Councilmember Nadeau’s Top Ward 1 Bike Lane Projects


Councilmember Nadeau (Ward 1) joins the DC Bike Ambassador for street outreach in Columbia Heights.

Councilmember Brianne Nadeau (Ward 1) sent a letter today to the District Department of Transportation (DDOT) Director Leif Dormsjo in support of several priority bike lane projects for Ward 1. The list of projects recognizes the needs to close important gaps in the bike lane network.

Nadeau’s letter expresses support for the construction of protected bike lanes whenever possible: “Protected bike lanes have many benefits including safety and fewer illegal parking problems, which is why I have been an advocate for them since my time as an ANC [Commissioner]. Welcoming bike lanes also discourage bicyclists from using the sidewalk instead of the street.”

The priority projects for Ward 1 are:

  • 15th St NW protected bike lane extension north from V St. NW to Euclid St NW
  • 14th St NW protected bike lane and a connection of the bike lane gap between Euclid St NW and Florida Ave NW
  • 11th St NW protected bike lane and an extension to Spring Rd (and then to Kansas Ave NW)
  • Completion of the Florida Ave streetscape project between Sherman Ave and U St NW
  • Support for the eastern downtown protected bike lane study and rapid implementation of its findings

Thank you Councilmember Nadeau for your support of safer and more convenient bicycle access in Ward 1.


Prince George’s is hiring a bike and pedestrian coordinator

Cross posted at Greater Greater Washington

Prince George’s County leads the Washington region in pedestrian deaths, and it’s behind when it comes to trails and streets that are safe and useful for people on foot and bike. To fix the problem, the county will soon hire a bicycle and pedestrian coordinator and develop a bikeway plan.


Photo by Cindy Shebley on Flickr.

News of the hire comes from Darrell B. Mobley, Director of the County’s Department of Public Works and Transportation (DPW&T). Mobley says his agency wants to facilitate bicycling.

More specifically, Mobley wants to make the county’s bike network more usable. While Prince George’s has a lot of trails and local streets that are perfect for bicycling, they aren’t connected well enough for bicyclists to reach a destination without riding on more hazardous state and county roads. Mobley wants to create a bicycle network across the county using trails, bike lanes and safe streets.

The Washington Area Bicyclist Association (WABA) and several county council members have urged DPW&T to hire a bicycle and pedestrian coordinator since Rushern Baker first became the county executive. The county posted the job this week, specifying that it’s a Planner III position that will pay between $53,000 and $97,000 per year.

The coordinator will report to Victor Weissberg, the special assistant in the director’s office who has long been responsible for representing the department on bike and pedestrian matters. According to Weissberg, the coordinator will have frequent access to both Mobley and Andre Issayans, DPW&T’s Deputy Director.

Developing a bikeway plan is likely to be one of the first tasks for the new hire, says Weissberg.

The county’s master plan of transportation shows where bike lanes and trails should be built in the very long run, but it does not address what will actually done or when. Weissberg says that creating a bikeway plan would probably require supplemental funding.

“When the county is ready, we will find the money,” says Greg Billing, director of advocacy for WABA.

Weissberg is not sure whether DPW&T will create a formal bicycle plan or something more like an internal work plan. But he promises to share drafts with the bicycle community and others as the plan is formulated.

Does the new hire signal a substantive change in county policy, or just an institutional commitment?

When Mobley was a top official at the Maryland Department of Transportation, the State Highway Administration (SHA) issued a policy declaring that bicycles would be presumed to ride on all state highways where bicycles are not explicitly prohibited, and that SHA would make at least some effort to make bicyling safer. For example, roads might get signs that told drivers that bicycles may take up the full lane.

By contrast, DPW&T has stated that some roads are not part of the bicycle network, that cyclists use these roads at their own risk, and that no “use full lane” signs would go up on such roads because doing so would encourage other cyclists to ride on them.

Mobley says that he is not ready to endorse SHA’s approach. He says that it is too soon to say that bicycles are part of the expected traffic mix on all county roads because he has not examined all of these roads. He wants to wait for the bike and pedestrian coordinator to come on board so that the county can adopt a position based on a reasoned analysis.

“Give us some time and we’ll work through these challenges,” says Mobley.


How many U-turns across Pennsylvania Ave bike lanes did we count in one hour?

Written by WABA Member Dave Salovesh

Too many.

