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Not really clear what is meant by the K Street cycle track. Is this in addition to the MUP running parallel to K Street in Georgetown? And I've seen no evidence of new bike infra on 20th.

@Crickey

Yes, DDOT is installing an on-road PBL on K St along the Georgetown waterfront.

> "I've seen no evidence of new bike infra on 20th"

The reference to "They've also started work the Western Downtown cycletracks on 20th and 21st Streets" is to planning work. Per https://www.dccycletrack.com/20th21st22ndstnw they're going to be presenting the 10% design at the meeting in late May.

Crickey, yes I'm talking about the PBL that will connect the CCT to the Rock Creek Park Trail on K Street.

And infinitebuffalo is right, when I say work I don't mean construction. I mean planning.

All I want for Christmas is the Irving NE, 4th St. NE and the MBT to be filled in on 8th NE!

I love the idea of the K St/Water St cycle track as the current trails through the park have too much foot traffic for a bike commute. But what is their thinking on an effective connection to the L & M St. cycle tracks? I've alternated between climbing 29th to take the awkward left from PA to L and navigating the Whitehurst/I-66 interchange sidewalks. I'm not sure the best answer here, but the status quo is not good.

Sean, you can read all about it at the links below:

http://www.thewashcycle.com/2016/06/georgetown-bid-planning-connection-between-the-capital-crescent-and-rock-creek-park-trails.html

http://bid.georgetowndc.com/media/uploads/k_street_optimum_&_interim.pdf

I take K Street to 25th, where there is a crossing light. You can then take 25th up to Pennsylvania right where it splits off to L. For the Whitehurst Interchange, I cross over to the median while it's red (which is technically illegal), then scoot up to 25th when the Whitehurst off ramp light turns red.

2-way PBL make sense to me when PBL density is low. Like putting in the one on 15th several years ago. It was all by itself and needed to accomodate traffic both ways. But once the city reaches a density of PBLs in a grid of one-way streets like they do with 9th and 6th, wouldn't making the PBL's consistent with existing traffic flows (rather than contrary to flow) safer without making a measurable difference on cyclist volume or access?

I think so. Since I've been here, the pattern has been something like this.

1. Add bike lanes to streets with extra space
2. Add bike lanes to streets that are overbuilt
3. Add PBLs to streets that are overbuilt

And now we're starting to upgrade some bike lanes to PBLs. I suspect soon they'll start to split up some two-way cycletracks and put in dual PBLs. Then we'll hit peak oil and we'll all be dead.

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