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This plan would make it easier to walk or bike from L'Enfant Plaza to the Southwest Waterfront

For the past year, the National Park Service has been working on a way to make it easier to pass through Banneker Park, from L'Enfant Plaza to the forthcoming Wharf development and Anacostia Riverwalk Trail. It just released its plan for making that happen.


The NPS's preference for the Banneker Park design.

Right now at Banneker Circle, there are no curb ramps to get from the roadway to the I-395 pedestrian bridge, the path to the intersection of Maine Avenue and 9th Street NE, or the informal path to Maine Avenue. The plan to change that, which NPS has identified as its "preferred alternative," calls for two new paths and a new staircase. It's a continued improvement over the concepts presented last summer.

The staircase replaces the existing informal pathway with a direct connection between the park's west side and the crossing that leads people across Maine Avenue and to the Wharf development at the Southwest Waterfront. The staircase is set to include transition areas for safe and comfortable access, integrated lighting, and a bicycle trough.


A rendering of Banneker Park from the Wharf side of Maine Avenue.

An 8-foot wide, ADA-compliant sidewalk will go in place of the existing path, running from the corner of Maine Avenue and 9th Street SW to the park's east side. About halfway up the hill, it crosses the eastbound lane of L'Enfant Plaza, then follows alongside that lane before crossing the westbound lane at the top of the hill.

There will also be a new crosswalk on the north side of the park, and all of the new sidewalks will get curb ramps, which aren't there now.


Rendering of Banneker Park from 9th and Maine

In addition, a second 8-foot wide ADA-compliant path will connect the pedestrian crossing to the Wharf to the other path's L'Enfant Plaza crosswalk.

The new design also includes new trees, paying homage to the park's original design by Dan Kiley. There will be restored landscaping, potential stormwater retention areas, and the 6-foot wide sidewalk along the north side of Maine Ave will get wider.

The addition of curb ramps, stairs, crosswalks and ADA-compliant paths should make the whole area easier to traverse for people on bikes, on foot, or in wheelchairs. It should also create an improved connection between the I-395 bicycle/pedestrian bridge, the National Mall and the Anacostia Riverwalk.

NPS has considered another design, calling it the "non-preferred alternative." That one would create a parallel staircase and ramp around the east side of the park that ran to the pedestrian crossing to the Wharf.

NPS has taken the project, started by the National Capital Planning Commission (NCPC), through the Environmental Assessment process and will be returning to the NCPC for a revised concept review on April 7.

Bicycling


Memorial Bridge fixes could help more than just cars

Arlington Memorial Bridge needs serious repairs, or perhaps even a full replacement, in the next five years. As the National Park Service works to make that happen, there's also a chance to address some surrounding conditions that are hazardous for people on foot and on bike.


Photo by Bernt Rostad on Flickr.

NPS first sounded the alarm about the bridge last year after an inspection forced emergency repairs that partially closed the bridge, and started a ban on heavy vehicles, like buses, that's still in place today. Now, NPS says those repairs didn't do enough, and that it's inevitable that without $250 million in repairs, the bridge will be too dangerous for automobile travel by 2021.

Northern Virginia's Congressional delegation is on board with funding the effort to fix it, citing the fact that 68,000 people cross the bridge daily. Hopefully, they can convince their colleagues to join them.


Rust underneath the Memorial Bridge. Image from NPS.

The bridge is unsafe for more than just cars

Memorial Bridge bridge itself has wide sidewalks that usually allow enough room for most cyclists and pedestrians to share space. But the routes that connect to the bridge aren't safe for people on foot or bike.

In Virginia, the bridge connects to the George Washington Parkway and its accompanying trail, which is one of the region's most popular. Despite its popularity the trail has some particular challenges, namely that it intersects with the parkway—a limited access, high speed highway—in several places. Drivers are supposed to yield or stop for anyone trying to use the crosswalks, but there have been a number of crashes thanks to people rear-ending cars that were stopped to allow people to cross.


