TheWashCycle

A carless city in the Alps

Last year, I went to Zermatt, Switzerland to visit a friend and I found a town that doesn't allow cars. 

Zermatt is a tourist town with a permanent population of about 5,000 people but with a tourist population several times that. It's a popular skiing, hiking and mountain climbing destination at 1600 meters altitude and to prevent anything from obscuring the view of the Matterhorn, they limit combustion-engine vehicles mostly to construction equipment and emergency vehicles. There are a few little, electric shuttles (as seen below) and taxis that drive around the town taking people from place to place, but most people walk. Even the garbage trucks are electric. There are also a couple of electro-bus routes. 

Most people arrive by the cog-rail (AKA rack rail) and another one (seen below) goes up to the observatory at Gornergrat at 3,089 meters up. The cogs allow it to climb a steeper grade, though it goes slow and is a bit rough.

The town also has a furnicular railway and of course a lot of gondolas to get people up the mountain to the ski areas. 

People also get around by bike, but most that I saw were riding very slowly. And they all had little plastic tubes to carry skis around.

Elsewhere in Switzerland, I saw tons of bike-friendly and urbanist development. There were rows and rows of bikes parked at the train station. There were runnels on the stairs around apartments.

There were so many paths that went everywhere all with abundant signage. The below photo is of a bike path, not a road where bikes are allowed, but that wide thing is for bikes and pedestrians. There was a playground on the train. 

Here's an old phone booth turned into a little library. 

Bike racks on the back of intercity buses.

Finally, here's a photo of the Niwärch Stollen, at 1379 m, it's one of the longest bike ped tunnels in the world. We did see at least one cyclist pass us. The tunnel has a great history. There's an aqueduct from the glaciers to a set of fields near Ausserberg. It's several centuries old and used to go around the mountain using trenches connected by hollowed-out half logs, Gilligan's Island style. But in 1971 they built a tunnel to bypass that and so the purpose of the tunnel is irrigation. You can still hike along the old trench, which we did, even if it's a little terrifying in places. But the views are worth it.

The tunnel is pitch black until the end because it makes a 90 degree turn at one end - which a train tunnel would never do.

 

Bike crashes down in Arlington from last year, but still high

According to a report by the Arlington Police Department, bike crashes were down from 2018, but 2018 was still higher than in 2014 to 2016.

In 2018 there were 57 crashes in Arlington, down from 80. That's the good news, but that's still higher than the 38 averaged over the prior 3 years. Comparisons to years prior to that are difficult because of different records management systems. Motor vehicle crashes were also down in 2018, by 4.7%.

In most crashes involving cyclists and pedestrians, motor vehicle drivers were found at fault, 52% and 74% respectively. 67% of drivers deemed at fault in a crash with a pedestrian were cited, as were 74% of those with cyclists. Pedestrians were at fault in 19% of their crashes with cars and cyclists in 37% of theirs. Pedestrians were cited 13% of the time they were at-fault, and cyclists 32%. There were 3 bike-ped crashes, with the cyclist at fault in 1 and pedestrians in the other two. 

33% of the bike crashes had no injury, 65% minor injuries and 2% were serious. There were zero fatalities. There was 1 pedestrian fatality. 

In 28% of bike-car crashes, the cyclist was in a bike lane. In 26% they were in a crosswalk. In 12% they were in a crosswalk, going against the signal. 10% of crashes were doorings. 14% involved a car going in or out of a parking lot. 14% involved a car going straight. 12% were right hooks. 

66% of pedestrian crashes happen in the crosswalk. 

More than half of all crashes, 50.6% happened at dusk, at night or when otherwise dark. 

Some other data from the report, there were more crashes during the morning commute and, oddly, on Thursdays.

Crashes by age.

A map of bike crashes shows that many (most?) are in the Rosslyn-Ballston corridor. 

Rock Creek Far West Livability Study Tonight

DDOT is hosting a public meeting on the Rock Creek Far West Livability Study. Livability studies are used to define improvements in public space that increase safety and access for all users of the transportation system.

Each livability study concludes with a list of recommendations, which can include safer pedestrian crossings, more accessible bus stops, geometric adjustments that support intersection safety, enhanced green spaces, signage for better driver information, and speed controls in sensitive areas.

This year, DDOT is studying Rock Creek Far West (not to be confused with Rock Creek West) and Rock Creek East. 

RCFW is the eastern corner of DC, where the Capital Crescent Trail and C&O Canal towpath are, and where the Trolley Trail might someday run. 

The meeting is tonight, 6:30 to 8:30pm at the Palisades Neighborhood Library Meeting Room.

