes or on foot must cross the road for access to trails. It also does not address the feasibility of road diets that would balance out mode space on routes like the southern section of the parkway.

Does it make sense that cars on the southern section (below Alexandria) of the parkway are given four lanes of space while bikes and pedestrians are crammed onto the narrow, winding MVT? Both are major commuter routes, but whereas the MVT is overcrowded at 2000 ADT, the parkway is half-empty at 16,000 ADT. In essence, the trail is under-built, while the road is over-built.


This is the George Washington Memorial Parkway today: four high-speed lanes, no traffic lights, controlled access, and a narrow multiuser trail parallel to the roadway. All of this is next to the Potomac River. All images from the Virginia Bicycling Federation.

If the draft paved trail plan truly acknowledged the modern and future needs of this particular route, discussion of a road diet on the GW Parkway would be on the table. The road could easily be shrunk to one vehicle lane in each direction with adjacent buffered bike lanes. The MVT could be given over entirely to people who walk, eliminating potentially hazardous bike-pedestrian conflicts.


A road diet on the parkway would leave two lanes for motorists, buffered bike lanes on the remaining space, and leave the Mount Vernon Trail exclusively for use by those on foot.

This is not without precedent. In 2001 the state of New York closed two out of four lanes on the Robert Moses Parkway in the Niagara Falls region. As with the GW Parkway, this highway was controlled access with an eye towards enhancing tourist traffic while providing access to scenic beauty. Instead, it proved to be such a failure in all regards that local advocates didn't stop with a road diet. They pushed through a plan to remove it entirely for at least a two mile stretch. If the state of New York can pull this off, despite actually having a mandate to provide speedy transportation options, why can't the National Park Service?


The Robert Moses Parkway in the Niagara River region was very similar to the George Washington Parkway, until a road diet was implemented. Now a two-mile portion will be removed to allow better river access.

NPS has an opportunity to shift its focus in the National Capital region away from an old-school, road-centric mindset to a more sustainable approach that also recognizes the changing commuter habits of younger generations. If you agree, send the National Park Service your comments via their comment page. You have until May 19th to do so. After that, you may have to wait another quarter-century to get your input to them.

This post originally ran on the Virginia Bicycling Federation's blog.

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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