Image from Google Maps.

Issues on the DC side of the bridge stem from a confusing web of roads that force cyclists on their way to the Mall or downtown to either ride in very busy car traffic or on a narrow sidewalk.


One of the crosswalks where few drivers slow down. Image from Google Maps.

NPS has actually known about these issues longer than they have known about the bridge being in disrepair. But the agency has been resistant to do anything to fix them except in small ways where the first priority was not to slow down cars using the parkway.

Here are some ideas for fixing the bridge

NPS is straightening out some parts of the trail near Washington National Airport, where curves snake around a large tree and make it hard to see. The agency is also working to make it so cyclists don't have to travel through a busy parking lot near Teddy Roosevelt Island. But closer to the bridge itself, the trail could still get a lot safer.

One option is to create separate paths for cyclists and pedestrians on popular parts of the trail. NPS could also keep working to remove some of sharp curves and blind corners that are on the trail beyond what is being fixed at the airport. Finally, NPS needs to decide what to do about the crosswalks. If the GW Parkway is going to remain a high speed highway, then crosswalks more appropriate for a city street just won't work. Solutions might include rerouting the trail, slowing down speed limits, or even adding trail overpasses.

For the bridge itself, the Washington Area Bicyclist Association (WABA) put forth its own idea for removing two car lanes and creating protected bike lanes a while back:


Diagram of a redesigned memorial bridge. Image from WABA.

Cutting the number of car lanes on the bridge would work since congestion there is pretty low. Average speeds at rush hour are higher than the speed limit, and a new bridge wouldn't need six car lanes.

The crux of the Memorial Bridge issue is safety, and that of cyclists and pedestrians shouldn't go ignored. But a safe bridge and surrounding area for them would also mean a safer place for drivers, as deciding to follow the law and share the road would become far less dangerous. Both NPS and leaders in Congress should be concerned about all bridge users.

If a concern for safety is a big reason why NPS is sounding the alarm now then they should also be using this opportunity to fix the persistent hazards that cyclists and pedestrians have faced on the trails around the bridge.

Snow


How would you grade the region's snow response?

The Kojo Nnamdi Show is asking how you would rate your government's response to the snowtorm, your neighbors', and your own. At 12:40, I'll be on the show to discuss this, and I asked our contributors for their ratings.


Photo by Clif Burns on Flickr.

Joe Fox gave a succinct set of ratings:

  • PEPCO/Dominion/BGE: A+. Don't forget what a disaster the last few real storms have been. Teaming up w/ plow trains & tree trimming crews meant that what problems that did pop up were fixed, and fast.
  • WMATA communication: A. They were ahead of the needs, and explained what they were doing and why.
  • MNCPPC [Montgomery and Prince George's parks agency]: A. Many of the county park roads were cleared, with bonus points for sanctioning sledding hills this year.
  • DC Government: B. Execution was good, but farther from downtown was rough. Bowser had some head scratcher remarks on cars vs. peds, as well as why no travel ban that were a bit hard to comprehend.
  • WMATA execution: C. Is it still a surprise that when OPM gives a three hour delay, that rush hour will happen three hours later, and to set up service accordingly? Even with trains every 8+ minutes, still no 8 car trains...
  • Citizens: C. These storms bring out the crazies, I noticed a lot more anger this time than in 2010. But sidewalks on private property were cleared faster than before.
  • Montgomery, Prince George's, and VDOT (handling VA counties): D+. They did what they could, but were woefully overmatched. Clumsy declarations of victory and broken data trackers brought up comparisons with PEPCO of days gone by.
  • National Park Service: F. [See below.]
Contributors' views varied, but overall, there was a good amount of consensus. Here are some key points and ratings, broken down by agency.

The National Park Service

The Park Service controls a lot of downtown parks and major trails around the region, but does very little on snow clearance. Contributors unanimously agreed it flunked the storm.

