Let’s Extend the 15th St NW Protected Bike Lane to Constitution Ave

This guest post is written by Cheryl Hawkins, a WABA Member from Washington, DC. Have an advocacy issue you’d like to write about for our blog? Contact us at advocacy@waba.org.

During my daily commute from Takoma neighborhood to Crystal City I think I ride on every form of bicycle infrastructure – shared streets, bike lanes, and off-street paths. I also have the privilege to ride along nearly the entire length of the 15th St. NW protected bike lane (also known as a cycle track) and I absolutely adore it. I would say many other cyclists agree, since the protected bike lane is usually filled with long lines of cyclists on my evening commute home. I recently heard someone from out-of-town who was riding in the bike lane comment that she had “never been in a bicycle traffic jam before.”

The reasons the protected bike lane is popular are obvious – separation from automobile lanes means a much safer and more comfortable ride. According to DDOT counts, between 300-400 people travel the lanes during the morning and evening rush hours. The additional separation created by the white flex-posts and hashed areas make it less likely for a person riding to be injured by a car door than when riding in the bike lanes that run between parked cars and car lanes. The protected bike lane provides a fast, direct route for people riding bikes through the center of the District.

While not perfect, the 15th St. protected bike lanes is far superior to sharrows and standard bike lanes. I also prefer the protected bike lane to narrow, shared-use paths like Mount Vernon trail because the space is dedicated to bike riders. Pedestrians have their own separate space on the wide sidewalk.

I feel incredibly lucky to have the 15th St. protected bike lane as part of my route to work, but where the protected bike lane ends on Pennsylvania Ave. is the absolute worse part of my entire commute. The block of 15th St. between Pennsylvania Ave. and Constitution Ave. is chaotic, and frightening at times, for cyclists traveling in both directions. People riding south along this block in the mornings have to contend with vendors parking their trailers, forcing the cyclists into the left traffic lane while fast moving traffic coming down the hill bears down on them. Cyclists traveling southbound in the evenings have to worry about getting crushed between the enormous tour buses leaving the right lane and the heavy automobile traffic that fills the block. For northbound cyclists, it is confusing how to best connect to the protected bike lane once reaching Pennsylvania because it is on the opposite side of the street. There are many different variations to connect from the northbound lanes into the protected bike lanes and no one does it the same causing confusion for bicyclists and drivers alike.

I have been yelled at by drivers to “get into the bike lane,” and have had some close calls with passing cars that violate the legally required three feet buffer. Sidewalks and paths on National Park Service property are technically shared-used and it is legal for people to ride bikes on them. However, the parallel sidewalk on 15th St. between Pennsylvania Ave. and Constitution Ave. is not Park Service property, but a DC sidewalk and within the Central Business District where sidewalk riding is illegal. For this one block bicyclists are forced to mix with car traffic which confuses, and possibly upsets, drivers when they observe cyclists on the sidewalk one block away.

This one dangerous block demonstrates a difficulty in the developing bicycle infrastructure – the gaps. The gaps are where bike lanes and protected bike lanes end and bicyclists are forced to mix with cars. For drivers the sudden appearance of people on bikes in their lanes is an annoyance, which some respond to with rather risky behavior. For bicyclists the end of a bike lanes can be nerve racking. There may be alternative routes to and from the National Mall from the 15th St protected bike lane to avoid this dangerous spot, but the most direct and convenient route is obvious.

The main opposition to the extension of the 15th St. protected bicycle lane to Constitution Ave. will be from the tour bus operators and the few food and souvenir vendor trailers that currently park on the west side of the street. The parking lane will be repurposed in order to accommodate the protected bike lane extension. The vendor spaces could easily be moved to the other side of 15th St. and the tour buses already have several drop-off/pick-up locations one block over on 14th St. NW. The safety and mobility of daily District bike commuters and bikeshare riders should not be secondary to the convenience of t-shirt vendors.

