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Bicycling


We're getting closer to having bike trail from DC to Baltimore

Last month, a 1.7 mile section of the WB&A Trail opened, bringing the separate parts in Anne Arundel and Prince George's County as close to one another as they've ever been. A few more additions to the trail would mean an uninterrupted bike route from DC to Baltimore.


Image from Google Maps.

The WB&A trail runs from Odenton to Lanham, with a gap at the Patuxent River. There are plans to bridge the river, extend it south to Washington and north to BWI and then onward to Baltimore, which would create a full trail between DC and Baltimore.

When the WB&A was first built, it was a state of the art, electric commuter railroad that ran on three lines connecting Washington, Baltimore, Annapolis and the B&O railroad at Annapolis junction. It operated from 1908 until 1935. Work on the WB&A trail began almost 20 years ago, when the bulk of the Prince George's section from Glen Dale to Bowie was constructed, and planning dates back to the early 1990s.

During the seven years after that first section opened, the trail was extended to the banks of the Patuxent River on the Prince George's side and 5.5 miles of the Anne Arundel section of the trail was built across the town of Odenton.

Work stalled after that, though, leaving a one-mile gap between the two sections of the trail.

The trail is expanding, but there's still a gap to bridge

In recent years, hope for connecting the trails has been rekindled. Anne Arundel and Prince George's counties have resolved the issue about how to close the gap, deciding to go with a detour that was the subject of a lot of debate. While this isn't ideal for trail users, and plans to build on the right-of-way make it worse, it does mean the stalled project is moving forward.

To that effect, this year Prince Geroge's County completed the WB&A Trail Spur, which extends the trail west along the old Race Track Railroad Spur. And last month, Anne Arundel County built the 1.7 mile trail extension. This brought both trails across the river from one another, albeit nearly a mile from where the train used to cross the river.


The newest section of the WB&A Trail along Conway Road in Anne Arundel County. Photo by John Ausema.

The next step is to build a bridge across the Patuxent River. Using a $560,000 state grant, the two counties plan to begin the design phase later this year on a bridge near the location of an old road crossing that disappeared sometime prior to 1945. Once the new bridge is there, the WB&A Trail, as officially planned, will be complete.


1908 Map showing location of old bridge between the railroads

South to Washington, DC

The recently drafted Prince George's County Trails Plan proposes dozens of connections to the WB&A and extensions, most notably extending the trail south along MD-704 all the way to DC's Marvin Gaye Trail and to the Anacostia Tributary Trails via US-50.

Though these routes differ from the ones proposed by WABA in 2015 and fleshed out in 2016, the general idea remains the same, connect the WB&A to Washington, DC and the Anacostia.


Extensions to the WB&A Trail proposed in the PGC trails plan

North to the BWI Trail

Subsequent plans to the original 1990's master plans for the WB&A, South Shore and West County (what the WB&A in Anne Arundel was called at the time it was planned) trails have taken the opportunity to expand and tie into it.

The 1995 West County Trail Master Plan included a sidepath along WB&A Road from the north end of the current trail all the way to the BWI Trail—the loop trail that completely encircles BWI airport. The 2002 Severn Small Area Plan included this same trail, built in four phases. Unfortunately, this trail extension is not included in the county's 2013 Master Plan.


Severn Small Area Plan bicycle and pedestrian map, showing the WB&A trail in red running north-south.

The BWI Connector Trail

In addition to the connection to Washington, the bridge across the Patuxent and the connection to the BWI trail, finally realizing the dream of a Washington to Baltimore bicycle greenway would require one other trail: the BWI Connector (formerly the Light Rail Trail).

This trail would extend the existing Light Rail Trail, which currently runs from the BWI Trail to Maple Avenue in Linthicum Heights, 2.4 miles north to connect it to either Baltimore's Middle Branch or Gwynn Falls Trails. Such a connection was one of the top priority projects in Maryland Trails: A Greener Way To Go, the state's 2009 statewide trail vision.

It was also one of five recommendations for a hiker-biker trail network in the 2003 BWI/Linthicum Small Area Plan and was a public recommendation in the Baltimore region's Maximize2040 surface transportation plan, though it's not mentioned in the plan itself.

A complete Washington-Baltimore Greenway could end up looking something like to this:

Four separate projects, all in different stages of planning and development, would have to come together to make this vision happen. But the small section opened last month in Anne Arundel County brings it slightly closer to fruition.

Bicycling


DC Council postpones fixing an injustice to pedestrians and cyclists because Kenyan McDuffie's dog ate his homework

I'm on vacation in Copenhagen, but am writing a post anyway )using a Danish keyboard where the punctuation is all in a different place= because I'm sufficiently annoyed at Councilmember Kenyan McDuffie. He seems to have just read a very important bill to protect people walking and bicycling at the very last minute, then asked for an extension because it didn't say what he thought it did.


