At the most recent DC BAC meeting, DDOT gave an update on its work and included that it is only working on one possible cycletrack at this time - the "East End Bikeway" [nee the 9th Street Cycle-track] a north-south facility located between 4th and 9th NW which might also be bike lanes.
During FY2014 they added 8.5 miles of bike lane and 20 CaBi stations for a total of ~200, and work is underway on the Rhode Island Avenue Metro Pedestrian Bridge and the Kenilworth section of the Anacostia Riverwalk Trail.
There is also planning underway for improvements of the Rock Creek Park Trail (complete in 2015), the Fort Totten Section of the Met Branch Trail (2016), the Oxon Run Trail rebuild (2020), Klingle Valley Trail (2015), East Capitol Street EOTR improvements (2015), Maryland Avenue road diet (2016), Suitland Parkway Trail Rehab (2016), and the South Capitol Street Trail (2017). More projects may be added and other projects advanced if more local trail funding can be allocated to bike programs. DDOT is asking for $1 million (place pinky at corner of mouth) extra.
I don't believe I've ever included a photo of the multi-use path along Pennsylvania Avenue SE east of the river, even though it's been open for a couple of years now. The project represents one of the road diets that the National Capital Region Transportation Planning Board approved this week (even though it's already complete).
This was built as part of the Pennsylvania Avenue Great Streets project. The original plan in 2007 included bike lanes, and when it was changed in 2009 I was a little critical of it. The 2009 design included a diagonal crosswalk at 28th with an exclusive bike/pedestrian crossing phase, but that didn't make it. Nor did the trail NW of 28th, which is too bad. Nonetheless, the MUP here is a pretty good feature and it makes Pennsylvania bikeable in this direction - which I would not say it was before.
The trail is really only needed going SE, which is almost entirely uphill. Then the trail becomes a climbing lane. At 10 feet it's about the same width as the CCT, and there's much less traffic. There aren't too many crossstreets, so it doesn't have the safety issues associated with sidewalks - and going uphill slows one down to a little over a walking pace. Downhill, it's easy to ride in the street.
But heaven help anyone who decides to go downhill on this path. I can get easily up to the 30 mph speed limit going down Penn (not that anyone else is) and that kind of speed is not safe on this path. DDOT should put sharrows on the downhill part of Pennsylvania to encourage its use - and even consider marking the trail for uphill bike use only.
I still wish they'd gone with a sidewalk, and put in a buffered bike lane on the uphill side instead of the path (with sharrows going downhill of course), but this is still a great improvement over the old road.
The FHWA, in coordination with DDOT, is issuing a FONSI for the Preferred Alternative, Alternative 3 Modified, for the rebuild of 1.7 miles of Oregon Avenue as identified in the Final EA for the Oregon Avenue Rehabilitation project. Unfortunately
Alternative 3 was modified to reduce the typical cross-section for the Northern Section of the roadway in response to public comments regarding impacts on adjacent property owners and tree removal; dedicated bike lanes or shared bike paths are not included in the Preferred Alternative.
Originally Alternative 3 was to be 10 feet wider in the Northern Section and use that to include a 10-foot share-use path. But now it will only include
In the Northern Section, or north of Nebraska Avenue to Western Avenue, the Preferred Alternative would transition to a cross-section width of 33 feet and would consist of two 10-foot travel lanes with curb and gutter, a 4-foot grass strip/tree buffer and a 6-foot sidewalk for pedestrians on the west side, and curbing only on the east side.
So the road is unchanged, but the vegetative strip is narrower and the 10 foot trail becomes a 6 foot sidewalk.
They try to justify the removal of bike facilities to mollify NIMBYs by citing the bike plan.
Although the Preferred Alternative does not include dedicated or shared bicycle facilities, the alternative is consistent with the DC Bicycle Master Plan because it would improve safety along the existing bicycle route by providing a consistent roadway width and stabilizing the edge of pavement
But that is some weak sauce in my opinion.The bike plan represents the best attempt of DDOT to meet the needs of cyclists at the time (2005). When it is doesn't do that, citing it doesn't make that go away. And based on the comments they received (there are 2 pages of names of people who sent in the "Bike form letter" supporting it)*, cyclists very much supported alternative 4. You can't use an oversight to justify a bad decision.
