Greater Greater Washington

Posts about Bike Safety


The feds might pay for smarter drunk driving penalties in DC

Most people would say they favor harsher punishments for drunk driving. But when it comes to keeping impaired drivers off the road, the most important thing is having laws that work.

Photo by VCU CNS on Flickr.

During testimony at a recent DC Council Transportation Committee hearing in favor of laws to eliminate road deaths, Mothers Against Drunk Driving State Legislative Affairs Manager Frank Harris supported increased use of ignition interlock devices, which are mechanisms that test the driver's blood alcohol level and keep a car from starting if the driver is under the influence.

The District barely uses its current ignition interlock program. Right now, only nine people in the District have one, which is a much lower rate than in Maryland or Virginia. Harris said relying on the devices more would be more effective than current penalties.

Revoking licenses, Harris said, is a "hope for the best" policy: there's a risk DWI offenders will drive anyway. With interlock devices, there's a higher chance offenders drive soberly.

The bill currently being proposed for DC would require two-time offenders and offenders with particularly high blood alcohol concentrations to use a device. According to Harris, if DC were to require all DWI offenders to install an interlock device for at least six months, a federal incentive grant from NHTSA of around $200,000 could cover the cost of the program.

25 other states, including Virginia, have such a requirement for first-time offenders.

Interlock devices cost a little less than $3 a day. While most people who are ordered to use interlock devices have to pay for them, most states require manufacturers to provide devices to people who can't afford them, a model DC could emulate.


Here's how DC plans to eliminate road deaths

This morning, DC officials released their plan for Vision Zero, the campaign to eliminate all deaths on the roadways. It lays out analysis about crashes and strategies to make roads safer.

The Vision Zero team collected a lot of data about actual crashes, and also asked people online and at events where they felt unsafe. For pedestrian safety, the most crashes are (not surprisingly) downtown where there are lot of pedestrians. However, people seemed to talk about some other places where the road design or other factors might deter them from walking, like Pennsylvania Avenue SE and the Hill East area.

For bicycling, respondents seem to have talked a lot about places like the 15th Street protected bikeway, where a lot of people are riding and drivers frequently block the box at corners, but crashes happen in some other real hotspots like Connecticut Avenue and Columbia Road.

Driving crashes basically seem to happen everywhere people drive, in approximate proportion to how much traffic there is. Drivers seem to be concerned on H Street/Benning Road NE and in a variety of trouble spots in places like Takoma and Petworth. South Capitol Street, Barney Circle, and a lot of spots on Capitol Hill also got many mentions.

More than half of pedestrian and bicycle deaths happened in the 15 high-crash corridors in this map. (Much of the traveling happens there too, so this isn't a huge surprise). But these identify places where changes could have the most impact.

This map shows where camera tickets happen in relation to crashes. There are a few very high-ticket cameras in spots, like the K Street underpass under Washington Circle, but it's not clear from this map that the locations correlate that much with danger spots.

What to do about this?

The report lists a lot of strategies to reduce and eliminate road deaths. You can read them all in the report, but here are a few highlights:

  • Fill sidewalk gaps on 40 blocks.
  • "Install or upgrade" 20 miles of bike lanes and bikeways. At least five miles would be protected bikeways.
  • Build two "protected intersections" as a pilot project. This concept was proposed for New Jersey Avenue and M Street, but wasn't put into effect.

  • Create an Urban Design Unit in the Office of Planning. Have it redesign some dangerous public spaces to be safer and also more inviting.
  • Pilot some lower speed limits, including two major streets with 25 mph limits, two neighborhoods with 20 mph limits, and some 15-mph limits around schools and other spots with youth and seniors.
  • Revise the manual engineers use to design streets so that it mandates designs that accommodate all users, not just cars. There would also be a Complete Streets law requiring this. Mandate that a road's "design speed" as well as the speed limit are right to ensure the street is safe, rather than designing a fast street and posting a low speed limit.
  • Organize some "hackathons" to get residents engaged in analyzing safety data and devising solutions.
A lot of the plan is about tracking more data: Data about sidewalk maintenance, bike traffic with authomated counters, Capital Bikeshare crashes, construction closures, seat belt usage, and more. The plan calls for more data to be collected and also more to be publicly released.

