Amherst Ave to Arcola Ave

MD 193 (University Boulevard) Amherst Ave to Arcola Ave: Multi-Modal Shared Streets Pilot Project

user Joseph Moges Urooj Zafar Derek L. Gunn Claudine Myers Winstina Hughes

THE CHALLENGE

The demand for access to outdoor recreational amenities increased amid COVID-19 pandemic restrictions. In response, the Maryland Department of Transportation State Highway Administration (MDOT SHA) pursued non-traditional means to serve increased pedestrian and bicyclist traffic in an effort to support our most vulnerable users. The MD 193 (University Boulevard) Multimodal Shared Streets Pilot Project (the Pilot) studied how a public transportation agency could meet this demand while simultaneously balancing mobility, access, and safety for cyclists, drivers, and pedestrians.

THE ROADWAY

MD 193 is classified as an urban principal arterial along this 1.35-mile corridor segment in Montgomery County, Maryland. Located in an urbanized area, the segment has several multimodal traffic generators from housing and commercial developments, mass transit, parks, recreational facilities, and hiker-biker trails. The existing typical section consists of six travel lanes, no shoulders, and continuous sidewalks (Figure 1). The posted speed limit is 35 MPH and the Average Annual Daily Traffic (AADT) volume is approximately 27,900 vehicles. [MDOT SHA Data Services Division, 2020 Montgomery County Highway Location Reference, pg 87] The eastbound and westbound lanes of MD 193 are separated by curbed medians, with directional access restricted to median breaks. The roadway features five signalized intersections and five unsignalized intersections as well as several driveway access points.

Figure 1: MD 193 Typical Section - Existing & Proposed. (No source. Image generated by MDOT Staff)

Figure 2: Achieving a Balanced Road Design rendering (top) and implemented improvements at the MD 193/ Sligo Creek Parkway intersection (top). Images by MDOT.

THE IMPROVEMENT

The Pilot implemented a road diet on MD 193 between Amherst Avenue and Arcola Avenue, in which part of the roadway used for vehicular travel were temporarily repurposed into dedicated bike lanes for cyclists, adjacent to curbs along westbound and eastbound MD 193 (Figure 2). MDOT SHA staff accounted for points of conflict and sources of congestion that create challenges when retrofitting improvements. They studied driver access and navigation, mapped public transit stops, highlighted recreational facilities, and identified commercial and residential zones. Staff considered: • How cyclists were integrated into the existing roadway network; • The pavement condition, including uneven pavement joints and potholes; • The importance of a continuous sidewalk with a path free of obstructions; and • The presence of clear signing and visible markings to support pedestrian crossings within the corridor.

PROJECT PARTNERS

Collaboration was key for the successful implementation of the Pilot. MDOT SHA engaged Montgomery County Department of Transportation (MCDOT), Washington Metropolitan Area Transit Authority (WMATA), Montgomery County Ride On, Maryland National Capital of Parks and Planning Commission (M-NCPPC), Montgomery County Police, Washington Area Bicyclist Association (WABA), local elected officials and local residents. These stakeholders had intimate knowledge of the corridor not easily discerned from traffic counts and site visits. Both WMATA and Montgomery County Ride On each supplied a bus and drivers familiar with the corridor to perform bus navigation tests. Cones were placed along the curb lanes to simulate a road diet. Bus drivers approached their stops under normal traffic conditions and merged in and out of delineated spaces. Cones were adjusted based on input from drivers.

Safety protocols, in the form of driver education and training, were in place to avoid potential conflicts with cyclists. Bus drivers regularly provided feedback through the duration of the Pilot project and modifications were made by MDOT SHA Maintenance forces.

Exhibit A: Project partners

THE DESIGN

MDOT SHA pursued a design to accommodate a single directional bike lane in both the eastbound and westbound direction of the corridor segment. Flex posts were used to separate the motorized travel lanes from the repurposed curb lanes (Figure 3). White paint was used for lane shifts and bike symbols and green paint was used to highlight bike crossings. White reflective thermoplastic markings were used for yield bars on the approach to bus stops. On side streets signs were installed to alert motorists to “BIKE LANES AHEAD”

Figure 3: WMATA Transit Bus departing from repurposed curb lane. Image by MDOT.

and construction barrels were placed to channelize traffic at spot locations. The result of the bus navigation test established appropriate taper and tangent lengths for the final roadway design (Figure 4). A roadway design length of 165 feet was utilized for an average 40-foot transit bus and 210 feet for a 60-foot articulated bus. Designed as a pilot project, the entire application is removable: hydro-blasting and/or grinding removes lane markings; a skid steer loader detaches flex posts installed with adhesive tape; temporary signs and barrels can all be recycled in Maintenance stockyards for use on other projects.

