Greater Greater Washington

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Bicycling


A gap in the Met Branch Trail slowly closes

The Metropolitan Branch Trail, which runs along the Red Line's eastern segment, still has a number of large gaps. The largest stretches from the Fort Totten trash transfer station to the Maryland line. DC officials recently announced they are moving ahead with preliminary engineering and design to close this gap.

WABA made an infographic showing the trail's progress:

According to WABA's post, officials from the District Department of Transportation (DDOT) told the Bicycle Advisory Council that the firms RK&K and Toole Design are now working on the project. It will get the trail segment to the 30% design stage; after that, more as-yet-unscheduled work will be necessary to get the design to 100% and ultimately build the trail section.

There are also other gaps in Silver Spring and in Brookland. A bridge to the Rhode Island Avenue Metro station is under construction now, and in NoMa, DDOT is adding short cycletrack segments to get riders all the way to Union Station.

Transit


The DC region lost 60 miles of bus lanes. It's time to get them back

Prior to 1976, the Washington region had at least 60 miles of bus-only lanes, with even more proposed. This map shows where they were.


Image from WMATA.

On the map, from PlanItMetro, the red lines show existing bus lanes as of 1976. Blue and black lines show proposals that never materialized. The network reached throughout DC, Northern Virginia, and into Maryland.

Unfortunately, all the bus lanes were converted to other purposes after the Metrorail system was built.

It's no coincidence or surprise that some of the old bus lanes were on the same streets where they're now proposed again, like 16th Street and H and I Streets downtown. Those are natural transit corridors, with great need for quality service.

Will we ever get this system back? The region is off to a good start, with moveDC's 25 miles of proposed transit lanes, and the upcoming Crystal City Potomac Yard Transitway. But the 60-mile system from the 1970s shows we still have a lot of work to do.

Cross-posted at BeyondDC.

Bicycling


The 15th Street cycletrack will soon continue up the hill to Columbia Heights

When the 15th Street cycletrack opened in 2010 with great fanfare, bicycle planners talked about extending it farther north. But attention shifted to other important projects. Now, it's coming back, and the cycletrack should lengthen from V Street to Euclid Street sometime in 2015.


Looking south from 15th and W. Photo by the author.

Since 15th Street is one-way northbound except for bicycles in the cycletrack, the only legal way to get on it at its northern end is using V Street from the west. People riding from farther north or east have to take busy 16th or U Streets or, as many do, ride illegally the wrong way on 15th or V.

Finally, a regular intersection for 15th and New Hampshire

In addition, the intersection of 15th, W, New Hampshire, and Florida has been waiting for a larger overhaul. The District Department of Transportation (DDOT) added temporary bulb-outs in 2009 to narrow what was a huge intersection and a dangerous place, especially for pedestrians.

In the summer of 2012, DDOT unveiled potential designs to permanently rebuild this intersection and extend the cycletrack through.

Where 15th now widens into a huge sea of concrete feeding into 15th, W, and Florida, it will become a narrower, more classic intersection. There will be new trees and pedestrian medians including bicycle signals. The rest of the space will become bioretention basins to improve storm water runoff, water quality, and the walkable feel of the area.


Plans for 15th from V to W and surrounding streets. Image from DDOT.


Rendering of the cycletrack with curbs and bioretention. Image from DDOT.

Up the hill

After passing W/New Hampshire/Florida, the cycletrack hits a very steep hill along the east side of Meridian Hill Park, one of the steeper hills in northwest DC. Now, 15th has a pair of bike lanes, both going uphill, one on each side of the street.


The hilly and awkward dual one-way bikes on 15th Street. Photos by the author.

This design has never made much sense. Two bike lanes are redundant. Plus, it is dangerous to try to use the east side bike lane, because cyclists have to cut across fairly high-speed traffic to get to it. With this project, there will instead be a two-way cycletrack like 15th farther south.

Being allowed to go down the hill on 15th Street next to Meridian Hill Park will be a welcome change. Still, cyclists riding uphill will get a serious workout, while those riding down will have to take care not to build up more speed than is safe, particularly around the curve at Belmont Street and approaching the intersection at the bottom of the hill.