  • David Cranor: "The Park Service deserves a very low grade. The Mount Vernon Trail is one of the only ones that was not plowed (thought I don't know about the Rock Creek Park Trail). Sidewalks along NPS property were untouched. I realize they're budget limited, but something needs to be done."
  • Neil Flanagan wrote back on Monday: "On my walk to work, through downtown to Georgetown, most government sidewalks were walkable (if not clear), with the exception of NPS."

Photo by Bill Couch on Flickr.

WMATA

  • Kristy Cartier: WMATA gets an "A" for communication.
  • Abigail Zenner: I agree with Kristy about WMATA. Our ANC has battled with WMATA about better explanation on bus route changes. I was irritated they went to severe snow routes Friday morning, hours before the storm was due. BUT, they were very clear about when and where service would be restored and it was exactly as they said, at least in Glover Park.
  • Dan Malouff: WMATA I think was OK but a bit too gun-shy on closing everything early, and hasn't clearly communicated some stuff about reopening. For example, it's understandable that some buses have to go on detour, but Metro seems to have no system in place to let riders know if their bus is detouring or not.
  • Mathew Friedman: I rode the G2 to work Thursday morning for the first time since last Wednesday. It doesn't run from the "moderate" snow plan on up. Neither does the G8, which is a major route running down Rhode Island Avenue. From my neck of the woods, those are the only 2 bus lines that run downtown and for a full week, neither was running. I can at least walk 5 blocks to Shaw Metro if I need to, but for folks further out, that's not an option. I would think that taking so long to bring these bus routes and many others back online must leave a lot of people stranded.

    Photo by nevermindtheend on Flickr.
    • Steven Yates: WMATA's response was...mixed. Trying to shelter the trains was maybe a good theory, but the execution was obviously not great. Would it have been better to run the trains underground on Saturday instead? I'm inclined to say no, just because you probably don't want to be encouraging people to be out and about. The running of trains for free on Monday was certainly a nice gesture.
    • Travis Maiers: Metro is still operating at reduced service levels. They are apparently still short railcars due to the blizzard. I give them high marks for communicating their storm plan and being realistic on when service could be resumed, but I feel by now, 5 days later, they should be back at full service. Their plan to shut down the system for safety and to store railcars underground was prudent, but I'm not sure it was executed as well as it could have been.
    • Svet Neov: I think WMATA did pretty well, since almost everything was running on Tuesday. At my stop (Grosvenor) they did a great job cleaning the sidewalks—those were done wayyy before the parking lot was.
    DC
    • Abigail Zenner: I thought they did a great job all things considered. Even northern cities have trouble with storms of this size. I grade them a B+ or A-. The poor rhetoric notwithstanding, DC did well.

      I thought that many District agencies did a good job communicating on social media and through emails to ANCs. My ANC colleagues would then send information to our lists.

      [The Department of General Services] promised to clear areas around DCPS schools by midnight Monday and Tuesday morning, the sidewalks all the way around Stoddert Elementary was cleared including curb cuts and bus stops. I have never seen these walks cleared so fast. I did also tweet at DCPS, Stoddert, DPR, and DGS.


    Photo by nevermindtheend on Flickr.
    • Steve Seelig: From a cycling perspective in DC, it was great. I rode from Friendship to downtown on both Monday and Tuesday, and because only part of the roadways were plowed, there was plenty of room in the curb lanes to ride where a car could not fit.

      As for biking infrastucture plowing: an A+ for the Capital Crescent Trail -plowed from Bethesda to Georgetown. An F for NPS on any of its trails. DDOT gets a C+ for just getting to the L Street, M Street and 15th Street bike lanes.

    • Justin Lini: In DC's Ward 7, snow removal was a bit inconsistent. Parkside and a number of other communities saw plows nearly every day of the storm. In some cases, even blocks with public housing were cleared during the storm. However, some of my neighbors in other communities didn't see any attention at all until Monday.

