Posts Tagged ‘DC’
Join WABA next Friday, March 14th in celebrating the one-year anniversary of our Women & Bicycles Program.
We’ve replaced Bike Prom with a raucous evening of festivities. All funds go to support the 2014 Women & Bicycles’ season of workshops, meetups, rides, and Roll Models to inspire more women to bike. This is a co-ed party, but remember gals invite their dates!
You can expect bike parking, local DJ’s, dancing, bike-themed games, food and drink specials, awards, and some surprises along the way.
Sadie Hawkins Dance Party
Date: Friday, March 14th, 2014
Time: 7:30pm to 2:00am
Location: 1725 Columbia Rd NW
Ticket Price: $10 online, $15 at the door
Last week, we gave you a brief overview of what to do in the event that your bike is stolen. In that post, we mentioned WABA’s bicycle owner record sheet, which we’d like to discuss in a bit more detail today.
When a bike is stolen, the first thing you should do is to call the police and report the bicycle stolen. An officer will come and meet you to file a stolen property report. To file the report, they will need the following information: type of bike, color, serial number, a photo, etc.
To make sure you have this information available in the event that you need it, use our form. Download this PDF with fillable fields, enter all the relevant information, and save a hard copy in a safe place. Take some photos of your bike, making sure to capture any distinguishing characteristics (modifications you’ve made to the bike, damage or signs of wear and tear, stickers or other bling). Attach the photos to the record sheet. This information on this form will also be required by your homeowner’s or renter’s insurance if you decide to make a stolen property claim.
You can significantly reduce the risk of your bike being stolen by using proper locking techniques with a strong u-lock at secure parking spot in a well-lit area where there’s good foot traffic. DDOT, WMATA, private property managers, and others are working to increase the amount of secure bike parking in the region, but there is still a shortage—and still a chance your bike could be stolen.
The Washington Post recently covered the increase in bike theft in and around D.C., and Fox5 ran a story about an upcoming documentary about a professional bike thief. We hope you’ll never have to use this information, but if you do need it, providing the police with a complete record of your stolen bike could greatly help in its recovery.
The District Department of Transportation is proposing a new Frederick Douglas Memorial Bridge that will not connect to the Suitland Parkway Trail through Anacostia. The Suitland Parkway Trail’s trailhead is only one mile from the proposed bridge.
DDOT will invest $600 million in a new South Capitol Street / Frederick Douglas Memorial Bridge across the Anacostia River. This is the largest capital investment project in the DDOT’s history and represents a once-in-a-lifetime opportunity to get the design right for bicyclists and pedestrians.
Bridge engineers have been listening to the concerns of bicycling community over the last two years, and DDOT has made improvements to the bridge design for bicyclists and pedestrians. The new span will have two 18-foot-wide multi-use trails, one of each side of the roadway. The sidepath space will be divided into an 8-foot sidewalk and a 10-foot-wide bicycle path. There will be direct connections from the bridge, around the traffic circles, to the street grid and existing or planned trail networks.
But there is a glaring exception: There is no direct connection to the Suitland Parkway Trail from the bridge. The Suitland Parkway Trail is a multi-use path that extends two miles east from Anacostia to the District’s border with Maryland. Prince George’s County is beginning plans to extend the trail another 3.5 miles east to the Branch Ave Metro Station. It is a preferred route for bicyclists because the trail is steady uphill grade ; many nearby residential streets have very quick and steep climbs.
Bicyclists wishing to travel from the bridge to the trail will follow one of two routes. The first is on the south side of the trail, follows the traffic circle around counterclockwise, underneath I-295, and ends at the intersection of Firth Sterling and the Suitland Parkway. This route crosses roads eight times including two high speed interstate ramps. The second route begins on the north side of the bridge, follows the traffic circle around clockwise and ends on Howard Road. Engineers would then paint bike lanes on Howard Road. Neither route ends anywhere near the Suitland Parkway Trail.
Residents who live just up the Anacostia River experience a similar roadway design every day. The unpleasant walk or bike ride from the Pennsylvania Ave Bridge underneath the freeway to Minnesota Avenue SE is nearly the same layout. Pedestrians and bicyclists must navigate a sea of crosswalks, high speed interstate highway ramps and numerous traffic lights. It’s unsafe, unpleasant and intimidating. DDOT should not repeat the same mistake.
