"The second, slightly longer, detour was in play today on the Mount Vernon Trail. This one bypasses 2 short wooden bridges that are being replaced. It is located just south of Tulane Drive and another, shorter detour. The temporary mulch trail is a little tricky to ride."
There was a public meeting on June 6th for the Long Bridge Study (it was not on my radar and I did not go). There is some presentation material online, but it's hard to interpret without the presentation itself. This material has some photos and a schedule (final report in 2013) and here are the various alternatives presented without commentary.
There are 10 alternatives, including no-build. Only alternative 4 through 8 include a bicycle path. Each features a 12 foot wide bike ped path with - if the orange dots represent connections - connect at Long Bridge Park, the Mt. Vernon Trail, Ohio Drive on both sides of East Potomac Park, the Anacostia Riverwalk Trail and in SW DC.
Alternative 4 starts in Long Bridge Park where a ramp passes under the railroad lines and goes up to the downstream side of the bridge. The path would be 12 feet wide along the side of the bridge and then ramp up above the rail lines to 12th street on the DC side.
In Alternative 5, the path would start beneath the railroad tracks in a tunnel it would share with the streetcar. Then it would cross the river and the channel on the downstream side before passing above the railroad tracks at street level all the way to what appears to be 9th Street (?).
Alternative 6 for cyclists would be the same as 5, except that the bike path would be next to a lane for auto traffic.
Alternative 7 is the same as 6, except that the tunnel and bridge are wider to accomodate another streetcar track and auto lane.
Finally, there's Alternative 8 which moves the trail to the upstream side.
The advantages of being downstream are a better view (since there are no bridges nearby to the south) and more sunlight - which will help with snow removal. On the upstream, users would not have to pass under the railroad. Otherwise I'm not sure of any advantages or disadvantages. It would really depend on what the connections look like.
Still, any of these options would create a great new connection between Arlington, DC and the trails along the river.
The Washington Post is planning to sell Robinson Terminal (along with their downtown building, and they're also adding the paywall - hurting for cash?) along the Mt. Vernon Trail. With the coal plant closing, I think this means there will be no customers for the rail spur to the terminal. That may create an opportunity to widen the trail and maybe even extend it to Portner Road.
Remember the NASA bike share thing from last week. Two things - I've ridden one of the bikes a couple of times and though clunkier than a CaBi, they get the job done; and one of the major contractors here has forbidden their employees from riding them because it's too risky.
"Front and center in today's bike-lane dust-ups is San Francisco. ... an effort to build bike lanes along Polk Street, which would provide a relatively flat, north-south route in the city, has met opposition. Polk Street is a narrow, congested thoroughfare, so the plan is to replace most of the curbside parking with bike lanes and miniature parklets. However, business owners in the heavily commercial neighborhood are not impressed, fearing the loss of parking will have a negative impact on their business. They have placed protest signs in storefront windows and have jammed community meetings on the lane plans, turning them into rowdy events."
WHEREAS the District
Department of Transportation (DDOT) is developing a
master transportation plan, which will direct DDOT
funding for the next ten
years or more; and
WHEREAS biking is the most efficient use of public
space and fund for
WHEREAS Mayor Gray's Sustainable DC initiative has
called for at least 75%
of all trips to be made by walking, transit, or
biking by 2032; and
WHEREAS All District corridors and arterials
should be made safe for
walking, driving, and biking; and
WHEREAS Connecticut Avenue is a major arterial
road from Montgomery County
to Downtown Washington, D.C.; and
WHEREAS Capital Bikeshare is expanding in
Montgomery County, and in the
District along Connecticut Avenue; and
WHEREAS separated bicycle facilities are safer
than other roadway
treatments, reducing crashes up to 90%; and
WHEREAS bicyclists using the 15th Street cycle
track stated that they felt
overwhelmingly safer when riding in a physically
according to DDOT; and
WHEREAS a protected cycle track encourage
bicyclists to use the road instead
of the sidewalks; and
WHERAS 83% of residents in the area around the
15th Street cycle track
surveyed consider it to be a valuable asset to
their neighborhood according
to DDOT; and
WHEREAS Motorists interviewed on D.C. streets with
cycle tracks were found
to be favorable toward the lanes according to
WHEREAS a protected cycle track would improve the
flow of traffic,
especially uphill, by allowing bikes to move at a
slower speed without
impeding cars; and
WHEREAS business benefits by having cycle tracks,
with the first cycle
tracks in the U.S. on 8th and 9th Avenues in
Manhattan seeing up to 49% rise
in local businesses, with 3% in the rest of the
THEREFORE BE IT RESOLVED that ANC 3F
supports the inclusion of a separated
cycle track on Connecticut Avenue in the
forthcoming master transportation
On why the M Street and L Street projects were decoupled: "These projects have lots of pieces. We have limited staff working on them. That's really all we can handle -- one at a time," said Mike Goodno, who oversees bike lanes for the D.C. Department of Transportation.
And then check out this refreshingly reasonable response from AAA's John Townsend, maybe he truly is giving up the "war" rhetoric of the past. "'We think the [cycling] trend is here to stay. ... Motorists have to become more sensitized to the presence of cyclists," Townsend said, adding that he would like to see D.C. invest more in roads. "We're not adding any more capacity for automobiles, and that is a great concern for many motorists."'
A problem unique to L.A.: It has a bright green bike lane is on a street film crews like to film on. "the bright green of the bike lane is costly to erase if you're filming, say, a scene that takes place in the 1940s and you don't want a bright green bike lane running down the middle of your shot. It can't be lifted out of film by the usual post-production technique known as chroma keying, and it is more expensive to remove than other greens. And it's not just the street that needs to be color-corrected. Under the bright lights used for filming, the green bounces off the street and tints everything it touches, including actors' faces" But filming companies are being pretty reasonable, they want it painted another color. "There may not be 50 shades of green that will work for both bicyclists and moviemakers. But surely there is one."
A natural combination? The Portland Art Museum is teaming up with the World Naked Bike Ride. "For the museum, its new exhibit "Cyclepedia" is opening -- a collection of 36 weird and wonderful bikes highlighting innovative design through the decades....And so it is on June 8, cyclists in various stages of undress will meet at the museum. They'll get a special deal to see "Cyclepedia" from 8 p.m. to 10 p.m., when the ride begins: The price of admission to the show is $1 per item of clothing. That means no clothes -- no charge." The Portland Art Museum is featured in this not-particularly-funny sketch from Portlandia.