Increased enforcement, especially against unsafe behaviors, is another real focus. One area the plan calls out is U-turns through bike lanes, dooring, passing cyclists too closely, and other dangerous behaviors around cyclists. It also recommends enforcing good behavior for everyone around work zones and parking garages.

It will be the responsibility of DDOT and other agencies going forward to turn this plan into actual action on the ground. That will require residents continually pushing agencies and also insisting that politicians take the principles seriously.

What do you think about the plan?


Proposed rules aim to get serious about road safety in DC

The DC government has committed to "Vision Zero," a goal of eliminating all road deaths. A detailed plan from the Bowser Administration will come out Wednesday, but in the meantime, legislators have been putting forth their own proposals for laws around safety.

Photo by Jonathan Warner on Flickr.

Four bills in the DC Council about road safety proposals were the subject of a hearing on December 8. Here's a rundown of what they will do.

Enhanced Penalties for Distracted Driving Amendment Act of 2015

This bill, introduced by Chairman Phil Mendelson, would increase fines for people who repeatedly engage in distracted driving. Anyone with three violations within eighteen months would get his or her driver's license suspensded and points on the license.

Today, first-time violators who purchase a hands-free device do not face any fines; the bill would end that waiver.

Speakers at the hearing were broadly supportive. Many asked whether or not it went far enough. Both the District's Bicycle Advisory Council and Washington Area Bicyclist Association expressed interest in expanding a ban on driving while using a hands-free phone device (it's illegal for all road users to use a handheld phone). That ban now applies to school bus drivers and novice drivers; witnesses suggested adding drivers in school zones and construction zones, or preferably all drivers at all times.

Others asked that the bill include more provisions for education about distracted driving. (Disclosure: I am acting chair of the Bicycle Advisory Council and testified on its behalf for this bill.)

Bicycle and Pedestrian Safety Act of 2015

Earlier this year, Mary Cheh, chair of the council's transportation committee, convened a working group of advocates to discuss potential changes to the law around road safety. The group reached consensus on a number of changes, which are in this bill. Some of the key provisions would:

  • Require the government to regularly publish data on crashes, sidewalk closures, citizen petitions for for traffic calming measures, dangerous intersections, and moving violations.
  • Instruct the District Department of Transportation (DDOT) to create Bicycle and Pedestrian Priority Areas (at least one per ward) with no right turns on red, lower speed limis, and more human and camera enforcement.
  • Let cyclists slow down and yield rather than stop fully at stop signs.
  • Write a Complete Streets policy into law. (DDOT has one today, but just as a directive of the DDOT Director which can be revoked at any time.)
  • Create a curriculum on safe cycling and walking for schools; require taxi and other for-hire drivers to go through training on bicycle and pedestrian safety.
  • Apply the laws for motor vehicle insurance to bicycle insurance, and allow bicycle insurance providers to require policyholders to register their bikes.
  • Impose larger fines on repeat violators (up to five times the fine for a fourth offense) for violations including speeding, blocking a crosswalk, and illegal stopping or standing including in a bike lane (sorry UPS!)
  • Allow aggressive driving citations for drivers who commit three or more or a set of violations (like speeding or improper lane changes). This which carries a penalty of $200 and 2 points and mandatory driver education.
  • Forbid using a phone in the car when not moving.
  • Require side under-run guards, reflective blind spot warning stickers, and either blind spot mirrors or cameras on all heavy-duty vehicles registered in DC. This is currently the law for District-owned vehicles.
  • Create a Major Crash Review Task Force to review major crashes and recommend changes to reduce the number of them.
You can read a complete list of changes here.

Much of the discussion for this bill focused on the fact that it does not lower the speed on residential streets, a proposal which the working group discussed but didn't reach consensus on. WABA had several proposals for ways the bill could go farther to create safer streets.

Some witnesses opposed pieces of the law. Several were uneasy about letting cyclists yield at stop signs.

The Metropolitan Police Department's representative argued that the law was primarily about convenience and might, in an urban environment, lead to more crashes. In response, Councilmember Elissa Silverman asked if there was any evidence that it might lead to more crashes, and MPD conceded that there was none. Mary Cheh cited a recent study showing that crashes dropped 13% in Boise following the passage of a similar law in Idaho.