Nobody thought adding safe bike lanes on Pennsylvania Avenue was going to be easy. Yet, just in time for Bike to Work Day 2010 they came to the center of America’s Main Street between the US Capitol and the White House. Even before marking was complete, riders saw one of the biggest challenges firsthand: drivers making U-turns across the new lanes.

Quite possibly the first U-turn on Pennsylvania Ave NW on May 7, 2010. Photo credit:

Was this the first U-turn on Pennsylvania Ave NW? Photo taken on May 7, 2010. Photo credit: Dave Salovesh

It takes time to get used to any changes, and everyone hoped this behavior would diminish as drivers became accustomed to people using this space. That was not the case, and by late 2012 drivers were observed making U-turns at the rate of almost one per minute in just one block.  D.C. Councilmembers, the Mayor, MPD, and DDOT responded with emergency regulation banning U-turns, increasing enforcement, and planning design changes to reduce driver confusion and prevent this risky infraction.

Separating bike lanes from general traffic, and keeping motor vehicles out, is the best thing cities can do to keep people bicycling safe. While there may be reasons  that options for D.C.’s roadway engineers to protect bike lanes are somewhat limited, there are solutions out there to help.

DDOT uses these methods and others to protect cyclists using protected bike lanes over D.C., and they’re very helpful. In 2013 a pilot program was approved to test zebra barriers on one block. And, in 2014 an additional study was started to evaluate the use of rubber parking stops. Preliminary results have demonstrated that both are effective at reducing U-turns and other lane incursions. DDOT uses a combination of flex-posts, rubber parking stops and concrete curbs to physically separate bike traffic from motor vehicles in other parts of the city.

13 illegal U-turns in one hour on April 23, 2015 in the 1400 block of Pennsylvania Ave NW, including one near miss.

With the return of pleasant weather we’ve seen an increase in people enjoying bicycling in D.C. Unfortunately, that has also brought an increase in crashes, and on Pennsylvania Avenue over the last two weeks there have been at least three crashes due to U-turns across the bike lanes. We documented at least 13 vehicles making U-turns across the bike lanes in 1400 block during a single hour of evening traffic.


The third crash involving a bicyclist and U-turning driver on Pennsylvania Ave NW this spring. Photo credit: Dave Salvesh

The steps to make Pennsylvania Avenue safer from U-turns have been known for years, but have not yet been fully implemented. During that time countless crashes and near-misses have happened. Drivers persist with the mistaken understanding that this space reserved for bicycles is open for them as well. And unfortunately, many bicyclists have decided the risk is too great for them or their families. They have found alternate routes, or some may even choose other means of travel.

Now is the time for that to change. The D.C. Council, and the Mayor should push DDOT to produce a definite timeline for installing a protective barrier along the entire length of the Pennsylvania Avenue bike lanes, as a high priority project. All the pieces are ready, the pilots and studies are complete and the need is great. We know how quickly D.C. can accomplish good work when it’s necessary. Can the safety of Pennsylvania Avenue’s bike lanes be improved before Bike Month 2015 ends?

DDOT Hosting Bike Lane Celebration Tomorrow

One of the new protected bike lane installed this year by DDOT on M St NE.

At a celebration and press event on Wednesday morning, the District Department of Transportation will celebrate a record breaking year of bike lane installation. In 2014, DDOT has installed nine miles of on-street bike lanes, including almost two miles of protected bike lanes. DDOT Director Matthew Brown and Associate Director Sam Zimbabwe will be in attendance with agency employees from planning, engineering and maintenance divisions.

The 2006 Bike Master Plan outlined a ten year plan to install a network of bike lanes city wide. The plan set an ambitious target of 10 miles of new bike lanes per year. Since 2006, DDOT has planned and painted 69 miles of marked bike lanes in all eight wards of the city. While DDOT hasn’t quite hit the lofty goal of 10 mile per year, the agency deserves a tremendous amount of credit for their hard work and commitment to improving biking so far. And the efforts have paid off; everyday bike commuting rates in DC have quadrupled in the last decade as our streets become safer and more enjoyable for biking.

The recently released Move DC plan and the accompanying two-year action agenda set a goal of 7.5 miles of new bike lanes, many of which will be protected bike lanes, for 2015 and 2016.

