Posts about Pedestrian Safety
Alexandria cyclists and city staff agree that King Street west of Old Town could use bike lanes. But after a public hearing November 25, the city's Traffic and Parking Board recommended not to build them in order to preserve 37 on-street parking spaces.
Bike lane proponents say it will improve safety and access to the King Street Metro station, while many nearby residents decry the loss of parking spaces that would have to be removed. Originally, city staff proposed eliminating 37 spaces, noting that only three spaces were used on average, and that all affected houses have off-street parking.
However, instead of evaluating a compromise proposal city staff presented that would only remove some 27 spaces and carefully considering public comments, board members were clearly dismissive of the plan and its supporters. James Durham, vice chair of the Alexandria Bicycle and Pedestrian Advisory Committee, called the hearing "a disgrace."
At the first public meeting on September 18, it was clear that almost everybody considers this street unsafe. Street parking goes unused because residents worry aggressive drivers will damage their parked cars.
After that meeting and an informal consultation with members of the traffic and parking board, city staff decided to work on a compromise proposal. Their reworked plan keeps 10 of the 37 spaces, while adding three spaces on adjacent streets.
At the November meeting, 38 people spoke in favor of the proposal, most of whom were local cyclists. Bike lane supporters included representatives of the city's Environmental Policy Commission and Parks and Recreation Commission, who both submitted letters, as well as the chairman of the Transportation Commission. A teacher at T.C. Williams High School spoke on behalf of his students, and a member of the Coalition for Smarter Growth spoke on behalf of that organization, which includes two King Street residents.
Meanwhile, 18 individuals spoke out against adding bike lanes, citing safety concerns and doubting the effectiveness of the proposal. Others mentioned the need to keep the usually empty parking available for visitors.
During the hearing, members of the traffic and parking board displayed almost no interest in the public comments, asking few questions. But in a question directed at Jerry King, chairman of the bicycle and pedestrian committee, one member characterized bike lane supporters as wanting bike lanes or nothing. In fact, no one at the hearing took such a position.
When the leader of Tandem Tuesdays spoke of her weekly bike rides that pair cyclists with sight-impaired people on tandem bicycles, the traffic and parking board showed no interest in her community-building work or her safety concerns. Rather than ask Washington Area Bicyclist Association representative Gregory Billing about his organization's 3,500 participants and supporters in Alexandria, board members rudely asked if he was a city resident.
In the end, the traffic and parking board recommended that city staff implement pedestrian improvements but no bicycling improvements, retain all parking and come back later with a proposal that has "common ground" and "meat." But board members at no time acknowledged that the proposal was already a compromise.
The reality is that Alexandria is working to add transportation capacity by improving access to transit and by developing three new transit corridors. If successful, transit will enable many residents to bypass traffic and avoid the struggle of searching for parking on King Street and elsewhere.
Mayor Bill Euille, who was recently quoted in the press regarding Capital Bikeshare, said it best: "We don't want people driving their cars and parking, we want people to be using bicycles and walking."
However, achieving this vision is no easy task. At a time when City Hall is working to improve the public process through the What's Next Alexandria initiative, we need our boards to be relevant as well as responsive to residents and the vision of the city council. Based on the traffic and parking board's performance November 25, it's clear that board members are none of those things. Can our public decision-making process function when a few of the people leading that process do not act in good faith?
A version of this post appeared in the Alexandria Times.
The last time the sidewalk by the Van Ness Square demolition site was closed to pedestrians, it was a temporary measure. But the latest closure could last much longer.
Photo by Pat Davies.
Developer Saul Centers will tear down the shopping center and replace it with a new apartment building. At a pre-construction meeting last week, representatives from Saul told the community that the Connecticut Avenue sidewalk alongside the construction zone will be closed for two years. DDOT regulations won't allow a covered walkway because of underground construction that was too close to the street.
Instead, pedestrians would have to cross to the west side of Connecticut at Albemarle and Windom. By last Saturday, Saul had already closed off the sidewalk, and it was clear how dangerous this situation was going to be.
I saw a blind man walking north in the street and a man with a toddler on his shoulders coming toward him. Of course, the blind man could not see the large sign announcing the closed sidewalk, but the father definitely could.
ANC commissioner Sally Gresham was also out on Saturday afternoon and spent an hour monitoring "how folks were dealing with" the sidewalk closure. "The results are very scary!" she wrote. Gresham counted 102 people walking on Connecticut Avenue itself, including 6 young teenagers on skate boards, 22 strollers with 1, 2, or 3 adults, 35 people carrying bags of groceries or small children, 26 elderly people, and 13 people using canes, walkers, or leg braces.