Insurance industry representatives said that this law would need to be coupled with a dedicated education effort. One witness from the insurance industry also objected to regulating bicycle insurance.

Vision Zero Act of 2015

This bill comes from Mayor Bowser and is a companion to the forthcoming Vision Zero plan. Like the Safety Act, it would also mandate a Complete Streets system. Like the Distracted Driving Act, it would increase fines and add points for distracted driving violations.

In addition, it would enhance penalties for operating all-terrain vehicles and dirt bikes on District roads and require ignition interlock devices for repeat DUI offenders and high blood alcohol content (BAC) first-time offenders.

While supportive, WRAP, MADD and AAA all suggested that the bill instead require interlock devices for all DUI offenders, as 25 states do now.

Regulatory changes

In addition to the legislative changes mention above, both Cheh's working group report and the Vision Zero action plan recommended regulatory changes, some of which have been addressed by proposed rules that the Bowser administration proposed Friday.

These rules would:

  • Require side underrun guards for certain vehicles.
  • Require drivers to clear damaged but operational vehicles from the travel lanes.
  • Require drivers to yield to buses merging into traffic.
  • Designate certain streets as neighborhood slow zones with a maximum speed limit of 20 miles per hour (and near high-risk areas like playgrounds, as low as 15 mph).
  • Add points for several offenses such as overtaking another vehicle stopped at a crosswalk or intersection for a pedestrian.
  • Increase fines for infractions such as driving more than 30 mph over the speed limit (including possible jail time), running a stop sign, driving on the sidewalk, unsafely opening a door into traffic, or striking a cyclist.
  • Break the violation for parking in a bike lane into two categories, one for commercial vehicles and one for non-commercial vehicles, and raise the fine from $65 to $300 and $200 respectively.
Since these changes are coming in regulations from the Bowser administration and not a bill in the DC Council, there is some conflict about whether the increased fines will be effective, and whether they're even allowed.

Mary Cheh told the Washington Post she wanted to make sure "the mayor has authority" to raise the fines and asked, "Is there data that supports that this is something that will deter people from speeding? Otherwise people would think this is just a money raiser."

What else could be done?

In addition to formal changes to the law and regulations, the working group recommends other steps District agencies could take to improve safety. Some of these recommendations include:

  • A universal street-safety education program for all elementary school students (which has already gone into effect).
  • More automated cameras for enforcement.
  • Greater "no right turn on red" restrictions in bike and pedestrian priority areas.
  • Distributing more free bicycle lights.
  • Equipping large District-owned vehicles with audible turn warnings.
  • Providing more information about bicyclist insurance.
After becoming a campaign issue in the last mayoral election, District leaders have been busy this year, through multiple efforts, in working towards that goal.


For new bike lanes in College Park, there's good news and bad news

New drawings are out for bike lanes along Route 1 in College Park, between the University of Maryland and Greenbelt Road. The State Highway Administration is now proposing buffered bike lanes on the main street through College Park, but community leaders want a protected bike lane, or at least a bigger buffer.

Photo by Richard Masoner / Cyclelicious on Flickr.

The new bike lanes that the Maryland SHA is proposing are about one foot wider than the original design, which was too narrow to be next to heavy traffic. But there still aren't any "vertical" safety features to put a physical barrier between cars and bikes, like curbs, flexible posts, and rumble strips.

When members of the College Park City Council asked whether that would change, SHA said it would not. The issue, apparently, wasn't about cost, but rather maintenance and road space.

Bike lane dimensions for Route 1 in College Park. Image from the State Highway Administration

Route 1 is notorious for its safety problems. It has seen several fatalities—of both people on foot and in cars—along the route in recent years, and in just one weekend last October, turning drivers struck pedestrians in crosswalks two times.

The new bike lane width of six feet is certainly more bike-friendly than the prior design, but it remains one foot short of the seven foot total width that the highway administration's own guidelines recommend for curb-protected bike lanes.

If Route 1 were a bit narrower, there'd be an extra foot for bike lanes.