Bike Lane Event Details
  Wednesday, December 17, 2014, 10:00 am – 11:00 am
WHERE: Southwest Corner of 4th and Independence Avenue, SW (Google Map)

Roll into work a little late tomorrow morning and thank DDOT for their hard work this year  — we hear there might be cool swag giveaways too.

Move DC is a Big Vision with a Slow Start

Shiny new protected bike lane on 6th St NE

Shiny new protected bike lane on 6th St NE (photo: Mike Goodno, DDOT)

DDOT released the final Move DC transportation plan last week. The District plans to make a significant investment in bicycling to support growth over the next 25 years. Along with the final plan, DDOT produced a two-year action agenda to get a jump start in implementation. The Move DC plan is giant step forward for bicycling in DC, but the document’s Action Agenda is a timid start.

The final plan is over 173 pages so we haven’t dug too much into the details yet. The final plan looks a lot like the draft plan from June. With the city projected to add 100,000 new residents in the coming years, DDOT  acknowleges that the District can’t accomodate that many new cars, and sets a 25% mode share for walking and bicycling.

To accomplish this growth, DDOT proposes to expand the bicycling network by more than 200 miles over the next 25 years. The complete network would be over 343 miles of dedicate bicycle infrastructure. Beyond trails and bike lanes, Move DC calls for a range of other initiatives including:

  • expanding bikesharing,
  • more public education,
  • increased coordination on enforcement,
  • and lots more policy recommendations beyond physical infrastructure.

Released alongside the Move DC plan, the Action Agenda is a two-year blueprint for the agency. Bike elements include:

  1. Complete Klingle and Kenilworth Anacostia Riverwalk Trail projects and advance Rock Creek and Metropolitan Branch Trail projects (Item 1.5)
  2. Install or upgrade 15 miles of on-street bicycle facilities (Item 1.6)
  3. Study east side of downtown bicycle facility improvements (Item 2.2)
  4. Determine East-West Crosstown Multimodal Study needs and identify solutions (Item 2.4)
  5. Complete review of existing bicycle laws and identify opportunities for changes (Item 3.1)
  6. Complete revisions to the Design and Engineering Manual (Item 3.40
  7. Create TravelSmart program to develop tailored transportation choices for District residents (Item 4.5)
  8. Fully train DDOT staff on multimodal design (item 6.4)

We are glad to see several long-planned trail projects moving forward (item 1), but it’s worth noting that they would likely follow a similar timeline in the absence of the Move DC plan.  Expectations for new on-street bike infrastructure (item 2), on the other hand, have been scaled down, from 10 new miles of bike lanes per year in the District’s 2005 Bicycle Master Plan to 7.5 miles per year in the Move DC Plan. This is a disappointment, but also a realistic average of what the agency has been able to get done over the past few years. That said, as you can see in the photo above, the new bike lanes are both better —more of them will be physically protected from car traffic— and harder to build, as the District has captured most of the low-hanging fruit, and many new bike lanes will require more comprehensive street redesigns that will involve reducing car lanes or parking spaces.

All told,  Move DC is a comprehensive, well vetted plan for improving and encouraging bicycling. DDOT began the public process 18 months ago and made extraordinary efforts to involve the community. Move DC represents a shared vision for transportation. We’re glad that the District has invested in developing such a robust plan, and we look forward to its implementation.


The Bicycle Segment of this plan is good because bicyclists showed up and shared their thoughts at every step of the process. A huge WABA thank you to all of our members and supporters who submitted comments, testified at hearings, showed up at public meetings, and participated in the process!


Yay! DDOT Releases Final Safe Accommodation Regulations


Capital Bikeshare shows how to maintain safe accommodations for bicyclists while they install a new station at 15th & L Streets NW.

DDOT released final regulations for safe accommodations of bicyclists and pedestrians during construction. Future public space permits issued by the city must maintain access for people traveling by foot or bike. A growing number of District residents and visitor rely on walking and biking everyday. Bike lane and sidewalk closures create hazardous situations and have a discouraging effect. With proper enforcement, the final rules should go a long way to maintaining safe access for people walking and biking.

Overall, the regulations are pretty good. Draft regulations were released in August and there have not been any substantive changes between draft and final.

