The Washington Area Bicyclist Association is
announce the installation of the first on-street bicycle parking racks
city, courtesy of the District Department of Transportation. In front of
WABA office on Ontario Rd. NW, DDOT took advantage of unused curbside
before the intersection with Columbia Rd. and was able to provide
up to eight bicycles without removing existing car parking space. This
pilot project testing the on-street bike rack concept, the first of 25
on-street racks called for in DDOT’s new Action
Other progressive cities like Boston, MA and
have had demonstrated success with on-street bike parking of this type.
Business-owners in particular benefit from the ability to accommodate
customers on bicycles in the same space as one car, as well as the
parked bicycles as an impediment to pedestrian traffic on sidewalks.
The bike parking is ideally located for Adams
customers, employees & guests of neighborhood residents. The new
protected from passing cars by plastic bollards, or barriers and is free
open to the public 24 hours a day. Anyone interested in requesting an
bike parking rack for their business or residence can contact Will
DDOT at 202-671-2231 (firstname.lastname@example.org).
This is a few blocks from the W&OD Trail and there's a bike path parallel to Sunrise Valley Drive.
A bicyclist was struck and critically injured in Reston Thursday
evening, Fairfax County police said.
The man collided with a Saturn sedan on Sunrise Valley Drive at Barton Hill Road about 6 p.m., said Officer Bud Walker, a police
spokesman. The bicyclist was flown to Inova Fairfax Hospital with
life-threatening injuries, Walker said.
Police released no other information about the bicyclist.
The cause of the crash was still under investigation, but speed and
alcohol were not believed to be factors, Walker said.
It is a large number,” noted William O’Connor, who is leading the team
planning for the new school.
O’Connor acknowledged that “the
demand is not there” for so many spaces at the moment, but he borrowed
from an old movie in suggesting that, “if we build them, they may come.”
spaces, some of them covered, would not all be built at once, but
likely would be phased in over time. In addition to racks for students,
there would be a 22-space area for faculty members and other staff to
securely store their bikes during the school day.
The decision to
propose more bike spaces seemed to please some School Board members.
glad to see all those bike racks,” said chairman Sally Baird, noting
that the South Arlington school sits near a number of bike trails.
In the comments, many people seem to think this is a bad idea, that biking is just far too dangerous for children to be doing on cracked and potholed streets during rush hour.
Biking to school at rush hour would seem a little
more than foolish for most kids - and these are CHILDREN. Unless all
parking is banned on these routes, and safe bicycle lanes are created, I
wouldn't allow my child to bicycle to school - and I'm an old cranky,
stick in the mud who used to walk to school in 3 feet of snow......
are children, NOT adults who may be more experienced bikers. There is a
BIG difference. Step out of the biking shoes and take a moment to walk
in a thirteen year olds shoes...
One person seems to think it's a corrupt one too.
The bike garages and lots are a payoff to the
special interest bike lobby that has no real benefit or return for the
students or the taxpayer.
Primary routes for biking to Wakefield
are (1) the long, steep (and sweaty) climb up from the Walter Reed Dr.
Corridor, (2) pedaling down George Mason Dr. where you take your life
into your hands biking between Columbia Pike and Four Mile Run, or (3)
fighting traffic cutting through on a narrow, twisting, hilly Frederick
Street from the west end of Columbia Pike.
The limited number
bike riders is indication of the sanity and common sense of today's high
school student -- not a lack of upscale parking spaces.
Arlington cyclists respond
Bicycling to Wakefield High School--even via the
roadways cited--is neither difficult nor dangerous, and the vast
majority of Wakefield students and many faculty and staff could feasibly
bike to Wakefield at least part of the time.
Since at least 10
bicycles can easily be parked within the space needed to park a single
auto, the cost to provide the bike parking is trivial in relation to
both the total project cost and the cost to provide the auto parking,
and the bike racks could even reduce project costs if just a few auto
parking spaces are eliminated.
As far as I know, the "special interest bike lobby"
is nothing more than ordinary Arlington citizens, students, parents,
and school employees who support making bicycling a viable
transportation option for its health, enjoyment, mobility,
energy-saving, environmental, and traffic benefits.
all forms of alternative commuting by Wakefield employees, the school
system should locate Zip cars at Wakefield for emergency and other
midday use by employees. These Zip cars could continue to serve nearby
residents on evenings and weekends.
No Wakefield student would be forced to bike to
school. Arlington Public Schools already offers bicycling education as
part of Physical Education at the middle and high school levels, and
this program can and should be expanded. If nothing else, sound
bicycling education programs result in better young motorists.
Anyone who feels that cycling on the very streets
discussed by the other poster is unduly dangerous should familiarize
themselves with the literature on the subject. Long story short, the
risks associated with cycling are on par with driving; except that
cycling provides the additional benefits of exercise.
the additional bike parking takes up little space and would take few
resources to implement. Notice that the present plan intends on
providing the parking incrementally
The campaign to cancel a hiker/biker trail that connects the Lake Frank Trail to a spur of the Maryland portion of the Rock Creek
Park Trail is picking up steam. Here's one letter to the editor of the Gazette on the issue.
In attempt to mitigate some of the damage done by the InterCounty
Connector, state funds were going to be used to remove pavement from a
road and two parking lots on the east side of Lake Frank. The road and
parking lots have not been used in more than 35 years.
Trees were then going to be planted where the asphalt had been. But the
[Maryland National Capital Park and Planning Commission] hijacked the
money and diverted it to a construction project that will cut down trees
in the park.