Still, this is a small improvement from the current state, which with the exception of a very short stretch of sidewalk north of Moreland Place, currently lacks amenities to serve pedestrians and bicycles at all. But a sidewalk isn't really a bike facility.
Another good alternative for cyclists was 4.
In the Northern Section, or north of Nebraska Avenue to Western Avenue, Alternative 4 would have a cross-section width of 44 feet and include two 10-foot travel lanes, a 4-foot bike lane, 10-foot vegetated swale, and 5-foot sidewalk on the west side, and a 4-foot bike lane and mountable curbing on the east side.
Alternative 4 is also the most expensive at $35.3 million. Alt 3 was $30.5 million and the preferred alternative would be $27.2 million.
I believe the Finding of No Significant Impact is only for the Preferred Alternative, but the other alternatives score almost identically.
I don't see any signs that there will be more opportunities for public input, so it looks like this is lost opportunity.
*Rereading my own comment, I'm blown away by it's elegance.
Work continues on turning the eastern spur of the Southeast Freeway into a Boulevard - which will include a bike facility.
After a year when it seemed like it might not get anywhere, the WABA supported Anti-Harassment Law - now labelled the Access to Justice for Bicyclists Act of 2012 - was approved by a DC Council committee today. "It now goes to the full DC Council for consideration with the unanimous support of the Judiciary Committee."..."The goal of the legislation is to incentivize attorneys to take on the cases of bicyclists in these lower-damages situations, by making provision for attorney’s fees and costs and creating a floor for actual damages of $1,000," says the report.
I disagree with this article in general, but I liked this caption "The addition of the New York Avenue Metro stop and walking/bike path was largely responsible for the boom in the District’s NoMa neighborhood."
"Held Nov. 8 at historic Christ Church, the kick-off event called Bows, Baskets and Bikes gathered DC-area event and meeting planners to help build bicycles for needy families through Christ Church's holiday initiative, the Christ Child Project."
Yeah, a guy did have a truck roll over his head, and he did survive and he was wearing a helmet. "According to police, the cyclist was stopped at a temporary red light next to a construction site on Quincy Street near Wilson Boulevard, when an unoccupied dump truck started rolling south on Quincy and struck him." I'm sure some people will still find a way to blame the cyclist.
A new sign on the south edge of Georgetown Waterfront Park.
My first thought when I saw this photo was that this sign listed the options one had here. They could walk or they could bike [No running, no roller-blading and certainly no blade running]. They might as well have as sign that says "No Biking" because that's what is really happening here.
I will be biking to work on Friday, but I won't be able to stop by a pit stop because someone scheduled mandatory training for early in the morning. Sigh...
Mary Cheh's budget report includes money for Trail Rangers, the Pedestrian and Bicycle Safety Enhancement Fund and the Fort Circle Trail.
Changes at the Florida Rock site, where a boardwalk will serve as a section of the Anacostia Riverwalk Trail, will result in bicycle and pedestrian traffic mixing on this section. "there is no longer a separate bike path--pedestrians and cyclists would share the boardwalk as it runs through the entire site, from South Capitol Street to Diamond Teague Park. "
Montgomery County begins the detailed planning for twenty-nine CaBi bikeshare stations—with about 200 bikes - to be built along the branches of the Red Line—in Friendship Heights, Bethesda, Takoma Park and Forest Glen. "The Chevy Chase Land Company is one of the county transportation department's key private sector partners, and has offered to pay for two stations—one in Friendship Heights and the other in Bethesda. The land company's pledge enabled the county transportation department to come up with the matching funds needed to secure the state transportation department's grant of $1.2 million, Brecher added."
After all the attention the personal recovery of a stolen bike got last week, Chief Lanier responds. Lanier said , "There was some background work we wanted to do so we didn't lose the person who ultimately took the bike to begin with." To be fair, "Person Recovers Own Stolen Bike" is more of a man bites dog story than "Police help person recover stolen bike."