TRAFFIC AND DATA ANALYSIS

• An assessment of crash history, types, patterns and trends identified spot and section improvement needs and revealed that the Pilot provided a multimodal safety benefit for all roadway users: motorists, bicyclists, and pedestrians. • The repurposed lanes resulted in reduced motorist speed. Notably, the road diet resulted in minimal delays, with motorists spending an average of an additional 15 seconds traveling through this segment of MD 193 on a typical weekday compared to preexisting conditions.

• A level of comfort or stress was performed to understand existing demand. The results established a baseline to understand the high volume of continuous data generated from the Pilot. Data collected will be assessed during final review. It will be a critical detail in understanding the efficacy of the Pilot.

FINANCING

The Pilot was financed through a Federal Highway Administration (FHWA) State Planning and Research, Subpart B (SPR-B) program grant. The funding covered traffic analysis, engineering, design, and construction. MDOT SHA procured design consultant Mead & Hunt to prepare renderings for community outreach meetings; assist in data collection pre- and post-implementation; as well as draft and compile information for the final reporting effort. Since the scope of work did not propose permanent geometric changes, our maintenance staff was able to install the flex post and lane markings needed to repurpose the curb lanes. To ensure timely implementation, only materials from the MDOT SHA’s Qualified Producers and Products List (QPPL) were selected. These vendors have established relationships with the state and were instrumental in supplying materials on short notice. Efficient use of funding was paramount to the success of the project.

COMMUNITY OUTREACH

MDOT SHA pivoted from in person meetings to virtual meetings due to the pandemic (Figure 5). All discussions with stakeholders were held via conference calls and through video conferencing software, resulting in greater stakeholder participation. Anecdotally, this could be due to these applications allowing the public to join meetings from any location. Local bicycle advocacy groups were instrumental in the launch of the Pilot project. Initial meetings with this subset of stakeholders focused on corridor selection and accommodations of safety features, such as the use of positive barriers and increased signage. It was also important for MDOT SHA to get the word out so the public could experience the temporary bike lane. Prior to implementation, a public preconstruction meeting was held using Microsoft Teams. At this meeting MDOT SHA was supported by local agency partners and elected officials. Renderings of the proposed improvements were presented, and participants asked questions concerning safety, traffic operations and project duration. Through the duration of the project, MDOT SHA maintained an interactive website

Figure 4: MD 193/Reedie Drive intersection Shared Street design. Image by MDOT.

Figure 5: Screenshot of a virtual meeting slide.

MD 193 MULTI-MODAL SHARED STREETS PILOT PROJECT

Virtual Pre-Construction Meeting

Figure 6: Eco-Counter MD 193/Sligo Creek Parkway. Image by MDOT. Source: source: https://www.ecocounter.com

Figure 7: Images of Temporary project signing. Image by MDOT.

in which stakeholders could submit their observations, ask questions, and express their overall feeling of the project. Community engagement through the website enabled the design team to make real-time changes. Adjustments were made to signal timings and Maintenance staff deployed to remove accumulated trash in the repurposed lanes. Variable Message Signs (VMS) displayed electronic messages that alerted travelers to changes in traffic patterns and flyers and e-mail blasts were sent to keep stakeholders informed of project milestones.

PREPARATION FOR BIKE LANES

Approximately one month before bike lanes were installed, a continuous multimodal tracking device was installed to collect data associated with “ridership generated” and “ridership sustained.” The device was placed adjacent to the sidewalk (Figure 6). The counter location was ADA compliant, and object markers were placed alongside the counter for pedestrian visibility. VMS was installed at each of the two main line approaches to give advance notice to the public of the forthcoming traffic changes, as well as encourage bicycle ridership. All signing connected with the repurposed lanes were installed in advance and remained covered until the bike lanes were opened to cyclists.

SIMPLICITY IN INSTALLATION

The deployment of the new bike lanes was simple. MDOT SHA staff designated installation teams and divided the task in two phases, eastbound and westbound. For efficiency, the installation sequence began with the striping team, then the flex post installation team, and lastly the thermoplastic pavement marking installation team. The logic is based on the establishment of lane striping followed by reinforcement with flex posts.

