Posts in category roads
As we seek safer streets and better transit in the greater Washington area, we encounter some big questions and little battles for how to best accomplish smarter, greater growth. Show up to support the steps we must take to realize this vision at events around the region.
Meetup for 16th Street bus lanes: This Wednesday, March 13, the Coalition for Smarter Growth kicks off its campaign for dedicated rush hour bus lanes on 16th Street NW with a happy hour from 6 to 8 pm at JoJo Restaurant and Bar, located at 1518 U Street NW. Dedicated rush hour bus lanes would help to relive overcrowding and shorten commuting times. Most mayoral candidates support the lanes. Do you? You can click here to RSVP.
After the jump: talk about Metro with David and Eleanor Holmes Norton, support bike lanes in Alexandria, get an update on Red Line rebuilding, have some one-on-one time with DC planning officials to discuss the zoning update, learn more about DC's Southwest Ecodistrict, and discuss the impact of Metro Momentum in Maryland.
Metro roundtable with David and Congresswoman Norton: What do we need and what should we expect from Metro as riders in the 21st century? GGW's David Alpert and fellow panelists will explore that topic this Tuesday, March 11 from 6 to 8 pm, at a public roundtable discussion at One Judiciary Square, 441 4th Street NW.
Organized by Congresswoman Eleanor Holmes Norton, the discussion will cover pertinent long-term Metro issues, including ridership, financing, and timeframes for construction, all in preparation for the development of a surface transportation reauthorization bill this year.
Joining David to discuss the future of Metro are General Manager and CEO Richard Sarles; Klara Baryshev, the chair of the Tri-State Oversight Committee; and Jackie L. Jeter, President of Amalgamated Transit Union Local 689. To submit a question for the panel to address, email NortonMetroRoundtable@mail.house.gov and make sure to include your name and address.
Get a Red Line progress report: Next week, hear about Metro's work to rebuild the Red Line from deputy general manager Rob Troup. He'll be speaking at the Action Committee for Transit's monthly meeting this Tuesday, March 11 at 7:30 pm at the Silver Spring Civic Building, One Veterans Place. As always, ACT meetings are free and open to the public.
Speak out for King Street bike lanes: Almost 60 percent of residents spoke up for King Street bike lanes at the last Traffic and Parking Board meeting. Now, the issue will go to the Alexandria City Council once again for a public hearing and final vote on Saturday, March 15 from 9:30 am to 12:00 pm at City Hall, 301 King St #2300. The Coalition for Smarter Growth is circulating a petition for those who would like to express their support in advance of the meeting.
Another chance to learn about DC's zoning update: The DC Office of Planning will continue to host open houses on the expected update to the zoning code through Friday, March 28. At each open house, you will have the chance to sit down one-on-one with Planning staff to learn more about the update and have any lingering questions answered. The remaining scheduled open houses are as follows:
- Tuesday, March 11, 4-8 pm at Petworth Library, 4200 Kansas Avenue NW.
- Wednesday, March 12, 4-8 pm at Deanwood Recreation Center, 1350 49th Street NW.
- Friday, March 14, 8:30 am-5 pm at the DC Office of Planning, 1100 4th Street SW, Suite E650.
- Saturday, March 15, 10 am-2 pm at Thurgood Marshall Academy PCHS, 2427 Martin Luther King, Jr. Avenue SE.
- Friday, March 21, 8:30 am-5 pm at the DC Office of Planning, 1100 4th Street SW, Suite E650.
- Friday, March 28, 8:30 am-5 pm at the DC Office of Planning, 1100 4th Street SW, Suite E650.
Join speakers Diane Sullivan, senior planner at the National Capital Planning Commission, and Otto Condon, urban design principal of ZGF Architects, at the National Building Museum, 401 F Street NW, on Thursday, March 20 for a lunchtime discussion about next steps of implementation. The event is free but registration is required here.
Talk about Metro Momentum in Maryland: How will Metro Momentum serve Montgomery and Prince George's counties? Join Shyam Kannan, Managing Director of Metro's Office of Planning, the Coalition for Smarter Growth, and local leaders to talk about Metro's plans to serve a growing Washington region, and to learn how you can get involved.
The event will take place Thursday, March 20 from 6:30 to 8:00 pm at the Silver Spring Civic Building, One Veterans Place. Advance registration is requested here.
What makes the DC Circulator different from "a regular bus"? Is it just that it's red? The lines are a little straighter? Or is the only difference that the DC government controls it instead of WMATA? If DC officials don't have a clear vision, they might wreck the success they've built.
