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If car commercials were honest, this is what they'd look like

A sporty coupe glides joyfully along a seaside highway, all by itself. It's heaven for the anonymous driver. That's the standard, ridiculous car commercial.

This video shows what car commercials would look like if they were actually honest.

We initially ran this post last year, but we wanted to share it again! It's also cross-posted at BeyondDC.


Worldwide links: Does Seattle want more transit?

Seattle is about to vote on whether to expand its light rail, stirring up memories of votes to reject a subway line in the late 60s. In San Francisco, people would love to see subway lines in place of some current bus routes, and in France, a rising political start is big on the power of cities. Check out what's happening around the world in transportation, land use, and other related areas!

Photo by VeloBusDriver on Flickr.

Subway in Seattle?: Seattle is gearing up for a massive vote on whether to approve a new light rail line, and a Seattle Times reporter says the paper is, on the whole, anti-transit. Meanwhile, lots of residents haven't forgotten that in 1968 and 1970, voters rejected the chance to build a subway line in favor of a new stadium and highways. (Streetsblog, Seattle Met, Crosscut)

Fantasy maps, or reality?: Transit planners in San Francisco asked residents to draw subway fantasy maps to see where the most popular routes would be located. They got what they asked for, with over 2,600 maps submitted. The findings were also not surprising, as major bus routes were the most popular choices for a subway. (Curbed SF)

Paris mayor --> French president?: Sometimes labeled as the socialist "Queen of the Bohemians", Paris Mayor Anne Hidalgo has quietly moved up the political ladder, and she's now a serious candidate to be France's future head of state. Hidalgo did the unthinkable by banning cars from the banks of the Seine, and her ability to make change at the local level makes her believe cities are, in many respects, more important than the countries they inhabit. (New York Times)

How romantic is the self-driving car?: In the US, driving at age 16 was a 20th century right of passage. But what happens when we take the keys away? What happens to people's love affairs with cars if cars drive themselves? Does turning 16 mean anything in terms of passage into adulthood? In this long read, Robert Moor wonders how the self-driving car will affect the American psyche, and especially whether older drivers will ever recover. (New York Magazine)

Pushing back on art in LA: Local activists in Boyle Heights, a neighborhood east of downtown Los Angeles, are pushing back against artist spaces they feel are gentrifying the neighborhood. Research shows that the arts aren't necessarily a direct gentrifying agent, but planners do watch art spaces to analyze neighborhood change. (Los Angeles Times)

Quote of the Week

We've had this concentrated population growth in urban areas at the same time that people have been doing an increasing percentage of their shopping online. This has made urban delivery a more pressing problem.

- Anne Goodchild on the growth of smaller freight traffic in urban areas. (Associated Press)


Our endorsements for ANC in Ward 6

There's a lot to Ward 6. On one end, you can be standing in Navy Yard, outside of Nationals Park, while on the other you're in Shaw. And as you travel between the two, you might pass the Supreme Court! Ward 6's neighborhoods have experienced a lot of change recently, and many of its Advisory Neighborhood Commission races are hotly contested. We looked through these races and found seven candidates to endorse.

Map created with Mapbox, data from OpenStreetMap.


What are ANCs, and why should I care?

Advisory Neighborhood Commissions, or ANCs, are neighborhood councils of unpaid, elected representatives who meet monthly and weigh in with the government about important issues to the community. ANCs are very important on housing and transportation. An ANC's opposition to new housing, retail, a bike lane, bus improvements, etc. can stymie or significantly delay valuable projects. On the other hand, proactive and positive-thinking ANCs give the government suggestions for ways to improve the neighborhood and rally resident support.

Each ANC is divided into a number of Single Member Districts (SMDs), averaging about 2,000 voters. Races often hinge on a small handful of votes; Your vote, every vote, really counts.

Not sure which SMD you live in? Find out here.

Here are our endorsements

After reviewing the candidate responses from each competitive race in Ward 6, we chose eight candidates to endorse. Here, you can read their positions, along with responses from many unopposed candidates.

Photo by Ryan Blanding on Flickr.

In ANC 6A we endorse Yair Inspektor and Stephanie Zimny

ANC 6A is the northeastern corner of Ward 6, including the neighborhoods east of 8th Street between East Capitol Street and Florida Avenue/Benning Road. Sections of the H Street Corridor and Lincoln Park are part of this commission. Maryland Avenue cuts diagonally across the ANC, meaning commissioners will have a chance to influence the outcomes of the ongoing Maryland Avenue Pedestrian Safety Project, a multi-year process by the District Department of Transportation to fix the corridor which has "a history of hazardous conditions for pedestrian travel."