At the Rock Creek East kickoff earlier this month, they presented a bike and pedestrian crash map for the area. 

And a map of existing and planned facilities.

The area has Beach Drive on one side and the Met Branch Trail on the other. There are plans for a sidepath along 16th; bike lanes on Kalmia, Blair, 3rd and 14th and a cycletrack on New Hampshire.

The Vision Zero heat map shows high requests for help in Takoma, near NH avenue and North Capitol and around Blair Circle. 

If these are areas you travel through and have strong opinions on, you should go to one of the workshops or submit comments online.

MTA now allowing full-sized bikes on the Penn Line

Last month, Metro started allowing bikes on during rush hour, and this month MARC has - finally - started allowing full-sized bikes on the Penn line (the one that goes to BWI on the way to Baltimore). 

It took a long time to get to this point, and it's not clear why. MARC announced the change in 2016 with plans to start in 2017. Racks were placed in trains as far back as October of 2017 and at that time they said they wouldn't be available until summer of 2018, but it took a little longer than that. 

With the installation of new bike racks on 35 railcars, MARC Train riders now can transport full-size bicycles on the majority of weekday rush-hour Penn Line trains. Previously, riders only have been able to bring collapsible/folding bikes on trains.

The new full-size bike racks are available on a first-come, first-served basis and continue MDOT MTA’s efforts to expand bicycle access across Maryland, including the addition of bicycle parking at 11 MARC stations and nine Metro SubwayLink stations. MDOT MTA has worked closely with local jurisdictions to enhance bicycle connections to transit facilities.

MARC riders should check the schedule for the bicycle symbol to determine which trains have bike racks installed. At the station, passengers with full-size bicycles can identify which railcar to board by looking for an illuminated green light on the outside of the car. Passengers unable to find an available bike rack will need to wait for the next train with bike racks. Collapsible/folding bikes continue to be accepted on all MARC trains.

Bikes have been allowed on weekend trains since 2014. VRE also allows full-sized bikes on certain trains.

No word on when or if they might allow them on the Camden or Brunswick lines. 

The bikiest Oscar Nominees this year (that I've seen)

There's no Breaking Away or Bicycle Thieves or even a Me and My Moulton this year, but there are some Oscar-nominated films this year with at least some bike or bikeness to them. Below I have listed them in order from least to most bikey, at least for the ones I've seen (I have not seen them all. Maybe Dick Cheney does a lot of bike riding in Vice. Seems unlikely).

6. Endgame - This documentary short about end-of-life care features an exterior shot of a hospice in San Francisco in which a cyclist flies down the hill in a green painted bike lane. 

5. Blackkklansman - Ron Stallworth, the main character, goes on a date on some path that appears to be a multi-use trail, but no one on a bike is seen, so maybe it's not. I only know the trail is in New York. [The pickings are slim here people. Good movie though.]

4. Bohemian Rhapsody - The movie doesn't include the song "Bicycle Race", but there is a party scene in which scantily-clad girls ride stationary bikes which is supposed to be a nod to the video in which the girls are nude and on real bikes. 

3. A Quiet Place - A key scene near the beginning takes place on the Wallkill Valley Rail Trail in New York. No biking though. 

2. First Reformed - This movie actually features people riding bikes! For several seconds! The two main characters go on a bike ride for fun. Which is what everyone should do - rather than most of the other stuff the characters do or contemplate. 

1. Mary Poppins Returns - So much biking. Jack, played by Lin-Manuel Miranda, is a lamplighter who rides his bike everywhere and is frequently transporting characters around on his bike, even using it for some wooing. There's a dance scene on bikes (which might also be something you'd see in Vice). The titular character rides one during the climactic scene. It's biketastic and should win all of the Oscars. 

Plans and projects to change trails near Shirlington

 

A couple of efforts are underway that will change the Four Mile Run Valley near Shirlington, creating new trail connections and - egad - removing a whole street. 

First of all work has begun on South Walter Reed Drive that will improve the section between Arlington Mill Drive and Four Mile Run Drive, which is where the Four Mile Run (4MR), Lucky Run and W&OD Trails intersection with it. The project will

• Create new, 10-feet wide, bi-directional trails on each side of Walter Reed Drive, separated by a utility buffer, that will connect the 4MR and W&OD trails. Trails will include trees and trail access from 
• Add green pavement at the driveway crossings of the new trails. 
• Add a raised crosswalk between Four Mile Run Trail and a larger "pork chop" traffic island with planting on Arlington Mill Drive
• Realign the Four Mile Run Trail’s approach to crossing Arlington Mill to improve visibility to and from trail users and crosswalk
• Install new signal/signage technologies to better support crosswalk users.
• Build new crosswalks and curb ramps, compliant with the Americans with Disabilities Act (ADA) at both intersections
• Add pedestrian and bicycle way-finding signage

The trails will remain open throughout construction, with detours required at times. Work started in the Fall and will continue through the summer.