Wider car lanes vs better bike lanes

The new design for Route 1 in College Park widens the road's main driving lanes to 11 feet, which Maryland Department of Transportation secretary Pete Rahn says will make it easier for large vehicles like trucks and buses to turn.

Wider lanes, however, also encourage drivers to speed and carry with them a greater risk for crashes at corners. 10-foot lanes would calm traffic and leave more space for bike lanes and sidewalks.

It may make sense that high-speed roads in rural areas would prioritize higher speeds and looser turning radii. But College Park is a rapidly urbanizing area, and to make things safe, buses, trucks and cars will need to slow down.

Also, making biking and walking safer and more convenient (as well as continuing to improve transit) will help cut traffic volumes and travel times by taking cars off the road.

The decision whether to prioritize turning convenience for bus and truck drivers vs. pedestrian and bike safety is a question not of engineering, but of politics and values.

Route 1 at Paint Branch Parkway with a relaxed turning radius for higher-speed turns. Image from Google maps.

Fortunately, there is a potential compromise. The Route 1 master plan calls for 11-foot outside lanes and 10-foot inside lanes. A wider 11-foot lane on the right side would give more space for turning trucks and buses, and there could still be a narrower, calmer 10-foot passing lane on the left. That extra foot of road space would allow a wider buffer zone between the bike lanes and traffic. It would also leave space for a protected bike lane to go in later.

Given the history of fatalities and injuries all along the route, College Park needs traffic calming features like protected bike lanes and narrow travel lanes, not features intended to encourage drivers to speed through the area or make higher-speed turns. A complete roadway rebuilding project is a once in a generation opportunity, and there's still time to get this design right.


Letting cyclists yield at stop signs won't lead to chaos

An "Idaho Stop" is a law in some states that allows bicyclists to treat stop signs as if they were yield signs. DC Councilmember Mary Cheh recently proposed adopting the law in DC, but some people say it would turn traffic law on its head.

Photo by Shawn Hoke on Flickr.

There are a few reasons to support the Idaho Stop:

  1. It's important for cyclists to conserve momentum, since starting up a bike requires muscle power.
  2. The most dangerous place for bikes is at intersections with cars, so giving people on bikes permission to go through intersections when there are no cars nearby rather than forcing them wait (while one might pull up behind them) makes intersections safer for everyone. It also makes it less likely cars will get stuck behind bikes.
  3. Since bikes move at relatively slow speeds, people using them have plenty of time to gauge oncoming traffic. That means there's less need to stop and look around at every intersection; you can look around while moving slowly.
At yesterday's DC Council Transportation Committee hearing, in response to Cheh's proposal, police officers and representatives from the insurance industry said allowing Idaho Stops would lead to confusion. Specifically, DC Insurance Federation executive director Wayne McOwen said he thinks allowing Idaho Stops would confuse children.
We teach our children when the light is red we stop. We teach them when they see a sign that says stop to stop. We teach them to look both ways before they cross the street. We teach them to cross at the crosswalk. Now we are beginning to say follow those rules except if there's no one around, you can run across the street anyway.
Brian McEntee, a GGWash contributor who also writes the bike column Gear Prudence, explored McOwen's statement and the different situations that drivers face on the road.

Others pointed out that people walking don't have to stop at stop signs and that children aren't allowed to drive until they reach an age where they can think more critically. One Twitter commenter noted that the law already allows cyclists to proceed when the light is red and they are following the pedestrian signal.

Whether cyclists should have special rules is always a heated debate. For one, there are some cyclists who ride very fast and can keep up with drivers, while others tend to go at a slower pace.

At the hearing, cycling advocate David Cranor noted that allowing cyclists to yield at stop signs would send more cyclists on slower, safer, residential streets.

The Idaho Stop debate was only one part of the Transportation Committee hearing. If you want a good recap, Dave Salovesh live tweeted the hearing and posted a Storify of the twitter conversation.


Zig zag road stripes can get drivers to pay more attention

At 11 points in northern Virginia, the familiar straight dashed lines on the road give way to a series of zig zags. The unusual markings, the result of a project from the Virginia Department of Transportation, are meant to alert drivers to be cautious where the W&OD Trail intersects with the road—and bicyclists and pedestrians frequently cross.