The protected bike lane was initially installed as a pilot project by DDOT. Without a doubt, the pilot has been a resounding success with many thousands of people rely on it daily. The original pilot plan from 2010 included the one-block extension south but was later scrapped when there was political pushback from vendors. The need for the extension is now abundantly clear. Currently, DDOT has included the extension of the 15th St. protected bike lane to Constitution Ave. in the District’s draft long range transportation plan MoveDC. The project is listed as a Tier 1 project which means it is top priority.

DDOT needs to continue improving the bicycling network to support the rapidly growing number of daily riders with a focus on extending the current network of lanes citywide, and removing any gaps in the routes. DDOT should work quickly to complete the extension of the 15th St. cycle track to Constitution Ave. as soon as possible.

 Sign the petition to extend the 15th St. Protected Bike Lane

 

Tiny Steps Toward Reality for Met Branch North

Image Credit: mvjantzen

Preliminary engineering and design of the northern section of the Met Branch Trail between the Fort Totten transfer station to the Tacoma Metro Station (technically called Phase 2) kicked off this month. DDOT provided this juicy news during their update at July meeting of the DC Bicycle Advisory Council (DC-BAC).  The preliminary engineering and design phase will bring the plans to 30% of complete. It’s a small but important step forward. For a sense of where this fits into the whole project, here’s a handy chart:

The engineering firm RK&K is the primary contractor on this project with the Toole Design Group as a subcontractor for trail design. A timeline of when this phase will be complete is not finalized yet.  After this work, the trail design needs to be 100% complete before a construction contract could be awarded and actual trail building to begin. All of these dates are unknown.

This is definite forward progress on the MBT. But, still no answer to Councilmember Mary Cheh famous question: “Will I be alive [when the trail is finished]?

Win! Suitland Parkway Trail Will Connect To The New Douglass Bridge

WABA

Source: DDOT

The new Frederick Douglass Memorial Bridge will include a direct, safe and convenient bicycle and pedestrian trail connection to the Suitland Parkway Trail. DDOT announced the change to the bridge plans yesterday via the the Anacosita Waterfront Initiative (AWI) blog.

Phase 1 of the Frederick Douglass Memorial Bridge will now include a trail connection from reconstructed bridge along the northern side of the traffic circle and parkway to Firth Sterling Avenue SE and the Anacostia Metro Station. Bicycle and pedestrian trail user will bi-pass the high speed I-295 exit ramp through a new tunnel underneath the road. The large yellow arrow on the rendering above points to the new trail tunnel. Phase 2 of the bridge project will finish the direct trail connection from the Anacostia Metro Station to the existing trail head.

WABA has been engaged for over three years with DDOT on the bridge replacement planning process. This victory concludes months of advocacy and petition efforts after we raised the trail connectivity issue back in January. The advocacy work on this bridge project in line with our Southeastern Trail Corridor advocacy priority.

We are encouraged by the many improvements and updates to bicycle and pedestrian access that have been made. The current design reflects the District’s multi-modal vision. You can learn more about the entire bridge project on the AWI website and watch the updated video of the proposed bridge below. When complete, the Frederick Douglass Memorial Bridge will be the best bicycling bridge in the region and it will be a major connection in the regional trail network.

While we wait for the new bridge and trail connection, join us on July 12th for a clean-up event of the Suitland Parkway Trail with our Trail Rangers. Sign up online here

And here’s a neat video rendering of the new bridge:

A Rebuilt Rock Creek Park Trail is One Step Closer

Trail rehabilitation would include widening the trail through the tunnel. Photo credit: neinfein

The long wait is over. The District Department of Transportation (DDOT) released today the Final Environmental Assessment (EA) for the Rehabilitation of the Rock Creek Park Multi-Use Trail. Also released today from DDOT is the required Finding of No Significant Impact (FONSI, the best acronym ever) from Federal Highway Administration, a document that allows the repaving and upgrade of the trail to finally move forward.

In February, we asked our members and supporters to sign a petition to NPS and DDOT to release the Final EA.  Final design, engineering and construction could not move forward without the environmental review process being finished. Over 2500 people signed our petition in less than 10 days. Congresswoman Eleanor Holmes Norton (D-DC) sent a letter to NPS asking for a complete status update in March. Thank you to everyone who signed the petition.

