{"id":775,"date":"2024-06-27T15:00:24","date_gmt":"2024-06-27T15:00:24","guid":{"rendered":"https:\/\/talbotthrive.org\/?page_id=775"},"modified":"2024-06-27T15:30:08","modified_gmt":"2024-06-27T15:30:08","slug":"matthewstownroad","status":"publish","type":"page","link":"https:\/\/talbotthrive.org\/it\/matthewstownroad\/","title":{"rendered":"Riprogettazione di Matthewstown Road"},"content":{"rendered":"\n[et_pb_section fb_built=”1″ admin_label=”Hero” _builder_version=”4.16″ custom_padding=”37px||30px|||” global_colors_info=”{}”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.18.0″ _module_preset=”default” global_colors_info=”{}”][et_pb_column type=”2_3″ _builder_version=”4.18.0″ _module_preset=”default” global_colors_info=”{}”][et_pb_text admin_label=”Title” _builder_version=”4.18.0″ text_font=”||||||||” header_font=”Montserrat|500|||||||” header_text_align=”center” header_font_size=”84px” animation_style=”zoom” animation_direction=”left” animation_intensity_zoom=”10%” header_font_size_tablet=”50px” header_font_size_phone=”” header_font_size_last_edited=”on|phone” global_colors_info=”{}”]

Talbot Thrive’s Response to Proposed SHA Matthewstown Road Redesign<\/h2>[\/et_pb_text][et_pb_text _builder_version=”4.18.0″ _module_preset=”default” global_colors_info=”{}”]

” In April of 2024, the Maryland State Highway Administration presented the proposed options<\/a> for the redesign of the Matthewstown Road corridor from Black Dog Alley to Rt. 50. Our objective here is to offer our analysis to ensure that the plan takes into account the needs of all individuals who use the road now and who will be using it in the future.\u00a0 Review the design plans here<\/a> or click on the report cover (at right) to view the PDF. Per the SHA website, the “purpose of the study is to assess the transportation needs along MD 328, including traffic operations, safety and pedestrian and bicyclist accommodations.”<\/span><\/span><\/p>\n

This projects represents a “statement entrance” and wonderful opportunity to highlight the town of Easton for residents and visitors traveling into Easton from the east. <\/span>W<\/span>e know our rural communities are disconnected from resources, with no sidewalks, no public transportation or multi-use paths and<\/span>\u00a0t<\/span>herefore, we had hoped this project would serve as a forward-thinking model for future byway construction in our community, prioritizing the needs of pedestrians and cyclists over the movement of cars, unfortunately it comes up short. <\/span><\/strong><\/p>[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ _builder_version=”4.18.0″ _module_preset=”default” global_colors_info=”{}”][et_pb_image src=”https:\/\/talbotthrive.org\/wp-content\/uploads\/2024\/06\/ReportCover.png” title_text=”ReportCover” url=”https:\/\/talbotthrive.org\/wp-content\/uploads\/2024\/06\/MD_328_PEL_Boards_ALL_-_04.15.24A.pdf” url_new_window=”on” _builder_version=”4.18.0″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” custom_margin=”-32px|auto|40px|auto||” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_divider color=”#E02B20″ divider_weight=”3px” _builder_version=”4.16″ max_width=”100px” module_alignment=”center” animation_style=”zoom” animation_direction=”left” global_colors_info=”{}”][\/et_pb_divider][et_pb_text _builder_version=”4.18.0″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]

Talbot Thrive believes that now is our chance to plan for housing developments and increased users of all types along this corridor. The existing access to homes along the route and the increase in vulnerable road users necessitates a solution that transforms this route into a <\/span>street<\/span>, rather than a <\/span>road<\/span>. <\/span>The entry to the Town of Easton <\/span>from the east should be marked with a roundabout at Black Dog Alley and a planted median, signaling slower <\/span>speeds and entry into a community of neighborhoods requiring driver attentiveness. <\/span>As housing developments are constructed along this corridor, each should feature a roundabout for entry and exit as well as clear design choices to slow traffic. What is a roundabout and why is the design safer and beneficial in this case? Review the State of WA description and <\/span>\u201crules of the road\u201d for roundabouts<\/a><\/span>. <\/span><\/p>\n

Referring to the <\/span>Global Street Design Guide<\/span><\/a>, we know that \u201cd<\/span>esign speed is the target speed at which drivers are intended to travel on a street, and not, as often misused, the maximum operating speed. As numerous planners and studies have documented, drivers travel at the speed that they feel most comfortable given the width of the road, real or implied impediments to speed (e.g., curside bumpouts and pinchpoints, trees, crosswalks, etc) and NOT the posted speed limits. Therefore, actively designing for target vehicle speeds is critical to safety. Changing a street\u2019s design results in behavior changes. Practitioners must manage speeds by setting clear expectations for drivers.\u201d <\/span>What is the proposed design speed for this section of street? <\/span><\/p>\n

