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Motor Vehicle Fatalites among cyclists up 12.2% in 2015, reach 20 year high

As reported in July based on early estimates, motor vehicle fatalities among cyclists rose sharply in 2015, and now the final numbers are in

Pedalcyclist fatalities increased by 89 (a 12.2-percent increase), and are at their highest level since 1995.

That's the highest of any group. 

The total number of such fatalities was 818 (not 820 as estimated) which makes for a bad year count-wise. It's important to note that this is not a measure of all cyclist deaths, just those that include a motor vehicle and which are reported by the police to FARS. This under counts total fatalities by about 30% according to my estimate, meaning the real total is probably closer to 1170. 

At the same time, the estimated number of cyclists injured oddly dropped by 10% from 50,000 to 45,000. 

While fatalities have been increasing somewhat steadily for the last few years, so has the number of people biking and at a faster rate. Meaning that the ratio of fatalities to bike commuters has been dropping since 2005. But unless there is an unprecedented rise in bike commuters this year, it looks like the trend is going up. We'll know when the ACS data comes out.

image from washcycle.typepad.com

 

Cleveland Park Streetscape and Drainage Improvement Project Meeting

DDOT will host a public meeting on the Cleveland Park Streetscape and Drainage Improvement Project on Tuesday, September 15th (was originally for August 29th) at the Cleveland Park Library at 3310 Connecticut Avenue NW, Washington DC 20008

The primary purpose of this project is to deal with recurring flooding problems near the Cleveland Park Metro Station, but it also has the purpose of improving pedestrian safety, access and visibility at all intersections, and upgrading public amenities (curb ramps, adding bike racks, benches, tree boxes, etc).  So... more bike parking!

In the MoveDC plan, Connecticut Avenue includes protected bike lanes from I street all the way to the Maryland boundary (which means Cleveland Park too). I don't expect that to be a part of this project - or know what the project boundaries are. But if they just put protected bike lanes in between Tilden - which has east-west bike lanes - and the Cleveland Park Metro Station (starter lanes, in you will), that would add greatly to the bike-friendliness of the area. And if DDOT plans to do it anyway...why not now? But, again, I don't expect that as part of this project. 

Rock Creek East livability comments due today

If you haven't done so already, head over to the Rock Creek East II Liveability Study, peruse the booklet of draft recommendations and take the survey.

The bicycle elements of the plan include several bicycle boulvards a few bike lanes and some other, undetermined facilities.

RCE2

As well as

  • PC-01 at Bladgon and 16th - Enhancements to crossing at 16th/Blagden intersection to allow safer pedestrian and bike access to Blagden
  • IN-01 at Arkansas and Piney Branch - Reconfigure radii and crossings at Piney Branch/ Arkansas, potentially combining with NPS efforts on trail construction. 
  • IN-12 at Arkansas Avenue, Varnum, and 14th Street-  Design treatments at Arkansas/Varnum/14th, especially to facilitate safe bicycle movements
  • MU-01 at Shepherd Street and Piney Branch - Provide multi-use path connection from the end of Shepherd Street to the forthcoming NPS Piney Branch Trail

For those who prefer maps

RCE2map2

RCE2map

My ride on the Pinellas Trail

I was recently in Florida and I had a chance to ride half of the Pinellas Trail in Pinellas County. It's a great ride, and worthy of its place in the rails to trails hall of fame, but there are a few missed opportunities and issues that keep it from being a great transportation facility.

Pinellas
 

From a recreation standpoint it's really nice. It could use a little more shade, but it's a pleasant, flat, mostly uninterrupted ride. There are several grade-separated crossings at major roads which really helps, and there is a lot to see along the trail. It evens passes by a KOA site. The highlight of my ride was the causeway bridge over Boca Ciega Bay. 

The 38 mile long trail still isn't quite finished. They plan to add another 9 miles in the next few years, plus tie it in to some other trails to create a loop and also use it as part of a trail across Florida. A lazy person's coast-to-coast trail. But the incompleteness is not what prevents it from being a transportation facility the way the Capital Crescent Trail is. 

One big problems is that there just isn't much to tie the trail into. While there are many bike lanes in the area, most of the ones I saw were along what some would call "stroads" - wide multi-lane roads with higher-speed traffic; and even with bike lanes, these roads are not going to appeal to the interested but concerned

IMG_5289

Where the trail did come near more bike-friendly residential roads, there was often no way to get to them. Several times I could see such a road just a few feet from the trail, separated by a ditch, but no connection was made to that road.  Sometimes, there was even a fence in between. 

The other issue was the lack of signage. While there was usually a sign telling a trail-user what the roads ahead was - especially useful for the many overpasses - I didn't much telling me where that road would take me. Such information is important for getting regular trail users to think about using it to get to those locations, I feel. 

