DDOT’s name for its Connecticut Avenue project has changed, and so has its timeline.
The project involves reconfiguring travel lanes and bus stops, and adding bike lanes to the 2.7 miles of Connecticut between Calvert and Legation Streets. Axios reported last week that the timeline for the project has shifted because DDOT “needs more time to consider suggestions from supporters and opponents.”
DDOT is still very much in the tinkering phase. As recently as January, DDOT told an ANC 3C committee that concept refinements would wrap up in April, and the design procurement process would begin this month. That would allow the engineering design process to begin this fall, and construction to begin as soon as fall 2024. DDOT’s project website now says “[t]he goal is to have the concept designs finalized by fall 2023.” The new timeline also extends the timing of the other upcoming phases, allotting 18 months for engineering design, which is to begin in spring 2024, nine months for construction procurement, and finally, 24 to 30 months for construction, which would not begin until late 2026. DDOT is now estimating the project will be complete in 2028.
In the midst of the concept design process will be another round of public engagement, and more opportunities for opponents and supporters of the bike lanes to offer their suggestions. Then, more rounds of public engagement and tinkering with the full design will most likely follow.
What’s in a name? Quite a bit, actually.
Since DDOT launched its initial study of safety improvements in December 2019, I have insisted on using the name the agency chose: the Connecticut Avenue Reversible Lane Operations and Safety Study. The reason? In the public debate, it had become the “Connecticut Avenue Parking and Bike Lanes Project,” and I worried that DDOT and the public would focus on parking and bike lanes at the expense of pedestrian safety and bus improvements.
Indeed, DDOT focused its block-by-block walkthroughs in fall 2022 on parking and loading needs, not on pedestrian infrastructure and bus operations. And, the mentions of pedestrians and buses during other public meetings seem like footnotes compared to the time and attention allotted to the other issues.
In December 2021, Mayor Bowser and DDOT announced the selection of Concept C, with bike lanes on both sides of Connecticut Avenue and the reversible rush-hour lanes gone for good. The project was referred to as the “Connecticut Avenue Multimodal Safety Improvement Study.” At some point in the months that followed, “Study” was swapped out for “Project.” Neither change is sufficient.
Names matter. They provide clarity and focus, and remind us of our priorities. And, a decade ago, pedestrians were DDOT’s top policy priority, as laid out in its first MoveDC longterm transportation plan.
So, I would like to see this “multimodal” project become the “Connecticut Avenue Pedestrian, Bus and Bike Lane Safety and Operations Project” with the modes of transportation listed in order of priority. I’m leading with pedestrians because, with few exceptions, everyone needs to use the pedestrian infrastructure to reach destinations along the avenue. And buses place high in the priority ranking as they provide the most efficient mode of transport between the Van Ness Metro north to Chevy Chase Circle, and for workers coming from east of Rock Creek Park to jobs along Connecticut Avenue.
Steven Seelig says
Right on Marlene. The anti-bike lane groups says they are for safety so we await their engaging on all these other issues.
For the record, DDOT is planning hardened bus stops that will facilitate safe entry and egress and part of their plan. Now we need to get WMATA to step up with more frequent service.
Edward Levin says
I favor the “IF IT AIN”T BROKE DON”T BREAK IT PROJECT” Bike lanes will be our ruin.
Jake says
How many deaths before you’d call it broken?
RS says
2028!? That is FAR too long to implement what should be an extremely straight-forward and long-needed improvement to this corridor. The longer this drags out, the longer opposing voices will prevail. There is absolutely no need for what amounts to a 6-lane highway run through DC, which frankly only benefits suburban MoCo commuters whose taxes don’t improve DC streets and who largely don’t pay traffic camera citations. DC should not be incentivizing single-occupancy vehicles as the primary mode of transit, especially when the city is pushing for sustainable initiatives everywhere else.
Green Eyeshades says
If DDOT truly will not finish rebuilding Connecticut Avenue until 2028, our current Mayor will be long gone and so will all of the DDOT engineers and executives who designed Concept C. While the DC government and neighborhoods along the Avenue continue failing to implement the Connecticut Avenue Pedestrian, Bus and Bike Lane Safety and Operations Project, medieval deaths (even on a sidewalk at a restaurant in Chevy Chase) continue on a regular basis.
