Category: Safe Streets for Biking and Walking

Sligo Creek Trail Crossing Safety Improvement Sign-on Letter

Posted on by Jane Lyons

Mr. Tim Smith

State Highway Administration

707 North Calvert Street

Baltimore, Maryland  21202

Dear Mr. Smith,

We, the undersigned, request the Maryland State Highway Administration (MDSHA) implement pedestrian and bicyclist crossing improvements at highways MD-212/Riggs Road and MD-410/East West Highway which intersect M-NCPPC Sligo Creek Trail and highway corridors near the park trail.

These popular Sligo Creek Trail crosswalks at state highway intersections present a significant threat to vulnerable pedestrians and bicyclists as a consequence of inadequate signal facilities, excessive driver speed for conditions, substantial crossing distances, several multi-threat travel lanes, exposure from high vehicle volume, lack of shoulders and center median (MD-410), and obstructed crosswalk visibility. In short, these crosswalk systems are compromised.

We request the following suite of Safe System elements be implemented by MDSHA to provide adequate crosswalk safety:  

  • Narrow Travel Lanes
  • Remove Visibility Obstructions and Barriers
  • Build a Pedestrian Island Refuge (MD-410)
  • Extend Bike Lanes (MD-212)
  • Implement a Road Diet (MD-212)
  • Implement Context-Driven Safe Speed
  • Upgrade the Crosswalk Beacons

These Safe System elements work together as an ensemble to keep vulnerable crosswalk users and drivers safe. These recommended Safe System elements are summarized in Table 1.

This is a major safety issue.

  • Vulnerable pedestrians and bicyclists on key trail crossings, which include school children, are currently exposed to high speed, high volume (23,000 vehicles per weekday) traffic, crossing several dangerous multi-threat lanes with inadequate or non-existent shoulders.  The crossing systems are also compromised by obstructed sightlines from the presence of blind (sag) curves, utility poles, and bridge wall visibility blockages.  
  • These compromised trail crossing systems have resulted in numerous documented Maryland State Police crashes resulting in the crossings being identified as medium to high pedestrian and bicyclists crash “crash hot spots” in the MDOT Maryland Bicycle and Pedestrian Master Plan (2019).

The design ignores equity and land use contexts.

Sligo Creek Trail is a major part of our transportation system.

Our request is consistent with MDOT/MDSHA’s “context driven” engineering guidelines. These MDSHA guidelines include safe speed limits, continental crosswalks, and specialized signals. Similar Safe System elements are being implemented by MDSHA through the MD-500/Queens Chapel Project. Prioritizing Sligo Creek trail crossings is also congruent with MDOT policy goals promulgated by the Maryland Bicycle and Pedestrian Master Plan (2019).

Finally, our Sligo Creek Trail crossing Safe System recommendations are consistent with Federal Highway Administration (FHWA) Safe Transportation for Every Pedestrian (STEP) recommendations, MDOT/MDSHA urban mobility-focused streetscape policy, and MDSHA cost-effective pedestrian safety countermeasures currently being undertaken.

Thank you for your urgent attention to making the M-NCPPC Sligo Creek Trail crossings safe.

Sincerely,

Capital Trails Coalition

Coalition for Smarter Growth

Table 1.  Crosswalk System Deficiencies, Risks, and Recommended Safe System Elements

