14th Street Corridor Draft Environmental Impact Statement

PART 2

Crossing the Bridge West Side
• Cyclists come to west end of the 14th St bridge and are forced to take a sharp curve to the right. While the curve itself is not problematic, it is a blind curve – visibility of traffic coming up the ramp is obscured creating a risk of collision. Further, because of the wall / fence, bicycles cannot lean into the curve as would be required. This creates a dangerous and unpredictable situation.
• Bicycle traffic then comes down a hill where it is confronted with a T in the path. Up river and Down river both require an dangerous 90 degree turn. While NPS has added some asphalt to the intersection in response to cyclists comments, cyclists can still be seen jumping the path and biking over the grass in order to avoid the turn. This causes environmental damage and is dangerous. This T in the path needs to be revised to accommodate bicycle commuting traffic.
• Cyclists at this point have two choices: they can go up river over a mile to the first possible destination – well its not actually a destination – but the Memorial bridge. Its approximately two miles up river before a cyclists can actually enter Arlington. Down River is not much better; approximately 1.5 miles down river is the first access into Crystal City. Arlington’s proposal to have a bridge at the end of the 14th Street bridge that leads into Arlington would greatly facilitate bicycle traffic, reducing travel times, and creating greater incentives for bicyclists.

AA-2 Action Alternatives 2: Construct separated bicycle/pedestrian crossing of the Potomac River and add a grade-separated bicycle crossing of GWMP as proposed by Arlington County
Currently the bicycle infrastructure in the 14th Street bridge corridor is highly used, and its use is increasing dramatically. Capital Bikeshare traffic crossing this corridor is now almost constant. Regular bike commuters continue to grow, with traffic even in the middle of winter being regular and constant. During peak season and on weekends the existing bicycle infrastructure is already not adequate. As we look into the future, the growth of cycling traffic, and the desirability of encouraging bicycle traffic as congestion reducing and environmentally friendly, we should be concerned that the existing infrastructure is not adequate.
If the option of expanding the current bridge has been ruled out, that an addition bicycle crossing of the river would seem to be a necessity to handle anticipated and desired increased bicycle traffic. As Arlington has suggested, and as discussed with the above option, great care should be given to how such a bridge would terminate on either side of the river, including how traffic can safely cross Maine Ave, and how traffic can enter Arlington.

AA-3 Create integrated (DC-VA-NPS) bicycle system, including signing for commuters and other destination bikers.
Additional signage is prudent. Generally, experience cyclists know how to find bicycle routes using google maps and other resources, such as those provided by WABA.
What, however, is critical, is the collision between bicycle traffic and other forms of traffic, particularly tourist traffic. These are highly congested corridors. Washington, D.C. is of course the Nations Capital, and the National Parks are the pride of our city. The Cherry Blossoms create a tremendous draw to the area at its peak, while even during regular times, tourists enjoy this area. There also a high number of locals and tourists who enjoy Hains Point.
Well marked routes through this area can help alert those unfamiliar with the area to expect and yield as appropriate to bicycle traffic. Where tourists and bicycles share the same routes, signs can encourage proper etiquette, such as walking on the right, signaling when passing, and when signals are given, step to the right.
This corridor experiences a high mixture of traffic: buses, cars, taxis, pedicabs, bicyclists, pedestrians, locals, tourists, and workers. As these mix together, signage can help each participant to know where they are suppose to be and how they can navigate through safely and successfully.
Google maps provides a great resource for those who want to bike to know where the bike lanes are. The constant stream of bikes provides great notice to others that biking is an alternative through this corridor. Signs can help the non-bikers who are unfamiliar with the area know where the bike routes are.

These recommendations will make the bicycle infrastructure better, and improve safety.
Better bicycle infrastructure will mean that the bike routes are more closely associated to where the bicycles want to go. A bridge into Arlington at the west end of the bridge will open an entire new area of destinations for cyclists. Safe intersection crossings also mean faster intersection crossings, as cyclists would no longer wait for lights that they cannot trigger.
Better safer infrastructure and road crossings would mean fewer bicycle related accidents and fewer delays in traffic flows.
Better bike infrastructure, particularly on the east end of the bridge, will result in less confusion, and less of a gauntlet of run from path, to road, to sidewalk, to road, to sidewalk and through tourists.
All of this will improve bicycle access to SW Washington DC, particularly the Potomac Water front. Currently the Waterfront accesses the 14th Street bridge through Maine street, through narrow sidewalks, bad traffic lights, and dangerous crossings. The recommendations above would help address this.

In conclusion, the bicycle options are a vital park of the 14th St Corridor. The 14th Street bridge supports a tremendous volume of bicycle traffic. That bicycle traffic has a positive environmental impact. It reduces car traffic, reduces CO2 emissions, and reduces petroleum discharge (dripping oil) in the corridor and other car related debris. Bicycle infrastructure is cheaper to build on a per commuter basis, and it is cheaper to maintain.
In order to improve and increase bicycle traffic in the corridor, the bicycle routes at each end of the 14th Street bridge must be addressed. Bicycles need a safe route from the end of the bridge and into the city to the east side of Maine Ave. The more that bicycle traffic can be kept away from tourists and from motor vehicles, the better and the more the goals of this EIS can be achieved.