The space for the cycletrack is already there; it just needs to be reconfigured.

Reaching the top

After Euclid, there will still be a painted bike lane on the right side of the street. Goodno said DDOT will add a bike box (not currently shown on the plans) at 15th and Euclid to let cyclists headed north safely switch from the new cycletrack on the left side to the existing bike lane on the right.


The northern terminus point for the project at 15th and Euclid Streets, NW.

Drivers will not lose travel lanes and little if any parking. The parking on the west side of 15th will shift over to go next to the cycletrack, as elsewhere, but will just take up the space previously occupied by the old bike lanes. The parking on the east side of 15th won't change.

DDOT Bicycle Specialist Mike Goodno said,

This will be an extraordinary connection between existing bike lanes on V St, W St, and New Hampshire Avenue. There will be improvements for pedestrians with the hard medians. Cyclists will have 10 feet of space, versus 8 feet in the rest of the cycle track south of V St, and be protected by curbing. It will extend the reach of protected cycling north to Euclid Street, and there will be bicycle signals as recommended in the 2012 bicycle facility evaluation report.
DDOT has selected a final design and plans to put the project out to bid within the next few months. Construction should begin in 6 to 12 months, once a contract is awarded.

Transit


Four big questions for a Georgia Avenue streetcar

As plans crystallize for a north-south streetcar in DC, four big questions will drive what the line ultimately looks like:


Streetcars on the Hopscotch Bridge. Photo from DDOT.
  1. How will the line snake through the center of the city?
  2. Will it reach Silver Spring?
  3. Will there be dedicated lanes, and if so, where?
  4. Is there any money to actually build anything?
Planners from the District Department of Transportation (DDOT) are still months away from settling on final details for the North-South Corridor. But at a series of public meetings last week, these big questions came into focus.

How will the line snake through the center of the city?

DDOT's latest report focuses on four potential alternate routes, but project manager Jamie Henson says DDOT could still mix and match components of multiple alternates to create the final path.

Four route alternatives under study. Dedicated lanes could potentially fit on the purple and blue sections. Image from DDOT.

North of Petworth, DDOT has settled on a Georgia Avenue streetcar alignment going at least as far north as Butternut Street.

The line could run south from Petworth down Sherman Avenue as far as Florida Avenue, or it could stay on Georgia. Georgia is wide enough for dedicated lanes and is lined with shops instead of houses, so it would probably attract more riders, but Sherman would offer a more stark contrast to the route 70 Metrobus.

South of Florida Avenue things get really interesting.

The route could stay on 7th Street through downtown DC, but that duplicates Metrorail's Green Line, and 7th Street isn't wide enough for dedicated lanes. Or it could travel on 14th Street, where population density is most concentrated and where it's a long walk to any Metro stations. But 14th Street is already booming; a streetcar might help more elsewhere.

11th Street and 9th Street are intriguing possibilities. Infill and commercial development have lagged there relative to 14th Street. Would a streetcar bring a 14th Street-like boom? Meanwhile, both 11th and 9th are wide enough for dedicated lanes.

9th Street is already home to one of DC's only existing bus lanes. Though the bus lane is lightly used and poorly enforced, that might make 9th a particularly easy place to add streetcar lanes.


Existing 9th Street bus lane. Photo by the author.

To traverse the National Mall, the line could either turn onto F Street through downtown and then use 7th Street to go south, or it could turn onto Pennsylvania Avenue and then use 4th Street.

The F Street to 7th Street option seems to be a path of less resistance, could fit dedicated lanes, would be more central to the National Mall, and would directly serve The Wharf development at the Southwest waterfront. On the other hand, 4th Street would better serve the existing Southwest neighborhood.

Will it reach Silver Spring?

Silver Spring is a natural end point for this corridor. It's big, dense, and already one of the DC region's largest multimodal transit transfer points.


Silver Spring. Photo by the author.

Around 4,000 DC-bound passengers board WMATA's route 70 Metrobus in Silver Spring every day, with still more boarding the parallel S-series routes. There's tremendous opportunity for the streetcar to reach more people and have a greater impact by ending in Silver Spring instead of DC.