DDOT engineers need to propose a direct connection from the new bridge to the trail. This connection should aim to keep pedestrians and bicyclists separated from car traffic, minimize crosswalks and prioritize grade separated trail crossings. Trail user should not have to cross high speed freeway ramps. The design should prioritize the experience of bicyclists and pedestrians. Most importantly, the trail connection should keep kids, adults, and seniors safe and be a direct, safe, and convenient connection of communities.
On Mon., Dec. 16, the D.C. Council’s Committee on Transportation and the Environment will hold a public roundtable on the city’s existing Bicycle Infrastructure Master Plan. The council invites members of the community to testify and provide public input about bicycling in the District of Columbia.
The Bicycle Master Plan, published in 2005, is the D.C. government’s plan for building a network of bike lanes, trails, and routes, thereby increasing the number of bicycle commuters and reducing the rate of crashes between bicyclists and drivers. Outlined in the master plan is a timeline to stripe miles of lanes, trail projects to be designed and built, education programs to create and expand, launching a bikesharing program and many other items. Significant projects in the plan are to be completed by 2015.
D.C. has striped over 60 miles of bike lanes, built the United States’ first major bikesharing system (which has been a resounding success), constructed a state-of-the-art bike parking station at Union Station, built protected lanes on L Street NW, 15th Street NW, Pennsylvania Avenue NW, and has begun construction on the M Street NW bike lane.
There is only one year left for DDOT to meet the goals of the master plan. Will it? This is the question the Committee on Transportation and the Environment is asking the public and DDOT. Despite the major gains described above, not all work is done. The deadline to finish the Metropolitan Branch Trail was 2007, but the trail is only half-built. Progress on the South Capitol Street Trail has languished. The Suitland Parkway Trail is desperately in need of attention, and the Oxon Cove Trail is stalled. The Rock Creek Park Trail is years behind schedule, and is crumbling and eroding into the creek as a result. Improvements for bicyclists to access the city’s bridges have seen little progress. D.C. is considerably behind on providing ample, safe, and convenient bike parking.
Please sign up to testify at the hearing if you have comments about D.C.’s progress on its Bicycle Master Plan. See below for tips on how to testify and details on WABA’s testimony-writing workshop on Dec. 11, during which we can help you craft your statement. WABA thanks Councilmember Mary Cheh and the members of the Committee on Transportation and the Environment for their leadership in making D.C. a world-class city for biking.
Date: Mon., Dec. 16, 2013
Time: 1 p.m.
Where: Room 500, John A. Wilson Building, 1350 Pennsylvania Ave. NW, Washington, D.C. 20004
Click here for more information
- Sign up to testify.
- Be there at least 20 minutes before the hearing starts.
- You will be required to pass through security at the Wilson Building. Bring a state-issued ID.
- Bring at least 8 copies of your written testimony to submit for the record.
- You will be given three (and only three) minutes to testify. You don’t have to use all of the time! Make your point and be brief.
- Your written testimony and supporting documents can be longer than your testimony, so feel free to get into details in writing.
- The committee chair will bring up a panel of 3 to 4 people to testify in a row. You will all give your testimony and then stay at the table for questions.
- Be sure to thank the committee chair and any present councilmembers.
TESTIMONY WRITING WORKSHOP
When: Wed., Dec. 11, 2013, 4 p.m. to 7 p.m.
Where: WABA Office
What: WABA will provide a testimony preparation workshop on Wed., Dec. 11 from 4 p.m. to 7 pm. No appointment is needed! Drop by and WABA staff will assist you in preparing testimony for the hearing. Our staff can help with your written testimony, explain the process of testifying and speaking in public, or just answer your questions. We want you to feel comfortable and prepared to testify, especially if you are new to it. If you have any questions, please email us at firstname.lastname@example.org
CAN’T ATTEND THE DEC. 16 HEARING?
If you are unable to testify in person, written statements are encouraged and will be made a part of the official record. Copies of written statements should be submitted to Ms. Aukima Benjamin, staff assistant to the Committee on Transportation and the Environment, John A. Wilson Building, 1350 Pennsylvania Avenue NW, Suite 108, Washington, D.C. 20004. They may also be e-mailed to email@example.com or faxed to (202) 724-8118. The record will close at the end of the business day on Dec. 30, 2013.
