roads - Greater Greater Washington

Some are pushing to limit sidewalk cycling

Wed, 19 Jun 2013 14:46:00 EDT

People riding bicycles often feel threatened by the minority of rude drivers who get impatient at having to wait behind a slow vehicle and pass too closely, honk, or turn without looking. People walking also feel threatened by a rude minority of bicycle riders who ride quickly on a sidewalk without regard for pedestrians. What should we do?

Photo by Karl-Ludwig G. Poggemann on Flickr.

Some residents are trying to push for new laws that limit bicycling on sidewalks, an InTowner editorial reports. In DC, it's not legal to ride on sidewalks south of Massachusetts Avenue in the central business district; some cities outlaw riding on sidewalks entirely.

Truly, a few people are behaving badly. Someone on a bike was riding fairly quickly past my pregnant wife and myself as we were crossing through Dupont Circle; he suddenly swerved and very nearly hit her. Perhaps something must be done. On the other hand, any cyclist can recount experiences almost being hit by an inattentive driver. If the driver does hit the cyclist, very little is done.

The InTowner is concerned about people:

zooming along sidewalks and not giving warning or careening around a corner into a one-way street but going in opposite direction so that pedestrians who are crossing and looking in the direction of on-coming traffic are blindsided by a speeding cyclist coming from the unexpected, wrong direction.

I would have few objections to a measure that specifically stops these behaviors. The bigger question is, how can we differentiate them from times that sidewalk cycling is not hurting anyone?

There are many places in the city that simply feel too inhospitable, especially to a less experienced cyclist. More cycle tracks and bike lanes can fix that. In the meantime, a ban on sidewalk riding even in these harrowing areas will simply push more people to drive.

The Logan Circle ANC passed a resolution asking the District Department of Transportation to analyze potential changes to the law, like:

a. Expanding the area in which riding bicycles on sidewalks is prohibited to streets where (i) population density or infrastructure limitations make it unsafe for pedestrians, (ii) bike lanes are already available for bicyclists, (iii) other factors that, in DDOT's view, support extending the prohibition and that (iv) recommends limited exemptions for the public's safety, such as bicyclists 12 yrs old and under;
b. Reducing the speed limit for bikes traveling on sidewalks;
c. Whether existing penalties encourage compliance with the law.

To the ANC's credit, these are pretty narrow requests; they're not pushing for a blanket ban. Where sidewalks are particularly crowded, and also there are bike lanes, it's particularly nonsensical to ride on the sidewalk. (The other day, I saw someone riding on the sidewalk on L Street, on the same side of the street as the cycle track, in the same direction. What the heck?)

However, there are many legitimate reasons at times to ride slowly along sidewalks, give pedestrians a wide berth, and only carefully edge around corners. The biggest justifiable reason, in my experience, is one-way streets. In past decades, we've made streets one way to speed motor vehicle traffic, but that presents large obstacles to cyclists, especially when the routes in the other direction are especially bike-unfriendly.

Contraflow lanes, like the ones DDOT is planning next to H Street NE, can address many of these problems. There need to be many more of these to make people feel safe while cycling, however. We could use them on 17th Street in Dupont, a one-way street with very narrow and crowded sidewalks and at best poor alternatives.

Two years ago, I suggested a common-sense rule for sidewalk riding:

Ride on the sidewalk if you don't feel comfortable on the street, or if it's one-way the wrong way, but NOT if the sidewalk is crowded.
If you do ride on the sidewalk, assume that all pedestrians are inviolate. It's their sidewalk, not yours; you are a guest. You can use it as long as you don't get in their way.
Treat them like they are...say...zombies. Pedestrians move slowly, and you can't make them change direction, but you absolutely don't want to touch them.

Is there any way to put this into law? Probably not. Is there any law that would curb the worst behaviors without making okay behavior illegal?

Meanwhile, if we're talking about ways the law doesn't reflect our expectations, cyclists can give plenty of examples. If we're trying to make the laws of our streets prescribe reasonable rules for all modes, then let's not just make more cycling illegal, but actually fix the laws to not shoehorn cycling into the same box as driving.

Pedestrians want to feel safe on the sidewalks. That's reasonable. Cyclists want to have a way to get around and feel safe, too. Both are worthwhile motivations. We need to find solutions that to ensure everyone feels safe, not just have one group of vulnerable road users try to attack the rights of another, different group. Is there a solution?

50 comments

Community stories show the shift to a walkable lifestyle

Wed, 19 Jun 2013 10:08:00 EDT

by Aimee Custis and Alex Posorske

38 percent. That's the growing percentage of District households that are car-free. Countless others are car-lite, relying mostly on transit, walking, and biking.