Luckily, this was the weekend, and parked cars did provide something of a buffer between traffic and pedestrians. But I wondered about the march of pedestrians on automatic pilot during the Monday morning rush hour.
When asked if there will be a police presence to monitor the situation, Commander Reese of the 2nd Police District said the agency would pay attention to it, but did not have enough officers to have them out on the street.
On Monday morning between 8:30 and 9 a.m., I decided to take a look. Most pedestrians were crossing where they should:
All photos by the author unless noted.
But there were quite a number crossing mid-block and walking in the street.
People crossing mid-block on Connecticut Avenue.
People walking in the street.
And with no police in sight. I forgot they were only monitoring the situation.
I emailed the photos to DDOT, and Director Terry Bellamy replied, "I am alerting our Public Space Team to investigate and make recommendations." According to Saul Centers' Kimberly Miller, construction superintendent "Jason" met with DDOT inspectors, who noted that pedestrians weren't following the posted signs, but that the project still complied with DDOT requirements.
This is not a satisfactory outcome. After pondering the issue, and thinking of the places I have traveled that control pedestrian crossings a lot better than we do, the solution came to me on my afternoon walk. I went home and dashed off another email proposing that pedestrian path be controlled through fencing that allows people to enter stores but prevents pedestrians from crossing the street mid-block.
New legislation may also improve pedestrian safety around construction sites as well. The Bicycle Safety Amendment Act of 2013, which will take effect December 20, requires anyone seeking permits from DDOT to block a sidewalk or bike lane to also provide a "safe accommodation" for pedestrians and bicyclists to use instead.
As of today, the sidewalk is open again, but it's unclear for how long. Will the council's new legislation make a difference for pedestrians on Connecticut Avenue over the next two years? We will keep you posted.
A version of this post appeared on Forest Hills Connection.
Highway officials tell pedestrians to wear bright colors so motorists will see you and won't hit you. So why do drivers still crash into brightly-colored Dunkin' Donuts stores?
A driver crashed into a Dunkin' Donuts in Golden's Bridge, New York in 2010. Photo by Golden's Bridge Fire Department.
One incident involved a motorist who took ill while driving and died in the collision. Otherwise, only a few people were hurt. But the outcome could easily have been worse if someone had been standing in the wrong place.
The excuses drivers make when they strike pedestrians aren't available when they hit Dunkin' Donuts. "I didn't see it" would lack credibility. "It jumped out in front of me" even more so. It should be easy to assign fault when car and store collide.
Yet police chose not to cite the drivers who caused four of these crashes. (One driver died, the driver of a stolen truck is still being sought, and two police departments did not return my calls.) Law enforcement officers seem to think that motorists are under no legal obligation to control their cars. As a Dover, New Hampshire, police lieutenant explained, a woman who hit the gas pedal instead of the brake and smashed into a doughnut store committed no violation because she was sober and not texting.
Motorists have nothing special against Dunkin'. A consultant on retail store safety estimates that Starbucks might get hit as much as once a week. His advice to merchants is to put bollards out front.
Cars colliding with buildings should not be a normal part of life. They are a signal that our highway system is seriously out of whack.
Roads will never be safe unless drivers are held accountable for their ton of deadly steel. One way to start is with fewer lectures about how pedestrians should dress. If bright colors don't protect Dunkin' Donuts, they won't save those on foot.
If you're a pedestrian who uses a state road in upper Montgomery County, don't expect much help from the State Highway Administration (SHA).
That's the message in highway planners' response to a letter from the Action Committee for Transit (ACT) about pedestrian safety in the upcounty. ACT's letter asked SHA to look at 4 problem areas for pedestrians on state roads designed to prioritize driving over everything else.
At one location, SHA agreed to conduct a pedestrian audit, but did not agree to actually use its audit's recommendations. At 2 others, SHA declined to mark a crosswalk because not enough people use the unmarked crosswalk. And at the fourth, SHA declined to mark a crosswalk because it would inconvenience people in cars.
The first problem area is Germantown Road (Route 118) between Wisteria Drive and the I-270 interchange in Germantown. This stretch of road has up to 9 lanes of high-speed commuter traffic. At least 5 pedestrians have died there in recent years, including a student at Seneca Valley High School.