For ANC 6A05, directly in the middle of this neighborhood, we endorse Yair Inspektor. Citing examples from many conversations with neighbors about the Maryland Avenue Project, Yair is cautiously "in support of the plan," though he does believe that"additional traffic mitigation and diversion strategies should be considered." He claims that as commissioner, his "aim is to build relationships with and between all of our neighbors, and to insure that Capitol Hill remains a home for people of various incomes and backgrounds."

Yair's opponent did not complete our survey despite multiple attempts to reach him, and our one complaint of Yair is that he seemed at times hesitant to take firm positions on an issue. Nonetheless, we are impressed by Yair's commitment to community and his willingness to learn and engage with neighborhood issues.

Just north is 6A06. Here, we support Stephanie Zimny. Stephanie is fully in support of the Maryland Avenue project, and has years of experience addressing development in the neighborhood, serving on the 6A Economic Development and Zoning Committee. She believes that "a good working relationship with all community members and business interests, as well as a knowledge of zoning rules and development insight can lead to smart development that benefits the whole community." We're with you there.

In general, all of Stephanie's answers revealed a reasonable, well-informed, and capable candidate. We did not received a response from either of Stephanie's two opponents, but our readers pointed out that one, Peter Grant, has "been leading the effort to halt the Maryland Avenue Pedestrian Safety Project," and in fact "[s]topping the project may be the reason why he is running." We see Stephanie as a solid choice in this race.

Union Station. Photo by on Flickr.

In ANC 6B we chose not to endorse, and in ANC 6C there are no competitive races

ANCs in Ward 6 are generally known for being positive, productive, and reasonable, as many have spent years deftly negotiating important developments across the ward. 6B in particular has proven home to strong neighborhood leaders over the years, moderating the debate about the redevelopment of the Hine school and incorporating smart opportunities for housing and transportation developments throughout the neighborhood.

There is only one contested race in 6B: K. Denise Krepp and Cam Norris are vying for the 6B10 seat, with Krepp being the incumbent. Both candidates' surveys had some good points and some vague sections, and we didn't feel that there was a clear choice. Please read their responses carefully and make your own decision here.

ANC 6C includes much the area surrounding Union Station and is also home to many talented commissioners. This election, all of these candidates are running unopposed, so we did not offer endorsements here as per our process outlined here.

Buzzard Point. Photo by Geoff Alexander on Flickr.

In ANC 6D, we endorse Gail Fast, Cara Lea Shockley, and Katelynd Mahoney.

If you live anywhere in the growing areas around the Navy Yard, Waterfront, and L'Enfant Plaza Metro stations, you probably live in 6D. These neighborhoods have experienced extraordinary amounts of growth and change in recent years, and commissioners there need to be sharp and active to keep pace and keep neighbors informed.

Two waterfront developments dominate conversation in these neighborhoods: the redevelopment of Buzzard Point around the new DC United Soccer Stadium, and the proposed 11th Street Bridge Park, an elevated park reminiscent of the High Line in New York City that will span the Anacostia River.

Four candidates are running for a seat in 6D01, the area in between 14th and 4th Street SW and from Independence Avenue to the Washington Channel. Out of the two who returned our questionnaire, we really liked Gail Fast.

Gail in unafraid of the many changes happening around the area, acknowledging that redevelopment in all of Southwest "is already in full swing, and done correctly should be a benefit to all the City, with increased tax revenue from new development, added housing, and better use of the waterfront for all of the community."

Gail is supportive of the plans for Buzzard Point but gives an entirely thorough explanation of why she believes "that there is a lack of monitoring and enforcement on the part of the city" and that "there could be (if there isn't one already) a public health threat" in the area, primarily from pollution.

Gail is also excited about the workforce development proposals incorporated into the 11th Street Bridge Park plan, seeing the project as a chance "new employment, for social integration, and for social equity." She vows to strongly advocate for more affordably housing among all the construction in the area, and has experience serving on many planning committees for the neighborhood.