The Circulator is a great bus because it runs on short headways of no more than 10 minutes, on easy-to-understand routes that connect key activity centers. You don't have to look at a schedule. You can just know you wait at a stop for a little while and a bus should come. And you can probably keep in your head where the stops are.
Unfortunately, transit planners at the District Department of Transportation (DDOT) are considering adding some Circulator routes with a 12-15 minute headway, Bob Thomson reported. That would be a bad call. Everyone wants the Circulator in his or her neighborhood (here's an example), but they want what the Circulator means. Water it down too much, and it stops meaning much.
In fact, according to Joe Sternlieb, the Georgetown BID director who was deeply involved in the original Circulator when he worked at the Downtown BID, the first proposals were for a bus running every 5 minutes. That changed to 10, and now the Circulator aims for a 10-minute headway but often gaps between buses can stretch much longer.
If there's a place that would support a 12-15 minute Circulator route but not a 10-minute one, DDOT would have to have a very good reason not to just make it a Metrobus route. If every neighborhood had a Circulator route, but some routes ran every 15 minutes, some even more, some not very long hours, then the brand only means it's DC's bus system and not WMATA's, like Ride On or ART. Good bus branding tells the consumer something, not about the government but about the service.
One complicating factor is that the Circulator has a cheaper fare than Metrobus. This is because DC has been willing to spend some money to keep the fares low, but not for the whole Metrobus system. That distorts transit planning, because many communities understandably want a cheap bus.
We need more routes that run frequently, not more routes that don't. The Circulator aims to connect activity centers, but it could be that the Circulator, as a brand, is not for every route in every neighborhood. Maybe we need another brand for a different type of route.
DDOT is also considering taking over "non-regional" bus routes from WMATA, which are routes that don't run in Maryland and Virginia, don't serve large numbers of Maryland and Virginia residents transferring from rail, and don't get any money from Maryland or Virginia. But some of these are low-ridership, low-frequency neighborhood routes. The Circulator wouldn't be the right brand for those either.
Not every bus has to have the same name. Let's have the Circulator keep doing what it does well, and where that can apply elsewhere, do it there also. Let's also expand and improve bus service, but without diluting what the Circulator means.
See all of the interviews here.
Left to right: Muriel Bowser, Tommy Wells, Vincent Gray, Jack Evans, Andy Shallal. Images from the candidate websites.
Love it or hate it, DC is building a streetcar, but there have been a lot of delays in getting it running. We already posted videos of Ward 6 candidates Charles Allen and Darrel Thompson criticizing the slow pace of progress on the first line, which will be in that ward. The mayoral candidates running against Vince Gray had some sharp words as well.
Tommy Wells, the councilmember most closely identified with championing the streetcar, had plenty to say.
I think that it has been managed very poorly by this administration. I know that sounds political, but let's go through why.Later in the segment, Wells also talked about how important it is for the streetcar to go east of the river, and how he thinks it should never cost more than $1.
It's being run by engineers, and seems to have almost no coordination with the Office of Planning. Ward 5 is told, you're getting a streetcar barn and you're going to like it. Or whether you like it or not, we're putting a streetcar barn in, with very little creativity.
In Seattle, their streetcar barn has affordable housing over it. The most valuable land now is going to be where the streetcar runs. There's no retail plan there showing that we can bring in restaurants or other things facing Benning Road with the streetcar barn behind it. ... I think that the administration has not been creative, has not thought out of the box. There's a way to leverage in amenities along with the streetcar barn.
And then they kept failing at being able to procure streetcars, so finally they had to piggyback on someone else's contract. That's why the streetcars are so late in coming here. And they better not run it without at least 6 streetcars. You need 5 on the tracks and 1 in reserve. Otherwise, it's just a ride at Disneyland that comes by every 30-40 minutes. ...
The other thing was that
— my understanding is that the contract for design-build, for finishing off the line, it sat with the Attorney General's office for almost 8 months. This administration, it's like someone poured molasses over the government. I think they're going to get there, but it's not with a sense of urgency. It's not real smart how they're doing it. We're missing an opportunity to do this really creatively.
But we're going to get a streetcar line. We're going to be able to touch it, ride it, so that our residents can see what the future can be like, but it's not as good as it could have been.
Muriel Bowser also talked about DDOT's procurement follies, and says the administration wasn't honest enough with residents:
I'm just as frustrated as I think most people. Mostly, I want somebody to tell the truth. Every month it seems we have a new opening time.
