TheWashCycle

Arlington's natural surface trails study; pump tracks, bike parks and mountain bike trails on the agenda

Arlington County is performing a Natural Surface Trails study this year. It kicked off in December with an RFP and a literature review and will lead to public engagement over the summer with a final set of recommendations to follow.  The study will investigate a range of options for trail management, resource protection and maintenance issues; including new trail segments and segments to close. It will include a major inventory and assessment of existing trails, and a lengthy public engagement process starting this summer. This will include community input on bike-related options including pump tracks, bike parks, and mountain-biking trails. 

The study comes out of the Public Spaces Master Plan process for which one goal is to "Explore opportunities to provide space for pump tracks and cyclocross on a temporary or permanent basis, while balancing potential impacts on natural resources and trees". Mountain biking is on more tenuous ground

prior to exploring potential locations for mountain biking, the community would need to have a more robust and broad conversation to understand the needs of the users and impacts on the natural environment.

This is being done now in part because of the pandemic.

The PSMP’s Action Plan assigned these actions medium- and long-term priority. However, due to an increase in trail usage during the COVID-19 pandemic, concerns from natural resources advocates about increased recreational use and its impacts to natural areas, and ongoing community requests to provide mountain biking opportunities, these recommendations have become a higher priority.

Right now this is just a study that may come with recommendations that may lead to some action in the future (far off future?) but this is how projects often get started - with an acorn not a tree.

Capital Trails Coalition impact report highlights benefits of a full trail network

Back in April, the Capital Trails Coalition released the National Capital Trail Network (seen above) impact report which showed that a billion dollar investment in trails would pay off with over $2.4 Billion in savings PER YEAR.

This report was completed AFTER the Metropolitan Washington Council of Governments officially endorsed the Capital Trails Coalition's (CTC) National Capital Trail (NCT) Network (seen above* or in an interactive version here), but the benefits highlighted absolutely informed that decision. Interested parties should read the whole report because I'm not going to repeat it all here, but even if you think they're way overstating the benefits (and I don't), it's still got to be a net gain

The NCT represents the product of a multi-year effort led by WABA and Rails-to-Trails; and including dozen's of other organizations and advocates. The CTC has been slowing building to wide acceptance of the NCT as the key response to their goal to connect the region by trails. It doesn't lack for ambition. It envisions trails stretching across the greater Washington region, from Frederick, Md., to Prince William County, Va., that would expand the amount of off-road bicycle and pedestrian pathways to 1,400 miles.

The extensive trail system would more than double the size of the existing network by adding 755 miles to the current 645 miles of trails

And they're not stopping with the plan. Since completing it, the CTC has been working to identify the trails that could most benefit from an advocacy push and then working to get them across the finish line. One of those was the long-stalled South Capitol Street Trail which recently got funding in Mayor Bowser's new budget. 

The NCT network, if built out, would finally get bike facilities to the place advocates have been trying to get them to for over 100 years and the CTC should be proud of the way that they've moved a plan that would have been laughed at 20 years ago into something serious policy makers can support. 

*An alternative version of this map, excluding Frederick and Charles Counties in Maryland; and Loudoun and Prince William Counties in Virginia shows up in the impact report. 

The Region's new Transportation plan could also be part of a Vision Zero plan

The Greater Washington Partnership recently released a Blueprint for Regional Mobility, a transportation plan for the super-region. It is a transportation plan, one that would likely lead to more and better biking, but it's also a plan for moving towards Vision Zero and Sustainability.

Most notable for cyclists is that one of the dozen or so actions is to complete the Baltimore Greenway Trails and Capital Trails networks and to establish a Richmond Trail Network strategy. 

Connected trail systems can lessen demand on the roadway network, improve connections to jobs and activity centers, increase regional economic activity, contribute to healthy communities, and enhance access to the outdoors and our iconic parks and landscapes in both rural and urban areas. Maryland, the District, and Virginia have more than 1,000 multi-use trail miles, with major nationally-recognized trails such as the East Coast Greenway, the C&O Canal Towpath, the Anacostia Tributary Trails, the Capital Crescent Trail, the Mount Vernon Trail, the W&OD Trail, and the Virginia Capital Trail.

Yet, despite considerable investments, the region’s trails do not form coherent and connected regional networks in the Baltimore, Washington, and Richmond metro areas. In many instances, the trails also do not provide seamless connections to non-trail bicycle and pedestrian networks. Federal, state, and local governments should collaborate with trails groups and private entities to speed up the delivery of the Baltimore Greenway and the Capital Trails Network, and establish a trail connecting activity centers from Ashland to Richmond to Petersburg with the 52-mile Virginia Capital Trail.