Meanwhile, the county created a new framework for the Four Mile Run Valley from Barcroft Park to I-395 and it would also change and improve the two trails through the area and the Walter Reed crossing. Separately, the plan recommends expanding Jennie Dean Park by removing 27th Street between Shirlington Road and South Nelson, the WETA studios, some parking off 27th and all the buildings north of 27th except the Weenie Beenie.  

One of the recommendations in the framework is to add trail underpasses at Shirlington Road and at Walter Reed (where the at-grade crossing above is currently being improved)

A future trail underpass could eliminate the need for people walking or biking to cross Shirlington Road at grade, helping to improve safety and comfort for trail users. Westbound trail users could use the underpass to access the W&OD Trail by walking/riding north on the western sidewalk of Shirlington Road. To continue west on the Four Mile Run Trail they could use the western sidewalk on the Shirlington Bridge, which is slated for widening.

A trail underpass at the Shirlington Road bridge will likely require additional review by both the Arlington County Department of Environmental Services (DES) and the Army Corps of Engineers. The Resource Protection Area (RPA) buffer requires establishing/maintaining a vegetated natural buffer to Four Mile Run. As a trail connection to the County’s trail network, the underpass could be considered an allowable use wthin an RPA.

There are also recommendations to:

• Improve the current at-grade crossing at Shirlington Road
• Ensure that the proposed enhancements to the bridge at Shirlington Road will make access to Arlington Mill Drive easier and improve connectivity between the W&OD Trail, Four Mile Run Trail, Jennie Dean Park, and the development along Four Mile
  Run Drive and in Shirlington.
• A road diet on Four Mile Run to allow for the construction of temporary sidewalks on the south side. 
• Add bike racks and signage

While I'm on the subject of Four Mile Run, Arlington is also in the process of completing an emergency stream and trail stabilization project.

Construction began around February 18, 2019 and will take approximately 6 weeks.

• W&OD trail will be closed for approximately 4 weeks.
• Four Mile Run trail will be closed for the duration of construction.
• A short trail detour will be in place.
• Clear directional signage will be provided along the detour route.

• Tree impacts will be avoided to extent feasible. Some trees will be pruned along the Four Mile Run trail in the vicinity of the staging/access area.

Most Support Palisades Trail improvements near Arizona Avenue

DDOT is making plans to rehabilitate or replace the Arizona Avenue pedestrian bridge and ramp and so far it appears that the project has public support. The purpose of the project to provide proper clearance and an all-weather surfaced trail for the full 0.65 mile length of the project. This informal trail is built on the Glen Echo Trolley right-of-way and may become part of a longer, formal trail all the way to Georgetown University.

66% of comments received by DDOT about the project supported some kind of trail improvements while 25% did not. A small majority of residents support some change to the surface (which is now just dirt), whether that be crushed gravel, permeable pavement or gravel. 

Trail surface changes are supported more by people who want to a more accessible surface and those from outside the nieghborhood who would like to bike on it. Those who oppose it are almost all residents who want to maintain the natural surface, limit use or who don't want cyclists on it. 

This comment is somewhat emblematic of the opposition

It’s scandalous to be spending this sort of money here when so many neighborhoods are hurting, can’t even dream of a trail.
Mud is good. Leave the trail as is. We don’t need bicycles speeding on it as we walk dogs and kids play.
The Palisades doesn’t need any more hard surfaces, it’s not downtown but a rustic neighborhood.
Bikes already have a trail. Save your money for a poor neighborhood!

The positions seem to be

1. The Palisades is wealthy, has lots of trails and this money would better be spent elsewhere. (I'm sure this will be the same position taken when it is time to hand out funding for schools.) 
2. The trail is perfect as is and these changes will make it worse as they are inappropriate here.

