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Posts about DDOT


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.


Copenhagen uses this one trick to make room for bikeways on nearly every street

I visited Copenhagen for the first time in June. I knew it was one of the bikiest cities in the world, but it's quite astounding to see what a place looks like where 52% of commuters travel by bike.

All photos by the author.

Almost every street has a type of protected bikeway. It's essentially a lane of the street but raised up with a small curb, low enough that vehicles can mount it but high enough to discourage that. (And generally, they don't.)

These are everywhere. It's not just the main streets or a few selected bike boulevards. Virtually every street of any appreciable size had one. It was almost strange to encounter a street with any traffic that didn't. The typical medium-sized street had two car lanes (one each way), two bike lanes of the same width (one each way), and a sidewalk on each side.

As an old city, the streets are fairly narrow (and, honestly, the sidewalks were pretty narrow and are made of cobblestones; it might be a bike mecca, but the walking experience could be better). So how can there be enough room?

Here's a picture. What do you notice that's missing?

If you said "on-street parking," you're right! As compared with most US cities which have parking on nearly every city street, Copenhagen has it on many smaller streets but far from all, and doesn't have it on most mid-sized and larger streets.

Could DC be like this?

There are some obstacles to DC having as much biking as Copenhagen (once again: 52% of commuters!) For one, our weather is both hotter and colder, and DC has more hills. Copenhagen is a smaller city, with about 2 million people in its metropolitan area versus 6 million for Washington.

Still, we can do so much better. We don't have to put a bikeway on every street, and maybe won't ever have the mode share to justify that, but there already is enough mode share to warrant a network of them connecting every neighborhood and spaced a certain distance in the city's core.

Instead of always blocking bikeways with construction, they keep the bikeways open!

More bikeways would also boost the amount of cycling; with DC's weather and topography we could easily double, triple, or quadruple the 2% of commuters bicycling (after all, 11% walk and they have to contend with the same weather!)

It's crazy that it takes years to build support for a protected bikeway on even one street. The District Department of Transportation (DDOT) built only 0.14 miles of protected bikeways and 4.28 miles of other bike lanes in 2015.

A few streets also do have on-street parking as well, but it's uncommon.

The MoveDC plan calls for 7.5 miles a year of bike lanes. New York built 12.4 miles of protected bikeways in 2015, and the city does have about 12 times as many people as DC proper, but that means DC is still falling short by a factor of about seven.

It's certainly true there are political obstacles to changing even a single parking space into something else, but there's a simple political solution as well: do it differently.

Copenhagen is building a new bike/ped bridge next to an existing one, because the existing one has too much bicycle traffic.

Compared to many other US cities like Orlando and Cleveland, DC is doing great on transit, on bicycling, on walking. We shouldn't forget how far we've come, either; DC had zero protected bikeways until 2009. But go around the world and it can easily become clear: we also could do so, so much better.


Advisory Neighborhood Commissions, explained

DC has a small, hyperlocal form of government called Advisory Neighborhood Commissions. Commissioners, who are elected by their neighbors, help with neighborhood problems and weigh in on how places should (or shouldn't) change, but can't actually make laws or regulations. Still, despite having little formal power, ANCs have a lot of influence over how the District does or doesn't change.

Photo by Mr.TinDC on Flickr.

What are Advisory Neighborhood Commissions?

Each Advisory Neighborhood Commission (ANC) represents a region in each of DC's eight Wards. Within each ANC, commissioners are elected to two-year terms to represent Single Member Districts (SMDs) of approximately 2000 residents. A commission can have anywhere from two SMDs (which would mean two commissioners) to twelve. ANCs are identified by their ward and a letter.

For example, I'm a commissioner in 7D, which is Ward 7's fourth (hence the letter D) ANC. I represent Single Member District 07, which covers neighborhoods called Paradise and Parkside. Some commissions represent a single community, such as 2B, which is the Dupont Circle ANC, whereas others, like my own, represent a number of neighborhoods.

Commissioners come from a variety of backgrounds. Some, like myself, are relative newcomers recruited by community leaders to serve their neighborhood while others have lived in their neighborhoods their whole lives. Even within a single ANC, commissioners can be very diverse; my own commission includes a teacher, a lawyer, government contractors, and a lifelong community advocate.

On the map below, the yellow lines represent DC's wards, the thick red lines represent the ANCs within them, and the thin red lines represent the SMDs that make up each ANC.

A map of DC's Wards and Advisory Neighborhood Commissions. Ward 7 ANCs are tinted blue, ANC 7D is green, and Single Member District 07 is highlighted in red. Map by the author. Data from DC Open Data.