Many commute trips are less than five miles, a distance most can bike. In addition, many non-commuting trips can be completed efficiently by biking or walking if safe options exist. Trail connections to essential destinations such as jobs and transit stops can lower demand on the region’s roadway network, which reduces congestion.

However, the lack of trail connectivity diminishes the region’s ability to conveniently overcome man-made barriers, such as roads, to access jobs, schools, and outdoor opportunities. This lack of trail connectivity encourages consumers to drive rather than complete trips by bike or foot, limits greenspace for recreation, and isolates communities.

The Capital Region already benefits from clusters of locally and regionally connected trails in some areas. A few critical investments would create a network of trails—creating a sum far greater than its parts.

You can't argue with any of that. Richmond in particular has some great untapped trail opportunities, as it has been an historic rail hub. Many of those rail line have been shut down, but could be re-purposed for trails.  A partial map of abandoned railroads around Richmond can be seen to the right (existing trails are in blue). 

But beyond just supporting the trails, the plan supports better transit, increased density, a downtown DC congestion charge and ending free parking - all things that would make biking better. 

It notes that a Metro study that included a DC congestion zone, better priced parking and better bike connectivity to Metro stations would result in a 25% increase in transit mode share. It's hard to imagine it wouldn't also lead to an increase in bicycle mode share and a reduction in road fatalities too. 

So, when some people write that

Some WABA members also would like to see the District charge motorists a toll just for entering the city.

They should know it's not just WABA members. It's WMATA. And the Greater Washington Partnership, and the groups that signed on to their plan including the Greater Washington Board of Trade and the Prince George’s and Montgomery County Chambers of Commerce, [They should also know that on one is proposing tolls just for entering the District]

Fairfax County drops Huntley Meadows Trails

Not really news, but back in January, the Fairfax County planning commission and Board of Supervisors decided to drop two trails in Huntley Meadows Park from the Countywide Trails Plan and  Bicycle Master Plan. FABB writes:

Although there are no trail designs or funding for these trails, they were proposed to be located mostly along utility right-of-way on the northern and southern perimeters of the park.

The County used an out of turn Plan Amendment process to remove the trails, a follow on from the Embark Richmond Highway Comprehensive Plan Amendment that was recently adopted. The request to remove the trails came from the Fairfax County Park Authority and the Friends of Huntley Meadows citizens group who oppose any new access to the park.

The Board ultimately agreed that the damage to the environment and historical resources would be too large. 

The damage done to Huntley Meadows Park, a regional gem, would outweigh any benefits. The original master park plan that placed the trails on the map was done prior to any true knowledge of what existed in the park. We have since discovered rare flora and fauna that needs protection and the wetlands have been more fully mapped.

In some ways this is similar to the CCT/Little Falls Parkway case, except that the planning staff recommendation was against what trail and bike advocates wanted and the planning board approved what was recommended. 

The Staff report argues that the land has changed significantly since these trails were first identified more than 30 years ago. And that as part of a former of a military installation, acquired through the Federal Lands to Parks Program

its wetlands are therefore regulated by Section 404 of the Clean Water Act. The path project would be subject to Federal review and permitting, which would increase project cost and complexity.

The report also states that the "planned minor paved trail would have significant impacts on archaeological resources in the park. Multiple sensitive archaeological resources exist within the planned trail’s path including the nationally significant northern boundary markers of George Washington's estate." And there might be munitions there that will also increase costs. 

The planned shared use path within the northern portion of Huntley Meadows Park would offer transportation benefits as a potential direct east-west, pedestrian and bicycle connection from Telegraph Road to Lockheed Boulevard and the Richmond Highway Corridor area; however, this connection may be closely replicated at least in terms of distance by an alternative connection through nearby neighborhood roadways. The planned minor paved trail along Hayfield Road and the southern and eastern perimeter of the park also presents mobility and access benefits for the neighborhoods to the south to the park and improved east-west connectivity, which are difficult to replicate in terms of distance with the
current alternative connections.

Staff supports future consideration of alternative routes or facilities to provide improved east-west connectivity in this area that do not significantly impact natural or cultural resources.

It's hard, in the face of concern from your planning staff, to preserve facilities you don't think you have money for anyway. Hopefully some other alternatives can be identified that will create the kind of connectivity that these were to provide. 