Opponent Wes Ven Johnson also completed our questionnaire, but did not impress us as much as Gail. When asked about accommodating more housing in his district, Wes's primary concern was "that the new buildings blend in with current buildings and do not block out their views." He also was against the recent Bard development, which would have brought both cultural space and housing to the area. He says he advocated for the proposal that cut the buildings floors from nine to four or five. The other two candidates here did not respond to our survey.

The area generally surrounding South Capitol Street south of Independence Ave is 6D02, and there we endorse Cara Lea Shockley. Like Gail, Cara is most excited about the job opportunities present in the 11th Street Bridge Park Equitable Development Plan, only she hopes these promises are made good this time around, as similar local hire proposals have not been upheld in the past. At Buzzard Point Cara was unique among candidates in sharing that she thinks "putting the soccer stadium there is a mistake," providing a dire analysis of the traffic impact she imagines it will bring.

Transportation is a key issue for Cara. She thinks "[b]ike lanes are extremely important," and wants "to see fewer cars" in the neighborhood, in part by advocating for adding more car sharing locations. On parking: "I've seen cities work which have little or no street parking, and I think it should be the direction we move in." We didn't get a response from Cara's opponent, and we like a lot of what we see in Cara's responses.

11th Street Bridge Park Proposal. Image from the 11th Street Bridge Park Equitable Development Plan (click for link).

Finally, the southern tip of the ANC encompasses much of Buzzard Point and Fort McNair. Here there is another highly-contested race, with four candidates running for the seat of 6D05. Three of these responded to us, and while two seem strong, we decided ultimately to endorse Katelynd Mahoney.

It's not every day that you find a commissioner who describes the "influx of housing coming to all corners of the neighborhood" as "[a] major blessing." You had us at hello.

But seriously, Katelynd's detailed and researched answers were good on a lot of points. She has particular recommendations for bike infrastructure and sidewalk improvements, and even though she claims both bus transit and parking are "severely lacking in ANC6D," she is willing to prioritize the needs of the bus system over more parking. Last, while she has some specific reservations, Katelynd supports both the controversial homeless shelter planned for the area and the redevelopment of Buzzard Point.

At least one reader is also very excited about the prospect of Katelynd winning this election: "Katelynd is the perfect example of what an ANC commissioner should be." That's a very high bar to clear, Katelynd!

In this race, Dana Lutenegger also seems like a reasonable candidate, but again, we felt that Katelynd was the strongest in the end. Dana wants to strongly advocate for more affordable housing, and had great answers on how to address crime and add new bike lanes. She He did seem reticent to remove any parking even to improve bus service, and was unsupportive of the the Bard development, saying it's too tall.

The incumbent, Roger Moffat, also responded to our questionnaire, but he did not articulate clear stances on many issues. What is more, many readers wrote in that they were unimpressed with Moffat's tenure, saying he did not always attend ANC meetings, was not responsive, and was more focused on parking than any other transportation issue.

All in all, we strongly favor Katelynd for ANC 6D05.

Photo by beautifulcataya on Flickr.

In ANC6E, we endorse Alexander Padro and Lily Roberts

This northwestern arm of the ward stretches narrowly out into Mount Vernon Triangle and Shaw. A large portion of this area is called Northwest One, and it's the former site of a collection of troubled low-income housing developments that was demolished to make room for mixed-income housing. Today it's mostly parking lots, though one remaining cooperative, Sursum Corda, is progressing with plans for redevelopment.

In the far northwest of the ANC, 6E01 is the neighborhoods surrounding Rhode Island Avenue between 11th and 7th Street. Incumbent Alexander Padro earned our endorsement for this seat.

During his tenure, Alexander negotiated to ensure Sursum Corda residents have a right to return after the redevelopment of their cooperative and was able to secure over $500,000 in community benefits for the surrounding recreation centers and service facilities. He is very experienced and knowledgeable (eight terms as commissioner), and had solid answers about housing and transportation in the neighborhood, including clear support for the controversial bike lanes along 6th Street.

We empathize with Alexander's characterization of parking as "[t]he 'P' word" in neighborhood politics, and while we get it that "[o]pposition to removal of on street parking is almost universal among residents," we hope he endeavors to try and find ways to ensure bicycle and bus infrastructure get appropriate priority as well as automobile needs. Alexander's opponent did not respond to our survey.

Truxton Circle and the district north of New York Avenue near Dunbar High School comprise 6E04. This is another four-candidate race, and we think Lily Roberts is the best of them.