DC's contributory negligence debate wouldn't happen here in Copenhagen. Photo by the author.

A quick history here. Bicycle riders have been talking about the unjust "contributory negligence" rule for years. This rule says that if someone is even 1% at fault for a crash, he or she can recover nothing from the insurer of, say, a driver who hits and seriously injures him or her.

Two years ago, Tommy Wells (ward 6) was chairing the committee with jurisdiction to change the rule, and he tried a bill to change to "comparative negligence," where you can recover in proportion to your fault (if you're 25% at fault, you could recover up to 75% of your injuries). But Councilmember Mary Cheh (ward 3) opposed the bill, as did trial lawyers, because it would interfere with another legal doctrine called "joint and several liability." You can learn more about this here.

But suffice to say, there were two possible ways to fix the problem, and the one Wells was promoting didn't have political support. Cheh promised to write a bill that fixed her concern, and she then introduced it the following year, in January 2015, along with Jack Evans (ward 2), David Grosso (at large), Anita Bonds (at large), and Charles Allen (ward 6 and Wells' successor).

Here's a chart by David Cranor explaining the difference between the two bills, in terms of how much a victim can recover based on his or her fault under current law, the 2014 bill, and the current bill.


Here, the X axis is for how much the cyclist was at fault, and the Y is for how much the driver has to pay. The red line shows how the law works today, the green one explains a 2014 bill that didn't pass, and the purple and blue ones show Kenyan McDuffie and Mary Cheh's proposals, respectively. Graph by David Cranor.

Kenyan McDuffie was now chairing the committee with jurisdiction, and nothing happened for over a year. The committee then marked up the bill on April 21, 2016. The committee report endorses the bill, saying:

The Committee finds, based on the testimony, significant risk of injury, and national trend, that the District of Columbia law should institute a modified comparative negligence standard for bicyclists and pedestrians in the District. Therefore, the Committee recommends that the Council enacts Bill 21-0004, the "Motor Vehicle Collision Recovery Act of 2016."
Suddenly, the bill is in crisis

Monday night (Copenhagen time, anyway), Martin Di Caro broke the news that McDuffie was suddenly concerned about the language of the bill. David Cranor breaks down McDuffie's apparent concern, which is that someone 10% at fault might be able to recover more than 90%. McDuffie wants the purple line in the graph above, where the recovery slopes down to 50% and is zero after that.

But the sloped-line approach failed two years ago. Suddenly it seems we're back where we were then, with some councilmembers willing to support one solution, some wanting another, and not enough for a single solution.

The Washington Area Bicyclist Association says it supports either approach, but is insistent that one of them be enacted. I might not be seeing everything, being in Denmark let alone not privy to conversations between McDuffie and Cheh, but it sure seems like McDuffie, after sitting on the bill for 15 months, suddenly read it for the first time very recently, realized it said something different than what his own committee report endorsed, and got cold feet.

The council has now postponed debate on the bill for two weeks, until July 12.


Photo by the author.

McDuffie needs to get this solved in two weeks

One of my elementary school teachers had a sign with the old phrase, "Lack of planning on your part does not constitute an emergency on my part." This is like the student who procrastinates on an assignment until the last minute, then needs an extension. Only McDuffie is a very smart professional legislator with extensive legal experience and staff who also have law degrees.

But fine, McDuffie got his extension. It will mean cyclists and pedestrians are in jeopardy for two months more, because the council can't take a second vote until September thanks to its August recess, but they've been waiting years for a fix.

If McDuffie decides to go along with Cheh's approach, great. If he can convince her and a majority of the council to go with another solution palatable to WABA, that's also fine. But what won't be fine is if two weeks pass (during which time there's a holiday, by the way) and then the council is still not ready to move forward. Two years ago, the bill got delayed two weeks also, and instead of then passing, it was delayed more and more and ultimately almost two years.

If that happens because McDuffie wasn't paying attention, this will all be on him, under the "you break it, you buy it" doctrine. It would reflect very poorly on him. Fortunately, he has several ways out of looking bad—just get some dmn bill passed )where the heck is the asterisk on this keyboard=, either Cheh's version or something else that has seven votes.

To stay up to date on how this unfolds, fill out the form below. Meanwhile, I'll go back to walking the streets of Copenhagen, where Danish law places the presumption of fault on the driver in any crash. Hey, how about amending the bill to say THAT instead?



Bicycling


DC's harmful traffic law needs to go, one way or another

If a driver hits you while you're walking or biking in DC, the law makes it almost impossible to collect from the driver's insurance. A bill to fix that is suddenly in jeopardy just hours before a scheduled vote. Please ask the DC Council to move it forward.