ACT asked for a pedestrian road safety audit, and SHA agreed to conduct one. This is a good start. But will SHA then do what its own audit recommends? SHA says only that they will evaluate "which suggestions [from the SHA audit] are warranted and feasible".
The second problem area is the intersection of Great Seneca Highway and Dairymaid Drive in Germantown. People who live in the townhouses and apartments east of Great Seneca cross here and then follow a desire path to the Kingsview Village shopping center. ACT asked for signs, pavement markings, and engineering so that people can cross safely and conveniently.
SHA responded that too few people cross this intersection on foot to warrant a marked crosswalk. In addition, they explained that a marked crosswalk would be more dangerous, because people might then feel safe crossing there, even though crossing there is not safe. How could SHA make crossing there safe? SHA's letter does not say.
The third problem area is the intersection of Clopper Road (Route 117) and Mateny Road in Germantown. Both drivers and pedestrians have died along this stretch of road in recent years. ACT asked for walk signals and high-visibility pavement markings for all 4 legs of this intersection, as well as signs to alert drivers about people crossing the street on foot.
SHA responded that there are plans (it's not clear whose) for improving the intersection for pedestrians, including marking the crosswalks across Mateny north and south of Clopper. Thus, 3 of the 4 legs will have marked crosswalks, instead of just one. This is good news. However, the fourth leg will still not have a marked crosswalk. SHA explained that a marked crosswalk is unnecessary because not enough people cross there.
The last problem area is the intersection of Route 355 (Frederick Road) and Shady Grove Road, between Gaithersburg and Rockville. A pedestrian needs eight and a half minutes to cross the street here. ACT asked for high-visibility pavement markings, signs, signals, and appropriate walk intervals for all 4 legs of the intersection, in conformance with the Shady Grove Sector Plan.
SHA explained that they can't mark the crosswalk in the south leg of the intersection, for 2 reasons. First, if drivers turn from northbound Shady Grove onto southbound 355 using the combined right-turn/through lane, they cannot see people in the crosswalk well. Second, the amount of car traffic makes a separate pedestrian-only signal phase impractical.
7 of the 11 pedestrian deaths in Montgomery County in 2013 so far occurred on state roads. The Montgomery County government says that "crossing the street [should not be] a death defying act" and that engineers should design and operate roads so that people on foot can use them safely and conveniently. Wouldn't it be great if SHA learned this lesson too?
Cleveland Park businesses say they need a service lane on Connecticut Avenue. But a new study says that most people walk, bike, or take transit to their shops, suggesting they need a bigger sidewalk instead.
The District Department of Transportation recently outlined four options for reconfiguring the service lane along Connecticut Avenue between Macomb and Ordway streets, built in 1962. The service lane has just 25 parking spots, but takes up most of the 24.5-foot wide space between the curb and the buildings, leaving just a narrow sliver of sidewalk.
The agency has now released a 330-page study of how people use this block, which found that 80% of Cleveland Park residents walk or bike to shops there, while 61% of all visitors arrive on foot, bike, or transit. The lane's awkward five-way intersections at Macomb and Ordway are unsafe too; a driver crossing there is 6 times as likely to have a collision than one at the bigger intersection of Connecticut and Porter one block away.
Let's talk about merchants, parking, and rush hour
The debate over the service lane is often seen as a conflict between local businesses and the neighborhood. Neighbors say they want more pleasant public spaces, pedestrian amenities, and gathering places, while the merchants say they can't survive without the service lane, ugly and hostile as it is.
But at the end of the day, we all want this commercial strip to thrive. Most days, I personally eat lunch somewhere on this stretch of Connecticut Avenue. My family depends on Brookville Supermarket for groceries and on CVS and Walgreens for convenience goods. We buy gifts at Wake Up Little Suzy and Transcendence, bread at Firehook, and beer and wine at CP Liquors. And we visit the Uptown Theater as well.
How can we deliver the most customers to our beloved neighborhood stores to make sure we continue to enjoy a vibrant commercial strip?
Just 12% of Cleveland Park residents and 31% of all visitors come by car. And the service lane doesn't bring that many customers overall. According to the study, average turnover for parking spaces ranges from 75 minutes on weekends to 87 minutes on weekdays. Assuming these spaces are full all the time (and they often aren't), the spaces serve a maximum of around 250 customers each day. Meanwhile, between 200 and 700 pedestrians pass through each hour.
Number of people arriving in Cleveland Park during a weekday evening rush hour.
Graphic by author using DDOT data.