But for that to happen, Maryland and Montgomery County have to step up with plans of their own. DDOT has neither authority to plan nor money to build outside the District's boundaries.

So for now, DDOT is keeping its options open. But eventually they'll need to make a decision. At this point, it's on Maryland to come to the table.

Will there be dedicated lanes, and if so, where?

Whether or not the streetcar will have dedicated lanes depends on two factors: Is there adequate width on the street, and is there enough political support to repurpose lanes from cars?

The first factor is easy. This chart shows potential street cross-sections, color-coded to match street segments along the route alternatives maps.


Potential street cross-sections, color-coded to the map above. Image from DDOT.

Streets color-coded as either purple or blue are wide enough to potentially fit dedicated lanes. Streets coded as green, yellow, or orange are not.

The political factor is harder. Depending on the location, providing dedicated streetcar lanes might mean eliminating or reducing on-street parking, pushing truck loading onto side streets, or any number of other trade-offs.

DDOT's ridership forecasts say shaving 5 minutes off streetcar travel time would boost ridership 11%. If true, that suggests thousands more people would ride a streetcar with dedicated lanes than without.

And of course, the inverse is true too: Without dedicated lanes, many riders who could be on the streetcar might instead opt to drive.

At public meetings last week, representatives from the Georgia Avenue business community voiced strong objections to dedicated lanes, fearing that loss of parking would hurt their stores. But if dedicated lanes add more streetcar riders to a block than they remove parking spaces, the reverse could very well be true.

Is there money to actually build anything?

Thanks to Chairman Mendelson and the DC Council cutting streetcar funding in the latest budget, the DC budget currently doesn't have any funding for this line.

The council could add more money in future budgets, or DDOT could seek alternate funding options like the federal New Starts program. But for now, this line is unfunded and there's not yet a clear plan to change that.

In the meantime, DDOT will continue to plan, with the next step being an environmental study. But all other details pale next to the overarching and unanswered question of how to fund whatever the studies recommend.

Cross-posted at BeyondDC.

Roads


Honor Frederick Douglass and DC with a worthy new bridge design

The Federick Douglass Bridge, which carries South Capitol Street over the Anacostia, will soon be rebuilt. It's on one of DC's main axes from the Capitol and honors a singular champion of the rights of all people regardless of race, ethnicity, or sex. But the result, so far, is an anticlimactic highway bridge that hunkers down instead of soaring.


The most recent design for the bridge. All images from DDOT.

The District Department of Transportation (DDOT) is in charge of replacing the 64-year-old rusting, pothole-filled bridge. DDOT's "preferred" design, produced in 2011, is the "arched bascule" (a seesaw-like drawbridge).

Originally, the new bridge was supposed to look like this:


Original "arched bascule" design.

It's not bad, but is basically a draftsman's modernized copy of the architecturally distinguished, neoclassical Memorial Bridge across the Potomac River that is a symbolic affirmation of a reunited North and South.

Doesn't Douglass deserve to be honored with an original design, one that's a visual metaphor for Douglass' very modern vision of human rights and its central place in the national narrative? (The Smithsonian's National Portrait Gallery recognized Douglass as one of its 100 paragons of "American Cool" in an exhibition open now until Sept. 7.)

The bridge design got worse on December 31, 2012, when Mayor Gray unveiled a design that eliminated the drawbridge feature to cut the $660 million in costs by $160 million. The change removed most of the gracefulalbeit not soaringcurve of the arches. The result was the design at the top of this post.

What happened? I put the question to Sanjay Kumar, Anacostia Waterfront Initiative program manager for DDOT, in March 2013. Kumar's answer:

One of biggest concerns with the new bridge is the poor soil conditions that exist in the project area. These poor foundation conditions make construction of a deep arch structure such as the Memorial Bridge highly expensive due to the significant weight of such a structure.
When DDOT sought approval of the design by the US Commission of Fine Arts last September, members disparaged it, saying it was "little advanced from the nearby uninspired highway bridges built in the last six decades, including the existing Frederick Douglass Bridge and the recently completed 11th Street bridge." The CFA deferred action and called on DDOT to produce an "inspired" and "bolder" look.