Too often we lose sight of this fact in local debates on issues like parking, transit improvements, redevelopment, and so on.

Mouse over or click an image to read an individual story.

Basic lifestyle and mobility decisions are fundamentally changing for large segments of DC's population. Nonetheless, a significant number of District policies and discussions still assume that most residents will own a car and use it for many, if not all, of their daily needs.

The consequences of this misunderstanding impact all of us, ranging from higher housing costs, increased traffic thanks to unintentional subsidy of car ownership, and diverting resources from improving other transportation options.

In the end, what all of that means is a less walkable, less inclusive District.

To raise awareness of this misunderstanding, the Coalition for Smarter Growth has collected first-hand accounts from neighbors across DC, examining the various modes of transportation they use in their everyday lives.

Click for interactive map.

We hope this project will help policy makers and skeptical (but open-minded) residents understand that the District won't face parking and driving Armageddon if we respond to changing lifestyle choices by getting rid of unnecessary parking mandates for new buildings, or by giving buses more priority on roads to make transit more reliable and convenient.

The District won't face that Armageddon because so many existing residents and new residents simply don't drive very much. Tastes and lifestyle choices are in the midst of a dramatic change, and despite what some hyperbolic opponents of transportation have said, a majority of our new residents are very likely to be car-free or car-lite and looking to stay that way.

Mouse over or click an image to read an individual story.

Abstract statistics and shouting matches about who is right aren't what walkable living is all about. Instead, it's just regular people throughout the city who are leading this quiet but growing sea-change, that's making much of our 20th century transportation formulas less relevant to how we get around today:

Longtime resident Wanda in Hillbrook notes how many of her neighbors walk to the stores along Minnesota Avenue, and pleads for more investment in pedestrian and bike infrastructure in her neighborhood.
Rebecca in Petworth happily relies on Metro to drop her toddler off at daycare in L'Enfant Plaza, and walks to the grocery store to do her family's shopping.
In Mt. Vernon Square, Keith says that on the rare occasions when he can't walk to where he's going, Car2Go, Bikeshare, or transit is there to fill the gap.

If you have time, please use our story collection form on the Walkable Living Stories campaign webpage to share your own story, and consider tweeting or sharing your favorite story on Facebook.

If you have other ideas to help explain this changing lifestyle preference to policy makers, neighbors, or the press, leave them for us in the comments section, or share them with the Coalition for Smarter Growth directly at action@smartergrowth.net.

82 comments

Fighting continues at Manassas

Wed, 19 Jun 2013 08:54:00 EDT

by David Alpert

The Park Service insists it won't allow the Bi-County Parkway through Manassas Battlefield unless Routes 234 and 29 are closed. Growing numbers say the whole thing will just make east-west traffic worse. (WAMU)

Comment

People up, driving down

Wed, 19 Jun 2013 08:54:00 EDT

by David Alpert

The region's population has grown, but driving declined from 2005 to 2011, says a TPB report. Miles per person dropped 10% in outer suburbs and 5.6% in the core. (City Paper)

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And...

Wed, 19 Jun 2013 08:54:00 EDT

by David Alpert

H Street might get a Whole Foods, but where exactly still isn't clear. (City Paper) ... Behind the Randall School, metal and glass. (WBJ) ... Some Congressmen want to cut Amtrak, again. (WAMU) ... A dump truck hit a pedestrian at 4th and Mass, NW. (DCist)

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Focus transportation on downtown or neighborhoods?

Tue, 18 Jun 2013 13:17:00 EDT

by David Alpert and Rahul Mereand-Sinha

Should the design of major roads and our big transit projects favor moving large numbers of people in and out of downtown? Or should DC focus on making streets feel more like neighborhood streets, and transportation investments that help people travel within and between neighborhoods?

Photo by Roger Wollstadt on Flickr.

This is the major tradeoff that residents considered in a series of public meetings that concluded last week for MoveDC, a project which aims to create a citywide transportation plan.

Planners from the District Department of Transportation (DDOT) presented participants with 3 scenarios which keep things as they are, prioritize transportation to and from the downtown core, or focus on neighborhoods.

Scenarios set different priorities

All of the scenarios include finishing 22 miles of streetcars, the bridge megaprojects like the South Capitol Street racetrack, putting performance parking in busy commercial areas, expanding CaBi and bike trails and lanes, and more.

Stay the Course, the first scenario, sticks with these and keeps allocating resources and space to a balance of long-distance and short-distance travel.

Get To the Center focuses on the downtown areas, still the main engines of DC's economy. This option makes it easier to get to downtown by car and transit, such as by timing signals to maximize traffic flow to and from the core.