Over the coming weeks we will dig into the Final EA and FONSI to understand how the project will move forward and what has changed since the Draft EA. As for a rebuilt trail, DDOT now must finish the final design and engineering which is already budgeted for Fiscal Year 2014. Construction funds are available when the final design is ready. Learn more about the entire rehabilitation on the DDOT website.

A little more waiting, but a new trail is one major step closer. Wahooooooo!

You Get a Cycle Track, You Get a Cycle Track

movedc-downtown-cycletracks-everywhere

The recommended downtown bike network in the draft Move DC plan. Every dashed white/pink line is a proposed protected bike lane (cycle track).

At Friday’s ribbon cutting for the First St. NE event, Mayor Gray announced the release the much anticipated Move DC draft Multimodal Long-Range Transportation Plan. The draft plan is a giant step forward for biking in the District of Columbia. It’s worth repeating, the expansion of bicycling as a mode of transportation for the next twenty years in Move DC are some of the most ambitious in the entire United States.

To get to the juicy details first, the Move DC draft plan proposed an expansion of the bicycling network with over 200 new miles of bike lanes, protected bike lanes (cycle tracks) and trails. The total envisioned bicycle network would be 136 miles of bike lanes, 72 miles of protected bike lanes (cycle tracks), and 135 miles of trails – the finished network would be a whopping 343 miles of dedicated bicycle infrastructure!!!

The entire draft plan with appendices is over 500 pages so there is still plenty of information, data, policies recommendations and plans to dig through. The bicycling element examines existing conditions, current policies and highlights the recent growth. Bicycling in DC is the fastest growing mode of transportation and it is in this context DDOT outlines a substantial growth in the bicycle network. DDOT planners hope to have a majority of city residents within a 2 minute bike ride of a protected bike lane or trail.

This plan represents a huge step forward for bicycling in DC. However, DDOT has set a less than ambitious goal for total bicycling increase in their Bicycle Element Performance measures. The goal over the 25 year period is an increase in bicycling to 12% of all trips that start and end in the District. According to the US Census most recent American Communities Survey (2012), DC’s bicycling commuting rate is 4.1% for work trips. Since 2005, the commuting rate has increase about 30% each year. Projecting the growth out 25 years to 2040 at a 30% growth rate would be an overall 12% bike commuting mode share but only for work trips.

The ACS data is notorious for under counting bike commuting and only considers work trips, not all trips. Estimates put work trips as only 1/6th of total trips made by a person. Non-work travel includes grocery shopping, going out to dinner, picking kids up at school, etc., which are generally shorter and closer to home. Biking makes up a larger portion of non-work trips for the very reason they are shorter. DDOT’s 12% goal for all trips in the city to be made by bike should be more ambitious.

Included in the draft plan is a thorough update and progress report on the 2005 Bicycle Master Plan (pdf).  DDOT gives updates on the 14 core recommendations outlines in the master plan. Many major initiatives have been finished or are nearing completion. Other projects such as the Met Branch Trail and Rock Creek Park Trail are years behind schedule. It’s worth reading the full progress update and see how much has been done, and how much is still left to do.

The public input process began last year in February with a major kick-off event and three rounds of public meetings. There were also online surveys, webinars, and a bimonthly advisory group meetings. WABA members and supporters tirelessly participated in the public input process. The Move DC plan is a big step forward for biking in the District, but we’re not done deal yet.

A plan of this scale has not be undertaken in recent DC history. From the beginning, WABA and other transportation advocates have asked does this plan process become the plan for the entire agency. The draft Multimodal Long-Range Transportation Plan is a detailed framework in which all future policies, funding, project planning, engineering and construction are decided within.  The process of adoption is now becoming clear but more complicated by other current policy and political discussions.