Crossing System DeficiencyRiskRecommended Safe System ElementMD212 /Riggs RoadMD410 /East West Hwy
Excessive Crossing Distance, Pedestrian & Bicyclist Exposure, Streetscape Encourages High Driver SpeedPedestrian & Bicyclist Exposure, Unsafe Driver Speed especially with presence of blind curves and obstructionsNarrow Travel Lanes, Decrease Exposure, Encourage Drive Safe Speed, Decrease Stopping DistanceXX
Crosswalk Barriers, Utility Poles, Bridges, Walls, and Blind CurvesDrivers and Vulnerable Crosswalk Users fail to see each other, increasing risk of crashesRemove obstructions and barriers, improving visibilityXX
Speed Limit Excessive for Trail, School, and Shopping Urban EnvironmentLikelihood of death for Pedestrians and Bicyclists struck by vehicles traveling faster than 30 mph is HighImplement Safe Speeds consistent with Context-Driven multimodal, urban conditionsXX
Multi-Threat Travel Lanes, Excessive Crossing Distance, Streetscape Encourages High Driver SpeedDrivers Vision of Vulnerable Users Blocked, Significant Exposure to Vulnerable Users, Streetscape Encourages High Driver SpeedBuild a Pedestrian Island Refuge (24 inch wide) in Median, Reduce Exposure from Multi-Threat Travel Lanes, Encourage Driver Safe SpeedX
Multi-Threat Travel Lanes, Excessive Crossing Distance, Poor Driver/Vulnerable User VisionDrivers Vision of Vulnerable Users Blocked, Significant Exposure to Vulnerable Users, Streetscape Encourages High Driver SpeedExtend Bike Lanes on MD212 from Sargent to MD410/East-West Highway Intersection, Reduce Exposure from Multi-Threat Travel Lanes, Encourage Driver Safe SpeedX
Multi-Threat Travel Lanes, Excessive Crossing Distance, Poor Driver/Vulnerable User VisionDrivers Vision of Vulnerable Users Blocked, Significant Exposure to Vulnerable Users, Streetscape Encourages High Driver SpeedImplement Road Diet (6 ->4 Travel Lanes), Extend Crossing Queuing Area using Curb Extensions/Bump-Outs as supported by highway Volume/Capacity, Encourage Driver Safe SpeedX
Crosswalk Width (6ft) does not provide early warning of presence of Vulnerable Users in CrosswalkDrivers speed and braking distance is excessive for conditions; risk of collisions elevatedWiden Crosswalk width from 6ft to 10ft, an, Encourage Drive Safe SpeedX
Existing Circular Yellow Beacon Provides Inadequate Vulnerable User Crosswalk Safety for Highway Speed, Crossing Distance, Multi-Threat Travel Lanes, High Vehicle Volume and Vulnerable User Demand, Lack of Shoulders and Median, and Obstructed VisibilityNumber of Crashes at and near crosswalks is high, risk of serious injuries and fatalities is significantUpgrade crossing signal to Pedestrian Hybrid Beacon / HAWK or Full Signal (preferred) to provide adequate crosswalk safety for Vulnerable UsersX
Existing Circular Yellow Beacon Provides Inadequate Vulnerable User Crosswalk Safety for Highway Speed, Crossing Distance, Multi-Threat Travel Lanes, High Vehicle Volume and Vulnerable User Demand, Lack of Shoulders, and Obstructed VisibilityNumber of Crashes at and near crosswalks is high, risk of serious injuries and fatalities is significantUpgrade crossing signal to Rectangular Rapid Flashing Beacon (RRFB), Pedestrian Hybrid Beacon / HAWK (preferred) or Full Signal to provide adequate crosswalk safety for Vulnerable UsersX

RELEASE: CSG and Montgomery Open Streets Coalition Ask SHA for 19 Miles of Shared Streets

Posted on by Jane Lyons

July 1, 2020

Mr. Greg Slater

Maryland Secretary of Transportation

7201 Corporate Center Drive

Hanover, MD 21076

Mr. Tim Smith, Administrator

Maryland State Highway Administration

707 North Calvert Street

Baltimore, MD 21202

RE: Shared Streets Treatments on Maryland State Roads in Montgomery County

To:  Tim Smith MD SHA Administrator

Dear Secretary Slater and Mr. Smith,

On behalf of the undersigned organizations, we would like to offer a list of State Highways that would benefit greatly from a “Shared Streets” approach as is being used by Montgomery County Department of Transportation. Recently, SHA itself coordinated with MCDOT and Councilmember Tom Hucker’s office in the closing of the right northbound lane on MD-97 in downtown Silver Spring to facilitate outdoor dining.

