TheWashCycle

NTSB bicycle safety report

The National Transportation Safety Board recently issued its first bicycle safety report in 47 years.

Among those bicyclists involved in crashes with motor vehicles, 15% were hospitalized, treated and transferred, or held for observation, indicating a serious injury level. In comparison, only 7% of bicyclists in other crashes received the same treatments. This difference suggests that crashes between motor vehicles and bicycles produce more severe injury outcomes for the bicyclists.

You don't say?!

The report was written in response to recent studies that showed a percentage decline in motor vehicle fatalities, yet an increase in deaths of vulnerable road users as well as some other disturbing trends. NTSB admitted that the annually reported number of fatalities were just a floor and acknowledged they didn't really know for sure if they included all the deaths, and likewise that they likely underestimate the level of bicycling activity in the United States. They also conceded that the injury data was almost meaningless. 

The research goals were to (1) describe fatal and nonfatal injury trends associated with bicycle crashes involving motor vehicles, (2) examine the scope and nature of bicyclist crash and injury risk factors and assess data limitations, (3) identify proven countermeasures that may be underused, (4) assess obstacles that may interfere with the full use of the identified countermeasures, and (5) explore emerging issues that are relevant to bicycling safety

Some of their findings echo things most safe streets advocates have been talking about for years: protected bike lanes and slower car speeds can reduce fatalities, road diets make roads safer. Others are somewhat novel like " allowing adaptive headlight systems and
to require evaluating headlights in real-world settings rather than in a laboratory would likely result in headlights that improve drivers’ ability to detect other road users, including bicyclists."

The report calls for the DOT to consider bicyclists and pedestrians in current and future safety research, assessments and guidelines for cars; to push for more separated bike facilities; and for more to be done to improve conspicuity of cyclists. 

They also recommend that state governments:

Require that all persons shall wear an age-appropriate bicycle helmet while riding a bicycle

So there's that. They do present many studies that back up the efficacy of helmets, but I'm not sure that helmet laws work (though they have data that implies they do). And, of course, it mandatory helmet use is a good idea for cyclists, why not pedestrians and motorists?

With conspicuity (think lights and reflectors) they note that the standards are from the 1980's but that technology has come a long way since then and that perhaps they should be updated to include LED-based lights for example. The section on car lights was interesting and new to me. 

Yet, the current Federal Motor Vehicle Safety Standard (FMVSS) for headlights, FMVSS 108, does not include minimum illumination distance or on-vehicle performance testing of lighting systems. Rather, manufacturers self-certify that their lights meet criteria for bulb output, using the results of component tests―that is, operating tests carried out on parts that have been removed from a vehicle. Additionally, DOT rules permit a low beam and a high beam; however, unlike European standards, they do not allow vehicles manufactured for sale in the United States to continuously adjust the light pattern and provide high-beam illumination except within a segment of the beam that is adjusted to limit glare for oncoming drivers.

They also seem bullish on technology like Collision Avoidance Systems and Vehicle-to-Pedestrian systems, which I remain hopeful about. The call for helmet laws was controversial, but I was glad to see them give so much attention to safer cars and safer roads. The US has a long way to go.

Support a Green, Safe K Street NE/NW

Concept design of K Street from 2018 NoMa/Mount Vernon Triangle Bicycle Network Study

This Sunday, there will be a march and ride on K Street NE/NW to demand a road diet and more green space. 

Safe Streets for Hill East and Near NE, Keya Chatterjee, and ANC 6C06 Commissioner Robb Dooling are organizing a picnic, march, and bike ride from the green space at 800 K St NE to 440 K St NW.

Come tell the DC Department of Transportation (DDOT) we want more green spaces and the K St NE Road Diet that would add sidewalk extensions and bike lanes from 6th St NE to 2nd St NE! We have been waiting three years for this street to become safer.

Wear green, walk some or all of the 12 blocks, and bring signs!