DC would invest in transit to and from Maryland and Virginia, like new Metro lines across the Potomac, or commuter rail capacity. Bike trails and cycle tracks that travel to or from downtown would get the highest priority.

Travel would not necessarily be free; this scenario includes a proposal for a congestion charge for private vehicle trips downtown to help pay for infrastructure that gets people downtown.

Connect the Neighborhoods instead focuses on helping people get around within and between neighborhoods. Most capital would go to facilities that help people cross geographic barriers like Rock Creek Park or the Anacostia River. Local streets would put walking, biking, and short-distance local traffic first, such as with medians that make it easier to cross.

New transit would also serve neighborhood needs more than commuters in and out of the city, such as the full proposed 37-mile streetcar system, or buses like the Circulator that connect "activity centers."

This scenario posits that DC needs to decentralize its jobs and retail. As the city grows, a single downtown can't serve all of the needs, and therefore this scenario assumes that more mixed-use zoning will let people work all over the city instead of all cramming the main downtown routes to jobs in the center, which is almost entirely built out.

Georgia Avenue. Photo by IntangibleArts on Flickr.

In reality, any actual plan will combine elements of all of these and not go 100% in the direction of core-oriented or neighborhood-oriented transportation. Still, it's a useful discussion, as it helps us think through our priorities. Financial constraints mean we can't build every transportation project anyone has suggested. How do we prioritize investments?

Plus, roadways have finite space. On 16th Street in Columbia Heights, for instance, there have been dueling proposals to build a median, which would make the road safer to cross, or a dedicated bus lane, which would help buses get through the area. Off-peak parking on major arterials creates significant congestion at the edges of rush hour. Bike lanes, dedicated transit lanes, and parking all vie for roadway space.

Land use matters, too

It's mostly outside DDOT's purview, but any discussion of downtown versus neighborhoods can't be complete without thinking about land use. Transportation is about getting people to places they need to be: housing, jobs, stores, schools, and so on.

Where will DC grow? Any proposal to grow anywhere meets with some opposition. Can the city develop a consensus to grow in particular places rather than others?

The city could grow mostly in the center. That would protect neighborhood character, something resident activists often speak about. On the other hand, it would probably not mean a lot more neighborhood retail. Most of all, though, there isn't actually much room to grow in the center without changes to the height limit.

Do we want to relax the height limit downtown and create a much busier and denser central business district? That land use scenario fits well with the Get To the Center transportation scenario.

Or, does DC want to decentralize? Put more growth around Metro stations, frequent bus lines, and future streetcar lines in all neighborhoods? That would bring more jobs, residents, and retail to many neighborhoods. However, it requires making sure there's room for this growth.

If every new building meets opposition and the Historic Preservation Review Board wants to shave a floor or two off every proposal in one of the myriad historic districts, neighborhoods won't be able to grow enough to decentralize the city.

But if we do want to help each neighborhood become more self-sufficient and reduce the need to travel long distances for basic necessities like groceries or recreation, the Connect the Neighborhoods scenario makes sense.

We have to do something

By 2040, projections say DC will around 800,000 residents one-third more than today. The region as a whole will add 2 million new residents, also about a third increase.

Projected population growth (left) and job growth (right). Images from DDOT.

The roads, rails, and bike paths will all need to accommodate more people safely, without relying on more physical space, and that's one of the central challenges this plan seeks to address. How will we move ourselves around, with a third more people everywhere?

The District is the 7th most walkable city, according to Walk Score, yet also has the most pedestrian fatalities per capita among major cities, and 46% of respondents in a 2009 DDOT survey complained that unsafe street crossings made it difficult from them to walk to places they want to go.

DDOT is committed to expanding transit, bicycling, and walking options. Mayor Gray's sustainability plan sets goals for 75% of trips to use these modes, which fit in more people per lane mile. At the same time, some people will continue to need to drive. Performance parking, car sharing, and possibly a future driverless car can reduce parking pressures as the number of people grows.

How should the District focus its transportation to meet the needs of the future? How should it balance getting people in and out of the core versus connecting neighborhoods? What do you think?

65 comments

Community supports bike lanes around H Street

Tue, 18 Jun 2013 11:57:00 EDT

by Tony Goodman

DC transportation officials would like to help cyclists avoid the streetcar tracks, heavy car traffic, and pedestrians along H Street NE. Yesterday, the transportation committees of both Advisory Neighborhood Commissions (ANCs) along H Street supported a plan to let cyclists ride in both directions on G and I Streets, while keeping car traffic one-way.

2-way Montreal bike traffic on a 1-way street for cars. Photo by Joe McCann.