The "poorer neighborhoods" actually have lots of trails. DC has 11 major trails (12 if you count the MVT across Columbia Island). Of those 6 are east of the river - with the Anacostia Riverwalk on both sides. Here's how they break out by ward

DC Trails by ward and total mileage

ward 1 (1.5)  - Rock Creek (1.5)
ward 2 (6.5)  - CCT (0.5), C&O (1.2), Rock Creek and Potomac (4.8) - Not counted: Mt. Vernon (2.2)
ward 3 (9.1)  - Klingle (0.9), Rock Creek (1.2), CCT (3.8), C&O (3.2)
ward 4 (6.1)  - Rock Creek and Potomac (6.1)
ward 5 (1.5)  - MBT (1.5)
ward 6 (4.9)  - MBT (1.0), Anacostia (3.9)
ward 7 (14.2) - Watts Branch (1.9), Penn Ave(1.0), Anacostia (6.8), Fort Circle Trail (4.5)
ward 8 (7.3)  - Oxon Run (3.4), Suitland Parkway (1.7) Anacostia (2.2)

So, while Ward 3 does have a lot of trails (all along the edges) the poor neighborhoods are not exactly trail poor. And of the 8 trails in the pipeline [South Capitol - W8, Shepherd Branch - W7&W8, NY Avenue - W5, the rest of the ART - W5, W6, W7&W8, rest of the MBT (W4&W5), extended Oxon Run (W8), Piney Branch (W1) and Palisades (W3)] and the rehab of the Suitland Parkway in Ward 8, most of those are in what we think of as the "poor neighborhoods".  The Palisades Trail is the only one in Ward 3. 

Not that I think we should be using Ward-parity as a criteria for trails in the first place. This trail will be used, both for recreation and transportation, and that's the most important criteria. 

As to the trail being perfect as is, that can be an eye-of-the-beholder issue, but not all agree. Another resident stated "Yes trail – current muddy situation is awful – any new surface would be preferable for strollers, scooters, wheelchairs, walkers, youth bikers." So it may be perfect if you want to walk - sometimes in the mud - alone. But if you want to use a stroller or scooter - it's less than perfect. 

I love that on the one hand there is this great concern for the poor people in other parts of the city and how they don't have nice things AND that this is such a nice thing that they wouldn't want more people from other parts of the city coming to use it. It would serve them right if some of the residents from the "poor neighborhoods" started showing up to walk it saying "You know, you're right. This IS perfect. We're coming every day."

Just a few more choice comments:

"The trolley trail should remain a green-way." (unlike the Capital Crescent Trail?)

"The local biking advocate(s) who has been lobbying to "pave the trail" for 3-4 years have recruited
bikers from Maryland and Virginia to attend our neighborhood meetings. (I consider this foul play and
unethical.)"

Comments on the Silver Spring Bike Lanes are due today

Montgomery County DOT presented the Silver Spring Bikeways earlier this month and comments are due today. You can send them to Matt.Johnson@MontgomeryCountyMD (dot) gov.

Most of what is in the presentation isn't new. (and here)

For Dixon Avenue:

The bikeway will ultimately connect the Second Ave/Wayne Ave separated bike lanes with the Metropolitan Branch Trail. A developer will construct the segment from Ripley Street to the Georgia Ave/Silver Spring Ave intersection.

There is the photo of the Silver Spring Secure Bike Parking facility under construction at the top and the layout options, one of which is below. Should be a cool addition, even if it has moved from it's originally proposed location. 

Oh and while I'm at it, though this is in Bethesda, here's a shot of the under-construction future Capital Crescent Trail tunnel in Bethesda.

Trails and Transit access get funding in 2018 TLC Program grants

Last May, the MWCOG approved 9 projects as part of their Transportation Land-use Connections (TLC) Program. The TLC Program provides short-term consultant services to local jurisdictions for small planning projects that promote mixed-use walkable communities and support a variety of transportation alternatives. Some of these nine projects have, or likely will include, elements to improve biking. Those include:

District of Columbia – Barry Farm-Metro Access Feasibility Analysis - This project will determine the feasibility of a new transportation connection across Suitland Parkway between the Barry Farm public housing complex redevelopment and the Anacostia Metro Station. Since DC is already doing a feasibility study of a trail along the Shepherd Branch railroad corridor, and since that is one ideal location for a crossing - grade-separated or otherwise - this study may aid that effort. 

Prince George’s County - Cheverly Metrorail Station Bike/Ped Access Study - This project will provide planning and design assistance for improving bicycle and pedestrian access to the Cheverly Metro station. Currently, non-motorized access to the station is extremely limited (WC: This is true) because of missing or fragmented pedestrian and bicycle facilities. The master plan recommends trails and bikeways designed to enhance pedestrian safety and provide better access to the station. Improvements may include sidewalk retrofits, trail connections, and on-road bicycle improvements. This project will provide planning assistance to refine these alternatives. Such improvements will increase the comfort and convenience of walking and biking, and establish a foundation for multimodal transportation to the Cheverly Metro and surrounding communities. 