The Arlington Memorial Bridge, completed in 1932, represents a physical link between the U.S.’ acknowledged north and south—and connects the Lincoln Memorial and National Mall to Arlington National Cemetery. The video above is a newsreel from the bridge’s 1932 opening with President Herbert Hoover. Today, millions of visitors and commuters cross Arlington Memorial Bridge annually by foot, bike, and car. The National Park Service is currently planning a rehabilitation of the bridge.
The major focus of the rehabilitation are the bascule spans. “Bascule” is the technical term for the type of center drawbridge spans on the bridge, which are deteriorating rapidly and require a complete overhaul. Rehabilitating the bascules will maintain an important element in our nation’s history and in our modern transportation infrastructure. The National Park Service is seeking input from the public about the bridge rehab through an Environmental Assessment process. But the only alternatives presented are very technical and specific types of engineering solutions to replace or rehabilitate the span. Should NPS replace with bascule spans with “concrete box girders,” “steel plate girders,” or “concrete arches”? Or should they just rehab the current spans?
WABA is not an engineering firm. And we don’t expect the public to be able to tell NPS just which type of girder or span is the best to last another 70-plus years. Rather, we’d like to discuss if we can build a multi-modal bridge for the future.
The bridge is 90 feet wide with six car travel lanes and two 15-foot sidewalks. Pedestrians and bicyclists share the sidewalks. During busy tourist seasons, the sidewalks are full of visitors walking between the National Mall and Arlington National Cemetery. Sidewalk congestion is complicated by bicyclists and pedestrians sharing limited space. The speed limit for vehicles on the bridge is 30 miles per hour, but drivers often significantly exceed the legal limit. Commercial vehicles are prohibited from the bridge because it falls within the George Washington Memorial Parkway.
During construction, there will be either a full or partial closure of the bridge. Planning staff are considering the impacts on regional traffic of different traffic closure scenarios. With a complete closure, construction can be expedited and potentially less expensive. A partial closures requires phasing construction to allow some traffic to still use the bridge. After an initial study on regional traffic patterns, engineers determined a closure of one of the three lanes in each direction would only minimally impact traffic on other bridges that cross the Potomac River.
Bicycle and pedestrian travel is increasing regionally and we should plan for it. Locally, the National Mall is planning in the future to build a visitor center at the Vietnam War Memorial. There is expected to be an increase in travel between the Vietnam War Memorial and Arlington National Cemetery. The distance between the two locations is a short walk or ride and proximate to Capital Bikeshare.
If there is a minimal impact of closing a single lane of car traffic in each direction on the bridge during reconstruction, it should be repurposed entirely as a single travel lane for bicycle traffic. Below are images of the current street configuration of the bridge and a proposed new allocation of space. This road diet does not change the historic design of the sidewalk, curbs, or roadway space. The protected bike lanes could be achieved by painting a buffer between the bike lanes and car lanes, or with decorative brick pavers or colored concrete.
Access for pedestrians and bicyclists to the Mount Vernon Trail from the bridge requires crossing the GW Parkway’s high-speed traffic at grade. This has been the scene of many crashes over the past few years. The Park Service has made some improvements to the circle by modifying sightlines, moving crosswalks, piloting rapid flashing beacons at crosswalks, and installing better signage, among other changes. NPS staffers are pursuing safe and separated trail crossings across the GW Parkway to improve access to the bridge. They will begin an environmental assessment of the Memorial Circle in 2014.
The bridge will continue to connect many historically and culturally significant parks, places, and memorials. The inclusion of protected bicycle lanes in the Arlington Memorial Bridge EA could dovetail nicely into the Memorial Circle EA, resulting in a significantly improved connection between the District of Columbia and Virginia for residents and visitors to our Nation’s Capital.
The comment period ends next Monday, Dec. 2. Please take a moment and as the National Park Service to rebuild the Arlington Memorial Bridge with dedicated space for bicycles, pedestrians and cars.
This post is authored by WABA supporter Brett Young, who hopes to see the Glen Echo Trolley Path fixed to accommodate cyclists and pedestrians.
