Road design, topography, and the arrangement of parkland make biking east of the Anacostia difficult. However, the parkland also creates an opportunity to add miles of bike trails to stand in for the connectivity that on-street routes are unable to provide.
In fact, DC east of the river has the potential to add more bike trail than the rest of DC combined. Despite this, it has a history unfavorable to bike usage.
The area east of the river was mostly designed after the widespread adoption of the automobile. As a result it is fractured, with a discontinuous street grid which makes for traffic sewers and circuitous routes. Furthermore, the roads were designed at a width and scale with cars in mind, making it difficult for DDOT to add in bike lanes without taking out traffic lanes or parking.
In the oldest parts of the city, DDOT has been able to add bike lanes by narrowing one wide general-purpose lane into a normal-sized lane plus a bike lane, as they did on Q and R Streets NW. That's possible because L'Enfant Plan streets weren't the same widths as modern streets, but this isn't possible in areas laid out in the automobile era.
Recent data confirms that biking east of the river is a challenge. Arlington released Capital Bikeshare data showing that there were few users in that part of DC.
With this in mind, and inspired by David Alpert's WMATA fantasy map, I created this fantasy bike trail map for the area east of the river. The idea is to create three north-south routes and connect them with several east-west rungs.
Click the map for an interactive version. Green - Existing Trails | Blue - Existing Trails in need of improvement Red - Planned Trails | Purple - Wished for trails (not in any plans)
Here is a description of each of the trails.
Anacostia Riverwalk Trail (ART) - The Anacostia Riverwalk Trail network is a set of trails proposed to follow along both sides of the Anacostia River for its entire length in DC. East of the river, it will stretch from the Douglass Bridge to the DC boundary. On the south end it will connect to the extant section of the South Capitol Street Trail. On the north end it will connect to Prince George's County's Anacostia Trail. Two sections of this trail are already open (1) from the Douglass Bridge to 11th Street SE and (2) between the CSX rail line and Benning Road NE. A section that bridges over the rail line and connects to 11th Street is currently being built.
Future construction includes the section north of Benning Road, which includes the trail along the the river and another to Eastland Gardens, and a new Anacostia River crossing south of the Arboretum. This is currently undergoing Environmental Assessment review. Once completed this trail will be the first north-south route east of the river and will connect Ward 7, Ward 8 and Maryland as well as the six river crossings in DC. A cyclist in Anacostia could ride as far as Wheaton or Beltsville on the new DC/Maryland trail network. The trail could be further enhanced with a river crossing on either the current or a future New York Avenue Bridge.
South Capitol Street Trail - The South Capitol Street Trail is a trail proposed to run along the east edge of the secure facilities that line the Potomac River in far Southwest before jogging east to connect to the Oxon Hill Farm Trail. It will serve as a connection between the Douglass Bridge and the Wilson Bridge as well as a continuation of the Anacostia Trails. By finishing the connection between the Mt. Vernon Trail and the Anacostia Trail System it will connect Northern Virginia's system with Prince George's County's. The concept plan for this project was completed in 2010.
Cheverly Connector - This trail would run on the east and south sides of the railroad tracks that connect Deanwood with Cheverly. It isn't in any plans, but is one I think should be included in future bike plans. In DC, it would start at the Deanwood underpass, cross the Deanwood Metro station and parking lot to connect to the alley behind the northernmost section of Minnesota Avenue NE and then cross over Eastern Avenue NE on a trail bridge. In Maryland it would follow the strip of land between the CSX rail line and Addison Road to go around the Mid-Atlantic Finishing site, then pass between the Metro tracks and what will be Addison Row. From there it would cross Lower Beaverdam Creek and connect to the parking lot at the Cheverly Metro.
This would create a straight connection between eastern Cheverly and DC. It could also serve as a connection between the ART, via a Nash Run Trail, and a planned trail along Lower Beaverdam Creek.
Following the creek all the way to the Anacostia would be almost impossible as it would necessitate negotiating the trail under the Metro tracks, two sets of rail lines and MD-201 while passing through an in-use industrial site. There may be issues with this trail caused by the Addison Row development, as it appears to be very close to the Metro tracks.