495 Express Lanes will definitely make everything worse - but could include a parallel bike path.

In January Virginia Governor Northam signed a deal with Transurban to extend the 495 express lanes 3 miles from the Dulles corridor to the American Legion Bridge.

“These four significant projects on I-495 and I-95 will reduce congestion, improve safety and will be catalysts for economic growth,” Northam said at a morning news conference.

I personally doubt the new express lanes will do any of those things, but they will hasten the destruction of the Hampton Roads area with rising oceans. 

FABB notes that

VDOT will host a public hearing on the project on May 20, 2019, from 6:30 to 8:30 pm at the Cooper Middle School Cafeteria, 977 Balls Hill Road, in McLean. This will be an excellent opportunity to learn more about the project and ask VDOT staff about including bicycle facilities in the project.

FABB heard that VDOT will be sharing conceptual plans for a parallel trail and improved bike/pedestrian crossings as part of this project. Which is good. Not as good as not widening the highways and building trails and transit instead. This is more like getting chocolate donut with your pink slip. I discussed bike plans in the area back in January and of course any project here should build the best bike facilities they can muster.

If unable to attend, you can still submit comments by June 10, 2019 to Abi Lerner, P.E., Virginia Department of Transportation, 4975 Alliance Drive, Fairfax, VA 22030, or email [email protected]. Please reference “I-495 Express Lanes Northern Extension Study” in the subject line.

This is the 2nd meeting on this study, the last coming almost a year ago on June 11, 2018. Anyway, this and other projects like it are going to kill us all, but it'll be nice to bike on a trail until that happens. I guess that's the difference between a Democratic governor in Virginia and Republican one in Maryland. Maryland's not going to get a trail.

Montgomery County trying e-bikes on trails

The Montgomery County Planning Board approved a plan to allow e-bikes and e-scooters on some hard-surface trails as part of a 6-month pilot. A pilot for e-bikes and e-scooters was first announced in February and this will be related to, but not necessarily a part of, that pilot 

The 2019 MCDOT pilot will involve up to four commercial companies, last six months, and could be extended for an additional six months. While MCDOT’s pilot areas are still being finalized, they are mostly focused at Central Business Districts (CBDs) and in emerging Transit Oriented Development Areas. MCDOT is in the process of finalizing an MOU with these companies that spells out boundaries, hours of operations, safetytrainings, preferred docking and parking areas, data collection, etc. The date of MCDOT’s launch is still being determined but is currently planned for May 2019.

The program will not be county-wide and it appears that Bethesda and some other areas inside the Beltway will not be part of the service areas.

Parks’ pilot will launch on June 1, 2019 and have two phases. Starting June 1, Phase 1 will allow for the use of personally owned e-bikes and e-scooters of certain types on certain hard-surface trails. Phase 2 will commence as soon as Parks has entered into contractual agreements with vendors to allow commercial e-scooters and e-bikes on the same hard-surface trails. It is Parks’ intention to tailor the Phase 2 portion of Parks’ pilot to match that of the County as much as possible, and it is anticipated that Parks will enter into an arrangement with the same vendors as the County. Parks also may request a six-month or similar extension to continue to evaluate the Pilot. As much as possible, Parks’ program will run in tandem with MCDOT’s. As an example, Parks’ extension might match the termination date of MCDOT’s pilot.

The pilot trails will be Rock Creek, Matthew Henson, Sligo Creek and Northwest Branch (within MoCo) and Long Branch. The Capital Crescent Trail will not be included. In the WTOP story they claim that 

The pilot does not include the Capital Crescent Trail, because the National Park Service controls the portion of that trail in the District, so users would be violating the rules if they continued their commutes on the trail in or out of the city

But since 3 of the 5 trails chosen also cross into jurisdictions that don't allow e-bikes I suspect the real reason is the the CCT is not in one of the service areas.

It will only allow Class I e-bicycles and e-scooters that operate by rechargeable battery and scooters will likely be capped at 15mph. 

Capital Bikeshare has had e-bikes since September, in coordination with DDOT, but I'm not sure if they were allowed in Montgomery County or not. Regardless, they're currently out of service. 

The Capital Bikeshare operator is continuing to test the ebikes and we have every intention to bring them back to the fleet. Safety comes first and will let you know as soon we have more information.