On Dec. 3 at 7:30 p.m. at the Palisades Rec Center (5200 Sherier Place NW, Washington, D.C., 20016), the Palisades Citizens Association will be voting on a resolution requesting support for converting the old Glen Echo Trolley Path to a bike/recreation trail.
From 1902 until 1961, the trolley was used to transport residents from D.C. to Glen Echo Park. Since the demise of the trolley, the path has lain dormant. Weeds have grown over it and a few of the remaining bridges are derelict.
There have been several attempts over the years to reuse the path, each meeting with community resistance or indifference. We think the timing is now ripe for reuse of the trail, given the success of the Capital Crescent Trail and the overall increase in cycling usage through D.C.
We believe that there are now enough residents who share the same vision as us: That the old trolley right-of-way can be both an asset to the community and a useful resource for transportation and leisure.
The Palisades Neighborhood Trail, the name for the reused right-of-way, will begin to the north at Galena Street and end to the south at Georgetown University. It would then extend to Prospect and 37th streets NW (two blocks west of the Exorcist Steps).
If you’re interested in supporting the idea of the Palisades Neighborhood Trail, please come out to the Dec. 3 Palisades Citizens Association meeting.
To learn more about the trail and where it would go, see this map (the D.C. portion is shown in red). Here’s a video of the trail from Foxhall Road, finishing at the Capital Crescent Trail. And here are my photos of the Foundry Branch Bridge that connects Foxhall Drive to Georgetown University. I’m answering questions about the idea of the trail on the Washington Area Bike Forum. Feel free to submit questions or comments there.
I hope to see you on Dec. 3 at the Palisades Rec Center!
Winter is coming, but regional bike advocacy opportunities are heating up!
November is packed with public meetings across the D.C. area that will impact bicycling. We’ve listed as many as we know about below. If you can attend, speak up for bicycling. Planners need to hear from you about the impact proposed projects could have on the bicycling community.
You can also bookmark our public Google advocacy calendar, which is full of public meetings, WABA advocacy trainings and other upcoming events. If you have items for the calendar, email them to us at firstname.lastname@example.org
Rehabilitation of Broad Branch Road NW
Tues., Nov. 5 , 6:30 p.m.
Methodist Home of D.C., 4901 Connecticut Ave. NW, Washington, D.C.
DDOT is studying four alternatives for the rehabilitation of Broad Branch Road NW as part of an Environmental Assessment. The section of Broad Branch slated for rehabilitation is 1.5-mile length of roadway between Linnean Avenue and Beach Drive. Only one alternative would include any bicycle facility: Alternative 4 purposes a climbing bike lane on the uphill side and a shared-laned on the downhill side. The EA is being released for 30 days for public comments; please submit your comments to DDOT by Nov. 22, 2013. The complete EA is available for public review on the project website at broadbranchrdea.com.
Proposed Rehabilitation of the Arlington Memorial Bridge Alternatives Meeting
Wed., Nov. 13, 6 p.m.-9 p.m.
The Little Theater, Washington Lee High School, 1301 North Stafford St., Arlington, Va.
The George Washington Memorial Parkway is holding a public meeting to present alternatives for the proposed rehabilitation of the Arlington Memorial Bridge. All alternatives would resurface the road and repair the sidepath surface, which would be great improvement for commuters. However, no presented alternative improves the bridge’s greatest deficiency: access from the trails on both sides of the river. Any improvement of the bridge should address this major safety issue. There should be direct access to the bridge from the Mount Vernon Trail and trails on the National Mall. Comments may be submitted electronically on the project website at parkplanning.nps.gov/memorialbridgeea.
Community Meeting on the Rock Creek Trail Facility Plan
Wed., Nov. 13, 7 p.m.
Meadowbrook Park Activity Building, 7901 Meadowbrook Lane, Chevy Chase, Md.
Montgomery Parks invites the community to review renovation plans for the Rock Creek Trail, including proposed renovations to the Rock Creek Hiker-Biker Trail, opportunities to enhance the natural environment along the trail, ways to reduce the frequency of trail maintenance, and ideas to improve safety, pavement conditions, drainage, and accessibility. For more information visit parkprojects.org.