And during an average weekday rush hour (from 4:30 to 7:30pm), the service lane delivers an estimated maximum of 85 people to the neighborhood. During the same three hours, 2,273 people exit the Cleveland Park Metro station and 215 people arrive by bus.
There are better ways to manage parking demand
Cleveland Park's commercial area has about 545 parking spots. Without the service lane, it would have 520. We could destroy the remaining sidewalks in the neighborhood to create parking lots, and then maybe we'd have 570 spaces. Either way, we can't make significant changes to overall parking inventory.
The service lane makes up a small fraction of Cleveland Park's supply of parking spaces.
Image from DDOT.
So it doesn't make sense to focus on the supply of parking, but rather demand management: encouraging turnover and improving the overall parking experience.
DC is one of many cities experimenting with performance parking, which uses variable pricing to ensure that on every block no more than 85% of parking capacity is used at any time. This means that when you need to park somewhere, there's always a spot for you. It also increases turnover, so that any given parking spot delivers more customers per hour.
Image from DDOT; annotations by the author.
We can also better manage the supply of parking by ending rush hour restrictions. This would reduce the number of northbound lanes on Connecticut Avenue at rush hour from three lanes to two, but it would give merchants the parking they say they want and help justify restoring the historic sidewalk. It would also improve safety; according to the study, 25% of collisions occur just during the two hours when there are reversible lanes on Connecticut Avenue.
Other major commuter routes in Northwest DC, like Massachusetts Avenue, Wisconsin Avenue, and 16th Street, function just fine with two lanes. "Road diets" of this sort are shown to have a negligible effect on throughput and drive times while vastly improving the pedestrian experience.
A question of neighborhood character
A few years back, when DDOT suggested eliminating 150 curbside spots on 18th Street to make room for wider sidewalks, local business owners were initially taken aback. But they eventually got behind the project, realizing that they had much more to gain by making space for pedestrians. The neighborhood is now much more pleasant as a result, and the commercial corridor is as lively and diverse as ever.
Ultimately this comes down to the kind of neighborhood Cleveland Park wants to be. To some, Cleveland Park is a strip mall where people stop, run an errand or two, and then keep driving. An alternative vision of Cleveland Park's future is one where people come and linger because it's a nice place to be.
Will some customers choose to go where parking is abundant? Perhaps. But Cleveland Park's competitive edge is never going to be that it's easy to park here. It's never been easy to park here, and it never will be. If we're going to talk about competing with other neighborhoods for customers, we should be thinking not of areas where it's easy to drive, but areas like Woodley Park or Dupont Circle, which are more welcoming to pedestrians and have more vibrant public spaces.
How to get involved
To express your support for restoring the historic sidewalk in Cleveland Park, write to ideas@CPtransportationstudy.com. You can also sign this petition and participate in this informal survey. DDOT will hold its third and final open house on this study Wednesday, November 6 from 5:30 to 8pm at the Cleveland Park Neighborhood Library, located at 3310 Connecticut Avenue NW.
Montgomery County police are finally paying attention to the needs of pedestrians. But officers on the beat don't seem to have gotten the message yet. Pedestrians have even been ticketed for crossing the street in a legal manner.
In May, the county's police department held their first "sting" targeting drivers who don't stop at crosswalks. Just last week, when a student was hit by a fast-moving driver while crossing Veirs Mill Road, the police told TV stations that mid-block crossings are allowed at that location. This is a sharp reversal from the past, when the police would sometimes say a collision occurred outside a crosswalk without explaining that it's legal to cross there.
But last week, a GGW reader in Bethesda spoke with an officer who was ticketing drivers making a forbidden turn into a residential neighborhood, but ignoring speeding violations on a street where many walk. Roads are made for cars, not pedestrians, she was told. The officer said that those on foot have a claim to safety in crosswalks only when drivers are kept away by red lights.
And earlier this month in Silver Spring, another GGW reader saw officers ticket pedestrians who were obeying the law. They were crossing Georgia Avenue mid-block between two intersections that don't have traffic lights. This is perfectly legal, as long as the pedestrian yields the right of way to oncoming cars. The same officers ignored genuine violations by drivers, who failed repeatedly to stop for people walking in the adjacent unmarked crosswalks.
The Georgia Avenue sting took place on August 13 between Fenwick Lane and Planning Place. Neither of these intersections has a stoplight. Under Maryland law, unmarked crosswalks exist at both intersections, but motorists seem unaware of that fact. When drivers don't know these crosswalks exist, and police don't try to educate the drivers, there's little reason for pedestrians to use them.