      The Mayor's office also did daily briefings by teleconference with the ANCs. These were useful because they communicated DC government's plans so we could set expectations, but they also keyed us in on potential trouble. They also assigned us extra staff liaisons that could help resolve issues with trouble spots.

      We were able to get an important pedestrian bridge cleared by Monday evening. In the past this bridge was never consistently cleared even in routine snow events. I don't know if the other ANCs used their liaisons, but I found mine to be a good partner. I don't know if previous administrations employed this measure, but I thought it was very effective.

      Uncleared sidewalks are a huge problem in the ward. As of Tuesday many property owners, especially large apartment buildings and retail areas, did not clear sidewalks along some high volume corridors like Minnesota Ave NE. In some cases contractors had blocked sidewalks or intentionally used them to store piles of snow. Many crosswalks are also plowed over. The decision not to enforce sidewalk clearing laws on these properties until late was a big mistake that shouldn't be repeated.


    Mayfair Mansions, Ward 7, on Tuesday. Photo by Justin Lini.
    • Steven Yates: I can't really speak for other jurisdictions, but in my time here, I've been mostly impressed with how well DC handles large amounts of snow, given that these sorts of storms don't happen that often (oddly, smaller amounts of snow they seem to do less well with). This storm has been no exception. The street I live in (which is by no means a major street) was at least passable a few hours after the snow ended.
    Alexandria & Arlington

    • Ned Russell: Alexandria streets were far worse [than in DC] both for cars and pedestrians, not to mention the DASH bus service did not run even on a limited schedule to serve rush hour on Tuesday. Sidewalks across the station that peds need to use to access Braddock Road were not cleared until this morning.
    • Svet Neov: The only complaints, other than slow sidewalk cleanup, I've heard is dead end or small streets in Arlington which didn't get plowed until [Tuesday] night.

    King Street Metro. Photo by Justin Henry.

    Montgomery, Prince George's, and Fairfax

    • Ben Ross: "I grade MoCo an A- on street clearing but an F on sidewalks. Our businesses, at least in Bethesda, did very well on sidewalks, much better than in past big snowstorms. [But] 27 hours after it has finished opening the roads to cars, the county has announced, it will begin accepting complaints about unshoveled sidewalks.begin accepting complaints about unshoveled sidewalks 27 hours after it finishes opening roads to cars. Ike Leggett announced "common sense" enforcement of the snow shoveling law. In my mind, common sense means that if you have shoveled out your driveway, you should have shoveled the sidewalk.
    • Kristy Cartier: In Fairfax County, the roads had at least one lane Tuesday so I'd give them a B+ (only because there are disappearing lanes). For sidewalks, I would give a D. One person was walking on Rte. 50 near Rte. 28 and two people were standing on Reston Pkwy Wednesday morning waiting for the bus. I hope that the addition of the Silver Line stations improves Fairfax County's response to clearing at least some of the sidewalks.
    • Matt Johnson: I didn't have any trouble [Wednesday] morning. But [in the] afternoon, I had to go to an appointment in the city, and drove to Glenmont. On my way from Glenmont to the ICC, I discovered that the 3 northbound lanes are essentially functioning as 1. The curb lane never appeared, except for the dashes periodically peeking out from the edge of the snow. The center lane would run for a few blocks and then suddenly, without warning, disappear, forcing drivers to swerve into the left lane, the only one left.

      In addition, pedestrians were walking in the lane, since the sidewalks were impassible, and unaccessible from the buses that run on Georgia. On the day after the storm, this might be acceptable. But several days later, on one of the region's most important radial corridors, this is quite intolerable.

    • Joe Fox: I've noticed that roads maintained by both state agencies (MD SHA and VDOT) fared the worst, by far. I've posted several tweets about Colesville Road this morning, which, despite having the ability to reverse lanes, has gone from 3 lanes to one the last two days, wreaking havoc in the neighborhoods, and with a slew of bus lines.