"This is something we can work toward," then-DDOT Chief Engineer Ronaldo Nicholson was quoted saying in the Washington Business Journal. The agency formed several design teams to come up with an answer to CFA's criticisms. But it also has to watch the ever-rising overall budget for the bridge. Deeper arches, as Kumar said, would be "highly expensive."

It looks like a Hobson's choice, but actually there's a way for the District to produce an inspired and bolder look, and within budget. DDOT doesn't have to go back to the drawing board. All it has to do is go into its filing cabinets and take out this "stayed-cable design." The cables soar soar high beyond their anchorsa perfectly fitting metaphor for Douglass.


Cable-stayed design.

DDOT determined, in its environmental analysis, that the cable-stayed design is in the same price range as the arched bascule design. So cost is not an issue. DDOT officials said they chose the arched bascule because it fit in with other bridges crossing the Anacostia and Potomac. But when it turned out that the proposed arch would require a more expensive foundation, they made the arches shallower instead of changing course entirely.

Why don't the DDOT designers take the short drive from their M Street SE offices across the old Douglass Bridge to Historic Anacostia, park their cars near the intersection of Martin Luther King Avenue and Good Hope Road SE, and do a little walking. They can go down one block to W Street and then proceed three blocks east and climb the steps to No. 1411 W Street. That will take them to Cedar Hill, where Douglass spent the last 17 years of his life. It's the highest point in Historic Anacostia.

From it, they would see across the Anacostia River exactly what Douglass saw before he set out on his own walks: the US Capitol and the Washington Monument. Maybe they'd also see a bridge across the Anacostia that makes a web of steel a visual expression of triumph over struggle.

Then all the designers have to do is go back to their offices, get the stayed-cable design out of their file cabinets, and show it to a public that is waiting to be inspired.

Pedestrians


Maryland Avenue will get safer, but must someone always get hurt before temporary fixes can happen?

After a driver hit a DC librarian on a dangerous stretch of Maryland Avenue NE, DC will install temporary barriers to expand sidewalks at the corners:

"Bulb-outs," which narrow streets at the corners so that pedestrians don't have to cross as far, are a proven way to reduce pedestrian crashes and generally slow down traffic. Drivers then can't take the turns at as high a speed, so they have more time to see people waiting to cross.

The District Department of Transportation (DDOT) will temporarily create these bulb-outs at the corner of Maryland Avenue and D and 7th streets, NE with plastic bollards, which are quick and cheap to use. According to a post on DDOT Dish, in the fall the plastic at Maryland Avenue will give way to large planters and brick-colored pavement.

The agency put in temporary plastic curbs at the corner where 15th, W, Florida and New Hampshire NW come together. As in this case, that change happened right after a crasha fatal one in May, 2009. There is a permanent design for that intersection, but permanent projects can take many years.

In the meantime, temporary changes can keep an intersection safe. Plus, they give everyone a chance to see how a potential change works. Right now, DDOT only sets up temporary measures after someone gets killed or almost killed. DC could make streets safer now by using temporary curbs more often and earlier in the design process.

Bicycling


Four tweaks to further improve the First Street NE cycletrack

Cycletracks are such new additions to the repertoire of American street infrastructure that the most progressive DOTs around the country are still experimenting with how to best design them. DC's latest experiment, on First Street NE, is a still-evolving laboratory of design options. Here are four ideas to make this excellent bike facility work even better.


The cycletrack north of K Street. All photos by the author.

The District Department of Transportation recently finished work on DC's first curb-separated cycletrack, on First Street NE in NoMa. Bike planners also have announced plans to close some gaps, including the one-block section between the cycletrack's current southern end, at G Street, and Columbus Circle.

Curb separation, parking stops, and full-length green paint are great additions to cycletrack design. First Street looks fantastic, and is a joy to bike down. Besides the gaps DDOT will close, here are a few more experiments worth trying to make the cycletrack safer and function better:

Help cyclists enter the cycletrack from the north

At the northern end, cyclists riding north can easily exit by merging into northbound traffic. But southbound cyclists coming down First Street hoping to enter the cycletrack have to awkwardly cross the street.