I have no doubt that it's a complicated project. There is nobody more excited than me to figure out all the lessons learned from went wrong in getting this thing going and how we we can fix it, and next time, Mayor Bowser can go out to the community and say, "Listen, this is going to be
— dig up your street one time. And we know how we're going to energize it, we know where we're going to turn it around. We know where we're going to store the cars and we know about how long this is going to take."
I think where this mayor and this DDOT director lack credibility is, they won't go out to the community and level with them. And I think people just want to know what gives and what do you need to do to fix it and when can we expect the streetcar to be running.
Andy Shallal was the least enthusiastic about the streetcar, or at least most overtly unenthusiastic. He referred to concerns many H Street business have been voicing that the streetcar will interfere with deliveries.
I think maybe we need to figure it out, use it as an experiment nowLater, when we were talking about political obstacles to bus lanes, he suggested doing more projects that make it possible to experiment. He said,
— it's already built — before we continue to build the rest of what's proposed. I would suggest making sure we understand the challenges that a streetcar is going to bring to a community. I know there's issues with parking that are going to get in the way; deliveries with restaurants, how are those going to happen — many of them don't have alleys and have to depend on deliveries from the front; bicycles and how they cross those tracks.
It's a lot of stuff there. I think we need to really be mindful of how we go about completing the tracks and making sure that whatever we put in place on the H Street corridor is something that's workable and manageable and doesn't create more hassles than it tries to solve.
Things like bus lanes are a great way to try something out. What's the worst that can happen? you erase them. As opposed to a trolley, where you've spent millions of dollars, hundreds of millions of dollars. You've dug up the street for years, you've caused all this disruption, you've shut down businesses.
Jack Evans was very brief and much less critical. "It's just taking forever. It's on the right track, it's just taking too long to get down the track. ... What we have to do is get the program moving. To be honest with you, with any program it takes forever to get off the ground. And now we have lines built, we have the streetcars, maybe this will be the end but it needs to be moving a little bit faster."
See the full discussions with these candidates:
Area magazines often issue lists of the "Best Places to Work," but they don't consider what the commute to those places is like. The real best places to work don't make employees sit in traffic for hours each day.
Each year, Baltimore Magazine releases its list of the Best Places to Work, based on factors like salaries, benefits, career mobility, and workplace culture. Washingtonian Magazine has a similar ranking.
But when my wife comes home from work, she does not talk about her employer's 401K plans, her healthcare, or the free gym. Most often, I hear about how long or stressful her commute by car is.
I try to empathize, but my commute is a leisurely fifteen-minute bike ride that I love, or a two-stop light rail ride when it rains, getting me to work relaxed and clear-headed. Shouldn't magazines talk about those things, too?
"Best Places to Work" rankings don't talk about commutes
Virtually every rush hour, one or more of our major regional highways is backed up when some unfortunate driver's car is mangled in a so-called car-b-que. The DC area usually ranks among the highest in the nation for traffic congestion, while Baltimore isn't far behind.
Beyond causing stress and eating up time, commuting by car can be dangerous. In 2010, Maryland had 493 traffic deaths. 296 were in passenger cars or light trucks vs one fatality in a bus. 383 fatal car crashes were on urban interstates.
Meanwhile, employers on the Baltimore Magazine list highlight commuting options with about the same frequency as company picnics and employer-paid pet insurance. Of the top 25, there are only eight employers with a walkscore rating over 70. A high walkscore can indicate whether an employee can walk to a place to eat, to live, or a central bus or transit line from their workplace.
Six of the eight employers are in downtown Baltimore with lots of amenities and transit within easy reach, while one is in Towson, a walkable downtown in its own right. The eighth, America's Remote Help Desk, is in Eldersburg in Carroll County, which isn't a walkable area but earns a high walkscore due to being in a shopping mall with shops and restaurants. The remaining 17 companies are in more remote or isolated locations where driving to work is the only option.
Another way to measure the "best places to work"
Some area employers recognize that the best perk might be a variety of commuting options. Johns Hopkins, Baltimore's largest employer, deserves credit. Its hospital is located at a Metro subway stop and has six bus lines. It runs an express shuttle service connecting its Homewood and medical campuses with Penn Station.
Hopkins is making investments so its community can conveniently live, shop, and play near each campus without a car. As importantly, Johns Hopkins has a robust Live Near Year Work program with downpayment/closing cost grants of up to $36,000, and is investing in the local public schools and business districts near its campuses as part of its Homewood Community Partners Initiative.
