Posts in category Roads
Throughout 2014, DC and New York have jockeyed back and forth over which city's bikeshare system has the most stations in the United States. But who has the biggest stations?
DC currently leads in the number of stations race, 335 to 324. But the number of stations only tells part of the story. New York's stations are vastly bigger than DC's, and by far the largest in the US.
New York's biggest station, which is outside of Penn Station, has a whopping 67 docks. It's almost 50% larger than the next city's largest station.
Here's the number of docks at the biggest station in America's main big-city bikeshare systems:
|Rank||City||Largest station||Docks at largest station|
|1||New York||Penn Station||67|
|5||Minneapolis||Coffman Union and Lake/Knox||32|
|7t||San Francisco||Market/10th and 2nd/Townsend||27|
Cross-posted at BeyondDC.
It's a frequent sight around the city. Drivers who are ignorant or who just don't care park in the bike lane when they can't find a parking space. It's rude and inconsiderate, of course, but it's also dangerous for the cyclists who have to dart into traffic to pass. How would drivers react if cyclists started parking in their lane?
The poster above was produced by Canadian design and cities-focused magazine Spacing. The image is designed to be a little provocative and to make drivers think about how they'd like it. I suspect most of them wouldn't like it one bit.
I've always wondered why people think it's acceptable to park in the bike lane. Recently I was riding on the M Street cycletrack and as I approached one of the mixing zones, a UPS driver was backing his truck into the buffered part of the bike lane. At this point, it was already after the evening rush hour, and there were 4 lanes for cars, but only one for bikes. If the UPS delivery guy had parked in one of the car lanes, he'd be blocking 1 of 4 lanes. But by blocking the bike lane, he was blocking the only bike lane.
Why is it that drivers who would never for a moment consider blocking a car lane "just for a minute," while they run inside will, without even the briefest of thoughts, park in the bike lane?
Well maybe this image can be successful in making drivers give it a little thought.
The Department of Agriculture South Building an archetypal federal building: big, beige, and boxy. But it's missing a corner. Why? The L'Enfant Plan and a street that no longer exists.
The South Building, with the Jamie L. Whitten Building to the north. Image from Google Maps.
The South Building's façade stands about 30 feet back from Independence Avenue. The south entrance to the Smithsonian metro stop fits so cozily into the corner, it almost looks as if the notch was built just for it. Of course, that doesn't square with the history.
This building was an exercise in making efficient use of the land. Unlike Federal Triangle, or Southwest's modernist buildings, its walls run right up to the property line. With long, thin wings connected at the perimeter, the South Building was as efficient as an office building could be before air conditioning.
When completed in 1936, it was the largest office building in the world. Only the Pentagon would unseat it. On Independence Avenue, its facade runs for 900 feet of beige brick and green-painted steel.
The architect, Louis Simon, wouldn't have built the setback if he didn't have to. Looking at a satellite photo provides no clues. But, if you look at an older satellite photo, the reason becomes obvious.
Pierre L'Enfant's Virginia Avenue slightly clips the block. You can't see it now, because urban renewal replaced that section of Virginia Avenue with bas-relief urbanism and highway ramps. Ironically, the sightline the architects so carefully avoided was erased thirty years later.
And this brings up the last reason it's so mysterious: the architects went out of their way to hide the difference between the corners. Rather than clipping it diagonally along the property line, Simon's team designed an orthogonal setback that seemed like it was the natural place for the wall.
With two pedestrian bridges and a long walk in between each corner, it's really hard to notice the difference. I wouldn't have noticed it had it not come up in the dispute over the Eisenhower Memorial's setbacks.
For now, it's another one of DC's carefully hidden quirks, like the off-axis position of the Washington Monument, or the Jefferson Memorial sitting slightly to the south where Maryland Avenue would be. As Southwest is rebuilt, and Virginia Avenue returns, the purpose of the notch will become more clear.
A father and son comfortably bike down a slow Arlington street. They approach the new Hayes Street cycletrack. The father asks "Want to take the special bike lane?" The son responds with an excited "Yeah!"
I overheard that interaction this past weekend, and had to stop and smile.
That one brief conversation sums up why protected bike lanes are so great: They make city streets safe, comfortable, and fun for even children to bicycle on. Not to mention older people, less-able people, and novice cyclists.
If Americans ever hope to make cycling for transportation a mainstream activity, cycling must feel comfortable for everyone. Getting bikes out of the path of speeding cars is a big part of that.
Cross-posted at BeyondDC.
In 1870, the areas between the old city and the District line were still fairly rural. But many of the thoroughfares that shape the city today were already around then. Let's look at the roads that connected communities in what is now Ward 8.
