Greater Greater Washington

Posts by Aimee Custis

Aimee Custis is the Managing Director at the Coalition for Smarter Growth. She's a policy wonk by training and a communicator by profession, but weekends you'll find her at home in Dupont Circle or practicing her other love, wedding photography

Photography


There be dragons in the Flickr pool

Here are our favorite new images from the Greater and Lesser Washington Flickr pool, showcasing the best and worst of the Washington region.


Dragons installed in the Chinatown Barnes Dance. Photo by Victoria Pickering.


Chesapeake Bay Bridge. Photo by Beau Finley.


Navy Yard. Photo by John Sonderman.


Arena Stage. Photo by Shamila Chaudhary.


Zodiac signs in the Barnes Dance. Photo by Victoria Pickering.

Got a picture that depicts the best or worst of the Washington region? Make sure to join our Flickr pool and submit your own photos!

Transit


Orange, Silver, and Blue riders: Pain is coming in just a month. DOTs: Get moving on bus and HOV lanes now.

Metro's revised SafeTrack plan is out, and riders along the Orange, Blue, and Silver lines will be suffering much earlier than in the original plan. That may be necessary maintenance, but it'll mean local officials have to move fast to find alternative ways to get people east and west.

Shutdown from June 14-16.

The first "surge" is single-tracking from Ballston to East Falls Church from June 4-13. That single-tracking includes rush hours and every other time. There will be fewer trains at rush hour everywhere along the Orange and Silver west of there and the Orange Line east all the way to New Carrollton.

Then, the really big challenge hits June 18, when Metro will shut down the line from Eastern Market to Minnesota Avenue and Benning Road for 16 days, June 18-July 3. This will also mean no trains from Arlington Cemetery to Rosslyn. That means no trains on these areas for over two weeks.

Shutdown from June 18-July 3.

And this won't just affect people traveling on the east side of the region. There will be 54% fewer trains from Eastern Market to Rosslyn during rush hours and 40-43% fewer on the Orange and Silver lines in Virginia.

We'll need bus/HOV lanes and staging parking lots

Based on all the feedback you gave in comments and emails, plus talking to some transportation experts, we think our region's transportation departments need to immediately get together and consider a set of bus and HOV lanes along main arterial roads and bridges along the Orange/Blue/Silver Line corridor.

In addition, the DOTs should find lots that can serve as park-and-rides and slugging staging areas. People could park in these zones and form ad-hoc carpools (called "slugging"), or ride special shuttle buses using the 42 extra buses Metro has available for the surges.

Workers, employers, retailers, and everyone else will have to step up too, to share rides and adjust work hours to keep people getting where they need to go. Still, many people don't have that option and need a way to travel east and west without spending hours in traffic.

We don't have all the answers. The local DOTs have the experts who need to figure out the specifics. Or maybe they have variations on this plan that would work better. But while asking people nicely to please telework or carpool is part of the answer, it's not enough on its own. Some priority for carpoolers and buses is necessary.

There's not a lot of time. But the SafeTrack "surges" won't be permanent. It's not unreasonable to try some meaningful policies in late June to try to keep people moving. Because then in July, the pain will hit Yellow/Blue riders from the south, followed by more single-tracking on Orange/Silver, and then a big Red Line single-track in August.

Ask your local DOTs to get this figured out RIGHT NOW with the form below.

Ask your DOT to act fast

Please ask your local transportation officials to step up. We've suggested some recommendations in the form, but you can customize it as much as you'd like. Our system will automatically send your letter to the right officials based on the jurisdiction you enter.

First name:    Last name:

Email address:

Where you live:    ZIP code:

Bicycling


Friday is Bike to Work Day. Here's where to find a pit stop.

Friday is the DC region's 16th annual Bike to Work Day. It's a great opportunity to build a few extra minutes into your commute to stop at one of over 80 commuting "pit stops" on your way to (or from) work.


An interactive map of the Bike to Work Day 2016 pit stops.

The pit stops offer refreshments, raffles, and free t-shirts to those who register. Each pit stop has something a little different: elected officials and entertainment will be at some, and some will be open in the afternoon for your commute home.

Bike to Work Day also encompasses commuter convoys, biking buddies, and other resources for first-time riders. Plus, MARC will be running its bike car for commuters that day.


BtWD 2009. Photo by Transportation for America on Flickr.

Last year's Bike to Work Day in our region attracted over 17,000 participants. With Metro's SafeTrack starting soon, bicycling will be an important commuting alternative for some people. If you'll be impacted by SafeTrack and are considering bicycling as an alternative, Friday is a great day to get out there and test your route!