ANCs weigh in on many of the decisions that the District's governing bodies make. For example, many ANCs wrote letters to the Office of Planning with comments or proposed amendments for the zoning code re-write, and most restaurants work out agreements with the ANCs on things like when they'll be open and whether they can play live music in exchange for ANC support of their liquor license applications. Commissioners can also offer resolutions and testify before the DC Council.

In practice, beyond laws about liquor licenses or zoning, government agencies consult ANCs as a way to get community buy-in for a project. For example, the District Department of Transportation often presents new plans to the public at ANC meetings, giving the community a chance to weigh in and provide feedback. Recently, ANC 6B worked with DDOT to get a pedestrian crosswalk on 11th Street SE between I and M Streets, and ANC 2B urged DDOT to reopen a bike lane at 15th and L which is closed due to construction.

Also, developers pitching new projects often seek ANC approval before going before the Zoning Commission or Board of Zoning Adjustment, as ANCs get a say with these agencies (more on that below…). The result of these interactions is often a contract between a developer and the neighborhood, called a Community Benefits Agreement.

Commissions can also provide avenues for greater community involvement and input by establishing committees that focus on certain issues, like transportation or planning and zoning.

What kind of authority do ANCs have?

The type of authority that ANCs have can vary. In some cases, they have legal standing. ANCs are automatically granted "party status" before the Zoning Commission, the Board of Zoning Adjustment, and the Alcohol License Review Board for new businesses and developments in their communities. Party status gives commissions easier access to information, notifications about upcoming hearings, and the right to cross examine participants.

Bars in DC often work with ANCs on things like hours of operation in exchange for the ANC's endorsement. Photo by IntangibleArts on Flickr.

In other areas, commissions can only make recommendations that city agencies have to give "great weight" to when making decisions. Great weight requires a government agency to respond, in writing, to concerns raised by a commission. While great weight demands that agencies explain their course of action, it doesn't actually require an agency to change its course of action.

Common critiques and shortcomings of the ANC system

ANC commissioners have complained that they are not given satisfactory explanations when agencies don't follow their recommendations; some commissioners say it's not uncommon for agency contacts to flat-out ignore them. Commissions have very few legal options to compel an agency to respond to their requests.

As a result, much of a commissioner's power is informal, coming from relationships built with government agencies, DC Council members, and the mayor's office. A motivated and skilled commissioner can draw district government attention to a neighborhood and even motivate agencies to bring resources to bear to solve a problem.

However, ANCs also reflect many of the inequalities and inequities of life in DC. Some commissions benefit from well-educated, well-connected commissioners who can afford to take days off work to testify at DC Council hearings, lobby agencies for action, and develop an in-depth understanding of how policy issues impact their community. Less wealthy communities do not necessarily have the privileges of as spare time and plenty of social capital. This places less affluent communities at a disadvantage when negotiating with developers or engaging with governmental agencies.

Commissions are also somewhat under-resourced. At most, a commission can afford to hire one part-time staff member, who usually acts as an office manager and assists commissioners with logistics, and supporting commissioners as they address concerns raised by the community.

In some cases, commissions have been accused of simply holding up any possible neighborhood change. For example, commissions have often devoted considerable time internally negotiating relatively minor adjustments projects. For example a commission can delay new development projects for months if not years. Such delays can be frustrating in a city like DC with a rapidly growing population and rapidly growing rents.

But ANCs can also positively weigh in on big neighborhood or citywide controversies by being thoughtful instead of knee-jerk. For the Hine project in ANC 6B, where a former junior high school is turning into a mixed-use development, the commission put together a task force that weighed the various interests really well and advocated for improvements instead of simply saying "no." Another example of 6B actively engaging is that with the zoning update, the commission studied and made smart suggestions while being supportive overall.

At the end of the day, ANCs matter

The fact that ANCs don't have formal power, plus that they can differ so much across the District, has led to some debates about the system's value. Some say ANCs should gain legislative powers and become a house of representatives for the District. Others say the whole system should be abolished since all it does is let hyperlocal politics trump good public policy by slowing things down.

No matter what you may think about these commissions, they do have influence over whether and how our neighborhoods will change and grow. Their importance in what gets built and what kinds of businesses can operate in the area means that they have influence in the community.

District residents should pay attention to what their ANC commissioners are saying in their name. At the end of the day, ANCs are supposed to represent the community's interests but they can only do that if the community pays attention to what they are doing.

You've got a chance to vote for your ANC commissioner this fall. Want to read and evaluate your candidates? Read candidate responses to Greater Greater Washington's ANC questionnaire here and learn where your commissioners (or potential commissioners) stand on important issues.