I'm generally in favor of allowing e-bikes on trails and so far the trend is that park authorities and other rulemakers are allowing them. NoVa Parks just changed their rules to allow them on  their trails, on Fairfax County quickly followed suit. Virginia law allows the use of e-bikes wherever regular bicycles are allowed and DC is looking into changing their rules as well. 

Most Support Palisades Trail improvements near Arizona Avenue

DDOT is making plans to rehabilitate or replace the Arizona Avenue pedestrian bridge and ramp and so far it appears that the project has public support. The purpose of the project to provide proper clearance and an all-weather surfaced trail for the full 0.65 mile length of the project. This informal trail is built on the Glen Echo Trolley right-of-way and may become part of a longer, formal trail all the way to Georgetown University.

66% of comments received by DDOT about the project supported some kind of trail improvements while 25% did not. A small majority of residents support some change to the surface (which is now just dirt), whether that be crushed gravel, permeable pavement or gravel. 

Trail surface changes are supported more by people who want to a more accessible surface and those from outside the nieghborhood who would like to bike on it. Those who oppose it are almost all residents who want to maintain the natural surface, limit use or who don't want cyclists on it. 

This comment is somewhat emblematic of the opposition

It’s scandalous to be spending this sort of money here when so many neighborhoods are hurting, can’t even dream of a trail.
Mud is good. Leave the trail as is. We don’t need bicycles speeding on it as we walk dogs and kids play.
The Palisades doesn’t need any more hard surfaces, it’s not downtown but a rustic neighborhood.
Bikes already have a trail. Save your money for a poor neighborhood!

The positions seem to be

1. The Palisades is wealthy, has lots of trails and this money would better be spent elsewhere. (I'm sure this will be the same position taken when it is time to hand out funding for schools.) 
2. The trail is perfect as is and these changes will make it worse as they are inappropriate here.

The "poorer neighborhoods" actually have lots of trails. DC has 11 major trails (12 if you count the MVT across Columbia Island). Of those 6 are east of the river - with the Anacostia Riverwalk on both sides. Here's how they break out by ward

DC Trails by ward and total mileage

ward 1 (1.5)  - Rock Creek (1.5)
ward 2 (6.5)  - CCT (0.5), C&O (1.2), Rock Creek and Potomac (4.8) - Not counted: Mt. Vernon (2.2)
ward 3 (9.1)  - Klingle (0.9), Rock Creek (1.2), CCT (3.8), C&O (3.2)
ward 4 (6.1)  - Rock Creek and Potomac (6.1)
ward 5 (1.5)  - MBT (1.5)
ward 6 (4.9)  - MBT (1.0), Anacostia (3.9)
ward 7 (14.2) - Watts Branch (1.9), Penn Ave(1.0), Anacostia (6.8), Fort Circle Trail (4.5)
ward 8 (7.3)  - Oxon Run (3.4), Suitland Parkway (1.7) Anacostia (2.2)

So, while Ward 3 does have a lot of trails (all along the edges) the poor neighborhoods are not exactly trail poor. And of the 8 trails in the pipeline [South Capitol - W8, Shepherd Branch - W7&W8, NY Avenue - W5, the rest of the ART - W5, W6, W7&W8, rest of the MBT (W4&W5), extended Oxon Run (W8), Piney Branch (W1) and Palisades (W3)] and the rehab of the Suitland Parkway in Ward 8, most of those are in what we think of as the "poor neighborhoods".  The Palisades Trail is the only one in Ward 3. 

Not that I think we should be using Ward-parity as a criteria for trails in the first place. This trail will be used, both for recreation and transportation, and that's the most important criteria. 

As to the trail being perfect as is, that can be an eye-of-the-beholder issue, but not all agree. Another resident stated "Yes trail – current muddy situation is awful – any new surface would be preferable for strollers, scooters, wheelchairs, walkers, youth bikers." So it may be perfect if you want to walk - sometimes in the mud - alone. But if you want to use a stroller or scooter - it's less than perfect. 

I love that on the one hand there is this great concern for the poor people in other parts of the city and how they don't have nice things AND that this is such a nice thing that they wouldn't want more people from other parts of the city coming to use it. It would serve them right if some of the residents from the "poor neighborhoods" started showing up to walk it saying "You know, you're right. This IS perfect. We're coming every day."

Just a few more choice comments:

"The trolley trail should remain a green-way." (unlike the Capital Crescent Trail?)

"The local biking advocate(s) who has been lobbying to "pave the trail" for 3-4 years have recruited
bikers from Maryland and Virginia to attend our neighborhood meetings. (I consider this foul play and
unethical.)"