Will you be joining this year? If so, don't forget to snap a photo or two and add them to the Greater and Lesser Washington Flickr pool, and the official Bike to Work Day Flickr pool, too.

Transit


How can we help people get around during SafeTrack?

Metro's SafeTrack plan (plus any FTA-mandated changes) will mean weeks with no service, or month-long single-tracking, on big sections of the rail system. Our region will need to help people get around in other ways that avoid crippling traffic. How do we do that?


Photo by Elvert Barnes on Flickr.

Most of our major roads are already full during peak periods. Some Metro "surges" will disrupt travel for tens of thousands of people. If even a small proportion of these Metro riders drive alone, we could see major regional gridlock.

While the "surges" won't close the whole system at once, their effects will reverberate throughout the region. Lines with single tracking will see fewer trains overall, and the closures and decreased service will likely push people who connect from other lines to commute some other way. All of this means significant traffic impacts far from any given work zone.

What should the region do?

We talked with a number of transportation professionals for their thoughts. But we'd also like to hear yours. We'll compile a list of promising measures, and we're working with the Coalition for Smarter Growth on a tool for you to reach out to your local DOT and elected leaders to ask them to make it happen. Sign up here and you'll be the first to know when it's ready to go.

Get SafeTrack updates!

Greater Greater Washington and the Coalition for Smarter Growth are working together on ways for you to reach out to your local DOT and elected leaders to ask for the measures we need to see the region through SafeTrack. Sign up here and you'll be the first to know when it's ready to go.

First name:    Last name:

Email address:

Where you live:    ZIP code:

Here are the ideas we heard:

Teleworking is the biggest no-brainer. Many people can telework. But many more cannot. If people who can, do, that would alleviate some of the crunch. But not all.

Bus lanes. A lot of people will switch to the bus. But if they are stuck in traffic, they're not able to get to the ends of their routes and start the next run, effectively cutting down on bus capacity. The bus would also then be an unpleasant way to travel, pushing more people into cars instead, making driving and riding the bus worse, and so on.

The Washington region actually had a network of bus lanes before Metrorail opened. Without the trains, those lanes helped get people in and out of job centers. We need them again.


Bus lane network, pre-1976. Image from WMATA.

Walking and bicycling are an appealing alternative people who live close to work. Capital Bikeshare capacity and bike parking are likely to be some of the biggest crunches for bicycling. In Metro-accessible job centers like downtown DC, Silver Spring, Rosslyn, and others, bike corrals could help keep Capital Bikeshare balanced, and help people riding their own bikes find a place to park.

Carpooling can fit more people into fewer vehicles, making more efficient use of the road space we have. Some people may carpool without any prodding. But even more people will carpool if there are incentives to do it, like:

  • HOV lanes. On key arterials, one lane could be made HOV for a year. Both buses and carpoolers could use these to get a faster ride, making it more worthwhile to carpool or ride the bus.
  • Slugging. About 10,000 Virginians ride with strangers every day. Drivers pick up these strangers to get to use the I-395 carpool lanes, a practice called slugging. There are designated areas for people to park and then find rides.

    If DC added HOV lanes on key arterials from Maryland to downtown, Maryland counties could help find places, like shopping center parking lots that go mostly empty on weekdays, to serve as slug pickup areas. The same goes for Virginia routes into DC besides 395.


A "slug line." Image from Wikimedia.

  • Employer incentives. Employers could help people carpool, such as by offering reserved parking, running programs to match people up, or simply trying to structure the work day to make carpooling more feasible. Carpooling has declined as people's work schedules became more irregular; employers can reverse that trend, at least for the year.
  • Business incentives. Retail businesses can play a role, too. Restaurants and shops could find ways to offer discounts or specials to people who biked or carpooled.
  • Ride-matching services. Existing programs like Commuter Connections run bulletin boards and employer programs to match people to potential carpool or vanpool buddies.
  • Apps like Split, UberPool, and Lyft Line already try to match up people to share rides. Carpool lanes would create an even stronger incentive to use them. Or, governments could work with these companies to find other ways to increase the incentive to try them.
Special parking lots and shuttles. When a Metro line section shuts down, there could be a temporary park-and-ride with shuttle buses. For example, RFK's parking lots are huge and almost always empty. They could serve as a commuter parking lot and special buses could zip people (ideally, on a temporary HOV lane on I-695 and I-395) to the Capitol and downtown job centers. Where else could this work?


Potential park and ride? Image from Bing Maps.