Let me tout my employer, the University of Baltimore. It has a 403b plan, comprehensive health and dental coverage, a free, full-service gym and library. But it also offers many choices for where its employees can live and how they get to work.
It's within walking distance of many types of housing with different price points. Employees can choose to walk to work, and some do. Those who live further out have the option of biking to work with new cycletracks on Maryland Avenue and Mount Royal Avenue, as well as the Jones Falls Trail, which I use.
The university offers discounts on Maryland Transit Administration service, meaning employees can take advantage of the 5 nearby bus lines, the MARC Penn Line, the light rail, and the subway, as well as a fleet of Zipcars. Penn Station, across the street, offers Bolt Bus and Amtrak.
If my colleagues want to be on the highways, go to Jiffy Lube, replace the tires, they can. But they don't have to. I call that a perk and a choice.
As employers and office developers across the region make decisions about where to locate and to build, it is time to give employees choices about transport. There should be no more LEED-rated, "green" buildings in the middle of auto-oriented sprawl that costs employees their time, money, and health.
Greater Baltimore has plenty of available real estate a short walk from transit stations. There are office infill opportunities on or near commercial main streets and within walking distances of where people live. State Farm in Atlanta is one of many big employers who are moving to more transit-friendly locations.
But employers may not feel the need to offer employees more travel choices unless it's recognized as a desirable feature. Baltimore Magazine, how about adding commuting alternatives in the criteria for your "Best Places To Work 2014" list?
A version of this post appeared on Comeback City.
Even the most hardened pedestrians can find themselves in areas where driving is the default way to get around. In those places, going for a walk can be a provocative act, met with stares and questions.
Still, some of us make the conscious choice to walk or bike somewhere even in places where it's not obvious to others. Our contributors share some of their funnier stories of when people didn't understand why they just didn't drive.
David Versel: I typically walk up to the Metrobus stop for my morning commute, which is about 0.5 miles from my house in Springfield. I am ALWAYS the only adult pedestrian about, but there are usually middle school kids walking to or waiting at their school bus stop. I have gotten scared looks from these kids many times who probably think I'm a pedophile cruising school bus stops.
It's just another casualty of car culture that suburban kids automatically assume that adults should always be in cars, and that those who aren't are probably sex offenders.
Dan Reed: In high school, I usually walked to my friend's house for a study group. One day we had an argument, as 15-year-olds often do, and I stormed out. As I unlocked the front door, her mother ran into the room in a frenzy.
"Where are you going!?" she asked, and I said I was walking home. (This is how far apart our houses were.)
"Don't worry, I'll give you a ride," she said. I said it was okay, but she relented, and went back to get her keys. She came back and said, "Alright, let's go." I felt terrible asking her to go through the trouble, so I said "Um, I changed my mind and I'll stay here," and returned to sulk in the basement with my friends.
David Alpert: When I was in Los Angeles once, I was staying with family friends in Brentwood and was at an event on Wilshire Boulevard just south of Brentwood. When I was ready to leave, I realized that the cross street we were right near was also one of the main cross streets near their house, so I walked the approximately 1.2 miles to their house instead of calling for a ride.
When I got there they were flabbergasted that I had walked.
Matt Johnson: I can do ya one better. And this conversation did happen. Word for word.
The first time I was ever in LA, Ryan and I stayed at a hotel one block from the Vermont/Santa Monica subway station. We got in fairly late, and we really just wanted to go to bed, but we hadn't eaten. On the one block walk from the station, we'd seen a few storefronts, but hadn't really been paying a lot of attention.
So after we got situated in our room, we went down to the front desk, and I asked the receptionist...
Me: "Can you tell me are there any restaurants nearby?"
Receptionist: "Oh, sure. Let me call you a cab."
Me: "Oh, no, no. We don't want to go anyplace far away. Just something close by."
Receptionist: "Yeah, there are lots of places. Let me call you a cab." [picks up phone]
Me: "No, please don't. We really just want someplace close. Is there any place within walking distance?"
[She looks puzzled]
Receptionist: "It's really no trouble for me to call you a cab."
Me: "We don't want a cab. We just want to know if there are any restaurants nearby. Are there any restaurants within a block or two?"
Receptionist: "Yeah. There are a few places at the corner of Vermont and Santa Monica. Are you sure you don't want me to call you a cab?"
Me: "Vermont and Santa Monica is a block away, right?"
Me: "We'll just walk. Thanks for your help."
Receptionist: "Really, it's no trouble to call a cab. Are you sure you don't want one?"