Virginia DOT installed these zig zag markings to caution drivers approaching the intersection of a popular walking and biking trail. Image from VDOT.

After a year-long study of this striping treatment, Virginia DOT officials say the markings are effective and should become part of the Manual on Uniform Traffic Control Devices—the playbook for American street designers.

VDOT found the zig zag markings slowed average vehicle speeds, increased motorist awareness of pedestrians and cyclists, and increased the likelihood that drivers would yield. They also noted that the effects of the design change didn't wear off once motorists became used to the it—they still slowed down a year after installation.

This photo shows another style of zig zag pavement marking tested in Virginia. Image from VDOT.

VDOT says the results indicate that zig zag markings are a more cost-effective solution for conflict points between trails and high-speed roads than the current treatments: flashing beacons placed above the road or off to the side.

The zig zag concept was imported from Europe. It is currently used in only two other locations in North America: Hawaii and Ottawa, Ontario. It was one of more than a dozen European traffic management techniques VDOT zeroed in on to test locally.

The zig zag markings reduced motorist speeds approaching the trail at Sterling Road by about 5 mph, according to VDOT. The effect remained strong over time. Graph from Streetsblog.

The W&OD trail is a popular route for both recreation and commuting in the DC metro area. Between 2002 and 2008, there were 21 collisions involving cyclists and two involving pedestrians along the trail, which intersects with major roads at 70 points along its 45-mile path in Fairfax and Loudoun counties in Virginia.

The effect of the zig zag markings was measured using speed radars over the course of a year. Feedback from motorists, cyclists, and pedestrians was also collected using online surveys. While the survey did not come from a random sample, 65 percent of drivers said they were more aware because of the markings and 48 percent said they liked them. The zig zags were also popular with cyclists; 71 percent said the markings affected driver behavior.

Said one respondent: "Drivers rarely stopped before the markings were installed. Since installation, they stop much more often."


California is using this cheeky video to encourage safe driving

One of the biggest dangers of riding a bike is drivers who pass way too close. This video uses people who clearly don't get the concept of personal space to illustrate what a safe passing distance is and is not.

In DC, Maryland, and Virginia, the law requires that drivers give cyclists three feet of space when they pass. California has that law too, which led to the Santa Rosa Street Smarts program creating this video.

In it, examples of people getting way too close to a guy as he's going through everyday life activities like sitting at the movies, riding an elevator, and, most awkwardly, relaxing in a hot tub. "You don't get this close in person," the spot says. "So don't act like this when driving. Give people on bikes room to ride."

A video like this should be required watching for everyone obtaining or renewing a drivers' license.


Alexandria's elections are Tuesday. Here are some candidates' views on walking, biking, and street safety.

About half of the candidates in Alexandria's upcoming mayoral and City Council elections say they believe Alexandria should do more to be a safe place for people to walk and bike. Here's who they are, and some detail on the policies they'd back if elected.

City Hall in Alexandria. Photo by Jimmy Emerson, DVM on Flickr.

The Alexandria's Bicycle and Pedestrian Advisory Committee (BPAC) sent a survey to all the candidates, asking for their views on issues that people who walk and bike often face.

The survey questions covered street use and safety as well as walking and cycling issues. Specifics included quesitons about committing to a Complete Streets policy and expanding Capital Bikeshare.

Current mayor Bill Euille (D) is running for re-election as a write-in candidate after losing the Democratic primary to Allison Silberberg, the vice mayor of the City Council. While Euille's responses make clear that he wants Alexandria to be more walkable and bikeable, Silberberg did not reply to the survey questions.

All six City Council spots are up for election. Respondents from that race include incumbent candidates John Taylor Chapman (D), Tim Lovain (D), and Justin Wilson (D), and Council challengers Monique Miles (R) and Townsend "Van" Van Fleet (D).

On making Alexandria's streets safe for everyone

A few years ago, Alexandria passed a Complete Streets policy, which is meant to ensure the city's streets provide a comfortable experience for all users: people who walk, people who bike, people who drive, and people who use public transportation. But this policy needs continued council and staff support to achieve its

Lovain and Miles gave the most detailed answers when asked how they would push Complete Streets forward. Lovain noted that he is a member of Smart Growth America's Local Leaders Council, which helps promote Complete Streets policies throughout the US, and that he has pushed the Transportation Planning Board for the National Capital Region, which he will chair next year if re-elected, to follow Complete Streets principles.