Green lines indicate marked crosswalks. Blue lines are unmarked crosswalks. The orange line is where ticketed pedestrians were crossing.
The distance between the nearest signalized intersections, located at Cameron Street and Spring Street, is 849 feet. The walk from halfway between the traffic lights to the signal and back takes 4 minutes. That is a lot of time to add to a short trip; traffic engineers consider an intersection "failing" when drivers are delayed by 80 seconds. Georgia Avenue is lined with offices, apartments, restaurants, and shops, so many pedestrians take the most direct route, as is their legal right.
What's the law?
Maryland law is very clear about where pedestrians can and cannot cross. And the Silver Spring sting occurred where it is legal to cross.
First, let's look at how crosswalks are defined in Maryland. The Maryland Transportation Code section 21-101 includes definitions for the terms relevant to transport. A crosswalk is defined as
that part of a roadway that is:While the third point may seem obvious, the first point is important to note. Any place where a street with sidewalks intersects another street, those sidewalks "extend" across the intersection, whether or not the department of transportation has put paint down.
- Within the prolongation or connection of the lateral lines of sidewalks at any place where 2 or more roadways of any type meet or join, measured from the curbs or, in the absence of curbs, from the edges of the roadway;
- Within the prolongation or connection of the lateral lines of a bicycle way where a bicycle way and a roadway of any type meet or join, measured from the curbs or, in the absence of curbs, from the edges of the roadway; or
- Distinctly indicated for pedestrian crossing by lines or other markings.
And while it's not directly relevant to this discussion, Maryland law also defines "sidewalk." It doesn't have to be a paved area. Even when a traditional concrete sidewalk is not present, crosswalks still exist at every intersection.
But pedestrians aren't required to cross only at crosswalks, either. Section 21-503 explains what their rights are:
Let's break this down. Pedestrians are allowed to cross at places other than crosswalks in certain circumstances. When crossing outside of a marked or unmarked crosswalk, pedestrians must yield the right-of-way to motorists.
- In general.
— If a pedestrian crosses a roadway at any point other than in a marked crosswalk or in an unmarked crosswalk at an intersection, the pedestrian shall yield the right-of-way to any vehicle approaching on the roadway.
- Where special pedestrian crossing provided.
— If a pedestrian crosses a roadway at a point where a pedestrian tunnel or overhead pedestrian crossing is provided, the pedestrian shall yield the right-of-way to any vehicle approaching on the roadway.
- Between adjacent intersections.
— Between adjacent intersections at which a traffic control signal is in operation, a pedestrian may cross a roadway only in a marked crosswalk.
- Crossing intersection diagonally.
— A pedestrian may not cross a roadway intersection diagonally unless authorized by a traffic control device for crossing movements. If authorized to cross diagonally, a pedestrian may cross only in accordance with the traffic control device.
Paragraph C is also important. It's illegal for pedestrians to cross a street when both adjacent intersections are signalized. Otherwise, it's okay to cross, so long as you yield to drivers.
The stretch of Georgia Avenue where Montgomery County police ticketed pedestrians does have two stoplights, at Cameron Street and Spring Street. But between them are two intersections without signals, at Fenwick Lane and Planning Place. That means this stretch is broken into 3 blocks, and it is perfectly legal to cross any any point in this stretch.
As a counter-example, take the block of Georgia between Ellsworth Drive and Colesville Road, in front of the Discovery Channel headquarters. Both of those intersections are signalized, and there are no intermediate intersections. Therefore, it is illegal to cross mid-block there.
Law requires drivers to stop for pedestrians in crosswalks
There are a few other laws that are noteworthy. Under section 21-502(c), it is illegal for any motorist to pass a driver stopped at a marked or unmarked crosswalk to allow a pedestrian to cross.
Section 21-502(a)(2) deals with when drivers must yield. In Maryland, waiting on the sidewalk is not enough. A pedestrian does not assert his or her right to cross until they step off the curb into the crosswalk. However, once the pedestrian steps into the crosswalk, they have the right-of-way on that half of the street, and they gain it on the other half when they step into the adjacent lane.
That means that if I'm crossing Georgia Avenue from west to east in a crosswalk, once I step into the southbound parking lane, the two southbound lanes must yield. Once I step into the leftmost southbound lane, northbound traffic must yield. I've found that a handy way to remind drivers to stop without endangering myself, when I'm walking to the grocery store, is to reach forward and wave my shopping bag in the next lane, but wait until the car begins to slow before I walk in front of it.