As of now, DC's "contributory negligence" law says that if a person on foot or bike who is involved in a crash is even one percent at fault for what happened, they can't collect any damages. The Motor Vehicle Collision Recovery Amendment Act of 2015, which is scheduled for a vote today, would let people collect damages as long as they were less than 50% at fault.

Today, Councilmember Kenyan McDuffie plans to introduce an amendment that would change exactly how much a person could collect, using a "comparative negligence" standard that basically means that a person's claim to damages would be proportional to their fault in the crash. It looks as though Councilmember Mary Cheh would oppose the bill if it includes McDuffie's amendment.

Efforts to end contributory negligence, which really does have harmful effects, have been going on for years. There are credible arguments for both McDuffie's and Cheh's positions on how to word the new law, but we need to pass one or the other.

With or without the amendment, the proposed bill will improve the rights of pedestrians, cyclists and other non-motorized road users on DC's streets. That is very much needed, especially as the number of people who use our streets for something other than driving continues to swell.

Update: Councilmember McDuffie moved for the Council to vote on the bill on July 12, and his motion passed.

This morning, 75 people sent 450 letters to Councilmembers urging them to do away with contributory negligence, one way or another. Thank you for your efforts, and look for more from Greater Greater Washington on how pass the bill as the vote nears.

Bicycling


N Street NW has new bike lanes

If you've biked down N Street just north of Thomas Circle recently, your ride may have been more convenient than it used to be thanks to new contraflow lanes. Even though the lanes only stretch two blocks on either side of 14th street, they provide valuable new options for travelling east-west in this part of downtown.


Image from Google Maps.

Previously, these two blocks only allowed for one way traffic heading towards 14th street. The new lanes make two connections possible:

1.Cyclists can go east on the 1300 block of N, making for a straight shot connection from 14th Street to the NoMa metro. Even though most of N doesn't have painted lanes, the low amount of vehicle traffic allows for a relatively low-stress connection between two important parts of the city core.


The new contraflow lanes, looking east along N Street NW. Photo by Matt Friedman.

2.Being able to go west on the 1400 block of N allows for an easier connection to the M Street protected bikeway, which currently ends on the western side of where Massachusetts Avenue meets Thomas Circle. Before, biking from 14th and N to the M Street bikeway required navigating Thomas Circle.


Looking west along N Street. Photo by Matt Friedman.

N Street joins a handful of other contraflow lanes that have been popping up around the city, like those on G and I Streets NE.

This relatively quick and easy project shows that DC hasn't yet run out of "low-hanging fruit" for places to install bicycle infrastructure. These contraflow lanes are fairly non-disruptive to both parking and car traffic.

What other streets might be ripe for this treatment?

Bicycling


Near National airport, the Mount Vernon Trail is new again

A number of changes to the Mount Vernon Trail near Reagan National airport just wrapped up. The National Park Service installed a new railing where the trail comes close to the parkway as well as a much-needed water fountain, and removed a sharp turn from the trail.


The new water fountain on the Mount Vernon Trail. All photos by the author unless otherwise noted.

The water fountain, which is already working, is the only water stop on the trail itself in the eight mile stretch between Jones Point Park in Alexandria and the trail head in Rosslyn.


Running water from the Mount Vernon Trail's new water fountain.

The park service installed a new railing between the trail and the adjacent George Washington Memorial parkway where the two are just feet apart under a bridge at the southern end of National airport.


The new railing between the trail and parkway.


The new railing is located under a bridge that carries cars from National airport to the parkway.

The park service also shifted the trail away from the parkway under the bridge that connects Crystal City and National airport.


The trail under the Crystal City-National airport bridge today (left) and at the beginning of work in October (right).

Finally, the sharp turn in the trail around a tree south of both bridges is now gone.


The newly realigned trail is on the left and the old route around the tree on the right.

Weather postponed the completion of the improvements to the Mount Vernon Trail to June from the spring, says Aaron LaRocca, chief of staff of the park service's division responsible for the parkway and trail.

The trail work has been a long time in coming. The number of users continues to increase, especially since the beginning of the SafeTrack work on the Metrorail system. The Yellow and Blue lines are scheduled for a full closure between Braddock Road and Pentagon City - the section of track that parallels this part of the trail - for much of July.

Many users continue to seek more improvements to the Mount Vernon Trail. Among the various ideas are a bike bypass at Gravelly Point and snow removal in the winter.

Links


Worldwide links: London's less stinky

The engineer behind one of London's greatest architectural achievements deserves serious props, Beijing's residents aren't into the idea of driving down congestion through charging people to drive into the city, and in Italy, a work of art suggests a way to deal with rising sea levels. Check out what's happening around the world in transportation, land use, and other related areas!