Good afternoon. A co-worker pointed out today that the original Star Wars Trilogy is basically unchanged if Leia and Luke aren't siblings. Sure, maybe it explains why Luke looses it during the last light-saber fight, but you could've gotten there without it (as Family Guy so eloquently pointed out). And it doesn't matter in the second trilogy either. So why do it? Anyway the speed bike chase is still pretty cool.
The new plan for the McMillan sand filtration site includes "a hiker-biker trail along North Capitol for the length of the site, several new sidewalks, and two Capital Bikeshare stations on the site—one near the grocery store and one in the middle of the mixed-use medical office/retail complex."
'For [3-feet passing] laws to work, cities must incorporate two key components - education and enforcement. Without those things, "the [three-foot] law is just something written on a piece of paper," says Mike Samuelson of the Alliance for Biking & Walking.'
Georgetown is once again pushing plans for a new boathouse along the Capital Crescent Trail. I know that many cyclists oppose this, but I could be convinced. For starters the trail would have to be left at least as wide as it is now, and ideally it would be slightly wider. Then, push Georgetown U a little bit by getting them to build a little trail on the trolley right of way on campus. Metro is eager to sell the Foundry Branch Bridge and the ROW on both sides of it. So here is my ask:
Georgetown buys the bridge and land from Metro and the money, by law, goes to improve bus service. Better transit! Hooray!
Georgetown gives some of the excess land to NPS as part of their planned land exchange. More park land! Hooray.
Georgetown keeps the rest of the land, the part they've always wanted, for thier own purposes.
The view of the river from the trail gets a little bit worse, and there is more traffic near the trailhead. Not great, but there are no free lunches.
Anyway, the agency has scheduled an open house with a brief presentation for Tuesday, Dec. 13 from 6 p.m. to 8 p.m. at the Washington Harbour (3050 K Street, NW, Suite 200).
On the options, and hurdles, for better connecting the Mt. Vernon Trail to Arlington County. "The primary obstacle to building the long-sought bicycle and pedestrian bridge over the GWMP from what is now Long Bridge Park has been NPS opposition, not funding. The NPS has already stalled a *fully funded* environmental analysis for this crossing for nearly a decade. While the cost to build this bridge would be substantial, it should be similar to that of less-needed trail bridges, such as the one planned across Four Mile Run between S Eads St and Commonwealth Ave in Alexandria. Arlington's elected officials should press for the prompt completion of this long-delayed environmental and preliminary engineering study."
A Virginia driver hit a cyclist, leaving him in a coma, and then left the scene, reportedly to chase down the driver who cut him off (witnesses saw no "other" car). The driver was driving on a suspended license at the time. Witneses claimed that the cyclist was riding on the shoulder. So Virginia threw the book at him - $600 in fines. He also got 90 days in jail which was suspended and got to keep his license, despite 5 points on his license before this crash. That should teach him a lesson. There is much more here.
Back from my vacation. A post on Interbike is in the pipeline.
Walking Town, which includes several free bicycle tours is this weekend and next. It includes quite a few bike rides, including one led by CM Mary Cheh (assuming she has healed enough).
New York City is, like DC before it, using online crowdsourcing to decide where to put bike sharing stations. And as in DC, either the poor don't want them in their neighborhood, or they don't have the resources to crowdsource stations requests online. Despite the fact that both use similar bikes and similar companies, there is - as of yet - no plans for reciprocity.
The Action Committee for Transit is pushing for the new Bethesda Metro elevators now instead of waiting for the Purple Line (which may be a long way off since it depends on federal funding). The elevators should create a quicker connection between the Metro and the Capital Crescent Trail.
GGW responds to a "war on cars" post on the Huffington Post.
Chicago considers a ban on cell phone use while cycling. "The Active Transportation Alliance, which promotes biking, walking and mass transit use, has expressed support for the ordinance, but concern over its enforceability. Cell phone restrictions for drivers are notoriously difficult to enforce--and the alliance's executive director Rob Burke says extending the law to cyclists, who are easier to spot than drivers, could further shift police focus from motorist offenders, the Sun-Times reports."