Lily strongly advocates for "[a]dding housing at multiple price points," and wants to see the large surface parking lots throughout the area removed in favor of diverse housing and development options. She is excited about the work being done at Sursum Corda, though she thinks there are "far too many parking spaces (about 4x the required number)" included in the plans "in one of the most walkable parts of the city." Lily is also adamant that the government move faster this time around compared to how it acted with places like neighboring Temple Courts.

Her answers on transportation showed an in-depth understanding of the issues and her neighborhood, and she self-reports that she is not afraid to get wonky on things like "data-driven parking regulations." Join the crowd, Lily.

As one reader put it, "Lily's understanding of planning issues is both granular and global, and as both a social worker and a policy analyst, she has the right combo of brains and heart to do the job right."

One other candidate, Phil Tsolakidis, also completed our questionnaire. Phil had good and thoughtful answers to many of our questions, but he was unwilling to consider removing any street parking to improve bus service. Overall, we believe Lily is the best candidate between the two.

Last but not least, ANC 6E05 is Mt. Vernon Triangle, formed by New York Avenue, Massachusetts Avenue and 4th Street. Both candidates here responded to our questions, and we had a hard time choosing a clear winner for our endorsement.

Incumbent and chairperson Marge Maceda did not write much, but was generally supportive of bike lanes (including those proposed on 6th Street) and other transportation improvements. Challenger Alex Marriott clearly understands the benefits of, and favors, adding more housing. He also promises to increase communication between the ANC and residents. Both candidates were opposed to removing street parking under any circumstance.

We couldn't identify a clear choice here; both say some good things, and neither raised any red flags for us. We encourage readers to look carefully at their options and make what seems like the best choice to them.

Want to read the responses of all of the Ward 6 ANC candidates who responded to our questionnaire and judge for yourself? Check out the full PDF for Ward 6. You can also see responses and our endorsements for all 8 wards on our 2016 ANC Endorsements Page, and we'll publish our rationale for those in upcoming posts.

These are official endorsements of Greater Greater Washington. To determine this year's endorsements, we sent a reader-generated candidate questionnaire to all ANC candidates. We then published candidate responses and collected feedback. Staff evaluated all candidate responses and feedback for contested races and presented endorsements to our volunteer editorial board, which then made the final decision.


Part of the Metropolitan Branch Trail might close temporarily, but that just means a big opportunity

Part of the Metropolitan Branch Trail (MBT) near the NoMa Metro stop may close for several months to make space for building construction, meaning there will be no direct route to avoid the treacherous intersection at Florida Avenue and New York Avenue. But what if there's a way to make the intersection far safer for walking and biking?

The MBT could be closed during construction of an adjacent development. Image by Aimee Custis.

The closure would be for construction of the second phase of the Washington Gateway, which is slated to be 16 stories tall with 372 residential units, 8% of which will have rents capped at affordable levels for people who quality.

"There will be a period of time when we have to pick up the asphalt and put in a better MBT," said Fred Rothmeijer, founding principal at developer MRP Realty, at an Eckington Civic Association meeting. Improvements will include repaving the trail, new landscaping and better light, he added.

The location of Washington Gateway with the section of the MBT in question. Image by MRP.

Michael Alvino, a bike program specialist at DC's Department of Transportation, tacitly confirmed the closure at the meeting, saying, "we're still trying to determine exactly what the impacts on the trail will be, certainly it's not going to be closed for an extended period of time—we're going to push for that to be open as much as possible."

Right now, the trail lets cyclists avoid a perilous intersection

This is a critical section of the MBT. The trail is the only car-free alternative to the congested "virtual circle," as DDOT puts it, intersection at Florida Avenue, New York Avenue and First Street NE.

Also called "Dave Thomas Circle" because it's home to a Wendy's, the intersection has narrow sidewalks along frequently backed up streets, primarily on Florida Avenue and First Street. It's unenjoyable for pedestrians and unsafe for cyclists in the roadway. In addition, the lights are timed to prioritize through traffic on New York Avenue, giving people on foot and bike little time to cross the six-lane wide thoroughfare.

In other words: the MBT is your safest and most practical route if you're headed to the NoMa-Gallaudet Metro station or the First Street NE protected bikeway.

The closure could be an opportunity

What if DDOT used the potential MBT closure as an opportunity to improve the pedestrian and bike connections through the virtual circle?

The agency is already studying ways to improve the circle as part of a planned redesign of Florida Avenue NE. It proposed two possible alternatives that include direct pedestrian and bike connections through the intersection in the final report it released in 2015.