We are proposing a similar treatment of longer stretches of some State roads to promote greater connectivity for bicyclists and pedestrians and make it safer for those who do not want to drive or do not have access to a car to make trips throughout Montgomery County walking or by bicycle. These could be commuting to work trips, or shorter ones to go buy groceries, visit the doctor, connect with trails or do other errands. It is vital to provide alternatives to cars that are safe, affordable and are useful in getting people between different parts of the County or even within a short radius of where people live.

The list below amounts to almost 19 miles of state roads. We understand that SHA may want to pilot this concept of partial closures to cars and suggest that the stretch on University Boulevard is a good place to start as it would connect the Wheaton CBD with Sligo Creek Parkway and neighborhoods east of the Parkway as well.

We look forward to your response and hope that you can work with MCDOT and members of the Maryland House and Senate and the Montgomery County Council.

Here is the list of roads we propose as candidates for a Shared Streets approach:

  1. University Blvd/MD-193 from Colesville Road/MD-29 to Viers Mill Road/Md-586 (3.0 mi) (Connects from Four Corners neighborhood to Sligo Creek Parkway and Trail to Wheaton CBD)
  2. Viers Mill Road/MD-586 from MD-193 to Matthew Henson Trail (works best in pairing with no. 1 above (2.7 mi) (Connects Wheaton CBD to Matthew Henson Trail)
  3. Frederick Road/MD-355 from Germantown Road/Md-118 to MIddlebrook Road (.8 mi) (Connects Montgomery College/Germantown Campus and Holy Cross Hospital/Germantown)
  4. Piney Branch Road/MD-320 from Sligo Creek Pkwy to New Hampshire Ave/MD-650 (1.4 mi) (Connects Sligo Creek Parkway and Trail, New Hampshire Elementary School, Flower Ave and Northwest Branch Trails)
  5. Old Georgetown Road/MD-187 from I-495 to Executive Blvd (2.6 mi) (Connects Bethesda Trolley Trail, Ratner Museum, Wildwood Shopping Center, Josiah Henson Museum and White Flint)
  6. Georgia Ave/MD-97 from Norbeck Road/MD-28 to OlneySandy Spring Road/MD-108  (3.5 mi) (Connects Leisure World, ICC Trail and Olney CBD)
  7. Georgia Avenue/MD-97 & 16th Street/MD-390 from I-495 Overpass to Colesville Road (1.5 mi) (Connects Forest Glen Metro and Montgomery Hills Shopping Center)
  8. East-West Highway/MD-410 from Georgia Ave/MD-97 to Connecticut Ave/MD-185  (3.2 mi) (Connects Silver Spring CBD, Rock Creek Trail, and Chevy Chase) 

Paul Goldman, President, Action Committee for Transit

Jane Lyons, Maryland Advocacy Manager, Coalition for Smarter Growth

Alison Gillespie, President, Forest Estates Community Association

Kristy Daphnis, Chair, Pedestrian Bicycle Traffic Safety Advisory Committee

Peter Gray, Vice President, Board of Directors, Washington Area Bicyclist Association

cc: Montgomery County State Delegates and Senators, Montgomery County Council, Director MCDOT

Open Streets Letter to Montgomery County Officials

Posted on by Emily Maurer
Open-Streets-Letter-FINALDownload

May 9, 2020

To: The Honorable Marc Elrich

Montgomery County Executive

101 Monroe Street, 2nd Floor

Rockville, MD 20850

Mr. Michael Riley, Director

Montgomery County Department of Parks

9500 Brunett Avenue

Silver Spring, MD 20901

Re: Opening Streets to Pedestrians/Cyclists and Closing them to Vehicles    

Executive Elrich, Mr. Riley and Members of Council:

We would first like to express our gratitude for the County’s recent opening of some streets within its parks system to pedestrians/cyclists and to close those road segments to cars. We urge you to consider expanding this “open streets” concept to address the needs of citizens during the COVID-19 lockdown.