Optimize bus routes. Besides (or ideally in addition to) adding bus lanes, there are ways to boost capacity on major bus lines, especially the ones paralleling Metro lines (like the S and 70s buses from Silver Spring to downtown DC, when the eastern Red Line shuts down). Some approaches:

  • Add express buses. Metro has a dedicated fleet of 42 buses to add to areas with shutdowns. Local transportation officials are already thinking about how to best deploy these. Other than a direct "bus bridge" between closed stations, some could be new express service on likes like the S9 and 79. A few local buses could switch to express during the shutdown as well.
  • Restrict on-street parking. Many DC arterial roads have parking on the non-peak side during rush hour, and on both sides at other times. The road could carry more vehicles without that. But it's best to make the new lane a bus or HOV lane, so that people have an incentive to carpool or take the bus instead of consuming all that capacity with new single-passenger trips.
  • Fix chokepoints. Likewise, Metro already knows where the major bus routes waste the most time. Retiming a signal, temporarily removing some parking, or adding an interim turn lane could clear out those spots. Where do you think are the most important places for this?
  • Reroute buses that end at a Metro station. For example, the 80s buses on Rhode Island Avenue almost all end at Rhode Island Avenue Metro. But when the eastern Red Line shuts down, then what? Those buses could go downtown—but will need places to drop off, and bus or HOV lanes (sense a theme?) could ensure they don't spend more time doing so than necessary.
Drop-off zones. If more people carpool and take buses, more curbside space may need to be devoted to letting people load and unload, either from commuter buses that already come in from farther out areas, for carpoolers, and for riders of app services who share rides instead of riding alone.


Proposed late night bus service & map from Metro's April 2016 Metrobus Late Night Service Study.

Improve late night bus service. Metro plans to shut down at midnight instead of 3 am. While the number of people who ride Metro at night has dropped as many people switch to ride-hailing services, it's still important to offer an affordable way for people to get home.

  • Make a late night map. Metro could publish a special map showing late night bus service, especially the routes that take people between Metro stations. Most people don't even know if there's a bus that can take them from nightlife to their neighborhoods.
  • Add late-night service. If some stations get decent late-night traffic but don't have late-night bus service (like more outlying park-and-ride stations), add buses to those spots until 3 am or later.
These general ideas cover a lot of ground, but it's a daunting task for our local transportation departments to identify all the spots which need attention. Many of these ideas will require local DOTs and WMATA to work together, or inter-jurisdictional cooperation between DOTs. But that doesn't meant they can't happen.

Where would you implement these strategies? What other ideas do you have? Give your thoughts in the comments.

Get SafeTrack updates!

Greater Greater Washington and the Coalition for Smarter Growth are working together on ways for you to reach out to your local DOT and elected leaders to ask for the measures we need to see the region through SafeTrack. Sign up here and you'll be the first to know when it's ready to go.

First name:    Last name:

Email address:

Where you live:    ZIP code:

Photography


Streetscapes across time in the Flickr pool

Here are our favorite new images from the Greater and Lesser Washington Flickr pool, showcasing the best and worst of the Washington region.


14th Street NW, from Florida Ave. Photo by Tim Brown.


A newly replanted Vermont Avenue, NW. Photo by Ted Eytan.


G Street. Photo by Mike Maguire.


DC Funk Parade. Photo by Rob Cannon.


Pennsylvania Avenue NW and 9th Street facing east (c. 1905). Photo by StreetsofWashington.

Got a picture that depicts the best or worst of the Washington region? Make sure to join our Flickr pool and submit your own photos!

Transit


Metro's shutdown plan deserves our support. Now local governments must step up.

It's sad that Metro has gotten so decrepit that months-long shutdowns and single-tracking are necessary. But they are. And kudos to Metro for admitting this and coming up with a detailed plan to fix it.


Photo by nevermindtheend on Flickr.

Honestly, we'd feared the shutdowns would be far worse. This plan seems to concentrate them into as narrow a place as necessary while getting work done where needed (as far as we can tell, anyway).

It's going to be painful for riders, but we'll need to manage, because it's clear that the previous maintenance scheme, of shutdowns just over nights and weekends and bouts of single-tracking, hasn't been working.

As Maryland delegate Marc Korman said on today's NewsTalk with Bruce DePuyt, Metro leaders have to make sure the maintenance that gets done, gets done right. The connectors in the Orange/Blue/Silver tunnel through DC, which caught fire earlier this year and forced the day-long total shutdown, had just been supposedly inspected and repaired. Riders are not going to tolerate having their lines shut down and then learning the maintenance wasn't actually done correctly.