Nash Run Trail - Nash Run is an Anacostia tributary that starts in Farimount Heights in Prince George's County, passes under the Deanwood Recreation Center and Metro station and into Kenilworth Gardens. There is no trail along this stream in any plans, but again it is one I think should be included in future bike plans. A trail could be built to follow this stream. It would connect to the ART at Anacostia Avenue before turning east along the above ground portion of the stream south of Douglas St NE. It could go over 295 on the extant pedestrian overpass and then through the tunnel under the rail lines. On the east side of the tracks, it would become an on-road route along Nash Road NE, Leroy Gorham Drive NE, and Nash Place NE, where it would connect to Robert Gray Elementary School and Fairmont Heights High School.
The WB&A Rail Trail - Prince George's County currently plans to build an "on-road" trail along MD-704 from the southern terminus of the WB&A trail in Bowie to the District line. As MD-704 is built on the old WB&A right of way, this would really be a continuation of that trail, once in the District, the trail could be routed on-road west along Dix Street NE to the Marvin Gaye Park Trail and south on Eastern Avenue NE to the Chesapeake Beach Rail Trail and the Watts Branch extended trail.
Chesapeake Beach Rail Trail - Maryland has plans to build a trail from the DC line to Chesapeake Beach, MD, following the old Chesapeake Railroad route, though not always on the old railbed since the line wasn't railbanked. A very short section of the trail exists from Crown Street in Seat Pleasant to the shopping center on East Capitol Street. If extended west to the DC line along an extant social trail, it could then be easily connected to the east end of the existing Marvin Gaye Park Trail, which runs parallel to the old railroad in DC.
Marvin Gaye Park/Watts Branch Trail - The Marvin Gaye Park Trail is an existing, and recently rebuilt, trail that runs along the banks of Watts Branch. It could be extended to both the west and the east along the stream. It could go west through the N.H. Burroughs Avenue NE underpass and along Deane Avenue NE to the ART and from there to the new bridge across the Anacostia.
It could also expand east into Prince George's County, where the name of the trail may change, along the two Watts Branch tributaries that form the stream just inside the District. A trail along the western tributary would pass the planned Walmart and the Capitol Heights Metro before passing through the Capitol Heights neighborhood. The trail along the eastern tributary would pass through park land. Both trails could end at different locations along Rollins Avenue where they could connect via bike lanes.
Boundary Bikeway - Moving cyclists along the east side of the District is trickier than the west side. There is no linear park and the only road that goes through, Southern Avenue, has a low bicycle level of service. While one option may be to make Southern more friendly with bike lanes or cycle tracks, an easier option might be to build a bikeway on the first roads across the boundary in Prince George's County. Using the streets Akin, Able, Boones Hill, and Arcadia and connecting them with short trails as needed, a bikeway could be built connecting the trail along Watts Branch to the one at Oxon Run. A bike/ped bridge over Pennsylvania Avenue would finish the connection.
Pennsylvania Avenue Trail - As part of the Pennsylvania Avenue Great Streets concept plan there was a proposal to run a multi-use trail along the side of Penn from the old railroad tracks to Southern Avenue. This trail would have connected the Shepherd Rail Trail on the east side, with the Fort Circle Trail in the middle and the Boundary Bikeway and Oxon Run Trail on the west.
DDOT has been actively rebuilding Pennsylvania Avenue SE for over a year, and as sections have been completed, it's clear that there is no associated muti-use trail or cycletrack. There is a wider sidewalk, but it can't really be called a bike facility. Since there is unlikely to be a second bite at that apple for a while, the next best option is to connect the short distance from Fort Circle Trail and the trails in Maryland with a trail either along Pennsylvania Avenue or through the apartments on the south side above the buried Fort Davis tributary.
Shepherd Rail Trail - The dormant Shepherd Industrial spur rail line could be converted into a rail trail running from the South Capitol Street Trail all the way to Fort Dupont. Though the trail would run parallel to the ART, it would be on the east side of the Anacostia Freeway, where people live, thus serving a different constituency.