G & I Streets NE are both one-way for cars and bicycles for their whole length from 2nd Street NE to their eastern ends, at Maryland and Florida Avenues in between 13th and 14th Streets. Each are 30 feet wide along most of their length, with a few 35-foot-wide blocks at the west ends. Even for the narrower sections, the current travel lane is 16 feet wide versus a typical 9-foot travel lane.

Bicycle planners from the District Department of Transportation (DDOT) created 4 options. All add painted sharrows in the primary direction of travel (west on I, and east on G). They differed on what to do about traffic in the opposite directon.

Make no further changes and keep bicycle travel only one-way
Maintain parallel parking on both sides of the street and add a contraflow bike lane on either side of the parked cars, depending on the road width
Convert parking to diagonal, back-in along only one side of the street with none on the other side; add a contraflow bike lane on either side of the parked cars depending on the road width
Allow 2-way traffic for both cars and bicycles.

The preferred option, 2. Drawing from DDOT.

The committees favored option 2, as did an informal audience poll. There are smaller sections similar to this option already in place on New Hampshire Avenue and R Street NE near the Metropolitan Branch Trail.

Any of these options could be mixed within the corridor, such that the wider blocks use different layouts or G & I receive different treatments. DDOT bike planner Mike Goodno presented one such hybrid option, "3A," which combined portions of options 2 & 3. This would eliminate only 7 parking spots, and was the second choice of the committees and in an audience poll.

Option 3A drawing by DDOT.

Each of the affected ANCs will take up this issue at their next full commission meetings, and DDOT will continue to refine these options and solicit community feedback. Ideally, DDOT will be able to install this new bicycle infrastructure sometime later this Summer or early Fall.

Disclosure: I am a commissioner for ANC 6C, but not a member of its transportation committee. I did not participate in the audience or committee votes.

19 comments

Bad apples lead to viral videos

Tue, 18 Jun 2013 08:53:00 EDT

by David Alpert

If you're biking (or driving or walking), don't be a jerk. At the DC Bike Party, a few people rode unsafely and almost hit many pedestrians. One of them got hit by a taxi while running a red light. (DCist)

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Talk bike lanes, safe streets

Tue, 18 Jun 2013 08:53:00 EDT

by David Alpert

There's a public meeting about Florida Avenue NE Wednesday night at Gallaudet (WashCycle) ... ANC 3D will talk New Mexico Avenue bike lanes on Monday, June 24. (Ward3DC)

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Make the MBT safer

Tue, 18 Jun 2013 08:53:00 EDT

by David Alpert

Residents along the Metropolitan Branch Trail (and Tommy Wells and Kenyan McDuffie) walk the trail together to raise awareness of safety issues and encourage people to keep using the trail. (Post)

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Simmons: Roads not rights

Tue, 18 Jun 2013 08:53:00 EDT

by David Alpert

Deborah Simmons thinks DC shouldn't spend $1 million to promote statehood until it spends billions on new road infrastructure that would speed up the commute for some people from Maryland. (Wash. Times)

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DDOT agrees to repave 15th Street cycle track

Mon, 17 Jun 2013 12:53:00 EDT

by Kishan Putta

15th Street bike commuters, don't worry about getting those shock absorbers installed. Following months of appeals from the community and elected officials, DC will repave the 15th Street cycle track.

Photo by the author.

The 2-way 15th street cycle track was DC's first protected bike lane and now carries hundreds of bike commuters during rush hour. When it opened in 2009, then-mayor Adrian Fenty and Councilmember Jack Evans rode SmartBikes down it for reporters.

However, the cycle track has long needed maintenance. The parked cars that once occupied the lanes dripped gas and oil that eroded the asphalt, creating a bumpy bicycling surface. When the cycle track was changed from one-way to two-way, the southbound lane contained part of the street's brick trim edge, which is also bumpy but avoidable. Cyclists often have to choose between protecting their tires or protecting themselves by trying not to swerve into oncoming riders.

Last fall, I held a Dupont-Logan bike safety meeting with Noah Smith and Chris Linn, where we asked the District Dpeartment of Transportation's Mike Goodno and George Branyan to address this problem. The agency's Asset Management team inspected the cycletrack and put in a work order (WO#356774) on October 26, almost 8 months ago.

As an ANC commissioner who campaigned to solve this problem, I was prematurely pleased with this quick response. Since I was elected, Noah Smith, the Washington Area Bicyclist Association, and I kept reminding the agency about it.

Over the winter and spring, I went out to the cycle track and talked to cyclists. All agreed that DDOT did a wonderful thing by installing the track, but such a popular lane needs to be in better shape. Most complained about the unsafe bumpy conditions and several even said they had blown tires because of them.