Now the money that was going to be used for environmental mitigation is
going to be used to extend the Rock Creek bike path by a couple of
hundred yards. More than $2 million that should have been spent on
environmental mitigation is gone. Worse, the replacement project will
exacerbate the damage done by the ICC. This is called adding insult to
John Mathwin, Rockville
One quick correction is that the money is coming from Community Stewardship money, not Environmental Mitigation funds, so it is less objectionable in that light, I think. John Mathwin also wrote a letter to the Post on the same subject. You can read more about the trail here. The new letter includes the new strategy which is to get the money re-re-directed back to the parking lot removal. There is more on the debate here. Jack Cochrane of MoBike adds more context to the debate:
Another resident concern was improving pedestrian and bicyclist safety
and access from the Cheverly Metro station to the rest of the town.
[Councilmen Michael Callahan (Ward 1)] briefly joked about blowing up the bridge over Route 50 between
the Metro station and one of the town entrances and trying again.
[Micah Watson (Ward 2)] suggested an increased police presence to reduce station bicycle
theft and said a second crossing, such as an access bridge, is
necessary. Callahan said in the past they've had the Maryland Department
of Transportation out to the bridge to properly sync the traffic
signals where Cheverly Avenue intersects with the bridge.
"We have a bridge that was never intended for the use that it has,"
Callahan said. "We need to work to improve it gradually and slowly."
Resident Gabe Horchler said the pedestrian access to the Cheverly Metro
is "atrocious" and hopes whoever is elected mayor puts pressure on the
Washington Metropolitan Area Transit Authority to put a camera near the
bike racks to prevent theft. Horchler said he has had six bicycles
stolen there in the past six to seven years.
"There should be 100 bicycles there every day," Horchler said. "If
they're not stolen they're ruined [with] people kicking the tires."
We ride across this bridge every year for WAGBRAD. It's not unusable, but it's pretty bad.
In Maryland, cyclists are still required to use the shoulder if one is present and there are many roads where cyclists would choose to do so even without the law, so it can create a conflict when rumble strips are added to the shoulder that don't allow space for cyclists. To address this, the Maryland State Highway Administration is working on a Guideline for The Application of Rumble Strips. Currently they have draft, interim version. You can send comments on the guideline to email@example.com.
[Rumble Strips are raised or grooved patterns on the roadway or shoulder that provide audible and vibratory warnings to drivers that their vehicles are leaving the driving lane or are approaching an unusual or unexpected traffic or road condition.]
LAB is working this issue at a national level, and on their blog note an incident this week where an experienced Virginia cyclist, riding in Georgia, reportedly moved into the path of a truck to avoid rumble strips on the shoulder shown in the photo.
Section three includes considerations for cyclists
3. Roadways Where Bicycles are Permitted Along expressways where bicycles are expressly permitted to travel and along other highways where shoulder rumble strips are desirable, the accommodation of bicyclists must be considered. The following apply to these highways:
Shoulder Widths · Where the paved outside shoulder is five feet or greater in width, rumble strips are to be installed in accordance with the typicals shown in Section IV.A. of this document. · Where the outside shoulder is less than five feet in width:
- The installation of rumble strips is to be coordinated with the Bicycle Coordinator within the Office of Planning and Preliminary Engineering, who will provide the needed coordination with the Bicycle and Pedestrian Advisory Committee. - Consideration should be given to the need for and benefit of installing minimum width rumble strips (lateral length), minimum depth rumble strips, and/or placed closer to the edge of the roadway. - Consideration should be given to the need for and benefit of installing rumble stripes.
· Roadway corridors with segments that have deficient shoulder widths should not preclude the use of shoulder rumble strips for the entire corridor. Deficient shoulders are defined as shoulders where the lateral distance from the outside edge of the rumble strip to the outside edge of the shoulder is less than 4 feet or to the face of traffic barrier is less than 5 feet. In these segments rumble strips should not be installed for the length that the deficient shoulder exists. In determining the minimum clear width, consideration should be given to decreasing the width of the rumble strips and/or placing them closer to the roadway edge, and the use of rumble stripes. · Shoulder widths should be based on actual field measurements and not on reliance of widths shown on plans, as-builts, or inventories.
Gaps · No gaps for bicyclists are to be provided along highways where the posted speed limit is 55 mph or greater. · Although safety is maximized by continuous rumble strips, for highways where the posted speed limit is less than 55 mph, gaps for bicyclists shall be installed. · Gaps should be installed with a 60-foot pattern (12-foot gap following a 48-foot length of rumble strips). This pattern can be adjusted to accommodate specific milling equipment or for other sound reasons; however, the gap should not be less than 8 feet nor greater than 12 feet and gaps should not be spaced less than 36 feet or more than 60 feet apart.
“TheOprah Winfrey Show”
and WJLA-TV welcome media and the general public to the D.C. rally to
awareness and reduce the number of accidents from mobile phone use
wheel. Those in attendance may appear on camera during an episode of
Oprah Winfrey Show.”
WHEN:Friday, April 30, 2010
open at 9:00 a.m.
a.m. – 10:00 a.m. – No Phone Zone rally
a.m. – 11:00 a.m. – Viewing of “The Oprah Winfrey Show”
No Phone Zone Day special episode which airs on WJLA-TV at 4:00 p.m.
Newseum – Atrium
555 Pennsylvania Ave., N.W.,
Washington, DC 20001
Ray LaHood, Secretary
of Transportation, U.S. Department of Transportation
Lanier, Chief of
Police, D.C. Metropolitan Police Department
National Transportation Safety Board
Smith, President, Founding Director,
Nearly 6,000 people
died in 2008 in crashes involving a distracted driver, and more than
million were injured. Washington, D.C. bans the use of all hand-held
while driving, yet a 2010 Washington Post poll reported eighty percent
D.C.-area adults often see distracted driving.
You can sign Oprah's No Phone Zone pledge here. And I think it could apply to distracted biking (I personally don't think it's wise to ride while dealing with a phone).