The orange lines in both options below represent new "pedestrian areas," though the report does not go into detail on exactly what kind of walking and biking facilities these would include:

One potential redesign of the virtual circle at the intersection of Florida Avenue and New York Avenue NE. Image by DDOT.

A second potential redesign of the virtual circle. Image by DDOT.

Right now, DDOT's potential redesigns of the circle face a significant stumbling block: they require the acquisition and demolition of the Wendy's restaurant at its center. DDOT has yet to set a timeline for this, or for redesigning the circle.

An interim solution to allow cyclists a safe path through the circle would be to build a protected bikeway that begins at R Street NE, heads south on Eckington Place to Florida Avenue, then continues briefly on Florida before turning south on First Street NE, crossing New York Avenue and then connecting with the existing bikeway at M Street NE.

Route of a possible protected bike lane from R Street NE to the existing facility on First Street in NoMa. Image by MapMyRun.

This solution would not require the acquisition of private property but it would likely require taking some of the traffic lanes for the roughly 150 feet the bikeway would be on Florida Avenue and the roughly 300 feet on First Street NE north of New York Avenue. There is no on-street parking in either of these stretches of roadway.

The protected bikeway could be created by reorganizing the traffic lanes and parking spaces on Eckington Place north of Florida and First Street NE south of New York Avenue.

Now is the time to speak up

MRP is in the process of modifying its planned unit development (PUD), the agreement where it commits to certain community benefits in exchange for DC Zoning Commission approval of a project, to include changes to Washington Gateway. These include converting one of the planned buildings to residential from commercial, as well as changes to a controversial "bike lobby."

The Zoning Commission has yet to set a date for a hearing but a modified PUD could include specifics for how the developer works with DDOT to mitigate the likely MBT closure during construction.

You can find out more by searching here for case number 06-14D.


The biggest and the smallest Capital Bikeshare stations

Capital Bikeshare stations range in size, from nine docks to 47 docks. Here are photos of the smallest station (a secret station!) and the five biggest.

First, the smallest station: the White House secret station. It's got nine docks, and sits behind a fence at 17th Street and State Place NW, just south of the Old Executive Office building.

Photo by the author.

The station is not open to the public and does not appear in Capital Bikeshare's data feed. It's also an anomaly for its size: 81 stations, each with 11 docks, are tied as the second-smallest stations in the system.

Now, the biggest stations, starting with a three-way tie for third place:

3rd-biggest (tie): 12th Street & Independence Avenue SW, next to the USDA buiding (39 docks)

Photo by the author.

This station sits close to the Smithsonian Metro station's south exit and is likely popular among tourists and office workers alike.

3rd-biggest (tie): Maryland & Independence Avenues SW (39 docks)

Photo by the author.

Farther east on Independence Avenue is this 39-dock station, placed in the median of Maryland Avenue SW, which is slated to become the future Eisenhower Memorial. This station is the closest one to the Smithsonian Air and Space Museum, the third most-visited museum on the planet.

3rd-biggest (tie): Nationals Park / 1st & N Streets SE (39 docks)

Photo by the author.

It's no surprise Nationals Park is a huge trip generator. This station likely saw even higher demand than usual when WMATA decided to keep with its early closing schedule during the Nationals' playoff games.

2nd-biggest: Massachusetts Avenue & Dupont Circle NW (45 docks)

Photo by the author.

The second-biggest station sits at Massachusetts Avenue and Dupont Circle NW. The docks are split between two parallel rows. Located in a neighborhood populous with both residences and offices, it's no surprise this station is the system's second-busiest.

Biggest station: Union Station (47 docks)

Photo by the author.

Capital Bikeshare's biggest and busiest station resides at Union Station, a multimodal transportation hub serving 40 million visitors a year. The 47-dock station stretches along Columbus Circle NE near the east façade of the station and lies at the end of a contraflow bike lane that runs on F Street NE.


Here's why it'd be wrong to shut down Metro east of the Anacostia River

Last week, WMATA reported that one way to close its budget gap could be to close 20 Metro stations outside of rush hour, including seven that serve DC communities that are east of the Anacostia River. Moving forward with this idea would make it far harder for children to get to schools and for adults to access social and political life in the District. It could be a major civil rights violation, too.

Under WMATA's new proposal, stations with red dots could only get service during rush hour. Image from WMATA.