It would tie into the ART at both the north and south ends of the rail spur and also intersect the St. Elizabeths Access Trail, Suitland Parkway Trail, Pope Branch Trail, and Fort Dupont Trail. This trail was originally to be built in conjunction with the streetcar but was abandoned when the right-of-way was deemed unsuitable for the streetcar. Nonetheless, it is in the District's Bicycle Master Plan. Building it would require railbanking the existing right-of-way, which CSX reportedly wants to keep.
Fort Circle Trail - The Fort Circle Trail is a mostly-unpaved trail running from the Anacostia Community Museum at Bruce Place and Raynolds Street SE in Fort Stanton Park to the Marvin Gaye Park Trail at Hunt Place NE. The current trail is the only single-track trail in DC and is popular with mountain bikers. There have been some proposals to extend and improve the trail. DC should create a paved trail in line with those plans to complement the single-track trail. In addition, I propose some other enhancements not currently in any plans.
In the center, Fort Davis Drive could be widened with bike lanes, a cycletrack or a sidepath. In other areas a paved trail through the parks could be created or improved. On the south end it could be extended from its current endpoint to the Suitland Parkway Trail near 20th Street SE and then to the Congress Heights Metro. A spur from the Anacostia History Museum could connect to W Street SE . A second spur could connect through Ft. Stanton east to Pomeroy Road SE and the Suitland Parkway Trail. It could then cross Suitland Parkway and travel uphill along the stream flowing from St. Elizabeths' east campus, where it too could connect to the Congress Heights Metro Station, Alabama Avenue, and, via 13th Street, to the Oxon Run Trail. The Fort Circle trail would become the critical "center leg trail" of the east of the river trail system.
Oxon Run Trail - Oxon Run is another stream that starts in District Heights, MD, but instead of flowing into the Anacostia, it turns south to the Potomac. It forms the route for Pennsylvania Avenue in Maryland, then crosses the DC-Maryland border and runs along it. It crosses into DC near the Southern Avenue Metro station, back into Maryland at Oxon Hill Farm and back again into DC just before emptying into the Potomac River. A pair of unconnected trails currently follows the lower portions of the stream in DC and Oxon Hill Farm.
DC has plans for improving its section from entry to exit and better connecting it to the Oxon Hill Farm Trail. Prince George's County plans to extend it from the DC line to the Naylor Road Metro station where it would connect to the Suitland Parkway Trail.
In addition to these plans, NPS should upgrade its old, substandard trail in Oxon Farm, and Prince George's County should consider extending the trail farther. Room exists to extend the trail north along the stream past Lincoln Memorial and Cedar Hill Cemeteries, then across Pennsylvania Ave at Arcadia Ave (where the Boundary Bikeway ends), and then along the North side of Pennsylvania Avenue to Penn Crossing.
Suitland Parkway Trail - The Suitland Parkway Trail is a bike trail along the north side of the Suitland Parkway from Pomeroy Road in DC to a dead end just west of Southern Avenue. On the west end it connects to the Anacostia Metro and the ART via an on-road route. Prince George's County has plans to extend the trail into Maryland as far as the Branch Avenue Metro Station where it will connect to the extension of the Henson Creek Trail.
Prince George's County shouldn't stop at Branch Avenue. It should continue the trail east along the Parkway and upper Henson Creek all the way to Andrews Air Force Base. Once the Maryland section is built, DDOT will likely upgrade the almost-unusable trail in DC. Improvements to the on-street route should be included in the South Capitol Street plan.
St Elizabeths Access Trail - The St. Elizabeths Access trail is a trail to be built along the east side of the access road to the DHS facility at St Elizabeths. It would start at the intersection of the South Capitol Street Trail and Shepherd Rail Trail at Firth Sterling Avenue SE just east of the Anacostia Freeway and would end at the intersection of South Capitol Street and MLK Avenue. There it would connect to the Oxon Run Trail and, again, to the South Capitol Street Trail.
It will create a parallel option to the South Capitol Street Trail that is on the residential side of the Anacostia Freeway. This is currently being built with part to open in 2013 and more to open in 2014.
Pope Branch Trail - Pope Branch is a short stream running parallel to and south of Massachusetts Avenue SE. It runs through park land and is only crossed by four roads along the way. A trail along this stream could connect the Fort Circle Trail to the Shepherd Rail Trail. It could also connect to many of the streets along the park to tie in the neighborhoods between Pennsylvania and Massachusetts Avenues.