Prince George's County – Eastover and Forest Heights Trail Improvements - This project will provide planning assistance for several trails and sidewalks in the Eastover and Forest Heights area. These communities have fragmented sidewalk networks and few on-road bicycle facilities. In addition, MD 210 is a barrier to east-west pedestrian movement and trail connections are lacking to Oxon Run Trail in Oxon Cove Park (Oxon Run Trail is in DC, Oxon Creek Trail is in MD, but whatevs). The Prince George’s Master Plan of Transportation recommends a series of improvements to enhance pedestrian safety and provide better access to the region's trails and bicycle network. This project will help to implement the vision outlined in that master plan as well as in the Eastover/Forest Heights/Glassmanor Sector Plan. It will also assist with trail improvements to Oxon Cove, and provide regional connectivity per the National Park Service Paved Trails Plan.

Fairfax County - Laurel Hill-Lorton VRE Connector Trail Feasibility Study - The Laurel Hill-Lorton VRE Connector Trail would provide a link to the Gerry Connolly Cross County Trail and adjacent communities on the west side of I-95 with the Lorton VRE Station and neighboring communities on the east side of I-95. The trail would enhance connectivity within Fairfax County for pedestrians and bicyclists, specifically connecting new developments in Laurel Hill with direct access to the Lorton VRE Station. This feasibility study would examine the engineering challenges related to this trail project, such as crossing Pohick Creek, and crossing the current/future CSX Railroad bridges and VDOT I-95 bridges. The TLC feasibility study would also develop preliminary cost estimates and provide guidance for prioritizing future funding for engineering design, right-of-way acquisition, and project construction. 

Several other projects were declined funding, these include:

Scott & Veirs Drive Shared Use Path Design in Rockville

Capital Bikeshare Equity User Survey in Arlington - "We seek technical assistance to design and execute a survey of
current and potential future Capital Bikeshare users, for a better picture of the barriers and opportunities to better serve low-income and minority communities, non-English speakers, and casual (nonmember) users in particular"

Long Bridge Trail Action Analysis in Arlington - Arlington County seeks help advocating for improved bicycle and pedestrian connectivity in the vicinity of Long Bridge. Specifically, Arlington proposes building a direct link between Long Bridge Park, a future new Long Bridge, and the Mt. Vernon Trail. This link can best be realized in the context of the once-per-century opportunity presented by a new Potomac River crossing

City of Fairfax Transportation Demand Management Program

Complete Streets Network Connectivity Plan in College Park

Development of Mixed-Use Zoning Regulations to Support Multi-Modal Travel and Connectivity in Small Area Plans in Prince William County

 

 

I-66 Trail gets more redesigns, even as work is underway

Last May, VDOT announced a batch of changes to the I-66 Outside the Beltway Project that made several changes to the accompanying trail - mostly for the worse. In the fall, they announced more changes. 

WTOP has the report on the Nutley Street change, but I can't find the source for it or any mention of it on the official website. The changes

include a taller, 4-foot concrete barrier separating the new bike path from the highway, and a potential overhaul of initial plans for the Nutley Street interchange near the Vienna Metro.

The new Nutley interchange will change the how the bike trail gets through there as well. In the 2017 design - itself a big change from the 2016 one - the trail went under the interchange to move through it in a relatively straight line before a complicated connection to Virginia Center Blvd on the west side. A trail also went north-south along Nutley, moving from the west side to the middle and then back again, but in a relatively straight line. In the drawing below, north is inexplicably on the right side. 

The new design adds trail distance to both routes, reducing their utility.

The I-66 trail will now go around the intersection, pushing north for several blocks to some unseen crossing point before coming back south again to continue on the route of I-66.

The Nutley Street path is now on the east side at the south end. Users will make a 270 degree loop before crossing over I-66 and then a ~300 degree loop on the other side before connecting to the main trail. It appears that it removes both at-grade crossings on the Nutley sidepath, but I'm not sure. I don't see this as an improvement from the standpoint of a trail user. Basically they're making trail users go far out of their way to make the project cheaper. It may even be that users will now cross Nutley at-grade on the north side, limiting the safety benefits of the grade-separated crossings elsewhere. 

The private companies building the lanes, Express Mobility Partners, had proposed a design like this in their bid as a cost-saving measure, but VDOT had some concerns that new designs attempt to address.

The higher, 50 inch tall barrier however, is good news. 

In related news, FABB is hosting Susan Shaw, the VDOT Project Manager for Transform I-66 Outside the Beltway, and Fairfax County DOT representatives who will share the latest details on trail alignment and access points, barrier design, and construction timing. This is a great opportunity to get any questions you have about the I-66 Trail answered. The event is scheduled for Wednesday night

7:30-9:00 pm

Providence District Office and Community Center

3001 Vaden Drive, Fairfax