Pedestrian tunnels would not make DC's streets better for walking

DC is looking at ways to make city streets safer in and around Petworth and Brightwood. At least one neighborhood official thinks the best way to do that is to put pedestrians in tunnels—yes, tunnels. But tunnels make for longer trips for people on foot, can encourage crime, and don't really make dangerous streets any safer.

No. Photo by Matt Niemi on Flickr.

The District Department of Transportation (DDOT) put together the Rock Creek East Livability Study to come up with ideas and recommendations to improve safety and accessibility for streets in the area north of the Petworth Metro station, east of Rock Creek Park, and west of North Capitol Street.

These places are dense, walkable, and home to many people who do a lot of walking and biking. But they're also primarily designed for cars: the roads are wide, with intersection designs meant for fast turns that encourage drivers to look for gaps in traffic rather than crossing pedestrians.

The final results of the study came out in August, and they included suggestions for things like bike lanes, traffic calming, and intersection designs that are more pedestrian-focused. DDOT engineers hope that different street designs will bring driving speeds down and make people feel safer walking or biking in the neighborhood.

Two major traffic circles, Grant and Sherman, got special treatment in the study. Right now, both have two lanes for cars and none for bikes. Petworth residents have long complained about speeding through the circles and how it makes crossing them on foot to go straight across a dicey proposition. DDOT looked at traffic volumes and determined that each circle could probably stand to have only one driving lane, which would mean room for bike lanes and shorter crosswalks.

Grant Circle Today. Better parking, bike lanes, and wider sidewalks are proposed. Image from Google Maps.

An ANC commissioner says tunnels would be better

Petworth Advisory Neighborhood Commission 4C commissioner Talib-Din Uqdah is not a fan of the plan. He thinks the ideas proposed as a result of the study would negatively affect traffic in the area too much. In an attempt to explain to Petworth News' Drew Schneider that he is concerned about the dangers pedestrians face, he suggested that DDOT should dig tunnels underneath Grant Circle for pedestrians to use:

Since I'm now living in a city nostalgic for days past—street cars and "barn-dancing" (sic) at downtown intersections—why don't we consider bringing back the underground walkways that would take you from one side of a busy street, intersection or "circle," to another?

Coming up in the 50's and 60's, the city's earlier solution for pedestrian safety was to construct these underground walkways many of us used. I believe they are all closed-off now, Dupont Circle being the exception...Just something to think about—a win-win for the pedestrian and above ground modes of travel—cost should not be a consideration; all what price do we put on safety?

Here are the problems with pedestrian tunnels

It might seem like tunnels (and bridges) are a no-brainer way to get people across busy streets. There are, after all, places where they do just that, like on trails that cross over rail lines or interstates. But by and large, there are very good reasons for not making them part of our cities.

This pedestrian bridge over I-495 in Annandale makes sense. But over city streets? Not so much. Image from Google Streetview.

Simply re-routing people away from one or two intersections certainly doesn't mean dangerous driving will stop (it could increase since there'd be even fewer people around), and there are still plenty of other people crossing the streets that don't have tunnels.

Meanwhile, simple physics says that with a tunnel, you not only have to walk the distance to your destination, but also up or down the equivalent of a story. It also seems perverse to make walking harder and more inconvenient under the pretext of keeping people safe, especially when other safe options do the same job with less effort.

Moreover, unless you are talking about a lot of pedestrians using a particular tunnel at all hours, you have to deal with other safety concerns about potential crime. Tunnels and bridges that are out of the way of police cars driving by make many people feel unsafe and loathe to use a particular piece of infrastructure. If people feel unsafe walking down a dark tunnel alone at night, they'll decide to take their chances with speeding cars.

And despite Mr. Uqdah's assertion that "cost should not be a consideration" that is simply not true. DDOT and the city certainly do not have unlimited funds, and tunnels of any type are very expensive.

Randolph Street in Petworth. Photo by Rob on Flickr

Traffic calming helps drivers too

Another bad assumption is that traffic calming is just frustrating drivers for the sake of helping others feel good. That's simply not true. Reduced collision rates on calm streets are an obvious benefit for drivers.

Meanwhile, the fears that slower speeds (which usually just brings things down to the speed limit) just lead to increased congestion have not been borne out across the city.

Time and time again, it has been clear that a low-cost solution like traffic calming has great results for everyone when they travel, whether it's on foot or by car. We should get away from the assumption that a tunnel or bridge is far safer than the street.

Something as simple as walking around the neighborhood should not involve elaborate infrastructure plans. Walking is good for people as individuals, it's good for the city, it's good for business, and it's good for a safe and vibrant city. If people do not want to walk because they feel unsafe on the street, then it's going to be very hard to convince them to walk somewhere else.