We related these stories to DDOT without any progress. I even spoke to WAMU about it. "I've heard from people who've had near accidents because they were avoiding potholes," I said. "I heard from a father-to-be who wants to take his infant to daycare by bike but he's afraid all the bumpiness would be bad for the baby." (The audio story link includes a cute quote from a toddler and dad on the cycle track complaining about riding over the "camels" and their many "humps.")

Finally, Sam Zimbabwe, DDOT's Associate Director for Policy, Planning, and Sustainability, committed to repave the track this year. "It was always intended for us to come back and resurface it, but it's taken us a few years," he told WAMU.

After further appeals from myself and Councilmembers Jack Evans and Mary Cheh, DDOT agreed to move up the project and potentially start within the next month, according to Zimbabwe. We have proposed that the work start during the slow July 4 week and that the schedule avoid disrupting rush hour. To help protect pedestrians and drivers as well as bicycle riders, we have asked for better signage at all intersections, especially the almost-hidden alleyways off of 15th Street.

In the future, everyone involved would also like to see bike-specific traffic signals to prevent confusion and increase efficient traffic flows. This was among the recommendations from a recent study that evaluated the 15th Street and Pennsylvania Avenue bike lanes.

The DDOT planners are also studying whether they can widen the lane slightly, so cyclists don't have to ride on the brick "gutter pan." Right now, Zimbabwe said in an email, it's not possible to narrow the car lanes any further, but they can readjust how they use the 11 feet between the edge of the parking lane and the curb.

Now, there is a 3-foot striped buffer, then a 4-foot northbound lane, and a 4-foot southbound lane that includes the bricks. Zimbabwe said, "We're still working out how we would address [this issue], but we could narrow the buffer a little bit or restripe the 7' of bike lane excluding the gutter pan as 3'6" in each direction, or leave as is since the repaving will address the asphalt/brick connection and make that better."

Zimbabwe said he and Goodno would appreciate hearing from riders about which they would prefer. Please post your thoughts in the comments.

34 comments

Walking tour explores Fort Totten's present and future

Mon, 17 Jun 2013 10:52:00 EDT

by Zach Smith

Development at Fort Totten has been slow despite access to 3 Metro lines, its close proximity to both downtown DC and Silver Spring, its access to the Metropolitan Branch Trail, its green space and its affordability. But as demand increases for housing in the District, this previously-overlooked neighborhood could become a hot spot.

Photo by tracktwentynine on Flickr.

Last Saturday, the Coalition for Smarter Growth concluded their spring walking tour series with "Fort Totten: More than a Transfer Point," a look at future residential, retail and commercial development near the Fort Totten Metro station. Residents and visitors joined representatives from WMATA, DDOT and the Office of Planning on a tour of the area bounded by South Dakota Avenue, Riggs Road, and First Place NE.

Today, vacant properties and industrial sites surround the station and form a barrier between it and the surrounding area. Redeveloping them could improve connections to the Metro and make Fort Totten a more vibrant community.

There is a significant amount of new residential, retail and commercial development planned within walking distance of the Metro station. But Saturday's tour began with the only completed project, The Aventine at Fort Totten. Built by Clark Realty Group in 2007, the 3-building, garden-style apartment complex consists of over 300 rental units as well as ground-floor retail space.

The Aventine at Fort Totten, the newest apartment complex in Fort Totten. All photos by the author unless otherwise noted.

Visitors were ambivalent about the success of the Aventine due to its small amount of retail space and lack of connectivity to surrounding neighborhoods. While residents noted that it created more options to live close to Metro, representatives of the Lamond Riggs and North Michigan Park civic associations agreed the development differed from the original vision for the project.

They called it an example of the need to continually engage real estate developers and local government agencies to ensure that new development is of a high quality and responsive to the local context. Throughout the tour, residents said that future development proposals should adhere to DC's urban design guidelines, improve pedestrian access and have a plan to mitigate parking concerns.

Between South Dakota Avenue and the Metro station, the Cafritz Foundation will redevelop the old Riggs Plaza apartments to build ArtPlace at Fort Totten. When finished, the 16-acre project will contain 305,000 square feet of retail, 929 apartments, and 217,000 square feet of cultural and art spaces, including a children's museum. Deborah Crain, neighborhood planning coordinator for Ward 5, noted that ArtPlace will include rental units set aside for seniors and displaced Riggs Plaza residents.

An ad for ArtPlace at Fort Totten at its future home.

As one of the largest landowners near the Fort Totten Station, WMATA has a huge stake in future development around the station. They own approximately 3 acres of land immediately west of the station along First Place NE that is currently used as surface parking lot for commuters. Stan Wall, Director of Real Estate at WMATA, discussed the great potential for development on the current parking lot mentioned that the agency will solicit proposals for development of the area in the near future.