We appreciate how hard it is to manage public spaces during the recent global pandemic. Around the world, park managers and elected officials have struggled to find the right balance between public access to open space and public health and safety concerns. We welcome Montgomery Parks’s decision to open parts of Sligo Creek Parkway, Beach Drive and Little Falls Parkway to people on foot and bicycles during April of this year. Exercise is essential to maintain a strong immune system, and many people lack a yard or outdoor private space where they can run and play or bike. It is also essential for people to get sunshine, Vitamin D, fresh air and a change of scenery. Getting out of one’s home, especially if one’s living space is small, is also vital for mental health.

In the weeks since those park-adjacent streets were opened to people three days a week, the public has generally followed public health recommendations and used the extra space to spread out from one another and stay six feet apart. We also note that response to the street openings has been overwhelmingly positive.

Given that COVID-19 and its related social distancing may be with us for a prolonged period, we would like to ask that the county expand the open streets concept.

Specifically, we would like to ask for the following:

1)  That the Montgomery County Parks Department to confirm that the three roads will continue to be open to non-vehicular traffic for the duration of the pandemic. The original announcement was only for April.

2) Allow for more hours of open street time each week.  Currently, those are open to pedestrians and cyclists each Friday through Sunday from 9am-6pm.  We request that they be open all day, seven days a week during the pandemic

3) That the entire length of Sligo Creek Parkway – from New Hampshire Avenue to University Avenue – be open for non-vehicular traffic on the open street days. We would also like to have Beach evaluated for a longer span of closure. Currently there are gaps in the closures, even on “closed” weekend days, despite the fact that adjacent neighborhoods can be accessed from other entrance points/arteries. This should not be a concern given the lockdown dictates that no one should be driving unless it is deemed essential.

4) We understand that the Montgomery County Department of Transportation (DOT) and Montgomery County Park and Planning Commission (MNCPPC) is currently evaluating closing to through traffic some of the designated “Neighborhood Greenways” as listed in the county’s Bicycle Master Plan. These closures to vehicles could be part of a special event, one that connects several neighborhoods as a long, one-day-only walk or ride that would still honor social distancing but provide people with a way to exercise safely, away from high speed traffic. Or, closures could be done on some regularly scheduled basis, such as once a month or each Sunday during COVID lockdown.

4) DOT and MCPPC should consider “hybrid” solutions to meeting the need of the public not near any of the larger parkways currently being closed off.  These solutions would provide for more access to the outdoors so that social distancing during exercising, as well as social interaction are feasible for all. In the time of COVID we all want to discourage congregating, but neighborhoods could ask to have some streets made into bike and pedestrian-only routes for exercise with social distancing. Permits could be applied for, and citizens would be the ones to close off the streets during particular days and hours, just as they do during block parties.

We appreciate your time and consideration of these requests and look forward to working with you on implementing workable scenarios that will help residents in the most crowded parts of the county stay healthy during COVID lockdown.

Sincerely,

Paul Goldman, President, Action Committee for Transit

Jane Lyons, Maryland Advocacy Manager, Coalition for Smarter Growth

Alison Gillespie, President, Forest Estates Community Association

Kristy Daphnis, Chair, Pedestrian Bicycle Traffic Safety Advisory Committee

Peter Gray, Vice President, Board of Directors, Washington Area Bicyclist Association

cc: Montgomery County Council

Open Streets Letter to MD SHA

Posted on by Emily Maurer
Open-Streets-Letter-Slater_SHA-May-20-2020Download

May 20, 2020 

To: Greg Slater 

Maryland Secretary of Transportation

7201 Corporate Center Drive

Hanover, Maryland 21076 

Mr. Tim Smith, Administrator

Maryland State Highway Administration

707 North Calvert Street Baltimore, MD 21202 

Re: Opening Streets to Pedestrians/Cyclists and Closing them to Vehicles 

Secretary Slater and Administrator Smith: 

We urge you to consider implementing an “open streets” concept under which SHA would partially close certain State Roads to address the needs of citizens during the COVID-19 lockdown. This concept was noted in an April 8, 2020 Q&A session with Secretary Slater and Maryland Advocates For Sustainable Transportation . In that session, Secretary Slater acknowledged the possibility of an “open streets” implementation on some State roads as long as the neighboring households and businesses were consulted. 