Looking south on First at M. How are cyclists supposed to enter the bike lane, barely visible across the intersection on the far left side of the street.

Seattle's Broadway cycletrack solves a similar problem using a bike box, which gives cyclists a designated place to cross the street to enter the cycletrack.


A bike box at the north end of Seattle's Broadway cycletrack.

Could the bike box idea work in DC? There are bike boxes on DC's L and M Street cycletracks, after all. I spoke with Mike Goodno at DDOT, and he said they would consider painting a bike box.

Ban right turns on red

At intersections, the cycletrack is marked with a line of sharrows. Signals prevent drivers from turning across the cycletrack while cyclists are continuing straight.


Left turns are prohibited across the cycletrack when cyclists have a through green.

But westbound drivers on cross streets are still allowed to turn right across the cycletrack. If they are turning right on a red light, they will cross the cycletrack while cyclists have a green light. At K and L Streets, it may be wise to prohibit right turns on red.

Goodno said they currently have no plans to ban right on red at these intersections, but are monitoring operations and safety, and may make changes if they decide its necessary.

Help cyclists turn the corner

For cyclists who want to turn onto or off of the cycletrack, signs instruct them to use the crosswalk. This two-stage turn is similar the Pennsylvania Avenue lane.

Alternatively, bike boxes can also help cyclists make two-stage turns like that. For example, Seattle's Broadway cycletrack has bike boxes at intersections to help guide cyclists and inform drivers, and Arlington is planning a similar turning bike box in Clarendon.


A turning bike box on Broadway in Seattle.

Putting bike boxes between the cycletrack and the crosswalk allows cyclists to position themselves on cross street in front of traffic. It helps make them more visible to drivers, and makes it possible for them to proceed as soon as the light changes.

Add bike signals

First Street does not have any bike signals. Like on Pennsylvania Avenue, signs instruct cyclists to follow existing signals. But unlike on Pennsylvania Avenue, the signs on First Street are small and are farther from the signal heads, which makes it harder to determine which signal cyclists are supposed to follow.


Sign at First and L.

Dedicated bicycle signals, which DDOT placed on some spots on the new M Street cycletrack, would give cyclists clear information about when to go and when to stop.

All in all, the First Street cycletrack is a great addition to DC's bicycle network. It's interesting to follow the changes DDOT makes to each new protected bike lane. So far, every one in DC has been different.

As DC's cycletrack network grows, DDOT will continue to learn from its growing implementation history. Future cycletracks will no doubt be even better.

Bicycling


Next up for NoMa bicycling: Fill in the gaps

Last Month, Mayor Gray and DDOT cut the ribbon on DC's newest protected cycletrack on First Street NE in NoMa between G and M Streets. This is a part of the Metropolitan Branch Trail (MBT), which will eventually connect Union Station to Silver Spring. Next, they plan three short extensions to fill in some important gaps.


Celebratory cake for the 1st Street NE ribbon cutting. Photo by the author.


Map of gaps in the Metropolitan Branch Trail. Base map from Google Maps.

First Street NE between Massachusetts and G

The cycletrack doesn't cover one last block of First Street NE just north of Columbus Circle. There is one lane for traffic in each direction, plus metered spaces on the west side.

Delivery trucks often park on the east side as well, facing the wrong direction and blocking northbound traffic. This leaves little room for bikes and no room at all for northbound cars.


Sidewalk gap and illegal loading on First Street between G & Mass NE. Photo by the author.

DDOT plans to fix these issues by making this block one-way southbound for cars. The northbound vehicle lane will become a two-way cycletrack. A concrete curb, identical to the one on First Street between K and M Streets NE, will separate the cycletrack from other traffic. The parking lane will become a loading zone.


Proposed road sections for 1st NE from G to I. Drawings from DDOT. Click for larger version.

This project will also include rebuilding and expanding the sidewalks, particularly on the east side where a loading dock entrance and bollards currently cause the sidewalk to disappear completely for approximately 80 feet. This will help prepare the street if and when DDOT is able to expand the mezzanine in the adjacent Union Station Metro station.