Back in 2017, in response to a 2016 request by the ANC, DDOT prepared a Vision Zero corridor study of K St NE extending from 12th St NE to 1st St. NE. DDOT decided that it wanted to remove rush-hour restrictions on residential parking as part of a road diet and came up with four alternatives. Alternatives 1-3 put cyclists in shared lanes, but alternative 4 removed parking from one side to make bike lanes and in the underpass below the railroad tracks removed a lane of the road to create a cycletrack. Since then they've made some small improvements at K Street/8th Street/West Virginia Avenue NE; at K Street/12th Street/Florida Avenue NE and at K Street/12th Street/Florida Avenue NE.

Then, in January, they presented a refined design to minimize parking impacts s along the corridor and provide on‐street parking on south side of K Street NE. It included multiple options on the west end (cycletrack, PBLs, sharrowed lanes); a road diet in the middle that creates bike lanes and then curb extensions on the east.

K between 2nd and 6th, NE

Here are the proposed plans in NE with the two-way cycletrack on the west end.

From there the plan was to work on 65% designs, perform some test closures to measure traffic impacts, issue a Notice of Intent for any changes to traffic control and/or parking and to complete the work this summer. 

A road diet and safer streets, who could oppose that? Neighbors, that's who.  

Wednesday night, a group of residents from K Street, NE, showed up at ANC6C’s March meeting to oppose implementation of DDOT’s plan to add bike lanes on K Street, NE, west of 6^th Street, NE. The move would result in the loss of many residential parking spaces and affected residents are up in arms. During DDOT’s comment period for the plan, residents submitted a petition with 170 signatures opposing the project, reinforcing what one resident told the ANC Wednesday night, “90% of the people on K Street want parking and not a bike lane.”

The ANC heard the objections, and then voted to send a letter to the Mayor, reiterating their support of the project expressed in a previous letter (see link below) sent to DDOT in February. The vote was 5 – 0 – 1, with Commissioner Joel Kelty abstaining.

At a special meeting of the ANC’s Transportation Committee on the K Street “road diet” [in February], objections from residents included the reduction in parking, worsening traffic conditions, loss of loading space for elderly residents, a lack of engagement with the community, and a lack of data on auto and bike volumes.

The petition and letter had some harsh accusations

it is our opinion that this current plan ignores the needs of the residents of K Streets and its environs.  We live here and we matter. Instead of moving forward with efforts to maintain inclusion and diversity in our neighborhood, this plan appears to economically discriminate against the K Street neighborhood by redesigning residency based on wealth. Furthermore, we have great concern over the safety of cyclists, drivers, children and pedestrians should this plan to install bike lanes as proposed by DDOT on K Street NE go forward.

For nearly two years, our community has expressed concern and opposition both to the ANC6C committees and commissioners, and to DDOT, during all public meetings and through letters and emails. We have asked to discuss this. Our ANC6C commissioners have not attempted to mediate nor properly address our concerns; instead they are adopting solicitations of non-resident advocacy groups such as WABA (none of the WABA representatives that we see in attendance seem to live in ANC6C boundaries).  We have now resorted to appealing to you directly. 

Their list of Koncerns is below

They pulled out all the classics here: "by slowing cars you'll actually CAUSE pollution", "there are already bike lanes on a street a few blocks over", "ambulances!!!"; but also broke new territory by complaining that the new design will encourage cars to drive on another street. That's a first. 

It's interesting that they are worried about buses being slowed since the letter with it claims that the traffic calming plan will "take away the only mode of transportation most current K Street NE residents have" and I had assumed that meant cars. Considering it has buses and is very walkable, I'm now not sure which mode their talking about. But they claim that taking away some curbside parking to install bike lanes "will do just this."

Anyway these items were all discussed at the March ANC 6A Transportation Committee meeting, though I'm not sure how it went. 

WABA's petition is here if you're interested in signing it. 