DC Council is a considering a reorganization of DDOT, and other transportation related agencies such as the DMV and Taxi Commission (full Council bill). DDOT would the primary agency responsible for implementing a future Move DC plan. The Council has also voted to reduce future streetcar funding, a primary transit mode in the Move DC plan. The additional developments complicated the overall discussion of Move DC but also highlight the issue of transportation a prime concern to be addressed in a growing DC.

There is now an open public comment period to provide feedback on draft plan. Comments are being now accepted online. On June 27th, the DC Council Committee on Transportation and the Environment will hold a public hearing on the draft plan. After the comment period ends on July 6th, 2014, DDOT will compile comments and make edits to the draft plan. A final plan would go back to DC Council for a vote.

Please comment on the plan, especially the Bicycle section, and express your support for the plan. The next 25 years for bicycling in DC will be very excited if the Move DC plan becomes the vision we build.

Curbs Coming to DC’s Cycle Tracks

Newly installed rubber curbs on the First St. NE cycle track. Photo: @mattyCampy

Protected bike lanes (cycle tracks) are all the rage these days, especially new lanes with curbs to separate cars from bicycles. Today, DDOT contractors installed rubber parking stops along the First St. cycle track to add additional protection for bicyclists along the section south of K St. NE. The two blocks north of K St. NE are already protected with the very deluxe pre-cast concrete curbs. Within days of “opening”, drivers were already parking in the cycle track.

The District Department of Transportation (DDOT) is currently installing two different cycle tracks downtown. They hope to have them ready in time for Friday’s Bike to Work Day. The M St. NW cycle track is a one-way bike lane protected by parking that extends from Thomas Circle to 28th St. NW (DDOT Fact Sheet, PDF) and the First St NE cycle track is a two-way bike lane from M. St. NE to G St. NE (DDOT Fact Sheet, jpg). Phase 2 of the First St. NE reconstruction which should begin soon will extend the cycle track to Massachusetts Ave. NE.

The on-going issue of drivers using the protected bike lanes for parking and truck drivers using the lanes for loading/unloading puts bicyclists in harms way. DDOT recently ramped up parking enforcement with the #parkingdirty campaign along the city’s bike lanes and cycle tracks, but the issue is still pervasive. The long term solution are physical barriers to prevent cars and trucks from entering the bike lane.

We expect to see DDOT install more rubber curbs along other existing bicycling facilities such as the L St NW cycle track and the Pennsylvania Ave. NW bike lanes. Parking in the L St. NW cycle track is still an on-going issue with hundreds of photos documented on whosblockinglsttoday.tumblr.com. On Pennsylvania Ave, cars make illegal U-turns across the bike lanes causing crashes with bicyclists. Last fall, DDOT ran a pilot test of Zebras on a one block stretch of Pennsylvania Ave. NW after a long #StopUTurnsonPenn campaign. DDOT claims to have reduced the number of U-turns across the lanes despite no official results released. Daily commuters still report U-turns across the bike lanes, including the pilot block.

The next step for the Pennsylvania Ave. NW bike lanes is curbs. National Park Service, Commission of Fine Arts (CFA), National Capital Planning Commission and DDOT all have oversight of Pennsylvania Ave. NW because of it’s national significance causing it to be a challenging street to change. That might not be an issue anymore, the May 15th Consent Calendar for the CFA includes a recommendation of “no objection to the final plans for the installation of low−profile “wheel−stop” lane separators”. With CFA approval, DDOT would be able to install rubber curbs along the entire length of Pennsylvania Ave.

Paint and plastic flexposts has allowed DDOT to test the cycle track concept. If the daily traffic jams on the 15th St. cycle track is any indication, people love DC’s protected bike lanes and want more of them. Increased enforcement of parking in bike lanes and cycle tracks is important to keeping the lanes open and safe for bicyclists but can only go so far. Physically separating and protecting bicyclists with curbs and other barriers is the solution.

 

US Census: Biking up 60% National, up 255% in Washington, DC

us-census-biking-to-work-2014

Biking to work has increased 60 percent over the last decade according to a press release from the US Census. Locally, Washington, DC has experienced a 310 255 percent increase of people biking to work in the same time frame. The District of Columbia has the highest percentage of bike commuters of any large city on the East Coast. The US Census compiled data from their 2000 Census and annual American Community Survey (2008-2012).