M Street NE between First and Delaware

The elevated Metropolitan Branch Trail ends at L Street, but there is only a stairway there, so bicyclists on the trail usually exit at M Street. They ride down a ramp onto a wide sidewalk across from the NoMa Metro Station. The trail then continues on-road on First Street NE, but there is a one-block gap on M Street without any dedicated bicycle infrastructure.

This block of M now has one lane of vehicular traffic in each direction, with metered parking on the south side. DDOT's proposal would remove these 16 parking spaces to create a protected cycletrack.


M Street NE at 1st showing potential cycletrack. Image by the author.

DC's 2005 Bike Master Plan and the recently released MoveDC Plan both show protected bicycle lanes for M Street all the way from downtown, past this block, to the end of M at Florida Avenue NE (between 6th and 7th Streets NE). The new M Street NW cycletrack runs from Thomas Circle at 14th Street west to Pennsylvania Avenue at 29th Street (with a one-block gap between 15th and 16th).

DDOT's Mike Goodno is also preparing designs to add more blocks on M Street NE and portions of M Street NW, but this first block is the highest priority because it would fill a gap in the MBT.

F Street at 2nd Street NE

The MBT technically splits south of L Street into a pair of pathways on 1st and 2nd Streets, NEon either side of the Union Station tracks. The 2nd Street section primarily runs on widened asphalt or concrete sidewalks which abruptly end at F Street close to Union Station.

The block of F Street between Union Station and 2nd Street, which goes past the Securities and Exchange Commission building, is one-way eastbound with limited parking spaces. However, the street is the same width as the blocks to the east, in residential Capitol Hill, which have two lanes of traffic plus parking on both sides.

DDOT proposes adding an eastbound bike lane on the south side of the street, along with a contraflow bike lane on the north side for westbound bicycles similar to nearby G and I Streets NE.


Proposed bike lanes on F Street NE. Drawings from DDOT. Click for larger version.

This will connect to planned bike lanes for F Street NE from 2nd to 8th, which Advisory Neighborhood Commission 6C voted to support in September 2013.

Next steps

ANC 6C will be voting on these new bicycle facilities at its monthly meeting tonight, June 11. The ANC's transportation committee previously endorsed these projects. DDOT has already begun the procurement process for some of these projects, and is aiming to have all of these MBT sections complete this year.

Roads


Will DC’s streetcar weary council embrace the ambitious moveDC plan?

In this second installment of Streetsblog's interview with DDOT officials about moveDC, the conversation steered to the practicality of congestion pricing, implementation of the plan, and the elephant in the room: Whether a DC Council that just dramatically cut streetcar funding has the appetite to fund progressive transportation.


Road congestion if moveDC is implemented (left), and if not (right). Image from DDOT.

MoveDC calls for congestion pricing, 69 miles of high-capacity transit in addition to the 22 miles of streetcar already planned, a new downtown Metro loop, 72 miles of protected bike lanes, 136 miles of painted bike lanes, and 135 miles of off-street trails, all over the next 25 years.

In yesterday's interview installment, I talked to Matt Brown, DDOT's new acting director; Colleen Hawkinson, strategic planning branch manager at DDOT's Policy, Planning and Sustainability Administration (PPSA); and Sam Zimbabwe, associate director of the PPSA, about the prospects for the most dramatic changes envisioned in the plan, the pitfalls of a focus on Complete Streets, and the reality that cars will not win every trade-off anymore.

Here we pick up where we left off.

In the plan, there are two side-by-side maps (above) of future road congestion. One with the changes laid out in the plan, and one without. They're very similar. Not identical, but very similar.

SZ: They're not identical. But you have to remember, this removes a lot of vehicular capacity in exchange for some other things. So in order to create the space to provide more options, there was a need to manage the person-carrying capacity of the roadway system. And there were two principles that went along with that.

One is that there's always a way to not pay the charge. The way we modeled it, it's roughly equivalent to a round trip Metro fare.

I thought that was interesting, to basically say you're not going to pay any more to drive than to take the Metro.