DC's Capital Improvements Plan

Here's a list of every project in DC's FY20-25 Capital Improvements Plan that I could find that's relevant to cycling:

• 11th Street Bridge Park - The 11th Street Bridge Park project will transform the aged, unused span of the 11th Street Bridge into a signature, elevated park for the District— comparable to the High Line in New York City. Spanning the Anacostia River, the park would link Historic Anacostia with the Navy Yard. Preliminary plans include bike and pedestrian trails, outdoor performance spaces, play areas, gardens, posted information about the river and its ecosystem, and a dock to launch boats and kayaks to explore the river. [WC: nit - The span is gone, they're going to utilize the piers] - $9M
• Capital Bikeshare Expansion (and Replenishment) - allow DDOT to expand the Capital Bikeshare system in all eight wards of the District; funding over 100 new stations and 1,000 bikes. This project will also allow the Program to replenish old equipment in need of replacement. Capital Bikeshare is the most cost effective form of transportation in the District for both the government and the user. CaBi boasts the highest farebox recovery rate of any transit system in the region, covering roughly 85% of its cost from system revenues.
  While Capital Bikeshare is continuing to expand within the District, its oldest bicycles (launched in September 2010) are at the end of their manufacturer specified useful life, and stations are also approaching the end of their useful life. - $14M
• Safety & Mobility (aka Vision Zero) - This project envelopes any projects that have a primary focus of improving safety and efficiency of the District’s transportation system. By the year 2024, Washington, DC will reach zero fatalities and serious injuries to travelers of our transportation system. The project includes bicycle & pedestrian safety, street sign improvements, vision zero improvements, the Crosstown Bicycle Lanes, Alabama Avenue SE Safety improvements and utility markings.  - $63M. Projects under this Master Project will support the objectives outlined within Vision Zero Plan which include, but are not limited to, the following activities: 
  • Improving and expanding bicycle lanes and infrastructure (like the 
  • Improving and expanding trails
  • Improving the production, distribution, and placement of signage throughout the District
  • Advancing plans to preliminary design
  • Delivery of Arboretum bridge and trail
  • Planning, design, and construction of safety improvements on high crash corridors, such as Alabama Avenue SE 
• Streetscapes and Beautification - Any project with the primary focus on the streetscape improvements which include vehicular, pedestrian, and bicycle safety improvements and beautification efforts such as green space, lighting, and signage that support the mission of the District Department of Transportation. - $178M This includes:
  • New York Avenue Streetscape and Trail Project
  • Florida Ave. NW, 9th to Sherman
  • Rhode Island Ave NE
  • Connecticut Ave NW from Dupont Circle to California Street
  • likely more, but I don't have the details to determine them
• Urban Forestry - Includes trail maintenance funding - $70M
• Douglass Bridge - replacement of the Frederick Douglass Bridge and improvements to the intersections of South Capitol Street with Suitland Parkway and the Anacostia Freeway (I-295). Includes sections of the Anacostia Riverwalk trail and connections. - $504M
• Streetcar Benning Road to Union Station - Includes Streetscape improvements for multimodal transportation, including bicycle and pedestrian infrastructure, along the four-mile, east-west corridor - $188M
• H Street Bridge replacement - The reconstruction of H Street (Hopscotch) Bridge will expand the transit network and foster further economic development, as it will incorporate the H/Benning streetcar line and expand multi modal offerings, and enable Amtrak to increase its capabilities and provide for future development at Union Station - $220M

The plan also notes that the District has $6M in budget authority for trails from the Recreational Trails Program and that there is other money available for routine maintenance, major rehabilitations, reconstruction and replacement of facilities including bicycle facilities.

Projects that still have federal Highway Fund budget allotments remaining include:

• Malcolm X Interchange Improvement - $30M
• Rock Creek Park Trail - $16M
• Maryland Ave NE Road Diet - $4M
• Pedestrian and Bicycle Safety Enhancements - $4M
• Met Branch Trail - $4M
• Klingle Valley Trail - $2M
• Florida Avenue Multi-modal trail - $2M
• Anacostia Trails - Kenilworth - $863K
• Bike sharing - $860K
• Connecticut Ave NW Multi-modal study - $643K
• Bicycle and Pedestrian Education - $558K
• Capital Bikeshare - ~$360K
• Rehab Rock Creek Trail - $276K
• South Capitol Street Trail - $252K
• Rock Creek Trail design - $140k
• Trail maintenance - $123K
• Pennsylvania Ave 17th to Washington Circle - $98K
• Rock Creek Trail improvement - $71K
• Safe Routes to Schools - $40K
• Arizona Avenue Trails - $34K
• NY Ave trail design - $5K
• Lincoln Connector Trail - $4k
• Shepherd Branch Trail - $2k

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.

