{"id":56,"date":"2026-09-14T16:00:58","date_gmt":"2026-09-14T16:00:58","guid":{"rendered":"https:\/\/reno34.com\/?p=56"},"modified":"2026-09-14T16:05:17","modified_gmt":"2026-09-14T16:05:17","slug":"reno-34th-street-collision-map","status":"publish","type":"post","link":"https:\/\/reno34.com\/?p=56","title":{"rendered":"Reno Road \/ 34th Street Collision Map and Call to Action"},"content":{"rendered":"\n

Reno St \/ 34th Street is too dangerous for pedestrians. Every day there are near-misses. Far too frequently, there are collisions between cars and pedestrians.<\/p>\n\n\n\n

Here is a map of the recent crashes on this stretch of road:
https:\/\/opendata.dc.gov\/datasets\/DCGIS::crashes-in-dc\/explore?location=38.937657%2C-77.065002%2C17<\/a><\/p>\n\n\n\n

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Rodman Street has an intersection with both horizontal curves (20\u00b0 deflection with a 487-ft-radius curve) and vertical grades (a 6.2% grade over 300 feet) across Reno Road \/ 34th Street.<\/p>\n\n\n\n

Ordway Street has a significant vertical crest (a 9% grade over 300 feet) across Reno Road \/ 34th Street.<\/p>\n\n\n\n

Porter Street has an intersection with steep downgrades for Reno Road \/ 34th Street (a 10% grade over 300 feet), causing vehicles to accelerate downhill, reducing braking distance.<\/p>\n\n\n\n

These factors create sight-distance restrictions and speed issues, making it difficult for drivers to see pedestrians and stop in time.<\/p>\n\n\n\n

The MUTCD (Manual on Uniform Traffic Control Devices) Standards require adequate pedestrian safety infrastructure to be installed where crosswalks cross roads with horizontal grades and\/or or vertical curves. The HAWK signal on Rodman does not meet MUTCD guidelines – where visibility is obscured, HAWK signals should show RED lights, not yellow (\u00a74J.02 \u00b65, page 729<\/a>). Yellow flashing HAWK beacons are inadequate<\/span><\/strong> if it is documented that drivers don’t stop at them – yellow lights serve as a suggestion to stop, not a requirement to stop (\u00a74J.02 \u00b65, page 94<\/a>).<\/p>\n\n\n\n

The Federal Highway Transportation Administration (FHWA) and American Association of State Highway and Transportation Officials (AASHTO) guidelines say that where sight-distance deficiencies are caused by a fixed crest and\/or curve, traffic control measures like stop lights and stop signs<\/span><\/strong> are the standard engineering response (Page 39<\/a>).<\/p>\n\n\n\n

The ADA Accessibility Guidelines (ADAAG) and The Public Right-of-Way Accessibility Guidelines (PROWAG) state that intersections with factors that block sightlines should include stop signs or stop lights<\/span><\/strong> to allow safe pedestrian crossing for individuals with mobility impairments like children and the elderly, and that such crossings are only ADA compliant if they include raised crossings<\/span><\/strong> (\u00a7R302.5.2.2, \u00a7R302.5.2.3, \u00a7R302.5.2.1<\/a>).<\/p>\n\n\n\n

As documented on this site, near-misses between pedestrians and cars are an everyday occurrence on this stretch of Reno Road \/ 34th Street, and actual collisions occur far too frequently<\/a>.<\/p>\n\n\n\n

What we are asking for:<\/strong><\/p>\n\n\n\n

We are families whose children cross this road every day. We ask DDOT to:<\/p>\n\n\n\n