Fairfax Countywide Dialogue on Transportation
Tues., Nov. 12, 7 p.m., Fairfax County Government Center
Wed., Nov. 13, 7 p.m., Forest Edge Elementary School
Fairfax County is seeking input on how to spend its new transportation funding from Virginia’s recently passed funding bill. How should $1.2 billion be spent over the next 6 years? And how much should be spent on bicycling? Show up to these two public meetings—the last regarding this transportation funding—and demand funding for bicycling be increased. Information about the meeting locations and time, and the entire planning process is online at fairfaxcounty.gov/fcdot/cdot/engage/meetings.htm
A giant panda cub in Woodley Park! A red panda in Adams Morgan! And now: Zebras on Pennsylvania Avenue NW. Yesterday, DDOT installed a set of zebras—small physical traffic barriers—on the 1200 block of the Pennsylvania Avenue cycletrack. The plastic devices are intended to curb the high rates of illegal u-turns across the bike lanes.
Since the installation of the cycletrack in 2010, cars making u-turns across the lanes have caused many crashes with bicyclists. The zebras will provide some physical separation for bicyclists from car traffic.
These zebras are a pilot project, so DDOT only installed them on the 1200 block. Before installing barriers along the entire corridor (and potentially other cycletracks in the city), the agency wants to study the zebras’ effectiveness. The most important questions to answer are whether these new traffic control devices reduce the rate of u-turns across the bike lane and if that leads to a lower crash rate for cyclists. If the zebras are successful at reducing crashes and making the lanes safer, DDOT intends to install them along the entire bike lane.
The length of the study period is currently unknown.
This is the latest development on the Pennsylvania Avenue NW cycletrack. That zebras have been installed is a step in the right direction to make the lane safer for cyclists—one of WABA’s goals. Earlier this year, u-turns across the lanes were made illegal by emergency rulemaking by the D.C. Council, and there has been increased enforcement by MPD. Zebras comply with the strict historical nature and national significance of Pennsylvania Avenue. DDOT sought approval from the Commission on Fine Arts before installing them.
The zebras are produced by a Spanish company, Zicla. According to Zicla’s technical specifications, the zebras should be spaced no more than 8.2 feet (2.5 meters)
8.2 meters apart. It appears that DDOT installed the first row of zebras at a spacing of 12 feet. This will need to be corrected.
We’ll continue to follow the progress of improvements along Pennsylvania Avenue and insist that the cycletrack is safe and comfortable for all cyclists. See more photos of the zebras, taken yesterday morning, after the jump.
On Oct. 17, the D.C. Council passed the Bicycle Safety Amendment Act of 2013. It was then signed
into law by Mayor Vince Gray and will be submitted to Congress for a 30-day legislative review.
This is a great victory for bicyclists in D.C. Among the many new provisions in the law, its signature component introduces two new driving infractions with appropriate penalties to protect bicyclists as vulnerable road users.
This legislation also amends and updates sections of the D.C. municipal regulations as they relate to bicycling in the city. The Bicycle Safety Amendment Act of 2013 makes the following updates or amendments:
- Bicyclists’ use of leading pedestrian intervals: Bicyclists can get the same head start as pedestrians at signalized intersections, where pedestrians are given few extra seconds to start crossing a street. Also allowing bicyclists the opportunity to get into the intersection before cars makes them more visible to drivers.
- Bicycle and pedestrian detours: The mayor will be able to require permits obtained from the District Department of Transportation for projects that block sidewalks, bike lanes, or other pedestrian or bicycle paths to provide safe accommodations for pedestrians and bicyclists.
- Aligns bicyclists’ crash infractions with a similar pedestrian one: The bill adds “failure to yield” and “colliding with a bicyclist while failing to yield” infractions, similar to current pedestrian infractions. The penalty for “failing to yield” to a bicyclist would be three points points and a fine of $250. “Colliding with a person riding a bicycle” would be six points and a fine of $500.
- Ability to make an audible noise: The bill modifies the law that requires all bicycles to be equipped with a bell, instead requiring all bicycle riders to “be capable of making a warning noise either with a bell or mechanical device, or with his or her voice, audible for a distance of at least one hundred feet.” It also removes a section prohibiting bicyclists from a making a noise within the established quiet zones (Title 18 Section 1204.7)
You can read the full text of the law (B20-0140) on the DC Council website (PDF).