We appreciate how hard it is to manage public spaces during the recent global pandemic. Around the world, state agency managers and elected officials have struggled to find the right balance between public access to open space and public health and safety concerns. Such strategies have been implemented in Bogata, Columbia; Paris, France; Oakland, CA; and other places around the World. Closer to home, in Maryland, we applaud Montgomery Parks’s decision to open parts of Sligo Creek Parkway, Beach Drive and Little Falls Parkway to people on foot and bicycles during April of this year. 

Exercise is essential to maintain a strong immune system, and many people lack a yard or outdoor private space where they can run and play or bike. It is also essential for people to get sunshine, Vitamin D, fresh air and a change of scenery. Getting out of one’s home, especially if one’s living space is small, is also vital for mental health. Additionally, having such safe space on our State roads for using alternatives to cars in order to do shorter trips (under 3 miles in length) to work and other essential trips, is also vital. It therefore is critical that the creation of such space be done on an equitable basis in which streets are chosen that will serve all communities, particularly lower income and more diverse communities. We also note that the response to the street openings has been overwhelmingly positive. 

Given that COVID-19 and its related social distancing may be with us for a prolonged period, we would like to ask that the State Highway Administration engage in implementing the open streets concept. 

Specifically, we would like to ask for the following: 

1) MD SHA, in cooperation with County/Municipal departments of transportation draw up a list of State roads which would be eligible for partial closures of car traffic lanes for use by pedestrians and bicyclists. 

2) After drawing up such a list, MD SHA move to implement such lane closures, perhaps with a small number of pilot roads designated, with a larger number being designated for such lane closures and implementation of those plans. 

We appreciate your time and consideration of these requests and look forward to working with you on implementing workable scenarios that will help residents in the State stay healthy during the COVID lockdown. 

Sincerely, 

Paul Goldman, President, Action Committee for Transit 

Jane Lyons, Maryland Advocacy Manager, Coalition for Smarter Growth 

Alison Gillespie, President, Forest Estates Community Association 

Kristy Daphnis, Chair, Pedestrian Bicycle Traffic Safety Advisory Committee 

Peter Gray, Vice President, Board of Directors Washington Area Bicyclist Association 

cc: Chris Conklin, MCDOT 

Marc Korman, Maryland State Delegate

Jared Solomon, Maryland State Delegate

Marc Elrich, Montgomery County Executive

Montgomery County Council

STATEMENT: Call to Action for Local Officials on Equity and Sustainability

STATEMENT: Call to Action for Local Officials on Equity and Sustainability

Posted on by Emily Maurer
Call to Action 05.21.2020Download

For immediate release

May 14, 2020

Contact: Stewart Schwartz | 703-599-6437 (cell)

Cheryl Cort | 202-251-7516 (cell)

A call to action for sustainable and equitable communities in the wake of COVID-19

The COVID-19 crisis has exposed long-standing inequities and highlights the need and opportunities for fundamental reforms. The saying, “never waste a crisis,” is true and we urge our elected officials, government staff – all of us — to work together and take-action now to address the following 10 priorities:

1)    Provide living wages and health protection for essential workers – people who work in public safety, health care, transit, grocery stores and the food supply network, pharmacies, trash collection, teachers, day care and elder care, and a range of other occupations are our essential workers, and should be paid a living wage and provided the health protection and security they need.

2)    Provide affordable housing and a real economic safety net – far too many people live day-to-day with no margin of safety and need a living wage and rental assistance; affordable, clean, and secure homes; health care; day care; affordable transit; and the opportunity to save and climb the economic ladder. 

3)    Provide equitable access to health care and healthy environments – far too many people lack access to good health care and need nearby and equitable access to primary care and specialists, fresh healthy food, parks and recreation, safe places to walk and bike, and clean air and water.

4)    Address racial disparities now – the racial disparities in COVID-19 illness and death, and in access to health care, job losses, share of workers in essential services with exposure risks, exposure to air pollution from highways, and risk of eviction and homelessness have never been more starkly exposed and must be addressed with the equivalent of a Marshall Plan.