      To me, the fact that county/local roads/sidewalks/paths seemed to fare a lot better brings to mind the argument that counties (Montgomery, Fairfax), should follow the lead of the independent cities in their respective states and take control over their transportation infrastructure (save for perhaps interstate highways and maybe toll roads) from the state agencies, who are simply not equipped to handle local issues like intersection design, traffic signals, and snow clearing.


    Photo by Aimee Custis.

    Overall

    • Svet Neov: Given the amount of snowfall I would give the region a B. I flew home on Monday morning after being stuck in Texas and used almost every mode of transportation in several places around the area. The airports were back up and running on Monday (as normal as possible). I flew into BWI which seemed to have no problems.
    • Ned Russell: After reading the discussion and thinking about all the things that go into snow response, I give the region a B-. But there are a lot of things that could have been done better.
    • Canaan Merchant: I'd give it a B-. For what we can expect of the region I think they did well. But to get an A they're going to have actually acknowledge that people like to use sidewalks, bike facilities and transit and work towards that as well.
    What grades would you give? Fill out the Kojo show's poll and post your thoughts in the comments. And listen in at 12:40 to hear me and Petula Dvorak discuss the issue.

    If you're reading this before 12:40, it's also worth tuning in to Kojo for a segment on whether high traffic fines change behavior (they don't), including Gabe Klein as one of the guests.

  • Public Spaces


    The National Park Service turns 100 this year

    2016 is the 100th anniversary of the National Park Service, which oversees lots of outdoor space in DC, Maryland, and Virginia. All year, there will be special events throughout our region to celebrate.


    The Korean War Memorial. All images from the NPS.

    The NPS is celebrating its milestone birthday with events and fee-free days all across the country. During National Park Week, which is April 16th-24th, admission to all NPS sites will be free.

    In May, an exhibit celebrating biodiversity in the US will come to the DC, with an accompanying festival on the National Mall. There are battlefield and garden tours scheduled in Virginia throughout the spring, and a few chances to learn about Maryland's roads and trails are coming up soon.

    Since its establishment in 1916, 44 years after Congress designated Yellowstone National Park as the country's first national park, the NPS has come to oversee 400 unique places, ranging from national parks and monuments to battlefields and parkways.

    The DC region has a unique relationship with the NPS. In the city alone, NPS manages 23 places, notably Rock Creek Park, National Mall, and its surrounding monuments. These parks represent a significant portion of our green space, generating more than $600 million in economic activity, supporting physical and mental health, and providing cultural resources.


    The National Mall and its monuments are among the most popular places in the NPS system.

    Of course, the NPS' involvement in local land use decisions does have its downsides. NPS controls the open space within DC's L'Enfant City, subjecting urban parks to the same planning and permitting process as Yosemite National Park. In 2014, its representative to the DC Zoning Commission successfully led the push to keep the 1910 Height Act intact.

    Maryland and Virginia have an additional 37 sites combined, including the George Washington Parkway, Mt. Vernon Trail, or Great Falls Park.


    Great Falls Park on the Potomac River in both Maryland and Virginia

    NPS sites generate nearly $250 million and $1 billion in economic activity in Maryland and Virginia, respectively.


    Fredericksburg & Spotsylvania National Military Park, a Civil War battlefield.

    What are your favorite NPS parks in the region, and why? Tell us in the comments!

    Bicycling


    The Mount Vernon Trail is getting some TLC near National airport

    Changes are coming to the part of the Mount Vernon Trail that runs alongside Washington National airport. While trail users will have to use a temporary path for during construction, the MVT will be safer and straighter in the future.


    The Mount Vernon Trail detour under the Route 233 bridge. All photos by the author.

    There are three major things happening to the trail: it's moving away from the George Washington Parkway where it passes under the Route 233 bridge, it's getting a new barrier wall under the Metro bridge that carries the Yellow and Blue lines into the airport, and it's moving around a large tree that forces a quick S curve.