DC is split up geographically into eight wards, each of which has a representative on the DC Council. The Stadium Armory, Minnesota Avenue, Deanwood, Benning Road, and Capitol Heights stations are all in Ward 7, and Congress Heights is in Ward 8; these two wards are most certainly DC's most underserved.

DC's eight wards. Image from the DC Office of Planning.

There are, of course, 13 others on the list of stations that see low ridership and that Metro could consider closing outside of rush hour, from White Flint to Tysons-- but they aren't nearly as concentrated.

A lot of students use these Metro stations to get to and from school

According to research conducted by the DC Promise Neighborhood Initiative, an organization committed to improving education in Ward 7, 64% of children in Kenilworth-Parkside (which the Deanwood and Minnesota Avenue Metro stations serve) travel outside of their neighborhood to attend school, and many rely on Metro to get there.

Altogether, around half of Ward 7's parents send their children to schools outside of their neighborhood. The disruption also impacts students west of the Anacostia, as DC Charter School Board notes that more than 1,100 students travel to charters in Ward 7. While schools generally begin and end during rush hours, students would not necessarily be able to rely on Metro to get home from after school activities if WMATA's idea moves forward.

These Metro stations also have a big impact on access to jobs

Neighborhoods east of the river are predominantly residential, lacking large concentrations of commercial or government that make them destinations for morning commuters. This means that parents, like their children, travel outside their ward to jobs, often during off peak hours.

Due to Ward 7's geography, crosstown bus service is limited to just a handful of lines lines that are already amongst the busiest in DC. Some would lose their jobs or be forced to move if Metro stopped running outside of rush hour.

This map shows the number of jobs in different areas of the District. The bigger the orange circle, the more jobs are in the area. Clearly, people who live east of the Anacostia need to travel west to get to work. Map from OpenDataDC.

These closures would hurt future development and render existing bus service less useful

Ward 7 is primed to grow rapidly in the next few years. Ward 7 has transit-oriented developments proposed at all its Metro stops, like on Reservation 13 and at RFK, which are next to Stadium Armory, Parkside (Minnesota Ave), Kenilworth Courts Revitalization (Deanwood Metro), SOME (Benning Road Metro), and Capitol Gateway (Capitol Heights Metro).

These developments' success depends on their proximity to metrorail stations. Cutting off service would dramatically change the calculus of development in Ward 7, and communities seeing the first green shoots of growth would instantly see them snuffed out. Tens of thousands of homeowners would see their home values decline, and DC would lose millions in tax revenue.

Also, bus routes in these areas are East of the River bus routes are designed to feed into the Metro stations. A plan that would close stations without a significant upgrades to crosstown lines and within-ward service would further compound the transportation problems facing the community.

Why is ridership so low in Ward 7?

There is, of course, the fact that these stations are among the 20 Metro stations that get the lowest ridership. I'm not disputing that. But if we look at why that's the case, it's clear that closing these stations for most of the day is only going to exacerbate social and economic problems.

Ward 7 residents have borne the brunt of WMATA's service disruptions since 2009. The ward's stations are consistently among the most likely to be closed due to weekend track work. Between 2012 and 2013, Orange line stations in Ward 7 were disrupted 19 weekends. This level of disruption continued into 2015, when stations were disrupted for 17 weekends.

Graphic by Peter Dovak.

The impacts of WMATA's work strategies on ridership have been predictable. In 2008, Minnesota Avenue on the Orange line had an average weekday passenger boarding count of 3,552, but by 2015 this number had declined to 2,387 (a 32% decline). This despite the construction of hundreds of new homes in the surrounding area. Benning Road station on the Blue Line declined from 3,382 in 2008 to 2,823 in 2015, or a decline of 16%.

Service to areas east of the Anacostia suffered further disruptions in September 2015, when a transformer exploded near Stadium Armory, and when an insulator exploded at Capitol South in May 2016. Both helped trigger Safe Track, along with a two-week suspension of Metro service to Ward 7 in late June. This work featured extensive reconstruction of the tracks near Stadium Armory, despite years of closures on this very section of track.

Closing these stations wouldn't just be harmful. It could be illegal.

Again, these seven stations aren't the only ones on the list. But the fact that they make up virtually all the Metro stations in a place where the vast majority of residents are black is enough to bring up an important legal question.

