Neighborhoods Use Broad Palette to Deter Traffic-Shortcut Artists

"I know where all the neighborhoods connect," she said.

Sharon S. Bulova, the Fairfax County supervisor who represents Kings Park, said the neighborhood's efforts reduced cut-through traffic by 60 percent.

"It really saved the community," Bulova (D-Braddock) said. "They used to have cars ending up on lawns trying to take a curve too fast. Parents were fearful for kids and pets. People were in a hurry and in commuter mode."

Chevy Chase and Bethesda have learned to combat cut-through artists by making it nearly impossible to get from Massachusetts Avenue to Wisconsin or Connecticut avenues via neighborhoods. Once-tempting streets now have an array of signs with so many prohibitions that drivers sometimes have to pull over to figure out whether and when to turn.

Signs at Bradley Boulevard and Kennedy Drive (an alluring alternative to the parallel, choked Little Falls Parkway) prohibit left or right turns during rush times. And trucks and buses weighing more than three-quarters of a ton can't drive through. However, the signs specifically allow emergency vehicles on Kennedy Drive's precious pavement.

Nancy Floreen, a Montgomery County Council member, said the county "wins the world prize on the footnotes we have on our street signs, like 'No right turn when the moon is full' sort of thing."

Floreen (D-At Large) said the prohibitions are a trade-off between keeping traffic flowing and keeping it out of residential neighborhoods.

Still, in some neighborhoods, even residents complain about living around so many restrictions, Floreen said.

Tracey Hughes of Somerset lives just off Dorset Avenue, which has the full complement of traffic humps, rumble strips, stop signs, crosswalk signs, electronic speed monitors and four-way stop signs at every block.

Hughes, who has lived in the neighborhood for six years, said the street doesn't appear to have too much traffic. But, she said, she assumes town leaders know what they are doing by installing the driving disincentives.

Arlington County has a novel approach to combat cut-through drivers. The confusing layout of many streets can so frustrate them that they give up and stick to the main arteries.

"Our neighborhoods aren't designed for speed," said Dennis Leach, transportation director for Arlington. "One, you're not going to save any time, and two, you might get lost."

Transportation officials say residents want it both ways. Everyone wants roads that are quick and congestion-free as long as those roads don't run in front of their homes. Instead of citylike street grids that distribute traffic evenly, suburban developments in recent decades have emphasized cul-de-sacs and winding streets that go nowhere and lacked through streets that could be used by outsiders.

That, said Ronald F. Kirby, transportation director of the Washington Council of Governments, forces almost all traffic onto arterial roads, which are barely able to handle it, especially during rush periods.

Bogged-down traffic on arteries pushes more traffic onto interstates, which were not designed for local trips. For example, Kirby said many motorists who use the Capital Beltway travel only an exit or two, an indication that regional arteries aren't doing their jobs.

Bulova said that as long as there is traffic, there will be cut-through artists but that rushing commuters need to keep in mind that the houses they drive past have people in them. "Motorists are very creative in Northern Virginia, and they pull out a map and find a way around," Bulova said. "That's okay, so long as people are driving respectfully and courteously."