MWCOG approves bike projects in Maryland and DC

I'm many months behind on this, but last year the MWCOG approved several Transportation Alternatives projects in DC and MD, most of which will be of interest to cyclists.

Under the federal Transportation Alternatives Set Aside (TA Set Aside) Program, the TPB is responsible for selecting projects using sub-allocated funding for Suburban Maryland, Northern Virginia, and the District of Columbia. The TA Set Aside, which is part of the Surface Transportation Block Grant Program, was previously known as the Transportation Alternatives Program (TAP) and that name is commonly still used.

The project to get the most funding was the Golden Mile Multi-Modal Access Project in Frederick, MD. 

The project will provide 100% design for a shared use path of 1.25 miles along US 40 that improves safety for pedestrians and bicycles.

Next up is the Palisades (Glen Echo) Trolley Trail Preliminary Design project which got $600,000.  This funded a feasibility study that is currently underway and is expected to wrap up in August.

The purpose of this feasibility study is to identify critical issues and challenges in developing a multi-use trail for pedestrians and bicyclists of all ages and abilities on the former Glen Echo Trolley line corridor, an area commonly referred to as the Palisades Trolley Trail. The project will determine if a trail along the corridor would provide a transportation utility for pedestrians and bicyclists. The feasibility study will include a comprehensive survey of the study area to determine topography, utilities, site conditions, and historic resources. In addition, an in-depth inspection of the Foundry Branch Trestle Bridge will be completed, and options developed to rehabilitate the Bridge for use by bicycles and pedestrians as part of the Palisades Trolley Trail. 

The hearing on the application to raze the trestle was postponed due to the government shutdown, but has now been rescheduled for March 22nd. 

Getting $248,000 is the Forest Glen sidewalk project.

A sidewalk along the north side of Forest Glen Road from Woodland Drive to Sligo Creek Parkway will be designed to the level of 35%. The half-mile project will provide a link to a planned tunnel under Georgia Avenue connecting to the Forest Glen Metro Station

Skipping over a Union Station restoration project, the next is phase 2 of Prince George's County Bikeshare program which got $222,000.

With this project, Prince George's County will further expand Capital Bikeshare within the MD 193 corridor.

Back to DC, the Rock Creek Park Military Road Feasibility Study got $200,000.

A feasibility study funded through this grant will evaluate conceptual alignments for the construction of a multi-use trail, which was identified as a priority in the 2016 NPS paved Trails Study and recommend in moveDC. The project will study a length of 1.3 miles between 16th Street and Oregon Avenue.

Another project in DC (they're all in NW, I'm afraid) is the Capital Crescent and C&O Canal - Georgetown Trail Improvements which got $150,000.

Building upon recent improvements, this project will create a new trailhead at the Georgetown connection point of the Capital Crescent Trail and the C&O Canal towpath, two of the most heavily traveled bicycle and pedestrian trail routes in the region. TAP grant funding will be used to fund a suite of improvements including landscaping, planting, lighting, a trailhead meeting area, and an improved staircase.

Finally, there's the Scott/Veirs Drive Shared Use Path in Rockville which got $60,000.

A feasibility study will be developed for a 1.2- mile shared use path along Scott Drive and Veirs Drive, between Wootton Parkway and Glen Mill Road

Rails-to-trails to have new leadership

From a recent press release

In May, RTC announced the retirement of the organization’s long-time president, Keith Laughlin. Under Keith’s nearly two decades of leadership, RTC has grown to become the largest nonprofit organization in the country to advocate for trails and active transportation, expanding the organization’s mission to include a focus on connectivity—emphasizing the importance of connecting trails to create active transportation systems in every community across the country.

Ryan Chao, currently the vice president of the Center for Civic Sites and Community Change at the Annie E. Casey Foundation (Casey Foundation), will become the organization’s third president. Chao will join RTC on Jan. 28, 2019.

Chao brings to RTC deep expertise in a broad-range of issues that directly affect community health and well-being—from housing and finance, to mobility, social impact and civic infrastructure. In identifying Chao to lead the organization into its next chapter, the board is emphasizing the powerful role that trails, walking and biking play in creating healthy, thriving communities nationwide.

As vice president of the Center for Civic Sites and Community Change, Chao oversaw the Casey Foundation's multisector place-based strategies. Two projects of note for the trails movement include significant neighborhood transformation initiatives in Atlanta and Baltimore intended to link economic, educational and housing programs with outcomes focused on strengthening families and communities—communities that are also home to emerging trail networks, the Atlanta Beltline and the Baltimore Greenway Trails Network, an RTC TrailNation™ project.