The regulations give an explicit order of priority for providing safe accommodations:

  • Priority one would be to have no impact on existing bike lanes. This could be achieved by keeping construction activities restricted to the parking lane.
  • If that’s not possible, the next best choice is narrowing or reducing other travel lanes as long as at least one remains open.
  • The next option would be to create a shared-lane.
  • Finally, as a last resort, a detour could be set-up. Any detour option would need to replicate the existing infrastructure as practicably possible. Again, the overarching goal would be to simply reduce impacting the existing bike lanes.

The Bicycle Safety Amendment of 2013 became law in the beginning of 2014. WABA worked hard to with DC Council on this law. After it’s passage, this legislation triggered the rulemaking process. The law compels city agencies changes regulations for new permits that effect sidewalks, bike lanes and paths. Future permits must provide “safe accommodation for pedestrians and bicyclists” during construction. DDOT completed the task in less than a year.

Thank you DDOT!  We look forward to working together on enforcement of these new regulations. Safe passage during construction makes walking and biking a more reliable mode of transportation.

No Tunnel for the Capital Crescent Trail at Wisconsin Ave

The Bethesda tunnel. Photo by thisisbossi on Flickr.

Plans have fallen through for a Capital Crescent Trail tunnel underneath Wisconsin Ave in downtown Bethesda. Montgomery County attempted to facilitate a redevelopment of the Apex Building that would have allowed a large and more efficient Purple Line light rail station and trail tunnel. In a closed session several weeks ago the County Council, at the recommendation of County Executive Ike Leggett, decided not to move forward with this attempt.

WABA is disappointed that the county has abandoned these plans. The Capital Crescent Trail is one of the most travelled multi-use trails in the county, and the Purple Line transit project is a once-in-a-lifetime investment in better trail infrastructure. Redevelopment of the Apex Building would have allowed for the best possible station and trail.

The construction of the Purple Line will connect the Capital Crescent Trail to Silver Spring and will upgrade all trail crossings along the corrdidor, which is why WABA supported the project. The loss of a grade-separated crossing where one already exists is a significant compromise and loss. Wisconsin Avenue is the busiest road in downtown Bethesda. More than 1.3 million people use the trail annually. An at-grade crossing of this road is not an acceptable long term solution.

Repeat, there will be no trail tunnel.

A redevelopment of the Apex Building would have allowed the Maryland Transit Administration (MTA) to design a larger, more efficient Bethesda Purple Line station with better multimodal facilities. A new building above the station would be considerably taller and denser. The plans also included a bicycle and pedestrian tunnel underneath Wisconsin Ave for the Capital Crescent Trail.

With this latest news, the MTA will go forward with the original plan for the project: when construction begins in late 2015, the existing trail tunnel will be closed and the light rail station will be built in that space. The completed station will include a very narrow pedestrian (and walking bicycle) entrance from Woodmont Ave. The Capital Crescent Trail will follow a surface route described below.

Now what happens to the Trail?

Plans for the Purple Line have always included the construction of an additional “surface route” for the Capital Crescent Trail through downtown Bethesda. You can think of the surface as the “business route” and the tunnel as the “express route”. The Montgomery County Dept. of Transportation is developing the plans for the surface route right now. The Coalition for the Capital Crescent Trail (CCCT) and WABA have been involved for over a year with a stakeholders group advising MCDOT on their plans. With the tunnel now off the table, the surface route will carry all of the traffic on the Capital Crescent Trail.

The stakes are now much higher for the design and execution of this surface route. Councilmember Roger Berliner has tasked MCDOT to build a “gold standard” trail experience for the at-grade crossing of Wisconsin Avenue. MCDOT is hoping to have draft plans to present to the public later this fall, finish designs and begin construction by next summer. This sounds like an aggressive timeline because it is one—the surface route must be completed before construction starts on the Purple Line, as the tunnel will be closed. We will post notice about a public meeting here when the information becomes available.

What next for the trail?

WABA has been working for more than two decades on the Capital Crescent Trail. The trail is a well loved community resource which provides an important recreation, fitness and transportation benefit to visitors and residents of all ages. The vision has always been a seamless trail from Georgetown to Silver Spring. While the Purple Line will complete a major gap in the trail, it leaves behind a new one.

We are disappointed by this loss of an tunnel option and hope that County officials exhausted all options before making this decision. We expect a safe, grade-separated crossing of the trail at Wisconsin Avenue to be the long-term solution.

Tell Montgomery County you want a safe trail crossing