DC announces special crews to clear snow from bike lanes

WTOP reports that DC is going to have “non-motorized trail” work details this year "specifically assigned to clearing bike paths, bridge deck sidewalks and ramps compliant with the Americans with Disabilities Act at intersections."

To help accomplish that, the city purchased new equipment.

“It’s still a little too wide to do all of the (city’s) bike lanes, but it looks pretty good to do many of them, those that aren’t hemmed in by cars like the cycle track,” said Mary Cheh, chair of D.C. Council’s Committee on Transportation and the Environment.

And keeping bike facilities clear came up at the snow summit this year.

The city is also vowing to make bike lines and paved trails a bigger priority this winter.

“It is a big part of our snow program, and we have purchased equipment in the offseason to make sure we are prepared to treat bike lanes and nonmotorized trails with the same efficiency and effectiveness that we treat roads and bridges,” said Shorter. “It’s why we purchased new equipment.”

That new equipment is actually different from what was used last year, which Shorter said worked well, but wasn’t quite as nimble as the city needed.

“This blower will allow us to spread [and] to plow on bike lanes,” he added. It’ll be attached to an ATV that city workers will used to get through what can sometimes be narrow bike lanes. “It’s a great piece of equipment and we’re looking forward to using it this season.”

There has been steady progress by the District in clearing bike facilities. 10 years ago I think it was hard to convince District leaders that snow needed to be cleared and that it could be done. Recently there were issues about deciding who (DDOT, NPS, DPW?) would do the clearing. But I feel like in the last couple of years much of that has been settled and now it's a matter of executing. Buying new equipment for the job is a real step forward. We'll see how it goes. 

 

What's the plan

In 2014, Mayor Gray had DDOT lead an effort to create a new transportation plan called MoveDC. MoveDC, finished in May of 2014, included bicycle, pedestrian, transit, vehicle and freight element.  In October of that year they released a two-year action plan. Then Mayor Gray lost re-election.

Now I still point to MoveDC as the District's plan, but when I do government types say "well, yes and no" because it was never officially adopted. Whatever that means. It feels more and more like we don't actually have a bicycle plan. If the MoveDC bicycle element isn't it, and the 2005 Bike plan has run its course, then what is the plan? No one really knows and it would be nice if DC had a new plan, or at least a bike plan we could point to without getting a head tilt and shrugged shoulders and "that's not REALLY the plan."

What's also weird is that they still promote the 2014 2-year action plan on the MoveDC website. If there isn't going to be a new 2 year plan in 2016 or 2018, then it's time to stop putting this on the front page. But looking at we can see how well they did (at least for bike stuff).

1. Start the Frederick Douglass Bridge - this didn't start until this year, so it happened but 100% late by that time. 
2. Four major trails
   
   1. Klingle Trail finished - this was also done but was a year late. 
   2. Kenilworth Anacostia Trail segment - Delivered in 2016. Success.
   3. Rock Creek Trail advanced - Work started in 2016. Success
   4. Metropolitan Branch Trail - There was not a lot of progress until 2017. Gonna call this one late.
3. Build 15 miles of bike facilities - In 2014 they built 10 miles, but most of that before the plan was adopted. In 2015, they built  4.42 miles and in 2016 they were planning to get 6 miles, but did not build that many.
4. Study the east side of downtown bicycle facility - Studied it many times
5. Identify needs and solutions for Crosstown Mutlimodal Study - that part was probably done by 2016
6. Review bicycle laws and implement changes - Success!
7. Issue an annual "State of Transportation" report - if so, I can't find it.

There are other items labeled "bicycle element" that seem less important so I skipped them. 

The two-year plan seems like a mixed bag. They did most of these things eventually, but some behind schedule, and this list was a little cherry-picked to hit things they were already planning to do. MBT and Rock Creek represent projects that date back to the 1990's. 

But back to what the plan is now. In addition to MoveDC, there is also the Statewide Transportation Improvement Program (STIP). This is the federally mandated multi-year listing of all upcoming projects that will be funded with federal dollars. This is not a plan. But in the short term, it's the best we've got. 