Also, the tracks aren't the only problem for Wiedefeld to tackle. Rail cars have been down for maintenance much more often than they should be, forcing Metro to run lower levels of service than promised. These shutdowns won't fix that. But managers may need to focus intensely on one problem at a time, at least until Wiedefeld can replace some of the poorly performing managers and employees, as he's promised to do.

Hopefully, though, the shutdowns will get Metro back to a place where, at the very least, we can be confident in its safety. That's important.


Virginia has a few bus lanes. It needs many more. Photo by Dan Malouff.

Jurisdictions have to help

These shutdowns will affect huge numbers of people. According to Metro's presentation, the closure from NoMa to Fort Totten will affect 108,000 people; East Falls Church to Ballston, 73,000; Eastern Market to Minnesota/Benning, 61,000; and on and on. That is, let's be clear, a lot of people.

If they all drive, it will mean massive gridlock. Many will telework or shift their hours and such, but unlike with the one-day shutdown where a lot of people could stay home for a day, that can't work for weeks or months on end.

Buses can replace some service, but if those buses are just stuck in major gridlock, then there won't be enough buses and little incentive for anyone to take them. There will need to be temporary bus-only or HOV-3/4 lanes.

Many more people will be trying to walk and bike, and many jurisdictions can do much better to make sure people feel safe and are safe on these other modes.

It would have been nice for jurisdictions to have started planning bus lanes and other measures long ago, but the shutdown plan is here now and there's no luxury of time. Some areas have 6-9 months to prepare, while others (like Alexandria and southern Fairfax, or northern Prince George's) will be hit soon.

We can't wait for the typical interminable studies. Just as the region made extraordinary changes for the inauguration, this also calls for unusual measures. Local DOTs should make aggressive plans for temporary bus lanes and then try them out, making changes over time to ensure they work.


Photo by Kevin Harber on Flickr.

We want to hear more about the late night

If ending service at midnight is really necessary, then maybe it's necessary, but we'd like to hear more. Does it have to be system-wide? And if it's going to be permanent, as Metro is considering, then we really want a more thorough analysis of the pros and cons.

Paul Wiedefeld has said that Metro will not open early or late for any special events over the next year. There's some sense to that, but some of these special events, like the Marine Corps Marathon, draw huge crowds with little alternate way for many people to get there. We're worried about what the impact will be.

Fretting about the effects of shutting down Metro in the past has led to Metro needing bigger shutdowns now, and so if it's needed, it's needed. But we think the case has to be made in more detail first.

We'll have more on contributor reactions to the late night issue in an upcoming post. Meanwhile, we're planning to organize residents to push for measures like bus lanes. If you agree or just want to find out more, sign up below.

Keep me informed

Let me know when there are chances to push for bus lanes and other ways to ensure that Metro riders can still get where they need to go during Metro's upcoming maintenance "surges."

First name:    Last name:

Email address:

Where you live:    ZIP code:

Photography


Rainy in the Flickr pool

Here are our favorite new images from the Greater and Lesser Washington Flickr pool, showcasing the best and worst of the Washington region.


View from Silver Spring Civic Center. Photo by Aimee Custis.


Pike +Rose, White Flint. Photo by BeyondDC.


U Street Metro. Photo by Ted Eytan.


Howard University. Photo by ep_jhu.


Photo by Brett Young.

Got a picture that depicts the best or worst of the Washington region? Make sure to join our Flickr pool and submit your own photos!

Photography


Monotone in the Flickr pool

Here are some of our favorite black and white perspectives, inspired by this week's new images from the Greater and Lesser Washington Flickr pool.


Metro. Photo by John J Young.


Convention Center. Photo by Beau Finley.


Fort Totten Metro. Photo by Mike Maguire.


Union Station. Photo by Beau Finley.


Union Market. Photo by Jill Slater.


14th & U Street NW. Photo by Mike Maguire.

Got a picture that depicts the best or worst of the Washington region? Make sure to join our Flickr pool and submit your own photos showcasing the best and worst of the Washington region!

Photography


DC aglow in the Flickr pool

Here are some of our favorite perspectives of DC aglow at blue hour, golden hour, or after dark, inspired by this week's new images from the Greater and Lesser Washington Flickr pool.


View west from the Hopscotch Bridge. Photo by Kian McKellar.


Shaw Library. Photo by Ted Eytan.


USS Barry, Navy Yard. Photo by mosley.brian.


Farragut Square. Photo by ctj71081.


Urbana, Dupont Circle. Photo by Rob Cannon.

Got a picture that depicts the best or worst of the Washington region? Make sure to join our Flickr pool and submit your own photos showcasing the best and worst of the Washington region!