Parking lot at Fort Totten station.

Anna Chamberlain, a DDOT transportation planner, talked about how streetscape improvements could calm traffic, making streets around the Metro station more pedestrian- and bike-friendly. DDOT is also working to improve connections to the Metro, as some areas lack clearly defined walking paths. The agency will begin designing a path connecting the Metro to the Metropolitan Branch Trail within the next few months.

New sidewalks and street trees on Riggs Road.

The final stop on the tour was Fort Totten Square, a joint effort by the JBG Companies and Lowe Enterprises to build 350 apartments above a Walmart and structured parking at South Dakota Avenue and Riggs Road. DDOT has completely rebuilt the adjacent intersection to make it safer for pedestrians and more suitable for an urban environment, replacing freeway-style ramps with sidewalks, benches, crosswalks and improved lighting.

Jaimie Weinbaum, development manager at JBG, says they're committed to working with the city and residents to make Fort Totten Square an asset to the community. They've promised to place Capital Bikeshare stations there and would like to have dedicated space for Car2go as well.

With help from the private sector and public agencies like DDOT and WMATA, Fort Totten could become a model for transit-oriented development, but much of the new construction won't happen for a long time. Until then, residents eagerly await the changes and continue to work with other stakeholders toward creating a vision that will benefit everyone.

12 comments

Fraud with disability parking

Mon, 17 Jun 2013 08:51:00 EDT

by David Alpert

At least 17 DC workers have been abusing disabled parking placards, such as non-disabled people using another's placard. (Examiner)

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There is a (little) bike lobby

Mon, 17 Jun 2013 08:51:00 EDT

by David Alpert

Dorothy Rabinowitz called the bicyle lobby "all-powerful," and it's not, but some are trying to lobby for bicycling. They're just way smaller than the auto lobby. (Politico)

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And...

Mon, 17 Jun 2013 08:51:00 EDT

by David Alpert

We'll miss JDLand (and thoughts are with JD's family). ... A conservative former Congressman wants his colleagues to go see DC's black neighborhoods. (DCist) ... Prince William residents discover VDOT's planning processes are shams. (Potomac Local)

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No jail for Raquel Nelson

Mon, 17 Jun 2013 08:51:00 EDT

by David Alpert

Raquel Nelson, the Atlanta woman convicted of vehicular homicide when her son ran into a street and got killed by a driver, is free: prosecutors finally relented and let her plead to jaywalking. But problems with safety crossing our streets, and bad laws, persist. (T4A)

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Fence blocks the way

Mon, 17 Jun 2013 08:51:00 EDT

by David Alpert

A WJLA news van "almost backed over" a resident cutting through a Rosslyn parking lot. In response, the owner has put up a fence to block a walkway, forcing residents to walk the long way around in poor lighting. (ArlNow)

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Young kids try to assault me while biking

Fri, 14 Jun 2013 11:44:00 EDT

by Geoff Hatchard

While I was riding Capital Bikeshare home through Capitol Hill last night, a 12-year-old girl and a group of other kids tried to assault me.

Photo by Elvert Barnes on Flickr.

I'm totally fine. The police caught the girl, and her mother promised to take action. Will this experience get the girl to shape up before she gets a criminal record that could impair her future?

I was taking the Green Line home from work. We arrived at the Anacostia station, and the train doors were held open for over ten minutes. I decided to leave the station and find another way home.

I hopped on a Capital Bikeshare bike at the station and headed north, across the 11th Street bridge. When I got to the corner of 11th Street and Pennsylvania Avenue SE, I had to wait for a red light. Four kids were standing on the corner, next to the fence that has been put up around the charred remains of Frager's Hardware Store. There were three girls and one boy, all around the same age (12 or so).

One of the girls approached me and asked for five dollars. I told her I didn't have any cash on me. She looked at the bike and said, "You need money to pay for that, right?"

I told her, "Yes, I use a credit card."

She said, "Credit cards have money on them, give me some!"

The light turned green at that point, and I said, "Sorry, no, I have to go."

As I started across Pennsylvania Avenue, she lunged at me, pushed on my backpack, and yelled, "Give me money! Give me money!" a couple times, while the other kids laughed. The events of Tuesday on the Metropolitan Branch Trail (MBT) came to mind, and I turned around to make sure the other kids weren't coming after me. I scolded them and asked if they heard about the MBT assault.

The boy in the group started yelling, "Fuck you! Fuck you! Get the fuck out of my neighborhood!" At this point, I realized I could hurry up and bike away, but I wasn't in the mood to let these kids think they could get away with threatening someone on a bicycle, so I yelled out, "These kids are trying to assault me."