The Washington Area Bicyclist Association thanks Councilmember Mary Cheh for her leadership on this bill and the many co-sponsors who supported this critical effort. Washington, D.C., is becoming a national leader in bicycling and this new law helps protect the many new people who choose to use a bicycle for transportation, recreation, or fitness.
WABA is a membership-based nonprofit 501(c)3 organization representing the interests of bicyclists in the Washington region. Please consider making a tax-deductible donation online now or joining the organization as a member to help us continue to do great work—like push for bills like the Bicycle Safety Amendment Act of 2013. If you join this week during our annual membership drive, you’re eligible for great incentives. WABA has 41-year history of successful local advocacy powered by our members.
The bicycle commuter rate jumped from 3.2 percent in 2011 to 4.1 percent in 2012. That’s a 28 percent increase in just one year. How did D.C. increase bike commuting by a full percentage point in such a short period of time? The city government made bicycling a transportation priority and followed through with it: There has been investment in 60-plus miles of bike lanes, a few miles cycle tracks, new trails, hundreds of bike racks, a full youth and adult education program, the launch of Capital Bikeshare, and much more. The 2005 Bicycle Master Plan set aggressive goals for the city, including an increase the rate of bicycle commuting from 1 percent in 2000 to 5 percent in 2015, as well as reducing crashes involving cars and bicycles.
Now we need to think bigger. The District Department of Transportation is currently planning the next 20 years of transportation investments through a process called MoveDC. MoveDC, which we’ve blogged about before, is a technical multi-modal study and public engagement process to set the course for D.C.’s transportation future. The process began with a kickoff event in February, followed by one round of public meetings in April and another in June. The final round of public meetings will be in October.
DDOT will present three general approaches to a future transportation system. The first approach is called “Stay the Course,” which focuses on incremental changes and prioritizes keeping the system in a state of good repair. There is no new funding associated with this plan, and it assumes that current funding levels will stay constant. In this plan, 70 miles of sidepaths and trails, 60 miles of bike lanes, and three miles of cycletracks would be constructed by 2040.
The second approach is dubbed “Get to the Center” and focuses on addressing downtown congestion for all modes: walking, biking, driving, and transit. “Get to the Center” assumes that if the issue of getting into and out of downtown is prioritized, congestion elsewhere in the city will ease. Under the “Get to the Center” plan, DDOT would build 46 miles of sidepaths and trails, 56 miles of cycletracks, and 57 miles of bike lanes by 2040.
The third approach DDOT is proposing is called “Connect the Neighborhoods.” In this plan, DDOT would focus on short-distance travel between neighborhoods with livability being primary driver of investment. The approach would work to increase connectivity, access, and efficiency of travel between neighborhoods and key destinations. For bicycling, DDOT proposes building 39 miles of sidepaths and trails, 74 miles of cycletracks, and 66 miles of bike lanes by 2040.
Which is the best for bicyclists? Clearly, “Stay the Course” will get us more of the same: incremental change such as new bike lanes when a repaving project happens, cycletracks that stop and start, trails that take years to finish. A new approach is needed. DDOT’s planning staff has presented two compelling ideas of how to tackle the transportation issues the city is facing. However, choosing between a focus on commuter traffic in and out of downtown or travel between neighborhoods is a false choice. D.C. has to address both issues while meeting the SustainableDC goal of 50 percent transit mode share and 25 percent walking and biking mode share.
DDOT planners should be commended for presented aggressive goals for new bicycling facility goals to encourage new bicyclists. The final plan must be a hybrid approach that combines the best of both ideas.
Get involved to make that kind of plan happen! There is one final round of public meetings in October to comment on these approaches. Please attend and express your support for bicycling. The dates for the meetings are below with links to RSVP with WABA. DDOT is also collecting feedback via an online survey tool called MetroQuest. Please take 10 minutes and submit your feedback online.
Thurs., Oct. 24, 2013
Noon to 1 p.m.
Sign up via www.wemoveDC.org starting Oct. 10
Sat., Oct. 26, 2013
1 p.m. to 4 p.m.
DCUSA Retail Center
Second floor between Target and Best Buy (near escalator and elevator)
3100 14th St. NW
Washington, D.C. 20010
RVSP for this meeting
PARTICIPATE ONLINE, ANYTIME
Oct. 1, 2013 through Oct. 30, 2013
Online: Launch MetroQuest