Fort Dupont Trail - In Fort Dupont Park there is a partial loop trail. The trails that exist there are mostly unusable and need to be upgraded - especially along the north side. On the south and east, the trail could be replaced with a sidepath along Fort Davis and Fort Dupont Drives.
The trail could also be extended east, past the Fort Circle trail, to Alabama Avenue SE and, with a bicycle boulevard on a couple of blocks on Beck Street SE and Vine Street, to the Boundary Bikeway. To the west the trail could be extended along the stream that flows through the park, to the Shepherd Rail Trail and through the south side of the railroad's DC-295 underpass to the ART. Currently, there is nowhere for a cyclist to cross DC-295 between Pennsylvania Avenue SE and Benning Road NE, and Pennsylvania Avenue is not for the timid. This would create a new crossing and a direct connection the entire way to Maryland.
Piney Run Trail - Piney Run is a stream that starts just south of Hebrew Cemetery on the DC-Maryland border and then flows on the south side of Benning Road before going underground just south of Fort Mahon. Though most of the stream is buried, it's route can still be used to build a trail connecting the Boundary Bikeway at Abel Road in Maryland to the Fort Circle Trail in Fort Chaplin Park, and connect the Fletcher Johnson and Benning Park Recreation Centers along the way.
Hillcrest Connector trail - A connector trail through Hillcrest could use an assortment of parks and green space to connect the Hillcrest neighborhood to the Fort Circle Trail and the Naylor Road Metro Station where the Suitland Parkway and Oxon Run trails meet. The trail could run on the north side of Naylor Road SE from the Metro Station and along the edge of 30th Street SE to a point just south of Fort Baker Drive. The trail would then use an unbuilt road, for which the ROW still exists, to cross Naylor Road and connect to the Fort Circle Trail. In addition, this trail could easily connect to any future Skyland development.
Benning Road Cycletrack - Currently, Benning Road is the only place between Pennsylvania Avenue and Bladensburg where pedestrians and cyclists can go from west of the river to east of 295. This uncrossable span of river stretches nearly 4 miles. Traffic moves fast on Benning Road— so much so that it has a speed camera on it— and most cyclists use the sidewalks to travel from the river to Minnesota Avenue NE. On several occasions cyclists have been hit on the sidewalks along Benning.
To make this connection more desirable a cycletrack should be added along the south side of Benning Road between the Anacostia Bridge and the railroad bridge and from the railroad bridge to the Fort Circle Trail.
Henson Creek Trail - This is the only trail listed that doesn't connect directly to DC. This trail currently runs from Oxon Hill Road to Temple Hill Road and is already planned for extension to the Branch Avenue Metro Station. A further extension along a tributary of Henson Creek through District Heights could connect the trailheads of the Oxon Run Trail and two Watts Branch Trails.
This network could create one of the most bikeable and walkable communities in the country, tie neighborhoods together, and bring all the benefits of active transportation to the eastern part of the city.
The downside is that it would involve a lot of paving, but if designed with stormwater management projects and daylighting of streams, the impact on water quality could be offset or even improved.
The new intersection of the MVT and the 14th Street/George Mason bridge sidepath has a stop sign and directional signs. But the stop sign is in an unorthodox place, the directional signs could give more direction and they also added a "no bicycling" sign (aka Dismount Before Crossing) for the humpback bridge. And the Dismount sign is on the wrong side of the trail. But other than that it looks great.
Of course, some will say that any increase in enforcement should include cyclists, and I agree. But enforcement should really be scientific. Let's go after activity that can be easily enforced and is clearly dangerous. Rolling through a stop sign at a T-intersection may not be it. Riding at night with no lights - definitely ticket. [One great thing about CaBi is that even when it moves people from their bike to a shared bike, at least we know they have ligths and reflective sidewall tires]. Speeding and distracted driving? Yes. Red light running is a natural because cameras make enforcement so easy.
While drivers can point to numerous examples of cyclists zipping between cars, threading through cars stopped at traffic lights to slip intersections at a red light, Kugler says he's not advocating lawlessness on anyone's part.