Retail


Walkability's next hurdle in Van Ness: A Chick-fil-A drive-thru

Chick-fil-A has plans to put a drive-thru store on Connecticut Avenue in Van Ness. But neighbors are saying the site's business plan doesn't mesh with the neighborhood's aspirations to be more walkable.


Rendering of the Chick-fil-A proposal. Except where noted, all images from DDOT public space permit application.

Chick-fil-A plans to take over the property at 4422 Connecticut Avenue NW, just north of the UDC campus and Van Ness Metro station.

Today, the space is occupied by a Burger King, which also operates a lightly-used drive-thru. The site is sandwiched between a dry cleaners and a heavily-trafficked car wash that already caters to Maryland commuters, causing traffic backups on Connecticut Avenue spilling over to nearby Albemarle Street.

Plans for the Chick-fil-A site include a new sidewalk cafe enclosed by a low retaining wall where today there is unappealing empty pavement, new landscaping and signage, and a renovation of the existing driveway.


Rendering showing the proposed sidewalk seating.


Today's existing conditions.

Neighbors are up in arms over the Chick-fil-A proposal. They see a popular driver-oriented fast food restaurant as decided step backward for the neighborhood. Van Ness has made significant progress toward being a more walkable, pedestrian-friendly neighborhood.

In the past few years, neighbors have established Van Ness Main Streets to fight for better walkability, a suburban-style parking-in-front shopping center has redeveloped across the street from the Burger King, and UDC built a new student union that bring will bring to life dead pedestrian plaza once the landscaping is ready.

Increased traffic volume is the problem, for people and cars alike

At the heart of the concern are Chick-fil-A estimates that the drive-thru will see three times as much traffic as Burger King does today. That's more than 90 vehicles per hour during its projected busiest period, Saturdays at midday.

Most of those 90-plus vehicles will be crossing the Connecticut Avenue sidewalk twice (entering and exiting the drive-thru). If Chick-fil-A can keep the line moving, that means a vehicle will be traversing the Connecticut Avenue sidewalk roughly three times per minute, roughly tripling the odds of pedestrian/motorist conflict.

If Chick-fil-A doesn't keep the line moving, it could see traffic backups similar to, or compounding, the ones that are already happening today at the car wash.


On sunny weekends, the line for Flagship Car Wash wraps around the block. (Left: The line at Connecticut Avenue; Right: The line continuing on Albemarle.) Photo from Forest Hills Connection.

In response to the expected traffic increases, Chick-fil-A presented a detailed traffic study and plan to ANC3F at its February 23 meeting. To keep traffic from backing up onto Connecticut Avenue at the busiest times, it would send out employees armed with tablet computers to take orders, collect payments and deliver food to waiting motorists.

In a perfect world, the plan might work. But new Chick-fil-A stores have caused significant traffic chaos in other communities. Bellevue, Washington, had to change traffic patterns and hire police to handle all the business that a new Chick-fil-A attracted.

And while Chick-fil-A presented this plan for dealing with auto traffic, so far, it hasn't addressed concerns about conflicts with pedestrian traffic.

Chick-fil-A's drive-thru plan depends on moving cars into and out of the drive-thru quickly. The chain's drive-thru in suburbs and exurbs rarely have to deal with pedestrians, if at all. But here, drivers will have to wait to turn into the drive-thru and wait again upon exiting for an opening not only in car traffic but in pedestrian traffic.

DDOT will weigh in on the issue

As is standard process for many projects across the District, to move forward with its plans, Chick-fil-A has applied to the DDOT public space committee for two use-of-public-space permits. One permit covers the elements making up the sidewalk cafe seating. The other permit covers the plans to close, renovate, and reopen the driveway. The committee is currently scheduled to hear the application on March 24.


Inset of driveway plan from public space permit application.

Residents have started a petition against Chick-fil-A's plans, and ANC3F has voted unanimously to oppose Chick-fil-A's application for the driveway. 3F's resolution calls on DDOT's Public Space Committee to reject Chick-fil-A's application, as "A busy drive-thru in the neighborhood now would represent a major step backward."

DDOT's design standards on minimum distances between driveways represent what may be the strongest argument for the ANC and other voices in the community to advocate against the drive-thru.

The DDOT public space committee could deny the driveway permit thanks to it not meeting the minimum distance requirement. But they could also choose to approve the permit. Ultimately in situations like this one, the committee is the final decision-making body, and has discretion to weigh whatever arguments for and against the permit however it likes.

A version of this post first ran on Forest Hills Connection.

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