Title VI of the Civil Rights Act says policies should not have an outsized effect on people from a protected class, such as race or gender, where alternatives could achieve the same objectives. The Federal Transit Administration regularly asks transit agencies to do an analysis of the impact of service cuts to make sure they don't disproportionately affect low income and minority riders, and in this case, it's not unreasonable to think they would.

Just take a look at this map, which shows DC's racial makeup and density, and look again at which area is faced with taking on a large percentage of the proposed closures:

A map illustrating racial makeup and density in Washington DC. Each dot represents 25 people. Red dots represent white people, blue are black people, green are Asian, orange are Hispanic, yellow are "other." Image from Wikimedia Commons.

Metro can't close all these stations. It'd create a two-tiered transportation system in which 140,000 DC residents are cut off from heart of DC's economic, political and social life.


Montgomery County's second protected bikeway just opened, and more are on the way

On Monday, Montgomery County's second protected bikeway opened, doubling the number of lane-miles in the county where there's a physical barrier between space for bikes and general traffic. It's part of what will one day be an expansive network that will make bike commuting in Montgomery safer and more practical.

Nebel Street. Photo from MCDOT.

Actually comprised of two one-way lanes on either side of the road, the new infrastructure is on Nebel Street, a commercial and industrial street in White Flint that sees a lot of use. The lanes will eventually be part of a bike corridor that runs from downtown Bethesda to Twinbrook, in Rockville.

Protected bikeways are the wave of the future for Montgomery County, which has plans for a network of them in White Flint, the Life Sciences Center, and Silver Spring. In 2014, the county opened the protected bikeway on Woodglen Drive, which was one of the first of its kind in the nation for a place outside of a major city's limits (and, different from this one, has two lanes that run in opposite directions but sit side by side).

The new bikeway runs from Marinelli Road to Randolph Road. At the southern end, they will connect to bike lanes planned for Marinelli Road, which will connect to Metro and eventually to the Woodglen Drive bikeway.

Nebel Street. Photo from MCDOT.

The new bikeway on Nebel Street brings the county's total mileage of protected bike lanes to 0.8 miles, roughly the same number as Arlington County. The District has around six miles of protected bikeways.

Other projects to add to Montgomery's total are underway now, and more are in planning. A separated contraflow bike lane on Glenbrook Road in Bethesda will be completed within weeks, and the county hopes to begin construction on downtown Silver Spring's first protected bikeway along Spring Street in November, weather permitting.

Glenbrook Road nearing completion. Photo by MCDOT.

Montgomery County Executive Ike Leggett reaffirmed the county's commitment to building a low-stress network of bikeways at the ribbon cutting Monday. The county has a long way to go, but is working quickly to build better bike facilities.


Is our next president going to care about transit and street safety?

What might a Hillary Clinton or Donald Trump presidency look like for transportation? Here's a roundup of what we know about their respective takes on getting around, from roads and bridges to bike lanes and sidewalks.

Hillary Clinton at a bike shop in Iowa. Photo by Hillary for America on Flickr.

Broadly speaking, both candidates say that US transportation infrastructure is in desperate need of attention and vow a massive increase in transportation spending. Hillary Clinton says she would increase funding by $275 billion over a five year period, paid for by means of a higher tax on corporations. Donald Trump says he will double that amount by tapping private investment and taking on more debt.

But opening a giant spigot of cash to fix US infrastructure is not necessarily a great idea. State transportation officials are notorious for spending most of their budgets on either new highways or on widening existing ones. Maintenance projects, which lack the visuals of ribbon cuttings beloved by politicians of all stripes, are relegated to a secondary status. As Angie Schmitt of Streetsblog notes:

Doubling federal transportation spending wouldn't solve this problem. Pumping billions of additional dollars into state DOTs without reforming the current system could actually make it worse—giving agencies license to spend lavishly on new projects that serve only to increase their massive maintenance backlogs
Unfortunately, neither candidate addresses this fundamental structural flaw. Both appear to view the main issue to be a lack of federal funding, when the real issue is how lawmakers spend the funding they get.

With Clinton, expect more road widenings

Hillary Clinton's talk in this last month unfortunately sounds like a plan that will focus on widening roads. Her website states that she "will make smart investments to improve our roads, reduce congestion, and slash the 'pothole tax' that drivers silently pay each and every day."

On the subject of transit, she plans to "lower transportation costs and unlock economic opportunity by expanding public transit options" and "encourage local governments to work with low-income communities to ensure unemployed and underemployed Americans are connected to good jobs."