    "The goal of the project is to improve visitor safety while ensuring we protect the natural resources along the trail," says Aaron LaRocca, chief of staff for the GW Parkway at the NPS, on the planned work that is scheduled for completion in the spring of 2016.

    The trail work is part of a larger effort to rebuild some of the entrances to National airport.

    Trail users should expect detours

    People on foot and bike will have to detour onto temporary mulch pathways during construction. The detour under the Route 233 bridge opened this week and will be used for two to three weeks, says LaRocca.


    Overview of work planned to the Mount Vernon Trail. Image from the FHA.

    Cycling over the mulch is challenging, with many riders dismounting and walking their bike through the detour during the morning commute on Wednesday. The temporary path is also narrower than the MVT, which could create a chokepoint for cyclists and pedestrians during busy times.

    "When considering construction projects, the park strives to minimize impacts to the visitors," says LaRocca. "Unfortunately, there is little space for wider detours because the area is congested with car and trail traffic. [GW Parkway] doesn't use grass or paved detours because they create long term impacts for a short-term closure. In the past, mulch detours were used successfully along the MVT."


    Trail users are warned of the detour well ahead of the split.

    The detour around the Metro bridge will likely be the most onerous of the three for cyclists. Trail users will have to climb a mulch path up to the exit road from National airport to the GW Parkway.


    Looking down the hill from the National airport exit road towards the MVT.

    Trail users will then have to cross the road where cyclists will have to hop the curb on both sides of the street.


    MVT Metro bridge detour crossing the National airport exit road.

    They will then have to descend a narrow sidewalk back to the MVT.


    The sidewalk MVT users will have to use to return to the trail.

    The detour around the Metro bridge will be used for three months, says LaRocca. The agency has not determined when the detour will begin, he adds.

    The detour to straighten the Mount Vernon Trail past the large tree at the southern end of the project area will only be used for two days, says LaRocca.


    The southern detour to straighten the Mount Vernon Trail past the large tree in the center of the image.

    This is going to make the trail better

    The Mount Vernon Trail is a popular and critical piece of the region's trail network. Despite its popularity, the facility dates to the 1970s and includes a number of blind or difficult turns—including the one around the large tree near the southern end of National airport—that can prove difficult for cyclists.

    In addition, the trail does not include the separation between cyclists and pedestrians and joggers that is common on newer trails around the world.


    The bike trail and pedestrian walkway are separated in the new Gantry Plaza State Park in New York City.

    There are lots of other ways to make the Mount Vernon Trail better. Ideas include straightening the sections just north of Daingerfield Island where the trail swings around a clump of trees and separating cyclists from pedestrians through Gravelly Point where there is a lot of congestion.

    However, all of these ideas cost money that has yet to materialize in regional or federal trail funding plans.

    It might be small, but the work the NPS is doing at the south end of National airport is great for the MVT.

    Public Spaces


    Go ahead, wade in the memorial

    Wading in the World War II memorial is emphatically not allowed. Solemnity is the officially preferred emotion. But the memorial's buoyant design inherently invokes liveliness, and strict rules violate the spirit of the war against fascism.


    Photo by BeyondDC on Flickr.

    Every summer when Washington heats up, tourists find a respite from the heat at the World War II memorial. Thousands dip their feet in, and a few inevitably wade towards the middle.

    Until a National Park Service ranger chastises them for disrespecting the memorial, and makes them return to dry land. Or until local media scolds them back to shore.

    The rangers and media are well-intentioned, but treating the World War II memorial with a solemnity not reflected in the design does little to inspire respect.

    The memorial doesn't have a solemn design

    Truthfully, the World War II memorial doesn't function well as a somber space. Its lively fast-moving fountains and bright, sun-filled plaza bring it to life.