Until 1871, the District was made up of the cities of Washington and Georgetown while the rest was in unincorporated Washington County. Present-day District neighborhoods like Brightwood, Columbia Heights, Tenleytown, and all land east of the Anacostia river laid outside the city in Washington County, DC. An 1870 map held in the Washingtoniana Room at the DC Public Library shows the roads that ran through the city's early suburbs, including those that crisscrossed Ward 8.
What's now Martin Luther King, Jr. Avenue SE, the thoroughfare that runs from the junction with Good Hope Road all the way to just short of the Maryland line is an old Native American path. Long ago it was colloquially known as Piscataway Road, after the dominant regional tribe in the 1700s.
When the US Insane Asylum (today Saint Elizabeths Hospital) opened in the 1850s, Piscataway Road changed to Asylum Road or Asylum Avenue.
By the late 1860s, people were calling the road Nichols Avenue, after Dr. Charles H. Nichols, the long-time superintendent of Saint Elizabeths.
The road carried this name for over a century before taking its present designation.
Good Hope Road
Another major thoroughfare still traveled today is Good Hope Road. The origins of the name Good Hope Road have been debated for years. Some have speculated the road's name is derivative of the Good Hope Tavern that once stood at the modern-day intersection with Naylor Road, while others have told of Native American origins.
In 1924, John Harry Shannon wrote of Good Hope Road in the Evening Star:
"It was one of those gray, level, shadeless roads, bordered by signs, gas stations and ice cream, and sausage refectories which nearly all of us have come to call a good road. It was without the virtues and the charm of a bad road."Hamilton Road
Further east, the 1870s map shows "Hamilton Road" running north-south. Churches, schools, and cemeteries that once lined Hamilton Road now line Alabama Avenue.
An early generation of Allen AME Church is depicted in the 1870 map near the junction of Good Hope Road and Naylor Road as an "African Church." Today the church stands at 2498 Alabama Avenue, and is notable for a 2010 visit by President Obama.
In June 1908 the District Commissioners formally changed Hamilton Road to Alabama Avenue.
One road name in use in 1870 that remains on the map today is Naylor Road, named after Colonel Henry Naylor. His early forefather came to America as an indentured servant before the Revolutionary War. As reported by the Evening Star in his January 1871 obituary, Naylor, was an "old and highly respected citizen of Washington county, died at his residence, Mount Henry, near Good Hope, yesterday afternoon in the 73d year of his age."
Naylor was "born, raised and lived continuously on his farm, but was well and favorably known throughout the District." For years Naylor was responsible for the care of the land records of Washington County, duties later performed by the Recorder of Deeds. Naylor was an officer of the militia, holding a commission as colonel, and several times he was a member of the Levy Court. He is buried in Congressional Cemetery.
The communities that were outside the city in 1870 have changed dramatically in the nearly 150 years since. But the basic framework of thoroughfares has remained fairly constant, especially in Ward 8.
While many things have changed, it's sometimes amazing to find things that have stayed the same.
London is adding protected bike lanes to one of its traffic circles. Could the same design work in DC? Would we want it to?
London city workers recently began rebuilding the Queen's Circus traffic circle to include protected bike lanes. Since central DC has so many traffic circles, it's worth considering whether the Queen's Circus design could work here too.
DC's big traffic circles are notoriously difficult places to bike. They have multiple lanes of intimidating and zig-zagging car traffic, and sidewalks too packed with pedestrians to be good bike paths. Most of the circles lack bike lanes, and those that have them (Columbus Circle and Thomas Circle) are still far from comfortable places to bike.
But the traffic circles are key destinations. People want to use them. Making the circles more bike friendly would be great for DC.
Would we want to do this?
This is sort of a good design. It's better than nothing. But with so many crossings, it's still pretty confusing what's the bike lane and what's for cars. It seems likely there will still be a lot of intimidating cross traffic.
In fact, the actual design doesn't even have the green paint; I added that to make the rendering clearer.
The other big problem with the London example is that pedestrians are mostly absent. Unlike DC's circles that typically have popular parks in the middle, this London circle is just a road. The central grassy section isn't a useful park, and there are no pedestrian crossings into it. That obviously changes how the entire thing functions.
Look to the Dutch
Perhaps a better example might come from this traffic circle in Rotterdam, where in typically Dutch fashion the bike lanes are much more well protected.
Rather than fight with cars, the Dutch put the bike lanes up on the sidewalk. That's more ideal from a cyclist perspective, but it's also much harder to accomplish.
The sidewalks around DC's downtown circles are too narrow in many places to accommodate bike lanes. DDOT could theoretically rebuild the circles to have wider sidewalks and narrower roadways, but that would be controversial to say the least, not to mention a lot more expensive than striping a bike lane on the street.
The Dutch example is better, but the British example is more achievable.
Cross-posted at BeyondDC.
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