I moved my bicycle to the southwest corner of the intersection (in front of the dry cleaners) and called 911.

Kids in the city have it out for cyclists. Just tried to assault me at 11th & Pennsylvania SE. Called 911. No more tolerance. This ends now.

—say 'Eye Em Gōph' (@IMGoph) June 13, 2013

A gentleman came out of the dry cleaners and told me that the kids had been causing problems in the past, throwing rocks at the store's windows.

Two officers arrived after about 3 or 4 minutes. I told them what happened, and in which direction the kids went after our encounter. A quick check on the radio and the first officer was able to confirm that a third officer had some kids a block down the street. The second officer went to bring them back.

While she was gone, I spoke with the first officer. She told me that kids in the area were apt to do things like this, and that the children doing this get younger every year. The second officer returned a couple minutes later with a woman in her cruiser. This turned out to be the mother of the girl who had shoved me. The first officer insisted that the young girl be brought back as well, so a couple more awkward minutes passed while the first officer, the girl's mother, and I stood around waiting for the other officer to bring back the girl.

When they returned, the first officer asked the girl to state what had happened. She basically gave the full story, but claimed that she had just touched the bike, and not pushed me. The officers wanted her to apologize to me, which she did, but clearly not in a sincere manner.

The police told the girl she could be charged with both aggravated panhandling and simple assault. The girl's mother quietly told her not to be stupid and to apologize.

The officers stepped aside for a moment, leaving me with the girl and her mother. We stood there awkwardly as a light rain began to fall. The officers then called me over to where they were discussing things, and asked if I wanted to press charges. They were willing to lock the girl up, and told me that there would be a few hours of paperwork, but it was up to me how to proceed.

I told the officers I wanted the girl to learn a lesson, but I wanted to do what they thought was best. They called her over, and had her stand right in front of me. The officers told the girl that I had the power to ruin her life then and there, to give her a criminal record. They told me to tell her what I thought about the whole situation.

I told the girl that I thought what she did was stupid, and there was no reason for her to have done anything more than say hello to me on the street.

I'm okay. But these kids are going to learn a lesson. MPD is here.
—say 'Eye Em Gōph' (@IMGoph) June 13, 2013

The officers jumped in and told her to look me in the eye, stand up straight, stop mumbling, and pay attention. The girl's mother, standing nearby, implored her daughter to listen. The police asked her if she had goals, wanted to go to college, and wanted to get away from the bad influences around her. They reminded her that her attitude and actions were going to damn her to a life of dead-ends.

Finally, I told the girl my name, and offered my hand to shake. She did, and apologized again (personally, it still didn't feel 100% sincere, but I remember how much of a sullen brat I could be at 12 years old myself).

Her mother said she'd be going home and would be on a short leash. I obviously don't know what happened once they got home, but I hope we got some sort of message into the girl's head.

As I got back on the Bikeshare bike to head towards home (yeah, I racked up some fees for having the bike out more than 30 minutes!), I thanked the officers and they apologized for my ruined evening. I told them it was absolutely not their place to apologize, and thanked them for doing a great job.

The officers remarked that, while the girl avoided a criminal record, they had her name and would put her on a "juvenile watch list." If she gets caught causing trouble again, there will be no mercy.

Cross-posted at The District Curmudgeon.

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MD bike and ped update

Fri, 14 Jun 2013 08:13:00 EDT

by Steven Yates

Maryland updating its Bicycle and Pedestrian Master Plan will help determine which projects for cyclists and pedestrians get funding. (Gazette)

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MBT cameras not helpful

Fri, 14 Jun 2013 08:13:00 EDT

by Steven Yates

The recent assault on the Metropolitan Branch Trail happened in sight of one of the trail's three cameras, but it wasn't working, and even if it were, no one actively watches them and they don't work well at night. (City Paper)

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Road designs stand in the way of White Flint's urban future

Thu, 13 Jun 2013 14:34:00 EDT

by Dan Reed

White Flint's future as an urban place depends on a street network that welcomes people on foot and bike, not just in cars, and roads that are pleasant to spend time in, not just move through. But county transportation officials may not make getting there easy.

Old Georgetown Road today. Photo by the author.

On Monday, representatives of the Montgomery County Department of Transportation (MCDOT) gave a presentation to the White Flint Implementation Advisory Committee about the Western Workaround, a planned network of new streets on the west side of Rockville Pike.

"We want to provide an environment that's pedestrian and bicyclist friendly and will encourage people to get out of their vehicles," said Bruce Johnston, MCDOT transportation engineering chief, citing the county's Road Code, which describes how to make streets in urban areas. But the streets he presented continue to prioritize moving cars over pedestrians and bicyclists or creating enjoyable urban spaces.