SZ: And carpools might be free. But everybody's paying [if they drive alone]. District residents have to pay. And as we look at the whole system, we're accommodating the same number of car trips in a day in 2040 as we are today, even as the District grows by 170,000 residents and a couple hundred thousand jobs.

CH: And we could have made these colors [on the map] pretty much whatever we wanted to. If we add more roads that would be tolled, like Massachusetts Avenue and Connecticut Avenue, we could get different colors in here. But it didn't seem like we needed that to keep the network moving. This seemed to be a sweet spot in terms of the size of the cordon charge.

SZ: In the region, we're starting to get experience with tolls. People ride the ICC, they take 495. They start to see what that means.


The proposed downtown congestion charge zone. Image from DDOT.

I'm curious about the technical aspect of it, if you have that worked out.

SZ: [Shakes head]

There are so many access points. A lot of it's bridges, almost half…

SZ: The Virginia side is.

…But not if someone's coming in on 10th Street. Is it all electronic license plate monitors?

SZ: We don't know. We tried to [include congestion pricing] to model the future, but we haven't tried to figure out all the details yet. I think it's more like a London system than a bridge entry. They have closed-circuit TVs to read every license plate.

But we also continue to look at managing the highway facilities and think about how that would be integrated. So it's not all or nothing.

How much were the Metropolitan Washington Council of Governments and the Office of Planning involved in this process?

SZ: We had an agency advisory committee. This doesn't mean endorsement by them, but they were engaged in the process. The Office of Planning more than anybody. District agencies, COG, VDOT and MDOT were on that advisory committee. And Colleen presented the plan to the full Transportation Planning Board in March, as we were still writing it. And this generated some comments.

I hear you chuckle as you say "some comments."

SZ: There were some concerns, and parts they were saying, "I don't think that's going to happen."

What were the parts they were most skeptical about or troubled by?

SZ: I think the congestion charge.

CH: The biggest thing about it is going back to "DC can't tax people driving into the city."

A commuter tax.

CH: Exactly. But it's really not that. The DC residents would pay the same.

MB: It's the same with freeway managed lanes.

You could say the same for parking.

SZ: I think people have.

Oh great. People really compare it to an income tax on commuters?

SZ: That's sort of the knee-jerk response anytime we discuss pricing.

But those are apples and oranges.

CH: And then where is that money going? If it's going toward Metro, which is a regional system...

SZ: From our perspective, providing a way to not pay the chargewalking, biking, taking Metro, taking transit, maybe carpoolingthere are many ways to not pay the charge. Commuter, non-commuter, this is about managing the transportation system.

So everybody was consulted with, even if they didn't necessarily sign on.

SZ: It's not a regional plan. It's a plan for the District. And we looked at not only the comments that other jurisdictions had about our transportation system, but also ways that our transportation system could better connect to things that they are trying to do.

So we looked a lot at Montgomery County's BRT plans and how demand from other parts of the region to connect would feed into the District's transportation system. And a lot of our high-capacity transit corridors try to connect to Montgomery and Prince George's County, to connect with where they've talked about doing higher-capacity. A lot of our trail system and bridge connections try to connect with what Virginia's doing. So I think there's a lot of regional coordination and collaboration around ways to connect the system.

I want to ask about federal land. DC is such a special case. Is it a burden to have to deal with Congress, or to have to deal with federal roadways you can't just redesign? Does that come up a lot?

SZ: It does. It comes up in a lot of different ways, from where we're allowed to spend our resources to, you know, you can sneeze and hit a national park around here.

Yeah, every little corner pocket park is a national park in DC.

SZ: Right, so we're accustomed to the interagency collaboration. We didn't limit ourselves to just District-controlled streets in this, and we did look at some of those links that are controlled by National Park Service or Architect of the Capitol. There aren't that many, especially once you get outside of the historic city.

MB: But there's also CSX, there's Amtrak, there's WMATA. There's any number of partners we have to work with.

But I also think any number of cities across the country would want the direct relationship that DDOT has with [the] Federal Highway [Administration]. We meet with Federal Highway at least every two weeks. We work with them on our projects. We receive funds directly from them, not through a state. Sure, we have our issues, especially with the federal lands. But I think there's tremendous opportunity here.