Launching today is a new interactive online map Census Explore with data on all commuting information. Data on transportation mode, travel times, telecommuting and other information is available nationwide. The US Census is releasing a report today which is their first in-depth analysis of biking and walking to work. The report titled Modes Less Traveled — Bicycling and Walking to Work in the United States: 2008-2012 is available for download in PDF.

The District of Columbia over the last decade has launched Capital Bikeshare, constructed three protected bikes lanes, painted over 60 miles of bike lanes, installed hundreds of bike parking rack and built new trails. The results are clear that people want to ride their bikes.

Contraflow Bike Lanes Coming to G and I Streets NE

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Freshly painted contraflow bike lane on G Street NE

Now that winter is mostly behind us, DDOT can begin painting new bike lanes. In February, we shared the proposed bike lane installation plan for 2014. Among the planned lanes were new contraflow bikes lanes on G and I streets NE from 2nd Street NE to Maryland/Florida Ave NE. Now that it’s warm enough to stripe pavement markings, DDOT has gotten installation of these lanes underway.

Bike lanes throughout the city are generally 5 feet wide and placed on the far right of the street, next to on-street parking. People riding bikes in the lanes travel in the same direction as the cars to the left. Contraflow bike lanes allow bicyclists to ride in the opposite direction of traffic.

G and I streets are narrow one-way streets on Capitol Hill that see low volumes of traffic. After community outreach with the two affected ANCs, the decision was made to install long contraflow lanes on the streets. (See the considered alternatives in a Greater Greater Washington blog post.) Shared lane markings (sharrows) are being installed in the center of travel lane for bicyclists traveling in the direction of traffic. The contraflow lanes are being placed on the far left side of the street and will be striped with a double yellow line. Bicyclists traveling in the opposite direction of traffic will use the 5-foot wide contraflow lane. The project also includes signs warning drivers that bicyclists are using the one-way streets in two directions.

Generally, contraflow lanes are installed with a painted buffer or are physically separated from traffic. There is a one block example of a parking-buffered contraflow lane on the 200 block of R Street NE near the Met Branch Trail. G and I streets are too narrow to float parking away from the curb and place the buffered contraflow in that space. Neighbors objected to losing parking to provide the necessary space for buffered contraflow lanes.

gi2g

gi2iTypical blocks of G & I Streets NE with sharrows and 5 foot contraflow bikes lanes. 

G and I streets were chosen for improvements to help provide an additional route for bicyclists traveling east and west in the H Street NE corridor. The streetcar tracks on H Street NE have caused a large number of crashes, including some very serious injuries, for bicyclists. Adding contraflow bike lanes to G and I streets creates two new east-west routes along the H St corridor.

Unfortunately, DDOT began installation of traffic signs related to the contraflow lanes back in December; this confused drivers and bicyclists alike. The yellow warning signs and small stop signs were installed four months ago, but the pavement markings didn’t begin to go in until last week. DDOT should have kept the signs covered until the bike lanes were painted. An especially harsh winter pushed the installation later expected, but the poor timing of the sign installation demonstrates that DDOT needs to plan better for construction of bike facilities.

DDOT will monitor the bicycling traffic and traffic operation on G and I streets. Its engineers will assess the contraflow bike lanes’ effectiveness and safety. Learn more about the project from DDOT. In a city with many narrow one-way streets, contraflow bike lanes are another tool for connecting the bicycle network where the conditions are just right.

While hard to know for sure, we believe the contraflow lanes on G and I streets are the longest continuous contraflow bike lanes in the country. It’s great to see them finally be installed, especially as the busy spring bike season begins.

DDOT Proposes Bike Improvements for Florida Avenue NE

florida-ave-ne-alt-3On Thurs.,  April 3, the District Department of Transportation held its third and final meeting for the Florida Avenue NE Multi-Modal Study. After a rash of crashes involving pedestrians and bicyclists, the surrounding neighborhoods called on DDOT to make safety improvements that would slow the speeds of drivers, upgrade sidewalks, and add bicycling facilities.