Suggesting tunnels as a way to keep traffic moving implies that people on foot as mere obstacles for drivers. Tunnels would make the urban environment hostile to the people that live and work there.


These two new short bike lanes, called "pocket lanes," help traffic flow and keep cyclists safe

There are some unusual new bike lanes at two intersections in DC. They keep traffic moving more smoothly and protect cyclists from a dangerous situation: where they're going straight but a driver to their left is turning right.

Photo by Mike Goodno, DDOT's bike lane designer.

The District Department of Transportation recently installed "pocket lanes" on southbound 2nd Street NE at Massachusetts Avenue and at Hawaii Avenue and Taylor Street NE. A type of through bike lane that's less than a block long and doesn't continue on the other side of the intersection, they sit between the lane for going straight or turning left and the right turn lane.

Pocket lanes have several uses, and they make intersections more efficient for everyone. For starters, they keep people on bikes who are heading straight through an intersection from having to wait behind a queue of left-turning vehicles, whose drivers are in turn waiting for a break in oncoming traffic. They also keep drivers from having to wait in line behind a cyclist who's traveling straight.

Another benefit is that they give people on bikes their own space that's to the left of right-turning traffic, which prevents a situation known as the "right hook." The "right hook" occurs when a driver who's turning right hits a cyclist riding on the right hand side of traffic and going straight.

With the 2nd Street example, traffic often backs up there because there's only one lane for either continuing straight on 2nd or turning left onto Massachusetts. The pocket lane allows cyclists to ride past the backed up traffic, and to be to the left of cars turning right. Here's what the intersection looked like before the new pocket lane:

Image from Google Maps.

Here's a shot of the pocket lane at Hawaii and Taylor:

Photo by Mike Goodno.

These lanes work when engineers can narrow the adjacent travel lanes to fit a pocket lane beside a right-turn only lane. Protected bike lanes are still the safest option, but in places where space is constrained this can make cycling more efficient and possibly safer.

DDOT is actively looking for more locations where they can add pocket lanes. If you have suggestions, contact Mike Goodno (


This Capitol Hill throughway will get safer for bikes and pedestrians, but some say not safe enough

A dangerous stretch of Maryland Avenue NE, a street that runs diagonally through Capitol Hill, will soon narrow from four lanes to two, with a 10-foot median and painted bike lanes. The people making the changes say there isn't enough space for protected bikeways, which would separate cyclists from cars, but bike advocates disagree.

Maryland Avenue NE, where it crosses both 7th and D Streets. A cab driver ran over a pedestrian here in June 2014.

The section of Maryland Avenue between 3rd and 15th Streets has been particularly thorny for people not traveling by car. In June 2014, a driver ran over and badly injured a pedestrian in a crosswalk on the street. Despite the District's Department of Transportation adding flex posts in summer of 2014 to narrow the road and installing speed cameras in October 2015, speeding continues to be a problem.

"Even with all the new barriers, I would never risk crossing at that intersection," a resident told WAMU in 2015. "I always go down to the light because people don't stop. I have seen people not stop for walkers in the crosswalk."

Neighborhood leaders have kept pressure on DDOT to make more concrete changes, and the agency recently accelerated plans to cut the number of driving lanes on Maryland Avenue (a move known as a "road diet").

The proposed changes, which are part of a bigger effort called the Pedestrian Safety Project, will narrow the road from four 11-foot wide lanes to two by converting two lanes in each direction into painted bike lanes and building a 10-foot-wide median that becomes a dedicated left turn lane at intersections. These changes would be a big step forward, especially because as of now, cyclists have nowhere to ride except in the same lanes as cars.

Image from DDOT.

But the fact that the bike lanes are painted lanes that sit between parked cars and traffic rather than protected bikeways to the right of parked cars is frustrating to a lot of people who get around by bike, myself included.

While DDOT claims the painted bike lanes are all that can fit into the project due to space restrictions, Greg Billing, the executive director of the Washington Area Bicyclist Association, the region's biggest bike advocacy group, says "there's certainly space" for a protected bikeway.

Image from Google Maps.

Why painted lanes?

According to George Branyan, the pedestrian program coordinator at DDOT and project manager for the Maryland Avenue redesign, the current plan is to go with painted bike lanes that are five or six feet wide. A protected bikeway, he says, would have to be eight feet wide, and between the traffic lanes, the median, and the parking spaces, there just isn't space.

One response to this might be to simply make the median smaller, but Branyan says that isn't an option because at intersections, the median will become a left turn lane, meaning it can't be narrower than a travel lane.