Chao’s leadership reinforces the organization’s role at the forefront of the active transportation movement, with powerful projects underway that have the potential to catalyze the development of trail networks nationwide, including:

· TrailNation—the organization’s trail network initiative, focused on building model trail networks in places that are diverse in geography, size and scope nationwide. These trail projects are designed to be replicated and prove what is possible when trail networks, walking and biking become central to our lives.

· Trails Transform America—the organization’s policy initiative to secure federal, state and local policies that prioritize public investments in trail networks, elevating the importance of trail networks as essential community assets.

· TrailLink.com—the premiere trail-finding website and mobile app in the country, helping more than 7 million people annually explore trails and providing the foundation for RTC’s GIS database that seeks to account for every multiuse trail in the country and powers the organization’s vision of connectivity.

· The organization’s research agenda—dedicated to building the evidence base for trails walking and biking by focusing on connectivity and the value proposition that trails deliver to all types of communities.

NCPC adopts the Parks & Open Space Element

At their December Meeting the NCPC adopted the Parks & Open Space Element, with the updated policies going into effect on February 15, 2019. The element’s policies encourage protection, enhancements, and stronger connections for federally managed land in the region’s parks and open space system.

As noted in March, the Element has a whole section on trails. The NCPC received 108 pages of comments on the draft, several of which dealt with biking and trails. For example, the GSA wrote that "The federal government should also start to think about making green connections between their built facilities, spurring healthy and active transitions from building to building. Would suggest adding that the federal government should rethink how public space is used by and interacts with the public on or near federal property. Many facility managers may not even be aware that the property extending out toward the street from a facility is in fact public space. For decades, the federal government has not done much to engage with the public in this space, but we must work with NCR localities to ensure that we do so moving forward." 

Other comments resulted in changes as well. For example:

• At NPS request
  • NCPC added bikeways and multi-modal transportation to mentions of a pedestrian friendly network.
  • Added Capital Trails Coalition to the list of Stakeholders. 
  • Noted that primary commuter routes are not safe for bikes and pedestrians because visiting drivers may not be aware of crossings as the roads meander. (??)
  • Modified the park categories to be based on primary function, resulting in a category "Trails, Parkways, and Greenways: Designated linear routes used by motorists, bicyclists, and pedestrians or linear habitat corridors that follow natural or constructed features.
  • Address language about the Potomac Heritage Trail.
  • Noted that NPS can provide more information on the Arboretum and how "Gates and fences could restrict after hours access to the Arboretum while allowing bicyclists and joggers continued access."
  • Added language about the historic use of bridle trails that are now used for multi-use; and that they need to be sufficiently sized for today’s types of uses. Educate about past horse use.
  • Add a policy to Identify opportunities to connect multi-use trails and users and another to Incorporate convenient, safe, separated multi-use trails systems within parkways.
• In response to requests to include language supporting bikesharing on park land, NCPC responded "The Capital Space Plan was completed in 2010. The Transportation Element is in the process of being updated and will address different modes of transportation, such as bikeshare." So not in this, but in something to be done later. 

For more there is an article about the project

Adapting Designed Landscapes, written by NCPC’s Sarah Ridgely, was published in the American Planning Association’s Urban Design and Preservation Division’s fall newsletter. The article examines research conducted by NCPC staff and the resulting findings that were incorporated into the Parks & Open Space Element.

From that article there a bit on Banneker Park.

Another recent example of an adapted landscape reviewed by NCPC is Banneker Park, an 8-acre National Park Service site designed by Dan Kiley, and originally constructed between 1967 and 1969. 

The site serves as a terminus for 10th Street, SW—and despite its location between L’Enfant Plaza and the National Mall to the north–and the waterfront and the then-planned waterfront development known as the District Wharf to the south–offered limited pedestrian and bicycle access between these areas. With Phase I of The Wharf under construction there was a strong interest to provide a safe, accessible connection through Banneker Park.

The project includes a stairway constructed on the west side of Banneker Park, which terminates at Maine Avenue, SW near the waterfront Fish Market. In addition, ramps traverse the park’s east side to provide access for pedestrians, including people with disabilities, down to the waterfront and The Wharf. Landscape enhancements reintroduced a portion of the grid pattern of trees original to the Kiley design, and installed wayfinding signage to direct pedestrians and bicycles to and from the overlook.