5)    Slash air pollution – air pollution has long contributed to respiratory and cardiac illness and has recently been found to contribute to higher levels of COVID-19 illness. We are seeing dramatic drops in air pollution due to the big decline in driving, with clear blue skies across the world, and should not waste this opportunity to slash air pollution from cars, trucks, and industry.

6)    Slash greenhouse gas emissions – similar to other pollution, emissions of CO2 during stay-at-home orders have plunged — to 1995 levels. Oil demand has also declined 30% to 1995 levels. The health and economic causes of the decline are absolutely nothing to cheer, but the decline reminds us of the imperative and the opportunity to rapidly shift to renewable energy and electric vehicles, green buildings, and reduced driving through transit and walkable communities. Moreover, the societal and economic disruption of the pandemic illustrates why we must head off the disruption that would come from uncontrolled climate change – in which a warmer planet will fuel more disease pandemics along with rising sea levels, flooding, droughts, fires, and human dislocation.

7)    Provide streets for people – the disappearance of traffic on city and suburban streets, the booming demand to walk and bike, and the lack of enough safe space for walking and bicycling, starkly illustrates how much of our public space is consumed by cars. We have a unique opportunity to widen sidewalks, and install protected bicycle lanes and dedicated bus lanes, creating more livable communities with fewer cars, and reduced air and noise pollution.

8)    Expand parks and open space – we are learning how important it is to have nearby parks and greenways for our health and well-being, and that too many people lack parks and trails that they can safely walk to. We need to expand our park, greenway and trail networks as part of walkable, sustainable communities.

9)    Save, restore, and expand transit – Transit, especially our buses, has been critical during COVID-19 to getting health care and other essential workers to their jobs. We’ve seen that transit is truly an essential public service. We need personal protection for transit drivers and riders, and enhanced, frequent cleaning. Looking ahead, the economic recovery of our cities and our metropolitan region will depend on the restoration of transit – which supports growth with less traffic and pollution. We will also need expanded transit to fight climate change. We must prioritize funding for transit, dedicated bus lanes and network redesigns for frequent, reliable service, and expanded access to transit for those most in need.

10) Invest in urban placemaking – The past two decades have seen a boom in our cities, towns and urbanizing suburban communities because of the economic, social, creative, health, and environmental benefits, including fighting climate change. Contrary to the charges of those who advocate against cities, what we are facing now is a health crisis and a failure to plan and act to stem a pandemic, not a failure of walkable urban places. We are social creatures and coming together has been key to the progress of civilization, innovation, the arts, and society. Looking ahead we must continue to invest in urban places while addressing the areas where we have fallen short, in affordable housing, equitable access to health care, healthy food, parks and safe streets, and in frequent, reliable and affordable public transit. 

In summary, we call on our leaders to place top priority in the following areas for social and economic equity, opportunity, and action:

  • Racial and social equity                 
  • Affordable housing
  • Tenant protection
  • Living wages
  • Worker safety
  • Health care
  • Healthy food
  • Day care and elder care
  • Education and teachers
  • Safe streets
  • Parks, greenways and trails
  • Transit
  • Clean air and clean water
  • Climate change
  • Walkable, inclusive, transit-oriented urban places

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CSG Comments on Thrive 2050 Draft Vision and Goals

Posted on by Emily Maurer

April 15, 2020

Montgomery Planning Board

8787 Georgia Avenue

Silver Spring, MD 20910

Re: Montgomery Thrive 2050 Draft Vision and Goals

Dear Chair Anderson and Planning Commisioners:

Thank you for the opportunity to provide written comments on the draft vision and goals for Thrive Montgomery 2050. We understand that this is a challenging time due to the coronavirus crisis. The Planning Department’s quick shift to virtual meetings, community engagement, and public testimony is commendable, and we are pleased to see the department’s work plan continue on. We hope that this is an opportunity for the department to experiment with more inclusive, transparent community engagement strategies, which can then be incorporated into outreach going forward. 

