Comments: MD-410 PSAP draft plan (Maryland, Support)

Posted on by Ayesha Amsa

Please accept these comments on behalf of the Coalition for Smarter Growth (CSG), the leading organization advocating for walkable, bikeable, inclusive, transit-oriented communities as the most sustainable and equitable way for the Washington, DC region to grow and provide opportunities for all. We also support and work closely with RISE Prince George’s, a group of county residents and allies advocating for policies and practices that build shared, sustainable prosperity in Prince George’s County by creating safe, walkable, inclusive and transit-oriented communities. The following testimony reflects the views of the Coalition for Smarter Growth.

Overall 

Thank you for the opportunity to comment on these SHA concepts for MD 410. We greatly appreciate the efforts of MDOT and SHA to address safety and access for all users through the Pedestrian Safety Action Plan process and the Complete Streets Program. We wish to endorse the thoughtful comments submitted by Dan Behrend. Here are additional specific comments: 

Removal of channelized turn lanes

We commend SHA for proposing the removal of several channelized turn lanes. We urge SHA to consider the removal of each channelized turn lane preserved in this plan and reconsider assumptions about when a channelized turn lane is necessary, and how turning movements can be managed for large vehicles with alternative designs. Additional measures to shorten crossing distances and slow vehicular turning movements should be implemented.  Removal of channelized turn lanes can be as simple as blocking the lane with wheel stops and vertical posts. See NACTO guidance on transit streets and large vehicles. 

Turning radii for intersections should be 15’ or 20-30’ effective turning radius where large vehicles are common. Review NACTO recommendations on design vehicle and effective turning radius here. If channelized turn lanes are not removed, we support the proposed mitigation of the lanes with narrowed travel way, tighter turning radii and signalization, though removal is almost always the better course of action.

Bicycle lanes

We commend SHA for proposing bicycle lanes or path for the length of the project area. We urge SHA to build vertically protected bike lanes rather than only striped or horizontally buffered. The wide travelway of six vehicle lanes and high vehicle speeds makes for uncomfortable and hazardous biking. Vertically separated bike lanes will also help reduce vehicle operating speed, making the roadway safer for all users. Bike lanes or a path could be placed behind the curb next to the sidewalk and street trees.

Here is a suggested right of way configuration:

Reduced operating speed

We commend SHA’s consideration of lowering posted speed limits to 30 or 25 mph, which is listed in the toolkit. I discussed this possibility with engineers at the open house. We ask that SHA consider all the techniques that can be deployed to design a roadway that achieves the lower operating speed goal. Lower design speeds can be partially achieved with narrowed travel lanes — to 10’ for inside lanes, and 11’ for outside lanes. We are concerned that the bus lanes that also serve as turn lanes will make lowering of operating speeds difficult and perpetuate risk for vulnerable users. Automated photo enforcement can also be a tool, but designing the roadway to engender the desired behavior from motorists should be the focus to achieving compliance with a 25 or 30 mph posted speed limit. 

Additional specific comments

  • MD 212 & MD 410: We commend the proposed removal of channelized right turn lanes. We also support other measures, such as tighter turning radius and signalization, to mitigate the hazards of channelized right turn lanes for people walking. However, we recommend removal of channelized turn lanes on all four legs of the intersection. All intersections should be designed to 15’ curb radii, and where needed, an effective radius of 20-30’ for larger vehicles. Note that effective turning radius accounts for bike lanes, on-street parking and other offsets. Larger vehicle turns can be accommodated by effective turning radii including turns into outside rather than inside receiving lanes, or even opposing lanes with accommodations such as recessed stop bars. 
  • We support sidewalk extensions to bus stops
  • We support 5’, but ideally 8’ bike lanes ask that these be made protected by vertical structures:- wheel stops, jersey barriers, or placed outside the curb next to the sidewalk/street trees. A good interim measure where no curb exists can also protect people walking.
  • Narrow travel lanes to 10’ inside lanes, and 11’ for an outside lane.
  • We support no right on red but this rule should be instituted for the entire project area due to the presence of pedestrians.
  • Remove channelized turn lanes at 23rd Ave. 
  • We support proposed dedicated bus lanes but ask that they be designed to reduce operating speed of general traffic and avoid their use by general traffic. Motorists often use these lanes as turn lanes, but also continue to use them as general traffic lanes. This pattern would continue if the bus lanes are not distinguished or enforced. The cross section for motor vehicles would largely remain the same, which means that high speeds would not be discouraged through design, presenting similar hazards to vulnerable road users. 
  • We support floating bus stops. These should be designed to accommodate bicyclists. 
  • We support protected bike lanes and possibly a two-way cycle track but request that these accommodations be made outside the curb, on the same level as, and next to the sidewalk/trees, to remove bikes from the same level as high speed motor vehicles. There is sufficient space between the curb and sidewalk for much of the right of way. 
  • Toledo Terrace and Toledo Road should both have tighter intersections with 15’ turning radii. Editors Park Drive and Eastern Ave should also have tighter turning radii for each leg of the intersection. 
  • We support no right on red – expand to all intersections. 
  • We support removal of channelized turn lanes at Eastern — but we urge removal from all intersections.
  • We recommend designating bikes okay in bus lanes where bike lanes are not constructed. 

Long-term 

Pedestrian bridge should be moot: in the long term, we seek to make the design of MD 410 render moot the pedestrian bridge over MD 410 which diverts pedestrians out of their way to cross the road. The roadway design should accommodate safe and convenient walking, biking, riding transit, and driving. The bridge is a sign of failure of the road that should be multimodal. 

Missing sidewalks should be built out: in the long term, we urge MDOT to accelerate construction of missing sidewalks for the entire project area. We ask MDOT to deploy temporary measures to foster safety and comfort for people walking or biking by using such tactical devices such as wheel stops and flex posts.

Thank you for the opportunity to comment.