    Kirk Savage puts it well in his book, Monument Wars: Washington, DC, the National Mall, and the Transformation of the Memorial Landscape:

    The World War II Memorial is decidedly not a psychological space, not a space for reflection and reckoning. The roar of the fountains, and the inscriptions trumpet their messages of determination and rectitude...This is a space not for internal reckoning but for acclimation, pure and simple.
    The central fountain doesn't inspire quiet reflection. It's an active, bustling space, full of people enjoying their day every bit as much as they contemplate America's role in World War II.

    By intent or happenstance, the design inspires people to move about, to fill what would otherwise be stark emptiness with their activity.


    Photo by brownpau on Flickr.

    Years ago when I was in the Navy, my captain had a saying: "Every sign is a failure of leadership." For example, if you need a sign saying "no smoking," it's because you didn't properly train your sailors not to smoke in that space.

    That axiom doesn't always hold outside the closed ecosystem of a ship, but I think it pertains here. If we need a sign saying "no wading," it's because the design has failed to discourage wading.

    If you need several such signs, and rangers need to constantly enforce it, I'd say that far from discouraging wading, the memorial's design implicitly encourages it.

    Contrast the WWII memorial with the one for Vietnam

    Contrast it with the Vietnam Veterans memorial, where most visitors are naturally somber, and the effect of design becomes clear.

    I'm a tour guide. When visiting the memorials with my student groups, I take a moment to warn them about appropriate behavior. But at the Vietnam memorial, my efforts are generally superfluous.

    The memorial's very design imposes it's own mores. Few of my students know more than the most cursory details of the Vietnam War, but when they descend into the memorial, with its merciless rise of row after row of names, it makes an impression on even the most jaded eighth grader.

    The space inspires a natural quiet reflection.

    The World War II Memorial very much does not. Rather, it celebrates life. And that is OK.

    Enforced solemnity violates the spirit of the war

    To me, the natural enthusiasm and activity imbued within the World War II memorial evokes the spirit of relief and jubilation of the end of the war.

    A hard fought war, to defeat what may have been the most concentrated evil political system ever to be seen on this planet, ended with tremendous sacrifice and loss, but with victory.

    It is right that we honor the sacrifices of the World War II generation with the somber Freedom Wall, and its 4048 gold stars, each representing 100 Americans killed in the war. But just as that wall is only part of the memorial, so should that emotion be only part of our interaction with it.

    No one scolded the people celebrating VJ Day in Times Square at the end of the war. We need not scold tourists today. There's room for unbridled enthusiasm, for joy, for relief at the end of deep pain, just as there is a place for solemnity.

    I can't claim to speak for the myriad of reasons why millions of individual Americans fought this war. After all, I don't appreciate others characterizing my military service to suit their own ends. But ultimately World War II was about freedom, so let's celebrate that, in all the chaotic and uncontrollable ways it might manifest itself.

    Public Spaces


    People walking and biking will get a new connection from L'Enfant Plaza to the waterfront

    At the south end of the L'Enfant Promenade is a circle, Banneker Circle, atop a hill overlooking the waterfront. Unfortunately, the only way to get down to the water on foot or by bike requires a circuitous and unpleasant route. That will soon change.


    Conceptual rendering of a connection from the SW Ecodistrict Plan. Image from NCPC.

    Today, there is a narrow and cheaply-built path that cuts diagonally over to the intersection of 9th Street and Maine Avenue. People bicycling can either take that or ride along a road that feels a bit like a highway off-ramp to 9th Street. This makes people go fairly far out of the way, especially for those who want to then go north along the waterfront.


    Banneker Circle and Banneker Park. Images via NPS unless otherwise noted.

    As part of its package of amenities to get zoning approval, the Wharf project will build a new, temporary, direct pedestrian connection. The connection will consist of stairs and a new at-grade crossing of Maine, but include an ADA ramp that will work for cyclists.