Photo by torbakhopper on Flickr.

Clinton's website makes no mention of efforts to reengineer infrastructure for the safety of those who walk and bike. That's a key component of streets that are safe and promote more environmentally-friendly uses.

To Clinton, transit appears to be considered primarily a means for moving low-income workers around, with greater subsidies being the preferred means for boosting ridership. That attitude towards transit took hold in the 1960s and has held it back ever since.

A transportation outlook that holds roads so far above all other modes will fail, as road expansions in congested urban areas trigger induced demand that actually worsens congestion. This, in turn, triggers a vicious cycle with calls for more road expansions to relieve the new congestion. Even large departments of transportation like California's Caltrans admit this occurs. So, how did Hillary Clinton's campaign staff fail to catch this?

It may be because of who is in her inner circle. Virginia Governor Terry McAuliffe is known to be a close friend of the Clintons, with the Washington Post describing him as being virtually part of the family. McAuliffe's transportation focus is primarily on highway expansions, with particular emphasis on HOT lanes. While he has gotten funding for rail projects, such as a light rail system in Virginia Beach, he has also claimed that HOT lanes can cure congestion. If this pro-road enthusiasm is prevalent in the Clinton camp, it is no shock that her agenda might be tilted towards roads.

Hillary Clinton does appear to be committed to reducing emissions that contribute to climate change. Reinforcing this perception is the commitment by Al Gore, perhaps the world's preeminent figure in the fight against global warming, to campaign on her behalf. However, her campaign site focuses on energy generation and lower emissions from vehicles. Neither transit nor walking and biking in urban areas are called out on her site's climate section. For Clinton, the focus is on tweaking sources to combat pollution, not shifting demand to lessen emissions.

Trump doesn't seem like a bike lane guy

Whereas Hillary Clinton's stance on sustainable transportation may leave something to be desired, Donald Trump's attitude can be downright hostile. In 2015, Trump criticized Secretary of State John Kerry for riding a bike, after a crash in which Kerry injured his leg. Trump vowed, "I swear to you I will never enter a bicycle race if I'm president."

Given the debates over bike lanes in New York City and the pedestrian-friendly changes in Times Square, you might have expected Trump to have said something on the matter. But if he has, the media hasn't picked it up.

However, his campaign manager, Stephen K. Bannon, has had very strong views on the matter of bike lanes. During his tenure at Breitbart News, Bannon ran a story on bike lanes in Chicago with the headline, "Rahm to Spend $91 Million on Bike Lanes for the 1%." Given this level of antagonism towards people who bike from such a close adviser, Donald Trump may not be a friend to cycling.

Donald Trump hosted a bike race in 1989 and 1990, but that's probably the extent of his familiarity with bicycling. Photo by Anders on Flickr.

By contrast, Trump supports improvements to passenger rail systems. The American Conservative's Center for Public Transportation explains this split from the traditionally anti-transit Republican Party as being due to Trump's long exposure to subways and commuter rail in his hometown of New York City.

Trump also admires Chinese intercity rail transportation. Time reported Trump saying during a freewheeling campaign speech, "They have trains that go 300 miles per hour…We have trains that go chug … chug … chug."

But Trump's admiration for rail transport may not reflect a desire for sustainability. Trump has consistently denied the science behind climate change, going so far as to call it a hoax by China. His motives for boosting rail are apparent in his effusive praise of large, new airports in China and Dubai.

As he has said repeatedly, "Our airports are like from a Third World country." As with airports, Trump views US rail systems as a source of embarrassment on the world stage. However, in the case of airports, he overlooked the tendency of modern airport planners to build on a gargantuan scale that makes them unusable, a trend I pointed out in 2012. Throwing cash at rail systems probably won't bring any more efficiency than it does for airports or roads.

Neither is exactly an urbanist, but could they get the right advisors?

Essentially, both candidates had questionable approaches to sustainable transportation, whether they are outdated or simply wasteful of taxpayer dollars. That is something that can be remedied if advisors are retained who are current with best practices in the field.

There is no shortage of these: Gabe Klein, Janette Sadik-Khan, and Chris Hamilton spring to mind as US experts worth consulting. Relying less on governors and website editors whose attitudes are frozen in the mid-20th century would be a sign of wise leadership, crucial for being President of the United States.

As to which candidate is more likely to change their approach, I leave that for others to speculate upon.

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