"I can promise that, if I am re-elected, I will make sure that Alexandria continues and enhances its focus on Complete Streets in the years ahead," Lovain said in his survey response.

Miles says complete communities make places healthier, happier, and more sustainable, and that Alexandria should continue to make obvious repairs to the transportation system. She adds that organizations like Alexandria LocalMotion and, with resident involvement, the Transportation Commission and Urban Design Board, are crucial parts of design in Alexandria.

Miles also stresses the importance of small area plans, saying that they should constantly revisit and study the Complete Streets criteria. "An example of this would be to focus on the upcoming implementation of the Beauregard Small Area Plan and ensuring that important road safety measures are included," she said.

Chapman says he would continue to fund Complete Streets, and push for staff to work with neighborhoods on local projects.

Bill Euille says that as mayor, he would push the policy forward through "education, communications, outreach and advocacy," and notes that the initiative passed under his administration. Townsend Van Fleet says he would endorse the policy.

On walking and cycling to Metro

Alexandria currently has four Metro stations within the city boundaries, and making it easier for people to walk or bike to them is key to helping to cut surrounding vehicle traffic.

Lovain suggests building a tunnel from the new Potomac Yard Trail to the Braddock Road station. He also says Alexandria needs "to proceed with the multi-modal bridge connecting Cameron Station to the Van Dorn Metro station."

The Potomac Yard Trail, looking southbound. Image by the author.

Van Fleet wants to make it safe to walk and bike to Metro, and ensure bike racks are available at stations. Bill Euille wants to add bike lanes and wayfinding. John Chapman wants to continue to push WMATA to redevelop stations, which he says would make access easier. Justin Wilson wants better trails and sidewalks.

Looking beyond walking and biking, Miles suggests that the city should explore "creative solutions" like the Old Town Trolley for areas outside of Old Town. "We must extend our reach beyond the half mile around a Metro station and ensure shuttles and other forms of transportation offer all residents the opportunity to have easy access to Metro stations," she said.

On Union Street, where people on foot and bike often travel

Union Street near King Street is a popular place to walk, and Union Street is also a primary north-south bicycle route through Alexandria that connects to the Mount Vernon Trail. At times, especially on weekends, Union Street can become quite congested, challenging the users to share the road safely.

It's typical to see people on foot, on bike, and in cars on Union Street. Image by the author.

Solutions for the King and Union Street intersection include better signage, crosswalks and sidewalks, along with making sure people know about traffic laws and that they are enforced.

Lovain suggests exploring "an alternative north-south bicycle route through Old Town, such as on Royal Street," noting "any such bike route should be implemented carefully in close consultation with the neighbors."

Van Fleet calls for more law enforcement on Union Street, especially during peak travel times.

Wilson supports changing the road way to allow people who walk, bike and drive to safely operate in the corridor.

Euille sees better street design and police enforcement as holdovers until the pilot pedestrian plaza approved in 2012 is completed.

On expanding Capital Bikeshare

Alexandria currently has 16 CaBi stations, located in Old Town, Del Ray and Carlyle. There are also 16 more on the way next year. Most of these stations will be added on the eastern side of the city. With the National Science Foundation coming to Alexandria in 2017 and the Transportation Security Administration following in 2018, the city will need to continue to expand Bikeshare, especially in its north and west sections.

Photo by thisisbossi on Flickr.

Wilson, a regular CaBi user, says he supports bringing in more stations as part of completing an "overall transportation picture". Lovain thinks expansion should be done "strategically," focusing on adding stations that are close to other stations. Chapman wants to see more stations in neighborhoods that don't have them but "have infrastructure to support it." Euille says he'll seek grant money and other ways to support expanding bikeshare.

While she says she's against "one bike rental company receiving city subsidies," Miles says she wants more bikeshare options in Alexandria.

Van Fleet does not want to spend "any city funds on bikeshare, as it is a money making corporation".