The ironic thing is that LA (the LA Basin at least) is actually very walkable. The problem is that Angelenos don't seem to know that.
I've ridden the 4/704 all the way from Union Station to the Santa Monica pier. And the density/urban form never drops below what you'd find in the Woodley Park commercial strip. That's about the same distance as going from Metro Center to Rockville. There are a few places were the walkability isn't great (Century City), but for the most part, the sidewalks are wide and complete, the street is buffered with parking, and buildings are built right to the street.
Dan Malouff: My example isn't quite so bad. It's a 0.4 mile walk from Fairfax City Hall to Fairfax Main Street. Who wants to guess how many people other than me walked to lunch, back when I worked in Fairfax?
Canaan Merchant: I used to walk to Fairfax City from GMU. It really freaked my roommates out. Thinking back, I have lots of examples of me having to explain that sometimes I preferred to walk for 20 minutes than drive 10 to get to places in Fairfax.
David Edmondson: In fairness to the drive-everywhere crowd, I definitely took the Metro from Mt. Vernon Square to Chinatown a number of times when I first moved to DC before I realized how close it actually is.
As the DC Circulator celebrates its tenth anniversary, planners are weighing options for the system's continued growth. Tuesday evening, they held a public forum at Eastern Market to talk about ways to expand the Circulator and unveiled a new bus paint scheme.
Model Circulator wearing the new "comet" paint scheme parked at Eastern Market. Photo by the author.
Having expanded from two routes to five, the Circulator's core function remains to offer a frequent, reliable, inexpensive link between DC's activity centers and its neighborhoods. Planners are considering 7 possible new routes, which were on display at the forum.
District Department of Transportation officials say the one with the greatest support is a connection between Dupont Circle and U Street, followed by a Dupont Circle-Foggy Bottom link. The proposed "Abe's to Ben's" Circulator between the Mall and U Street could serve both links. The input planners receive will inform the expansion priorities they will recommend this summer.
I see one of Circulator's roles as to fill gaps in the Metrobus network that serve to better connect DC neighborhoods. I, too, cast my top vote for a Dupont-U Street connection, preferably starting by extending the Rosslyn-Georgetown-Dupont route up 18th Street NW and across U Street to Howard University.
My second vote is for an extension of one of the routes currently ending at Union Station north into NoMa, perhaps one way on First Street NE and the other on North Capitol Street. Buses already create congestion near Union Station by using Massachusetts Avenue, E Street, and North Capitol Street as a turnaround. Having a Circulator turn around in NoMa instead helps to alleviate this, while providing bus connectivity to the heart of a rapidly developing area.
It is interesting that DDOT proposes retaking the Convention Center to Southwest route from WMATA, which incorporated it into the Metrobus network in 2011 as Route 74. A DDOT representative explained that, as part of the 70s series, the 74 is considered a "regional" rather than a "local" route, and thus it is cheaper for the District to subsidize as Maryland and Virginia also contribute to it through WMATA's funding formulas.
At the forum, DDOT also debuted a Circulator bus wearing a new exterior paint scheme. Instead of two arcs representing the route map with the names of destinations, the new design has two swooshes that a DDOT representative described as "comets."
On display inside the bus were preliminary drawings by renowned transit vehicle designer Cesar Vergara of an interior for the next generation of Circulator buses. This would make Circulators' interiors more closely resemble those of the newest members of the Metrobus fleet, products of New Flyer.
DDOT presented a map of the planned National Mall Circulator, which will connect Union Station with the Lincoln Memorial via Madison and Jefferson drives and around the Tidal Basin next spring. The agency sought input on what to include at the stops along this route, like area maps, and lists of nearby attractions, and where one or two-day passes and SmarTrip cards should be sold.
Circulator's ridership numbers have declined slightly over the past two years compared to the previous two. David Miller, a transportation planner with DDOT contractor Foursquare Integrated Transportation Planning, speculated on the reasons for the dip and offered these hypotheses:
- Metrobus's service quality has improved, siphoning off former Circulator riders who once perceived Metrobus as a less attractive service.
- DC residents, particularly young adults, are gravitating towards more flexible car and bike sharing systems, aided by better bicycling infrastructure, for short trips to see friends or go shopping for which they previously used Circulator.
- Circulator buses are starting to get shabby. The fleet is 10-14 years old and is just now starting to undergo repainting and reupholstery.