Anyway, I'm not clear on what the Bowser goals are wrt to transportation, what the plan is or she's meeting her goals. I don't know if we're being successful or not, but she must be because she was re-elected.

DDOT promoted George Branyan to Manager of the Active Transportation Branch

Last year Jim Sebastian, who came to DDOT back in 2001 as the Bicycle Coordinator, was promoted to be the Associate Director for Planning and Sustainability which left no specific person in charge of the Active Transportation Branch. That's the group that manages biking, walking, Capital Bikeshare, Transportation Demand Management, Safe Routes to Schools and probably some other things I missed.

At this month's BAC meeting it was announced that George Branyan, who's been DDOT's Pedestrian Program Coordinator for the last 13 years, will be filling that role permanently (update: though it has been split into two with Kim Lucas as the other person taking over part of the portfolio). I guess now they need to hire a new pedestrian lead. 

Anyway, that fills one of the three lead jobs that were empty when the year started. 

I'm not sure if Arlington is going to fill the Bicycle & Pedestrian Programs Manager job that David Goodman used to do or if they're just going to stick with their current staff (I'm less familiar with how it works over there and the BAC doesn't have it's notes up from the December meeting when it was discussed). 

I'm also not aware if Alexandria has hired anyone to fill the Pedestrian and Bicycle Program Manager position that they advertised. 

Update: Darren Buck is Alexandria's Pedestrian and Bicycle Program Manager. Ritch Viola was transferred into David Goodman's old role. George was promoted, but the job was split in two, with Kim Lucas now overseeing bikeshare & TDM. DDOT recently posted jobs to fill three bike/ped positions: George's, Kim's, and Darren's.

The Trump Administration's DOT Strategic Plan

The US Department of Transportation recently issued its Draft Strategic Plan for comments (sorry, they're not accepting them anymore). The Strategic Plan establishes the strategic goals and objectives for the DOT for FY2018 through FY2022.

It doesn't mention much about cycling or cyclists. Here is the extent of what it says about biking and pedestrians:

Among those killed in traffic crashes were 1,430 children, 5,286 motorcyclists, and 6,827 pedestrians and bicyclists.  Traffic fatalities increased in both 2015 and 2016 after several years of decline. Deaths among pedestrians, bicyclists, and motorcyclists increased in 2016.

But then there isn't anything about how to protect cyclists. There isn't any planning about cyclists at all. 

This wasn't the case in the 2014-2018 Strategic Plan which had a whole section on bicyclists and pedestrians (page 25). [One reason why the Trump plan doesn't mention it and the Obama plan did may be that the Obama plan was four times longer than the Trump one is]. The draft version of the Obama plan (using the draft because a readable pdf is available) said this:

While we have achieved many safety gains through traditional roadway safety design practices, there are too many roadways, especially in highly populated areas, that inconsistently provide adequate safety for pedestrians, bicyclists, and people with disabilities. While the ten year trend in pedestrian and bicycle fatalities is consistent with the downward trend in overall fatalities, pedestrian fatalities increased 3 percent and bicycle fatalities were up by 9 percent, respectively, between 2010 and 2011. When this increase is looked at in conjunction with a greater demand for pedestrian and bicycling options and an increased emphasis in many urban areas for a more diversified transportation network that accommodates that demand, more attention needs to be placed on how pedestrian and bicycling options can be more effectively and safely integrated into existing transportation networks.

Roadway designs that accommodate all users, referred to as complete streets, help to reduce fatalities and injuries. These roadway designs include features such as sidewalks, raised medians, turning access controls, better bus stop placement, better lighting, traffic calming measures, accessible sidewalks, curb cuts, accessible signage for sensory and cognitive disabilities, and other advances for travelers with disabilities. A safety review found that designing streets with these users in mind improves pedestrian, bicyclist, and motorist safety.

Instituting policies that accommodate all roadway users ensures that every transportation project becomes a comprehensive safety project. These policies have the added benefit of making walking and biking more attractive options and of enhancing the aesthetic quality and commercial activity on local streets.