MD 193

BUS ONLY

150’ Dr Reedie

Figure 8: MD 193/Reedie Drive Intersection Design Revisions

4

Figure 9: Bike Lane User Experience

DESIGN MODIFICATIONS AND ADJUSTMENTS

There were two unforeseen challenges with the design improvements that needed to be addressed in a reactive fashion. Incremental improvements were executed to address them. The first challenge required an adjustment to signing. Motorists were observed entering the bike lane and executing a late merge into the appropriate lane. Supplemental signing was added to better demarcate the temporary bike lane (Figure 7). Signing was also added to remind motorists that turning traffic must yield to pedestrians and bicyclists. The second required roadway design modifications (Figure 8). During field visits motorists were observed traveling in the repurposed curb lanes designated for cyclists. The following changes were made: • Supplemental signing was installed along the eastbound approach to the temporary bike lane because the existing signing was not sufficient. • Additional flex posts were installed to further delineate the temporary bike lanes and block access by motorists • “Bus Only” pavement markings (Figure 8) were installed in the merge areas at all the transit stops to clearly identify the break in flex posts were to be used by transit vehicles only. This proved to be an effective solution. • Green colored bike lane extension line pavement markings were installed at all signalized intersections within the project limits to delineate the bike lanes through the intersections and to maximize visibility of cyclists.

CONCLUSION

The Pilot Project was successful in meeting the multimodal demand of the area and improving the comfort level of cyclists and pedestrians traveling within the project limits. According to the data collected, local residents and motorists experienced minimal commuting delays and cyclists had a favorable experience while utilizing the repurposed curb lanes (Figure 9). The process outlined for this Pilot, including the implemented roadway improvements; the design process; types of partner relationships established; traffic analysis and data collected can assist other public transportation agencies with assessing the appropriate tools and treatments needed to provide safe and efficient multimodal accommodations in an otherwise vehiclecentric road network. As the Shared Street Pilot completed its final stage, the MDOT Secretary was asked by Montgomery County elected officials during a public meeting if the pilot could remain in place indefinitely. The endorsement by a majority of elected officials reflects the overwhelming success of the pilot.

Cover photo: Detail of Figure 2

About the Authors

Joseph Moges

Joseph Moges is a Consultant Project Manager for MDOT SHA’s District 3 Traffic Office. In his capacity, Joseph is responsible for managing the Purple Line project with respect to traffic design, construction management, and public outreach. In this role, close coordination is required between state, local governments, transit agencies, advocacy groups, and elected officials. Joseph also manages other special projects including both of the District’s Shared Streets projects for outdoor dining and multimodal improvements.

Claudine Myers

Claudine Myers is the Assistant District Engineer of Project Development with MDOT SHA’s District 3 Office. In this capacity she oversees the development of the District’s Crash Prevention, Safety & Spot, and Congestion Relief Programs; including the permitting and relocation of utilities with state rights of way. Claudine holds a bachelor’s degree in Civil Engineering from Morgan State University and has over twenty years of experience in the field of transportation.

Urooj Zafar

Urooj Zafar is the Montgomery County Team Leader for the Engineering Systems Team at MDOT SHA. In this role she is responsible for assuring the engineering completeness of complex highway design projects and developing the District’s System Preservation program. Urooj served as design project manager for the MD 193 Multimodal Shared Streets Project. She holds a bachelor’s in science for Civil Engineering from the University of Engineering & Technology in Lahore, Pakistan.

Derek L. Gunn

Derek Gunn is the Deputy District Engineer for the MDOT SHA District 3 Office. As Deputy, he shares leadership responsibilities for operations within the District. He has over twenty years of experience in transportation planning and engineering. His areas of focus include travel demand forecasting and analysis, and multi-modal traffic safety. He currently serves as co-chair for the state’s Pedestrian-Bicycle Emphasis Area Team.

Winstina Hughes

Winstina Hughes is an Assistant Regional Planner with MDOT SHA. Currently, she manages community and government customer relations for Prince George’s County in the District 3 Office. Winstina earned her Masters in City and Regional Planning from the Edward J. Bloustein School at Rutgers University. Additionally, she has over 10 years of experience building community through Open Source contribution and Community Development work.