Despite Circulator's branding as a service that connects shopping, dining, and entertainment destinations, a solid majority of riders use it to get to and from work. The average rider is a young adult with at least a college education making less than $40,000 per year. Most riders use Circulator on all days of the week, with pluralities using it daily, and take it round trip.
DDOT will release a final update of the Transportation Development Plan Summary Report this summer, and will hold another semi-annual forum this fall. Beyond that, aside from the spring 2015 implementation of the National Mall Circulator, there is no timeline for implementing any expansions of the system. Once DDOT comes out with its recommendations based on public input, it will be up to DC citizens to convince the Mayor and Council to fund them.
Almost 60% of residents spoke up for Alexandria's King Street bike lanes Tuesday night, but the city's Traffic and Parking Board once again voted to recommend that the City Council delay building them because of concerns about lost parking.
The proposal would remove 27 parking spaces and add bike lanes to King Street between Russell Road and Highland Place, west of Old Town. In a concession to neighbors, transportation officials had previously agreed to have sharrows between Highland and Janneys Lane for two additional blocks, saving 10 parking spaces.
Though Transportation and Environmental Services Director Rich Baier gave the order to go ahead with the plan in December, the Traffic and Parking Board (TPB) reconsidered the project as part of an appeals process and voted 5-2 in favor of delaying it. Next, it goes to the City Council for a public hearing and final vote on the lanes March 15.
According to Baier, there are an average of three cars parked along the corridor, and all of the houses on King Street have driveways that can accommodate at least two cars. But the board asked Baier to address a large number of suggested alternatives, all of which retained all parking spaces.
Said Baier, "Everyone talks safety, but it always comes down to the parking."
Those alternatives included finding alternative routes for bicyclists, which Baier said didn't address safety concerns for cyclists or pedestrians on King Street today. Baier also looked at a wider sidewalk, bulb-outs, and a so-called "enhanced curb," but without changing the parking, there was only two feet of space to work with, meaning the improvements would be small.
A representative of DASH, the city's bus agency, said that narrowing the through lanes for traffic calming as planned is not a problem for DASH buses or emergency vehicles.
At Tuesday's meeting, Baier, his staff, and numerous speakers in favor of the plan described the traffic calming effect of bike lanes. Transportation planner Carrie Sanders stated that bike lanes increase cycling, and drivers respond by slowing down. Baier pointed out that this is a well-established result and is "not at all cutting-edge."
Overall, 32 people spoke in favor of the plan and 23 spoke against. One speaker was Environmental Policy Commission Chair Scott Barstow, who pointed out that the entire EPC was in attendance and invited them to stand up. In the interest of time, the remaining EPC members did not testify.
But numerous opponents stated that the traffic would not slow down in any circumstance. One opposing speaker said that inviting more cyclists onto the streets would indeed slow down the cars by frightening drivers, but went on to say that frightening drivers was simply unacceptable.
TPB Vice Chair Larry Ruggiero, who made the motion to disapprove the city's plan, indicated that he judged the plan unsafe. When fellow board member Kevin Posey asked for his rationale, Ruggiero failed to give one.
William Schuyler, who seconded the motion, added an amendment asking the "two sides" to meet and find a resolution within the next 60 days, which the board had already recommended when they voted 6-0 against the proposal the first time in November.
Complete-streets proponent Kevin Posey, who represents Alexandria's Transportation Commission on the TPB, and TPB member Greg Cota cast the two dissenting votes. The Transportation Commission submitted a letter to the TPB in favor of the plan.
Cota seemed incredulous that the rest of the TPB could not see the value in separating bicycles from pedestrians and cars. Posey said he was not comfortable with any motion that dismissed the expertise of city staff and the opinions of cyclists concerning their own safety.
Despite the TPB request for both more "common ground" and more delays, the reality is that there is no solution that both retains parking and allows even a single, parallel bike lane within the right-of-way. As Baier repeatedly pointed out, the road is simply too narrow.
The City Council will hold a public hearing on the project March 15 at 9:30 am at Alexandria City Hall, 301 King Street. If you'd like to express your support for this project, the Coalition for Smarter Growth is circulating a petition.
- Fun on Friday: Play the Mini Metro game
- Adding 15-minute Circulator routes would dilute the Circulator brand
- Comparing Metrobus and Metrorail farebox recovery is apples and oranges
- Where will DC's next 200,000 residents go? The mayoral candidates weigh in
- Topic of the week: Walking in unexpected places
- Metro FAQ: Why does Metro run express trains in one direction during single-tracking?
- Mayoral challengers criticize the Gray administration's streetcar progress