    The scoping document for the environmental impact statement says,

    The temporary project also includes landscaping, improvements to pedestrian crosswalks, lighting installation, universal accessibility, and stormwater management. The purpose of the project is to provide a safe, functional, and aesthetically pleasing pedestrian connection between the overlook at Banneker Park and southwest waterfront. The project is needed to improve urban connectivity by providing greater accessibility between the waterfront, Banneker Park, the National Mall, and surrounding areas.
    There are two concepts for the project and, to me, the better of the two is a no-brainer.


    Concept 1.

    Concept 1 would try to create a direct path down the hill. This would require a switchback ramp and stairs down the hill from a point a little way from the bike/ped access to the Case Bridge, the bridge that takes I-395 over the Washington Channel.


    Concept 2.

    Concept 2 would build a curving connection directly from the Case Bridge access point along with an ADA compliant sidewalk on the east side. The west-side stairs would connect to a new signalized crossing of Maine Avenue.

    Both projects include landscaping, crosswalk improvements, lighting and stormwater management.

    Concept 2 is the better design because of the way it removes switchbacks, allowing for a more fluid connecton, and the way it connects into the Case Bridge access.

    The design should include a curb ramp from the L'Enfant Plaza roadway, as well as a bicycle-friendly transition area where the three connections meet—one with lots of room and natural curves as opposed to sharp turns.


    The path to Maine Avenue (left) and to the Case Bridge (right) have no curb ramps. Photos from Google Maps.

    Right now, there is no curb ramp to get from the roadway to either the path down to Maine Avenue or the path to the Case Bridge; a cyclist riding on the wide, very low-traffic L'Enfant Promenade instead of the sidewalk then has to get over the curb to go on either path.

    The stairs should also include a bike trough, the ramp next to steps that lets people walk their bikes up or down the stairs, and there should be signs directing users to the Anacostia Riverwalk Trail and East Potomac Park via the Case Bridge. Also, the sidewalk along the south side of the circle should be widened for trail traffic from the bridge to the "new ADA compliant ramp."

    If only it would include a fix to the Case Bridge access that didn't require the ridiculous switchback that's there today.

    In the long run, the National Capital Planning Commission's Southwest Ecodistrict vision includes completely redoing 10th Street from a wide, empty promenade into a street with pedestrian activity, green plots, and festivals. That plan calls for completely redoing Banneker Park into a usable park instead of a traffic circle atop an empty hill. That redesigned park would also let people on foot and bike connect more directly to Maine Avenue and the waterfront.

    The National Park Service will host a meeting on this project on August 11th, 6-8pm at the Wharf offices, 690 Water Street, SW and they will be accepting comments on the scoping document until September 2nd.

    A version of this post was originally posted on TheWashCycle.

    Transit


    The Circulator will start on the National Mall on Sunday

    DC's Circulator bus is going to start operating on the National Mall this Sunday, June 14th.


    The Circulator and the Smithsonian Castle. Image from DDOT.

    DDOT announced the Circulator's National Mall route in December along with plans to start this spring. The new National Mall route is operating with support and funding from the National Park Service, unlike the former loop that operated from 2006 through 2011. This means the buses can travel within the interior of the Mall.

    The route will begin at Union Station and travel along Louisiana Avenue to loop the Mall via Madison Drive, West Basin Drive, Ohio Drive, Constitution Avenue, and Jefferson Drive. The route will operate through 8 pm in the summer and 7 pm in the winter on ten-minute headways.

    There has been no public bus service on the Mall since the an earlier Circulator, which ran around the outside of the Mall, and the $27 Tourmobile shut down in 2011.

    DDOT purchased a fleet of eighteen hybrid buses to meet the additional service demand. The buses feature more powerful air conditioning units, wider doors with a lower entrance for additional accessibility, and 19 USB ports for electronics charging. These new buses bring the Circulator fleet to 67 buses total.

    DDOT will host a launch event for the new route on Friday at the Lincoln Memorial. The event, featuring Mayor Muriel Bowser and Congresswoman Eleanor Holmes Norton, begins at 11 am.

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