The only part of this that's illegal is running the red-light.
He makes the argument that many cyclists and advocates make: When a cyclist makes a bad decision, it will rarely seriously hurt another person. While collisions with cars frequently end with much more serious consequences.
That's mostly true, but in those cases where it is not, there should be enforcement. I wouldn't have a problem at all with a ticket written to a cyclist riding dangerously on the sidewalk (or anywhere really). The point is to enforce dangerous activity, not illegal. And enforcement has to be balanced. It shouldn't really be a crackdown on any one group, just the most dangerous actions.
The Pride Ride is this week, on June 3rd. "Join Revolution Cycles to celebrate, motivate, and support our LGBTQ community with a casual ride on the trails in Arlington. The event includes bike, a drink, snacks and karaoke after the ride at Freddie's Beach Bar"
This is just north of the Humpback bridge. They actually have two places where the trail connects to the underpass - so cyclists heading north and those going south will likely follow different paths. It's more of an "A" intersection than a "T".
Someone wrote in with this eyewitness account and it is reminder that pedestrians have the rigth-of-way on the trail and it is critical that we, as cyclists, treat them with great deference.
I witnessed a crash on the W&OD this morning. A cyclist rear-ended a runner. I was riding my bike and was catching the cyclist at the time and saw what happened very clearly. The cyclist was at fault. She just rear-ended the runner, who was in the middle of the trail. I told her it was her fault, to which she replied, "he was in the middle of the trail." I said, "and so were you." Though he was in the middle of the trail, she had plenty of space to pass. In fact, she was right on the orange line in the middle when she hit him. Cyclist and runner fell. Runner had cuts/scrapes on hand and no other injuries. Cyclist was fine so far as I could tell. I stayed around only long enough to make sure there were no injuries and to tell the cyclist (not so nicely I am afraid) that it was definitely her fault and she needs to be more careful. I am afraid I could have been nicer to her and maybe she wouldn't have been so defensive. I told her that as a cyclist I'd like to support her, but I really couldn't because it was clearly her fault. I don't know whether she gave an audible warning that she was going to pass. I didn't hear any and I was close, so if she did it was faint. In any event the runner didn't move right (which he said he always does). She just plowed down the middle of the path anyway. It happened on a long straight part of the W&OD through Falls Church where we could see the runner for a long time. There was no other traffic and the runner did not deviate from running a straight line.
New York City - The Deputy Mayor charged with getting more people to bike has taken up bike commuting. [He even bought the same bike I own]. “I’m sort of proof that if I can do this,” he said later, “anyone can do this.”
Meanwhile, the widow of a man killed by a salmoning bike delivery person, is working to make the roads safer and make sure cyclists are educated. "The cyclist who hit Mr. Gruskin wasn’t charged and quit the catering company. Ms. Gruskin sued the company that employed him, which settled for $1 million, said Chris McGrath, her lawyer. She set up the Stuart Gruskin Family Foundation to push for safer streets....ONE project that absorbed her was finding out how many people were hurt in collisions with bicycles. “If you wanted to find out how often cars hit bike riders, or cars hit pedestrians, you could get statistics about that,” Ms. Gruskin said. “If you wanted to know how often bicyclists hit pedestrians, there were no statistics for that....The standard form used by police officers who respond to a traffic accident does not include any place to list bicycles if they are involved. A new law calls for the collection of that information."
And, a NYC Councilman suggested legislation that would require bike license plates for messengers and food delivery people. This is law in London I believe.
Portland, OR - Mia Burk, President of Alta Planning + Design, which I'm pretty sure is related to Alta Bicycle Sharing (the company that operates CaBi) calls for the Idaho Stop in Oregon, among other ways of dealing with stop signs and bicycles.
Germany - Ride your bike on a pedestrian mall, and you could get a yellow card. “It is best to give it to them like this,” Kaufmann says, slipping me a card underhanded. “You cannot hold it up like a referee.”
Since I took this photo they've filled in most of the gaps, and painted new lines on the road. There's still some landscaping to do (obviously), I'm not sure if the lights work yet and maybe they'll pour another layer of tar, but really, you can now ride this from the railroad tracks to South Capitol Street. Here's the before view.