On walking and biking to school

Alexandria has over 14,000 students at 16 schools throughout the city. While some students walk and bike to the schools, the majority arrive either by bus or in private vehicles. If it encourage students to walk or bike to school, the city can combat traffic congestion, air pollution and childhood obesity and increase kids' happiness and effectiveness in the classroom.

Townsend calls for "schools and parents to educate the children regarding safe practices when walking and biking" and wants "those who chose to break the law" to face consequences.

Wilson supports "expansion of the City's Safe Routes to School efforts to improve the approaches to our school buildings." He also believes "that biker and pedestrian education efforts need to be part of school curricula."

Miles did not address walking and biking in her survey response.

Chapman "would work with the Alexandria City Public Schools to see if they consider pushing out the radius for bus service... but also make walking and biking a more explored option for families". He also says he would "work with the school system to provide more crossing guards, as well as work with the PTA to provide parent volunteers."

On calming traffic in neighborhoods

Drivers who are aggressive, speed, and don't yield to people on foot are problems for most Alexandria neighborhoods.

Euille calls for "proper funding" for Alexandria's Safe Streets and Complete Streets initiatives.

Wilson "strongly supports changes to the road space that are designed to force vehicle drivers to operate their vehicles more safely". He also supports making Vision Zero happen in Alexandria.

Lovain says aggressive driving and disregard for pedestrians are serious problems in Alexandria, and points to Complete Streets principles as a way to promote safety.

Miles wants to assemble a "safe roads commission" to look at how to make Alexandria safer. She also says she'd like to address Alexandria's street challenges with a "holistic approach" that accounts for how the city fits with the entire region, what's financially feasible, and what residents want.

Van Fleet says traffic safety is "a law enforcement problem."

On achieving goals laid out in the city's transportation plan

Alexandria is updating the bicycle and pedestrian chapters of its transportation master plan to reflect changes that have occurred since 2008. The new chapters should go before City Council late this year.

A recent city audit of its own performance revealed that parts of what the 2008 plan called for, particularly regarding pedestrians and bicycles, hasn't gone into place.

While acknowledging that funding has been a factor in missing the goals, Wilson says he is "committed to the vision of the 2008 plan, and will work to provide the resources to see it to completion."

"We should also prioritize unfinished efforts to make sure the resources are available," Lovain says.

Euille and Chapman are committed to the plan, with Euille calling for "adequate funding" and Chapman saying he'll work with city staff to "determine a plan."

Miles says there is "no reason that the 2008 Bicycle and Pedestrian Master Plan should not have been completely implemented." She further adds that "City Council and staff revisited the plan in 2014 and spent more time studying and updating the plan before the original plan had even been completely implemented."

The elections are next Tuesday, November 3. If you live in Alexandria, make sure to exercise your right to vote for the candidates who support your views.


An interactive map will make Montgomery more bike-friendly

Casey Anderson, the chair of Montgomery County's planning board, says he wants the best bike plan any place US city has ever seen. The county's interactive Cycling Concerns Bicycle Atlas is a tool for gathering the feedback it needs to make that happen.

Image from Montgomery County. Click for the interactive version.

The primary goal of the County Bike Plan is to move from a world where only 1% of the population feels comfortable riding (high stress roadways) to one where those who tolerate moderate (10%) or low stress (50%) also feel comfortable riding. Importantly, it also recognizes that there is a substantial minority that will never get on a bike.

Image from M-NCPPC.

This effort began with the Second Great MoCo Bike Summit, and has been part of a series of community meetings where Board Chairman Casey Anderson and planner David Anspacher led attendees through a discussion of common cycling issues and defined the four levels of stress.

Unlike a similar atlas unveiled in Fairfax County this spring, which asked cyclists to identify routes they'd like to see bike lanes on, Montgomery's map asks users to note problem areas within the county's existing network, such as poor or missing connections, unsafe sewer grates, and concerns with road conditions.

The map will remain up indefinitely. The county has already started using feedback from the atlas to address immediate concerns. The plan should be complete in 2017, and it will include recommendations about specific bike facilities to be built.

Hundreds of people have already used the map,, and the county is asking them to keep it up. Users can also rate and comment other users' feedback directly on the map.

There will be one more community meeting to discuss the Bike Plan on Tuesday, October 6, at Walter Johnson High School in Bethesda.

Support Us