Developed with the input of experts from 72 cities in 42 countries, the <\/span>Glocal Street Design Guide<\/span><\/em>\u00a0is intended to inform \u201cstreet design that prioritizes pedestrians, cyclists and transit riders. A proactive approach selects a target speed and uses design to achieve that speed, guiding driver behavior through physical and perceptual cues. These cues include narrower lane widths and tighter curb radii, signal progressions, and other speed management techniques. Using lower design speeds in street design reduces vehicle speed and speed variation, providing safer places to walk, cycle, drive, and park.<\/span>\u201d <\/span>Ideally, the use of narrower lanes, planted medians and roundabouts would be the preferred devices used to control speed, not simply reducing the speed limit and making the route prioritized for the speed and efficiency for cars. <\/span><\/p>\n

Is there a fear of pushback from the \u201ccommuting public\u201d who use this well-traveled route into the Town of Easton? That comprehensive road design which accommodates all users will slow their travel times by 5, 10 even 15 minutes? <\/span>Allow us to counter that complaint with compelling evidence that indicates there is generally no substantial rise in <\/span>delays when road space is reduced to accommodate bikes, pedestrians, and even buses.<\/span><\/p>\n

To debunk the idea that traffic will slow and that drivers will seek out alternative routes to get around an area they perceive as congested we refer to the transportation engineering and design firm Kittleson and Associates article titled \u00a0\u201c<\/a><\/span>Myth Busters: Does Removing a Travel Lane Increase Cut-Through Traffic?\u201d<\/a> which states \u201cMany roadways have benefited from reallocating roadway space for other modes by reducing the number of vehicular lanes. These reallocations result in <\/span>comparable<\/span> daily traffic volumes and delays before and after the road diet (i<\/span>.e., a reduction in the number of lanes for automobiles<\/span>), a surprising outcome to many roadway users.\u201d<\/span>
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In light of the town’s expansion and the addition of new developments on its outskirts, it is imperative that we establish protocols regarding the treatment of vehicles entering through this perimeter and the expected conduct from them.<\/strong> <\/span><\/p>\n

According to their research, in Fort Lauderdale, Florida, Powerline Road <\/a><\/span>was reallocated from six lanes to four lanes<\/span>\u00a0with buffered bike lanes. Results include increased bicyclist activity, minimal to no change in travel times, and increased economic activity, without increasing traffic on adjacent roads.<\/span> In Alexandria, Virginia the redesign of a major artery to include bike lanes and traffic calming <\/span>showed travel times across the day were generally consistent with the prior roadway configuration, while walking and biking activity had increased along the roadway.\u00a0<\/span><\/p>\n

In the case of MD 328, we ask that center turn lanes and designated turn lanes which are included in the proposed <\/span>redesign be eliminated in favor of the continuation of the pedestrian and bicycle facilities all the way to the Rt. 50 <\/span>interchange. <\/span>We would also like to recommend that roundabouts be used whenever possible at intersections. Roundabouts slow and moderate traffic speeds, whereas traffic lights can sometimes encourage “beat the light” driving behavior. Roundabouts maintain a smoother overall traffic flow, reduce intersection waiting times, and minimize vehicle idling and they are potentially more environmentally and aesthetically friendly, with abundant evidence proving they are safer than traffic lights. Given the paramount importance of safety, it\u2019s clear why roundabouts should be preferred, however, some drawbacks include increased land use and a community learning curve when a new roundabout is installed.<\/span><\/span><\/p>\n

Due to anticipated housing developments between RT. 50 and Black Dog Alley, the only safe and responsible redesign of the road should anticipate increased car usage, more pedestrian usage and the opportunity for all vulnerable road users to share equally in the corridor. <\/span><\/span><\/p>\n

With the lack of a Complete Streets Design for the Town of Easton and ownership of MD 328 by the State, we ask that project managers take into account the concerns expressed here for all road users. In light of the recent establishment of <\/span>MDOT 750 Complete Streets Guidelines<\/a><\/span> we are encouraged that the SHA will be given an opportunity to redesign the corridor with those guidelines in mind.
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Commentary on specific intersection design is below:<\/span><\/span><\/p>\n

Page 12<\/span><\/h3>\n

Intersection Concept 1 (Rt. 328 at US 50 and Elliott Rd.): <\/span><\/p>\n