Older road users are particularly vulnerable. They are more likely to suffer life-threatening injuries even in minor crashes compared with younger people. In 2011, more than 5,400 people age 65 and older were killed and 185,000 were injured in traffic crashes. With the rising number of Americans reaching retirement age over the next 10 to 20 years, strategies to address their transportation safety needs more attention.

To reduce fatalities and injuries for pedestrians, bicyclists, and older drivers, DOT will:

Establish a new clearinghouse of information on determining medical fitness to drive as a resource for State licensing agencies;

Encourage States to adopt policies and programs that improve pedestrian, and bicyclist safety

Work with State, local, and Tribal governments to provide more technical assistance such as the application of pedestrian and bicycle safety assessments to ensure that transportation systems are designed for optimum safety for all;

Develop training programs for motorists, children, pedestrians and bicyclists and promote the use of these programs in schools and other venues;

Work with stakeholders to increase accessible sidewalks, curb cuts and signage, to increase safety for people with disabilities, older adults, novice drivers, and young children;

Distribute community-oriented material, including material in multiple languages, and in culturally competent and accessible formats for people with disabilities, that offers technical guidance on improving pedestrian and bicycle safety through engineering, outreach and enforcement activities;

Consider adopting vehicle standards to reduce pedestrian deaths by making vehicles less likely to harm the pedestrian and by providing driver warnings or automatic braking to prevent a pedestrian crash;

Collaborate with the U.S. Department of Justice, and with State and local law enforcement agencies to promote the adoption of integrated law enforcement and traffic safety strategies based on geographic analysis of crime and traffic safety data; and

Provide national leadership on comprehensive, data-driven and evidence-based emergency medical services and Next Generation 911 systems.

And then went on to mention cycling, bike commuting and bike lanes several more times. 

The Trump plan may not mention anything about bike and pedestrian safety, but it does have a whole section on reducing the regulatory burden. So there's that. 

Anyway, DOT anticipates that the final DOT Strategic Plan for FY 2018-2022 will be submitted to Congress and posted on the DOT Web site in February 2018.

There's no permanent bike coordinators in DC, Arlington or Alexandria right now

Over the last few months, several DC area bike coordinators positions have become empty.  This is the result of a coincidence, not a conspiracy, but the local governments have been a slow to fill position in some places.

Just a quick rundown:

In DC, Jim Sebastian, former DDOT bicycle coordinator and later the bicycle and pedestrian coordinator hasn't so much left as moved up. He's now the Associate Director for the Planning and Sustainability Division (PSD). I saw the listing for this job earlier this year, but I don't know what happened to it. 

In Virginia, former Arlington County Bicycle & Pedestrian Programs Manager David Goodman moved on to the Fairfax County Office of Revitalization & Redevelopment. He'd held the position since 2008, but left in July. I heard that the County is resisting posting the job, and instead might shift existing people around. This would mean there wouldn't be someone focusing specifically on bicycle and pedestrian transportation. The item was on the Arlington BACs December agenda. 

Alexandria posted their pedestrian and Bicycle program manager job over the fall as well, so it seems like they're serious about filling it. 

Klingle Valley Trail needed a shopping list of repairs

The Klingle Valley Trail opened after a long and contentious battle last summer, but in September they noticed it was already showing some erosion issues and the trail had to be closed for the bulk of a day while they did repairs. Mark Seagraves reported on it repeatedly. The problem appears to be related primarily to drainage issues.

Erosion has already begun. According to the D.C. Department of Transportation, the new drainage system is faulty. “We have a shopping list of repairs that we want to make,” the Transportation Department’s Paul Hoffman told The Current about the Klingle Valley Trail.

The current newspapers went a little over the top on it, but they're right that we should build things to last. 

The trail has lasted barely three months, and it now threatens to symbolize yet another type of D.C. embarrassment. The city now has ample revenue to invest in upgrades to facilities and infrastructure, and spends generously. But then, all too often, the work turns out to have serious and costly defects.

On NBC4, DDOT said that the trail was under warranty, but the Current reports that the District paid for repairs. 

I don't know yet if the repairs have been done or are complete, but there was a closure on at least one day to do some repairs.