Yes, DDOT could simply remove that dedicated left turn lane. But a big factor here is also the fact that some residents are concerned that if cars get less priority on Maryland Avenue, traffic will back up and more cars them will spill over onto surrounding streets.

Removing the left turn lane could also affect the efficiency of the X8 bus route, which travels the entirety of Maryland Ave NE between 3rd and 15th Streets.

Finally, Branyan says the combined width of the car traffic lane and painted bike lane also serves another purpose: allowing emergency vehicles to pass through traffic. With the painted bike lanes, each lane of travel is effectively 16 feet wide—meaning an emergency vehicle will be able to pass a passenger car in that space.

Not so fast—protected bikeways aren't impossible

Billing says he and his organization are fully behind a road diet for Maryland Avenue, but adds that there is in fact room for protected bikeways.

While removing parking might be politically unpopular, he says, the parked car lane (which is eight feet wide in the proposed design) could be narrower: cars are typically 6½ feet wide, so seven-foot-wide parking lanes should suffice. That'd mean an extra foot on each side of the street.

Billing also says the travel lanes themselves, which are currently slated to be 11 feet wide, could be a foot narrower. That'd provide an extra foot on each side, which is enough when you add it to the six feet currently set aside for the painted bike lanes.

Narrower travel lanes, Billing adds, would have the added bonus of being safer for pedestrians because drivers tend to drive more slowly on narrower lanes, and there'd be less distance to have to cover when walking across the road.

Let's welcome a road diet but push for the best one possible

Under the current design plan, the road's speed limit will remain 25 mph plus the lanes will get narrower. Between that and the painted bike lanes, the current plan would make Maryland Avenue safer for cyclists. But there's also space to make it a whole lot safer.

There is clearly reason to ask why DDOT can't do better by including protected bikeways in the design. Protected bikeways would further contribute to the traffic-calming effect of the design by resulting in narrower travel lanes. And they would protect cyclists from having to veer into traffic to avoid issues like double parked cars and standing vehicles.

While it has taken Capitol Hill residents and safe streets activists time to get to a concrete proposal for a safer Maryland Avenue, this new design should be the beginning of a conversation that focuses on what residents, pedestrians, and cyclists really want from their streets: do we want streets redesigned to be safer while inconveniencing cars as little as possible (as this design seems to do)? Or do we want streets redesigned to put the use and safety of pedestrians and cyclists first, even if it means impacting traffic?


DC's plans for SafeTrack are underwhelming

DC's plans for helping people travel during SafeTrack include expanded restrictions on on-street parking during rush hour, more taxi stands and places to meet up and carpool, and more officers to help control traffic. There's currently nothing about expanded bus or HOV lanes.

DC mayor Muriel Bowser, WMATA Chief Operating Officer (and former interim General Manager) Jack Requa, and District Department of Transportation director Leif Dormsjo laid out these changes at a press conference on Thursday.

In May, we wrote about how important it would be for transportation departments to consider bus and HOV lanes along major transportation corridors. It could be tough to pull off, but getting through SafeTrack isn't going to be easy, and asking people to carpool won't be enough.

Let's hope that with maintenance surges only beginning now, leaders will find more solutions than those currently on the table.

Details on plans for Arlington and Fairfax should come out of a 1 pm press conference today.


15th Street's protected bikeway is back!

It's a Bike to Work Day miracle! For the last few months, demolition of the old Washington Post building has squeezed people on both bikes and foot into the same narrow space. But as of this morning, there's both a protected bikeway and a sidewalk, meaning there's a safe way for everyone to travel.

A new protected bikeway on 15th Street. Photo by the author.

When Carr Properties started demolishing the old Washington Post building, at 15th and L NW, it was supposed to set up two separate temporary paths along 15th, one to replace the closed sidewalk and one to replace the closed bikeway. What actually went up, however, was just a single narrow chute. While there were signs saying it was only for bikes, people used it for walking because it was the only option on that side of the street.

This morning, though, I noticed both a temporary sidewalk and protected bikeway, with a barrier in between, running on 15th between L and M Streets. And on L, there are sharrows that make it clear that people on bikes can use the full lane—that may not be as nice as the protected bikeway, but it can work on a temporary basis.

Nice work, DDOT! This is great news for people who depend on the city's bike infrastructure to get around. Now, they don't have to deal with a major gap in the network, which people were fearing would last for the estimated construction time of two years.

The city, and the region, still has a ways to go in terms of providing safe paths for everyone when construction comes along. But this development, made possible by a little paint and some bollards that make things clear, is an encouraging sign.

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