So it seemed kind of rough that this came out a week after the really bad news about the streetcar, with this reproach from Council Chair Phil Mendelson and the council saying this was mismanaged.

MB: Let me just say: Absolutely not.

What does "absolutely not" mean?

MB: It wasn't timed. Our desire was to get this out as quickly as we can, to do it before people are gone for the summer, to finalize the plan and to document all the work that has gone into this and all those sessions we had with the community. There was no ulterior motive here.

Oh, I'm saying quite the opposite. Right after the council says, "We're not really into giving a whole lot more money into DDOT's big multi-modal plans," you come out with The Big Multi-Modal Plan. That seems to set up an antagonistic relationship with the council. How are you approaching that?

SZ: I don't think it's antagonistic.

MB: I think it's important that we communicate what our vision is. We need to be clear about where we are going.

But how will you approach a council that has just gone on record saying, "We're not interested in giving DDOT more money for grand multi-modal plans"?

MB: Well, for a specific aspect of the 22-mile streetcar system.

Which is part of this as well, plus a million other things.

MB: But if you listen to Mendelson on his face, he's not stopping the streetcar program. He's criticized us for our implementation. But like I said, I think we have to be clear about our vision and we have to talk about things like managed lanes and congestion pricing and dedicated funding streams. We have to have that conversation.

SZ: The funding mechanism they removed was the same funding mechanism they had approved the year before. So that, to me, is more about the tensions in a growing city and the way it was paired with tax cuts made it a difficult either/or. But this [plan] still talks about how that priority streetcar network fits within a larger transportation system and what it's intended to do.

And you feel like the council is still open to having that conversation?

SZ: We have a hearing [this week] on a bill that tries to create an authority to make the streetcar happen faster, at the same time as they just took away funding for it. So I don't pretend to understand exactly what's going through their minds as they do all this.

And then in terms of funding, you said you're open to this being a menu of options, and that they might not order the whole menu. You say you have $22 billion identified for it.

SZ: That'll have to change now.

But even if you got all the funding you project might possibly come in, you still don't quite make it. So is there a sense of where that prioritization would happen? Would that happen within DDOT? Would that happen with the council saying, "We're going to fund this part but not this part?" Is it just obvious, that the downtown metro loop is going to be super-expensive, cordon pricing is going to be super-expensive, so that's going to be at the end of the list?

MB: I think you've hit on one of our challenges, and the next step. Looking at all the recommendations, figuring out what is short term, easy to implement. The more expensive items are obviously ones that require a heavier lift and more funding.

We were talking about taking the plan and turning it into an action plan. I think that's important to operationalize the elements of the plan.

Former DDOT Director Gabe Klein had these action agendas. Seems like he liked to work from that, take something like this as the vision and then...

SZ: But we didn't have this [long-range plan]. We haven't done this since 1997, and then we did it again in 2004 and it got rolled in to the comprehensive plan. And this isn't a static plan where we're going to put it on the shelf and then in 2030 we say, "This is still the plan and we're still going to do it." It's something that gets updated every five or six years.

MB: And that's not unlike the action agenda that was put together for Sustainable DC.

Yes, so how does this dovetail with that?

SZ: Pretty well actually!

Is that something you looked at to ask, "Is this meeting those carbon goals?"

SZ: Yes, and that whole process was very helpful for us. It was just as we were starting to do this that the Sustainable DC plan came out and said, "Here are our transportation goals for sustainability." And we could say, "OK, let's go with that. How do we come in and achieve that?"

We see it as providing an overarching sustainability [framework]. In many ways it's the perfect complement to this.

We've talked to a couple of other cities that are starting major planning efforts that heard about this in one way or another. Portland and Seattle are both starting major transportation plans.

And wanting to go in this sort of direction?

SZ: Well they heard about what we were doing and they were curious about it. And we gave them some advice about what to do and what not to do.

What do you not do?

SZ: I don't know. It was largely a very successful process. I don't know, what do you not do?

[Silence]

CH: That's a good question.

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