Green Eyeshades says
Channel Nine news reported yesterday that DDOT would be testifying before Charles Allen’s Committee on Transportation & Environment yesterday morning:
https://www.wusa9.com/article/traffic/dc-ancs-council-mayor-traffic-cam-revenue-traffic-safety/65-52a93a64-2359-42f8-922f-838f030b3438
DC Council’s video archive currently shows this link to the April 10 hearing before Charles Allen’s committee:
https://dc.granicus.com/MediaPlayer.php?view_id=2&clip_id=8240
But the video neither plays nor downloads from that link. Instead, this “MP3” link does offer a download of the same April 10 hearing video:
https://archive-video.granicus.com/dc/dc_ae24f45c-3bea-4f19-bcbd-98975cf73cb3.mp3
FHC says
Thanks for the links. Here’s an update from Axios DC, based that hearing:
Green Eyeshades says
Ward 3 Councilmember Matt Frumin was on The Politics Hour on Friday:
https://wamu.org/story/23/04/14/maryland-2023-session-wrap-korman-dc-frumin-bike-lanes-housing/
DC Attorney General was on that show a week earlier, to discuss discrimination against users of housing vouchers, among other topics:
https://wamu.org/story/23/04/07/d-c-attorney-general-schwalb-on-crime-deceptive-restaurant-fees/
The transcript for the April 14 show is not yet available, but there is a link to a transcript of the April 7 show, as shown by the “TRANSCRIPT expand” link below the “Donate” button after the list of guests in the link above. So WAMU may post the transcripts about a week after each show airs.
Green Eyeshades says
WAMU posted the transcript sooner than I expected, on the Monday afternoon after the Friday noon broadcast:
https://wamu.org/story/23/04/14/maryland-2023-session-wrap-korman-dc-frumin-bike-lanes-housing/
It looks like Councilmember Frumin made a little news:
“FRUMIN 12:34:18
“Well, but when we had the terrible crash by the zoo, I came out. And this goes to part of the reason or a big part of the reason why this is on the table in the first place is to slow traffic. Some people see slowing traffic as a bad thing, most of us see slowing traffic as a positive thing in this context. I propose that we allow for parking on both sides of the street including in rush hour. And DDOT looked at that and they decided that they weren’t going to do it. But, yes, we should be on top of this to do as many of the things that we can in order to make Connecticut Avenue safer as soon as possible.”
Green Eyeshades says
In the wake of testimony by DDOT’s director to DC Council on April 10, and Councilmember Frumin’s comments on The Politics Hour on April 14, it is refreshing to see in today’s Washington Post story that the Connecticut Avenue redesign is still on track and on budget.
In the main blogpost above, posted April 10, there were hints from Axios that DDOT was planning major changes in the Connecticut Avenue project. But today’s Washington Post story contradicts those suggestions.
https://www.washingtonpost.com/transportation/2023/04/20/dc-connecticut-avenue-bike-lane/
I am glad to see the Post’s report that DDOT is leaning AGAINST changing the plan to have bike lanes on both sides of the Avenue:
“DDOT said it is conducting an additional analysis to assess whether to add a two-way cycle track on one side of the street in place of a protected bike lane in each direction. So far, agency officials say research hasn’t indicated that option is preferred.
“Officials said the city probably will stick with its original plan of a bike lane in each direction, with adjustments that include better loading access and parking alternatives.”
Today’s Post story also seems to show that DDOT is sticking with its policy mantra, and that there are not, in fact, any serious budget cuts:
” ‘While there are many perspectives, it is widely agreed that improvements are needed to make this major corridor safer which includes slowing down traffic and improving access and safety for all roadway users,’ DDOT said in a statement.
“D.C. has budgeted $7.7 million for construction, while it has spent $1.5 million on planning over the past three years and expects design will cost an additional $1.7 million, according to DDOT. The agency had previously estimated the overall cost at $4.6 million.
“Officials said major improvements such as the relocation of bus stops, reconstruction of intersections and signal modifications at up to 25 locations have increased costs. The project also would include moving the curb at several locations, while including work on utilities, storm water management and traffic-calming measures, such as the addition of medians and curb extensions.”