Old Georgetown Road will get wider, not more pleasant for people

The White Flint Sector Plan calls for Old Georgetown Road to have 4 car lanes, a median where pedestrians can wait while crossing the street, a "shared use path" for bikes and pedestrians, and one of the few actual bike lanes proposed for the area.

With ground-level shops and apartments at Pike + Rose going up on the north side and White Flint's future Civic Green on the south, this street needs to be a place for people, not a highway.

Instead, MCDOT proposes keeping the 6 existing lanes and adding 2 more at intersections for right and left turns. The bike lanes are gone, and the wide sidewalks have been reduced. The speed limit would remain at 40 miles an hour, which is totally inappropriate in an urban environment. Ken Hartman, director of the Bethesda-Chevy Chase Regional Services Center, pointed out that the speed limit on Old Georgetown in downtown Bethesda, which has 4 lanes and a turn lane, is just 30 miles per hour.

The sector plan's street network (left) and bike network (right).

Johnston blamed the Maryland State Highway Administration, which controls state roads like Old Georgetown and has resisted attempts by MCDOT to lower speed limits or reduce the number of lanes.

"The state has the authority to say 'I know that's in the sector plan, but traffic volumes are what they are,'" he said, adding that if White Flint residents and landowners want bike lanes and safer, pedestrian-friendly streets, they can "go over their heads" and speak with Governor O'Malley.

Cars, not people drive design choices

But even streets that are entirely under MCDOT's jurisdiction, like an extension of Executive Boulevard, have been designed for cars first. Johnston described it as a business street with tall buildings up against the sidewalk, which might make you think of Woodmont Avenue in Bethesda, one of the best urban streets not just in the county, but in the region.

Woodmont Avenue in Bethesda. Photo by eddie welker on Flickr.

Instead, Executive Extended will be 5 lanes wide, including a turn lane. Landowners who have willingly agreed to give up land for the new street have asked MCDOT for on-street parking, which would not only serve future businesses but give pedestrians a nice buffer from traffic. Instead, on-street parking will only be available during rush hour.

Meanwhile, pedestrians and bicyclists would get a 10-foot "shared use path" on either side of the street and a 6-foot buffer. To compare, the sidewalks on Woodmont Avenue are about 20 feet wide, and there's also a separate, 6-foot wide bike lane.

When asked why there's so little room for pedestrians and cyclists, Johnston said they need all 5 lanes "because of the anticipated traffic volume of the road."

But as Fred Kent from the Project for Public Spaces likes to say, "If you design for cars and traffic, you get cars and traffic. If you design for people and places, you get people and places." It's not a given that Executive Boulevard needs 5 lanes, especially if there are legitimate alternatives to driving. But MCDOT officials seem unwilling to entertain that possibility.

Mary Ward, a White Flint resident and regular cyclist, was disappointed by the new street designs. "This kind of needs to be rethought," she said. "The Complete Streets vision is that it's all levels of cycling, not just experienced cyclists."

Better street network means baby steps

Thankfully, MCDOT's street designs are only 35% complete, meaning there's still room for improvement. Evan Goldman, vice president of development at Federal Realty, which is building Pike + Rose, says the plans are flawed, but are better than what MCDOT has presented before. For instance, lanes on many streets including Old Georgetown would be 10 or 11 feet wide, compared to 11 or 12 feet today. That means slower traffic speeds and extra space for sidewalks.

"There are a lot of good things happening here," Goldman said, though he admitted that he will go to the governor to ask for "appropriate" street designs on Old Georgetown Road.

This short stretch of Woodglen Drive will get a bike lane. Photo by the author.

Until then, the only bike lane White Flint's getting anytime soon will be on Woodglen Drive between Executive Boulevard and the Bethesda Trolley Trail, a distance of less than 1/3 mile. MCDOT will remove 6 parking spaces in front of Whole Foods to make room for a northbound bike lane. They'll also paint sharrows, or lane markings that tell drivers to watch out for bikes, in the southbound traffic lane, which will become 5 feet wider.

"There's a lot of competing uses among our roadways," said Pat Shepherd, MCDOT bikeways coordinator. "We need to reallocate this space."

Shepherd has it exactly right. The White Flint Sector Plan calls for the creation of a new downtown where people have real alternatives to driving. To make that happen, we need streets that prioritize and celebrate pedestrians and bicyclists, rather than treating them as an afterthought. And we need transportation planners, both at the state and county level, who are willing to fight for them. We shouldn't have to go to the governor to ask for bike lanes because MCDOT won't stand up for us.

Crossposted on the Friends of White Flint.

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