The Coalition for Smarter Growth strongly supports the draft vision and goals. The concept – a web of complete, mixed-use communities connected by vibrant transit and green corridors – is strong and builds off of the revolutionary “wedges and corridors” idea. We especially support the strong language around housing, including on ensuring affordability, diversifying the housing stock, and considering housing a right. We are also pleased with the vision of a county no longer developed around the automobile. 

One significant critique of the draft is the language used in reference to transportation. We need to be firm about our commitment to public transit, walking, and biking as the future of transportation in Montgomery County. In recent years, the term “multi-modal” has come to be used as an excuse for continuing car-centric planning standards. If we’re going to significantly alter mode share over the next 30 years, it’s not enough to be multi-modal – we must be transit first. 

As a component of our advocacy for Thrive, we have worked with the community to organize Montgomery for All, a grassroots group committed to ensuring that Thrive paves the way for an equitable, sustainable, prosperous future grounded in the principles of smart growth. We have created a platform with ten goals that we would like to see fully included and built upon in Thrive. Many of our goals are included in this draft, but could be stated more explicitly and expanded upon. Please see our specific feedback below, which addresses these concerns: 

Thrive 2050 Vision: 

• Convenient: We urge you to be stronger and more specific in the goals. “Most” or “many” does not create a bold vision for the future and can be ignored. 

• Healthy: If we can set a goal that every resident lives within a 15 minute walk to a park, then we should also be able to set the same goal for the other components of complete communities, especially healthy food and frequent transit. 

1. Complete Communities: 

• Goal #1: The idea that makes the concept of “complete communities” work is a time constraint on how long it takes to access certain amenities without a car. This has been done by all other communities which have adopted this planning goal, including Paris (15 minutes), Portland (20 minutes), and Copenhagen (5 minutes). We recommend that Thrive adopt 20 minutes as a goal for accessing the required amenities of a complete community. This should become a guiding principle for all future master plans. 

• Goal #4: Equal treatment does not necessarily mean equal outcomes or opportunity. The focus should be on equal outcomes, such as socioeconomic mobility and quality of life measurements, rather than on equal treatment. 

2. Connectedness: 

• Goal #2: We commend the goal of making government planning and decision-making processes accessible, transparent, and easy for all to understand and participate in. In addition, we’d like to see this goal explicitly state the importance of government actively going out into the community for engagement on major actions, rather than expecting the community to come to government. 

3. Diverse Economies: 

• Goal #5: One of Montgomery for All’s goals is to minimize the displacement of small businesses. Thus, we would like this goal to include the protection of small businesses in addition to identifying and removing barriers to establishment and expansion. 

4. Safe and Efficient Travel: 

• Vision: 

o The vision should state that in 2050 heavy reliance on private vehicle “has shifted” rather than “is shifting.” It is essential to shift well before 2050 if the county is to meet its net-zero greenhouse gas emission goals by 2035.

o The frequency of transit is not mentioned in this vision. We know that the two major factors that drive transit use are frequency and reliability.

o We would like to see more about how to county envisions micromobility, autonomous vehicles, and ridesharing playing into the transportation system in 2050. These technologies, especially autonomous vehicles, have both potential positive and negative impacts. Thrive is the place to start thinking through how the county will manage those impacts.

o We urge that the vision include language stating that no new highways will be built, especially during our climate emergency or in the current and likely longer-term challenging budgetary environment. 

• Goals: 

o Goal #1: In addition to shifting mode share, we should also establish goals to reduce vehicle miles traveled (VMT). Both goals should be specific and measurable.

o Goal #4: “Multiple travel options” is often repeated throughout this document. However, we would argue that this vision is no different that our current transportation system. Residents may have the option to choose between a private vehicle and local bus service, but because of planning and policy decisions, the private vehicle options is much more attractive than Ride On. Well before 2050, public transit, walking, and biking not only need to be a competitive choices, but also need to be the modes of choice. 

5. Affordability and Attainability: 

• Goal #1: The safety of housing should also be a goal, in addition to type, size, affordability, and location. 