The area of study is Florida Avenue NE from New York Avenue NE to 14th Street NE. Also being considered for improvements are 6th Street NE from K Street to Penn Avenue in Florida Market, and West Virginia Avenue NE north from Florida Avenue alongside Galludet University. Greater Greater Washington has an in-depth discussion of the proposed alternatives, which area also available on the project website.

There are three major alternatives (and a few sub-alternatives) for Florida Avenue NE. Determining what is the most bicycle-friendly option is a bit of a challenge at first glance. All alternatives include wider sidewalks, additional crosswalks, and more street trees. We have examined the all of the proposed alternatives and have concluded that the following elements are the best for bicyclists:

Florida Avenue NE

  • Alternative 3 with buffered bike lanes from 3rd Street NE to 6th Street NE
  • Alternative 3A with 5-foot bikes lanes from 6th Street NE to West Virginia Avenue
  • Alternative 3 with 5-foot bike lanes from West Virginia Avenue to 14th Street NE

6th Street NE

  • Alternative 2 with cycletracks north of Florida Avenue NE and bikes lanes to the south

West Virginia Avenue NE

  • Alternative 2 with bike lanes north of Florida Avenue NE

This is a planning study. It will lead to design work, engineering, and, finally, construction. Currently, DDOT has proposed painted buffered bike lanes and cycletracks throughout these alternatives. Painted lanes were successful in demonstrating cycletracks in D.C. would attract new riders by providing a safer and more comfortable place to ride. Now is the time to build permanent, protected bike lane lanes with curbs, concrete, and planted buffers.

DDOT is accepting feedback through an online survey. The deadline for completing the survey is next Tuesday, April 15. Submit your comments and support for a safer and more bikeable Florida Avenue NE.

DDOT Unable to Provide Deadlines for Major Trail Projects

ddot-2014-oversight-council

Mary Cheh, second from left, pressed DDOT on its lack of progress.

“Will I be alive [when the trail is finished]?” asked Transportation Committee Chair Mary Cheh of DDOT, with regard to when she can expect the Metropolitan Branch Trail to be completed.

On Fri., March 20, the D.C. Council Committee on Transportation and the Environment held a performance oversight hearing for the District Department of Transportation. After hours of public testimony, DDOT Director Terry Bellamy testified on behalf of the agency. Chief Engineer Nick Nicholson and Director of Planning Sam Zimbabwe were also on hand to answer questions from the councilmembers.

WABA provided testimony about DDOT’s performance for implementation of its bicycle program over the past year. Executive Director Shane Farthing expressed concerns with no progress on major trail projects, as well as with significant delays and design compromises with on-street facilities like the M Street Cycle Track.

Councilmembers Mary Cheh and David Grosso pressed DDOT for responses related to many of WABA concerns. “Rock Creek Trail—that has been many, many, many years in consideration,” asked Cheh. Over 2,400 people signed a recent petition effort by WABA to speed up the planning and design of a major rehabilitation of the Rock Creek Park Trail.

Raising the issue of public safety on trails, Councilmember Grosso noted, “The fact is the Met Branch Trail is something that people have been waiting on for a long time. And we know for a fact it will be safer for people to ride on that trail if it’s connect all the way to the top and we get more people using it. So that’s an urgent item.”

Committee Chair Mary Cheh pushed DDOT to provide deadlines for the completion of major trail projects. DDOT Chief Engineer Nick Nicholson replied, “We’d be placing ourselves in another place where we don’t make our dates. I would really like to get back to you with a firm schedule…by next week.”

Currently, there are no firm dates for completion of the Rock Creek Park, Metropolitan Branch, South Capitol Street, Oxon Cove trails or repaving of the Capital Crescent and Suitland Parkway trails. Under the leadership of Director Terry Bellamy, DDOT has not many any significant progress on trails in D.C.