Photo by Adrian Snood on Flickr.

An engineering hero: London's Thames Embankment changed the city forever by creating a sewer system to wisk away waste after the 1858's "Great Stink." The engineer responsible, Joseph Bazelgette, should be revered for this—and our noses and health should thank him. (London Lens)

Beijing blowback: Beijing has some of the worst traffic and air quality in the world. Some have proposed congestion pricing—charging people to drive when the most people are on the road—but many drivers have pushed back hard because they see mobility-by-car as a right. (The Economist)

Lake Floating: Christo's Floating Piers installation on Lake Iseo in Italy connects small islands to the mainland. It is a beautiful piece of art, but also an opportunity to test pedestrian infrastructure in a world faced with climate change and sea level rise. (Gizmodo)

Portland streetcar expansion: Portland has completed the Tilikum Crossing, a bridge for bikes and walking but not cars, and it recently finished its streetcar loop. If the streetcar is going to grow, expansion will now need to go outwards along major commercial corridors. (Portland Oregonian)

Unconventional Blockage: Barricades are made from all types of materials. Traffic cones and caution tape can create informal, protective architecture, but they can become a form of art. While we typically see these barriers as symbols of authority, we might think of them differently if we saw them in a gallery. (Places Journal)

Quote of the Day

"Columbus's win allows a city in the Midwest—which is much more car-dependent in general than the coasts—to illustrate how auto-oriented places can develop a new blueprint for moving around a city." Mobility Lab's Paul Mackie on Columbus winning the Smart Cities Challenge, a planning contest whose first place award is $50 million. (Mobility Lab)

Bicycling


Capital Bikeshare members ride here, bike lanes or not

Over half of the miles that Capital Bikeshare members ride are on streets without any sort of bike lanes. This map shows you which of those streets are the most popular:


Heat map of where Cabi members ride when there aren't bike lanes. Image from Mobility Lab.

Jon Wergin, of Arlington's Mobility Lab, put together the map after checking out data from GPS trackers on a number of CaBi Bikes, which showed what specific routes riders actually took between taking and returning a bike.

Wergin then separated data from riders who were regular CaBi members and those who were casual, less frequent users. Wergin's map focuses on the regular users, as the more casual ones overwhelmingly stuck to off-road paths close to the Mall and Monuments.

Only about 10% of DC's roadways have some sort of cycling infrastructure, but those routes still got about 1/3 of the bike traffic from regular CaBi members. Even more frequently, though, regular riders took the most direct route possible, which is why the long state avenues seem to have some of heaviest usage. Thick bands dominate Massachussetts, Florida, Louisiana, and Pennsylvania Avenues. M Street in Georgetown, K street near NOMA, and 14th in Columbia Heights also see heavy usage.

Some of these streets are due for new bike infrastructure in the next few years. Louisiana Avenue is slated for protected lanes that would connect existing protected lanes on Pennsylvania Avenue and First Street NE, and new bike lanes might also go in west of the White House.

But plans for Massachussetts and Florida Avenues are more vague. This map shows that DDOT may want to think about more specific plans for these and other roads since they're proving popular with cyclists, even without bike lanes.

What do you notice about the map? Tell us in the comments.

Public Spaces


Using tape, paper, and potted plants, Arlington built a temporary bikeway

On June 11, Arlington closed a block of bustling Wilson Boulevard for what organizers called the Active Streets Festival. There were bike-oriented games and activities, plus a collection of temporary bikeways "built" with tape, paper, and potted plants.


Pop-up protected bikeway. Photo by BikeArlington.

The festival took place during the Air Force Association cycling race, when many Arlington streets were closed anyway. The Active Streets Festival gave Arlingtonians who weren't racing something bike-related to take part in.

Planners "built" a series of temporary bike lanes, all on the block of Wilson Boulevard between Washington Boulevard and 10th Street North.

On one section, a row of potted plants formed the barrier for a protected bike lane. On another, a row of parked cars did the same. Elsewhere, washable homemade green "paint" and a thick roll of tape formed a green bike lane, a buffered bike lane, and sharrows.


Pop-up green lane and buffered bike lane. Photo by BikeArlington.

By using easy-to-set-up and easy-to-take-down temporary materials, Arlington planners tangibly showed residents what Wilson Boulevard might look like if its street space were allocated differently. There's no proposal to change Wilson permanently, but the example can be instructive for future projects on other streets.


A BikeArlington worker lays down strips of tape to create the buffered bike lane. Photo by BikeArlington.

Tangible benefits aside, the whole thing was a heck of a lot of fun.


Wilson Boulevard with its pop-up bike lanes in place. Photo by BikeArlington.

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