• Goal #2: We would like to see stronger language than “most new housing,” and not only should new housing be in mixed-use locations, but locations that are complete communities. 

• Goal #3: If the county is going to consider housing a right, then we need to set bolder goals than continuing our existing programs. Housing as a right should fundamentally alter how the county approaches housing. 

6. Healthy and Sustainable Environment: 

• Vision: 

o By 2050, all vehicles owned and operated by the county should be zero-emissions. Similarly, biking, walking, and public transit should be the most common modes of travel.

o We would like to see more about net-zero energy buildings in the vision statement. Will all new buildings be net-zero? Were we able to retrofit existing buildings in an equitable way? 

• Goals: We believe that more than three goals are necessary, given the complexity, ambition, and number of topics addressed in the vision statement. 

7. Diverse and Adaptable Growth: 

• Vision: We support the vision that regulatory mechanisms to support development should be nimble, focused on design excellence, and achieve measurable, equitable outcomes. However, we’d like to see equity in diverse and adaptable growth explored further and defined in this context. 

• Goal #3: We strongly support this goal and ask that the adequate public facilities ordinance, capital improvements program, taxes and fees, and review and permitting processes all be reviewed and considered when developing policies and actions for Thrive. 

8. Culture and Design: No comments. 

Sincerely, 

Jane Lyons

Maryland Advocacy Manager

Coalition for Smarter Growth

RELEASE: Streets for People – for Health and Safety During COVID-19 and Beyond

Posted on by Emily Maurer

For immediate release

April 15, 2020

Contact: Stewart Schwartz

703-599-6437 (cell)

stewart@smartergrowth.net

Streets for People – for Health and Safety During COVID-19 and Beyond

Today, the Coalition for Smarter Growth urged local governments to take action to provide more public street space for people walking and biking and using other modes of micro-mobility. “If health authorities permit people to be outside, provided they ensure a minimum of 6-foot physical spacing, then local governments need to provide more space for people to walk and bike safely,” said Stewart Schwartz, Executive Director of the Coalition for Smarter Growth. 

“In many communities, people are finding that the sidewalks are too narrow and that they need to walk in the streets to maintain safe physical distance. Some neighborhoods need but lack nearby parks, meaning that public space on the streets becomes particularly important. In the suburbs, many streets completely lack sidewalks,” said Schwartz. “This is not just about walking for health. It’s also about creating safer places for essential workers who need to get to work by walking, biking, or taking the bus, and about people who need to pick up or have delivered food and medicine,” said Schwartz.

“With the leadership of our local elected officials, we believe action can be taken to close streets to car traffic and expand areas for safe walking and bicycling. We know other cities around the U.S. are doing so, including Oakland, Boston, Minneapolis, and Denver. DC, Baltimore, Richmond, and our suburban jurisdictions can and should take similar action,” said Schwartz.

“Meanwhile, with car travel down dramatically, we can not only see how much public space we have given over to motor vehicles, but also how much pollution is generated by driving,” said Schwartz. 

According to INRIX, personal vehicle trips are down over 40% nationwide, and roads in DC and the surrounding suburbs are noticeably less trafficked. Meanwhile, metropolitan regions around the world are seeing major reductions in air pollution, including particularly harmful PM2.5 particulate pollution from vehicles that can lodge deep in the lungs. PM2.5 pollution has long contributed to a number of chronic respiratory illnesses, and a Harvard University study suggests a causal connection between PM2.5 air pollution and deaths from coronavirus. “This should spur action coming out of this crisis to address driving and pollution,” said Schwartz.

“The crisis gives us the opportunity to envision and create a world with less traffic, noise, and dangerous air pollution. We hope it inspires people and our elected officials to see the livability advantages in creating an extensive network of dedicated, protected bike lanes, wider sidewalks, trails and greenways, and dedicated bus lanes. Combine these with rapid electrification of bus fleets and personal vehicles, and our communities will be cleaner, healthier, quieter and more livable,” concluded Schwartz.

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