However, section 21-502(b) does make it illegal for a pedestrian to step out in front of a vehicle whose driver would not have time to stop. So although you ordinarily have the right-of-way at marked and unmarked crosswalks, you must let drivers pass first if they are too close to stop.
These laws set the basic framework for walkers, cyclists, and motorists to share Maryland roadways. With diligent and even-handed enforcement, we can have safer streets and more livable neighborhoods.
Last year, drivers hit nine people walking to school in Montgomery County, and residents are agitating for change. With classes starting this week, the county's Department of Transportation has taken a few small steps toward making the walk there safer, but it's not enough.
Tracy Simmons walks her two kids a mile to Bethesda Elementary every day. She says it's simply not safe, citing sidewalks too narrow to walk on, poorly-timed stop lights, and drivers who speed and don't yield to small children crossing the street. "Drivers need to stop thinking about their destination and be aware of what's going on around them," she says. "The streets are for everyone and everyone has the right to be safe while on them."
The Action Committee for Transit, a transit and pedestrian advocacy group, joined with the Washington Area Bicyclist Association and area parents to launch the Safe Walk To School campaign last spring, asking MCDOT to make small improvements that could make walking to school safer.
According to the National Center for Safe Routes to School, nearly half of all children between 5 and 14 walked to school in 1969. 40 years later, just 13% did. Studies show that kids who walk or bike to school are healthier, more independent and even learn better. But many parents won't let their kids walk to school due to fears about safety. Fast, wide streets that favor drivers can make walking to school quite dangerous.
Last year, a student died while walking to Seneca Valley High School in Germantown. Photo from Google Street View.
However, students at 2 county schools got a safer walk when classes started on Monday. At Bethesda Elementary in downtown Bethesda, MCDOT has lowered the speed limit on adjacent Arlington Road from 30 to 25 when school is in session. In February, a driver of an SUV hit a baby in a stroller in a marked crosswalk in front of the school.
Yesterday morning, members of ACT and local parents handed out flyers and balloons outside Bethesda Elementary to raise awareness about their campaign. Safe Walk to School's list of recommended safety improvements are small: they include a maximum speed limit of 20 and banning right turns on red in school zones, higher fines for speeding violations, more visible crosswalks, and changing traffic signals to give pedestrians more time to cross. But together, they could have a big impact on pedestrian safety.
ACT board member Ronit Dancis says one parent told her that he's physically pulled kids out of the intersection in front of the school to avoid cars making illegal right turns at a red light. "I've spoken with parents throughout Montgomery County who want their children to be able to walk (and bike) safely to school," says Dancis. "They are frustrated by how difficult it is."
And at Galway Elementary School in Calverton, MCDOT added new bumpouts and crosswalks, slowing cars down and making it easier for students to cross. Many students live within walking distance of Galway, which is one of the county's largest elementary schools with over 800 students, almost 2/3 of whom come from low-income families.
The school is located on a busy neighborhood street with other things kids might walk to, like a park, a church, and a swim club. But even those who live 4/5 of a mile away like my brother, a former student, rode the bus there instead.
Montgomery County is finally beginning to take pedestrian safety seriously. County police held a sting for drivers who didn't yield to walkers last spring, writing 72 tickets in 2 1/2 hours at one crosswalk on Veirs Mill Road in Wheaton. MCDOT is also doing community outreach, hosting events to raise awareness about safety issues.
The improvements are a small step in the right direction, but more work needs to be done. As recently as last year, MCDOT recommended that the school system bus students living across the street from Clarksburg Elementary to school so the agency wouldn't have to install a crosswalk.
And the agency has been reluctant to accommodate walkers outside of school zones as well. Traffic engineer Bruce Johnston told residents at a meeting in White Flint in June that if they want "complete streets" designed for pedestrians and bicyclists in addition to drivers, they should tell the governor.
Downtown Bethesda resident Wendy Leibowitz notes that walking to school isn't as new or foreign an idea as some make it sound. "I challenge [transportation officials] to think back to their own trips to school when they were young. Can we provide a similar safe walk to our kids?" she says.
"Or do we have to spend hundreds of thousands of dollars to bus children small distances so the kids can be home by 3:30 in front of a screen of some kind?" adds Leibowitz. "Then we hear lectures about childhood obesity and screen addiction."
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