Like I said the causeway was the highlight of the ride, but even that could have been better. On both sides of the trail there were high chain-link fences that, when looking forward, created a Death Star trench-like feel. Looking off to the sides, the view was good, if partially obstructed. A lower, more view-friendly railing would make this so much nicer.
 
IMG_5281
 
The at-grade crossings, where they did exist, at least made it clear that the onus of crossing safely was on the cyclist. A few, like the one below, had red lights, a stop sign and a row of white plastic posts with red-reflective tape on top for trail users. Motorists crossing the trail had yellow caution signs. There was at least one HAWK light though.
Pinellas atgrade
 
The right-of-way is really wide, and so in several places they have a dual trail set-up with a wide trail for bikes and a separate, more narrow trail for pedestrians. On the one hand I like the dual trail because it separates the different users, but on the other I wonder if a 20 foot wide trail wouldn't just be safer. Since this trail has sections of separation, I wonder if they could do a study comparing the safety and/or user preference. 
 
Another highlight of the trail came where it passed under US-19. Here they had built something called stonehenge park where the support columns for US-19 had been painted and decorated.
 
Stonehenge2
 
One thing we can borrow from them are these markers on the trail that help users to inform 911 dispatchers as to where on the trail an incident has taken place.
 
Stonehenge
 
I'd love to do the whole loop when it's finished and I didn't get to ride all the way into downtown St. Petersburg, which is too bad since it passes right by Tropicana Field. The section of the trail east of there is really a protected bike lane, so it likely does serve more of a transportation role than the part to the north.

From the Archives: War on Horses

From the August 9, 1879 edition of the Evening Star. To be fair, Philadelphians can scare a horse without the aid of a bike.

Screenshot 2016-08-26 at 10.23.08 PM
Screenshot 2016-08-26 at 10.23.08 PM
Screenshot 2016-08-26 at 10.23.08 PM

DDOT will present recommended concept at final Crosstown Transportation Study

DDOT will be hosting the 4th and final public meeting for the Crosstown Multimodal Transportation Study from 6-8pm on Tuesday, September 13, 2016 at the Columbia Heights Education Center, 3101 16th Street.

In prior meetings, they have presented existing conditions, 3 concepts for the area and then, in June, 2 refined concepts. Next month they'll be down to just one.

At the June meeting the two build concepts combined elements from the previous 3 designs, that most notably eliminated the southern route.

Concept 1 starts with a 2-way protected bike lane along Kenyon and Irving between 14th NW and Michigan. Overlapping with part of the PBL is a shared-use sidepath along Irving and Michigan from Park Place to Monroe. From Monroe and Michigan, conventional bike lanes and sharrows stairstep their way NE to the intersection of 14th St NE and Michigan. 

Screenshot 2016-08-26 at 12.02.17 AM

Concept 2 starts on the west side with a pair of one-way protected bike lanes on Kenyon and Irving from Columbia Heights to the intersection of Kenyon and Irving. Then, again, there is a shared-use sidepath along Irving and Michigan from Kenyon to Monroe. On the east side, a pair of conventional bike lanes would be added to Michigan Ave from Monroe to South Dakota Ave. 

Screenshot 2016-08-26 at 12.08.41 AM

I like concept 1, but with the Michigan Ave bike lanes added in. But then I don't bike up there very often - and when I do it is usually N-S, not E-W. 

And they should really push both of these bike facilities east by 1 block to Varnum.

6th Annual Ride for Natasha 9/17/16

On September 17th at 7:00am cyclists will gather at Prince George's County Community College in Largo for the 6th Annual Ride for Natasha.

The ride will start at the parking lot by the pool. 

Bikeable/Walkable Disney World

On my recent vacation we went to Disney World for a few days. At our "resort" they had bicycle rentals, but you could only ride them around the resort itself. And the same is true of other resorts. The parks and resorts are spread out over a large area, but not so far you couldn't bike between them - if there were ways to do so, but even BikeOrlando says

Biking between resorts is not recommended as there is a lot of traffic on the main arteries.

I would have strongly considered getting a Surrey and throwing the family on it to go to various parks, if a grade separated trail network connected everything. (Then I could buy a Monte Cristo without feeling guilty about my blood sugar).  

I'm not going to figure out what that would look like, but at least one person took a crack at it (I'd add a trail along Osceola Parkway). It would be even better if one could do Surrey-share and pay by the day, picking up bikes as needed and leaving them when they don't. It would be an added amenity in itself (people would probably like to run, walk and bike the paths just for fun) create a healthier, cleaner park and it might even reduce their transportation costs if it lets them run fewer buses. 

image from www.internationalsurreyco.com

A Surrey

On the last day I had to pick up a rental car from their on-site rental car facility. My app recommended taking the Monorail to the Polynesian and then walking the 1.3 miles to the Car Care Center, which seemed reasonable to me. The route unfortunately took me along a road with no sidewalks (pretty common) but I was OK with it. Traffic was backed up and slow. Still, Disney Security picked me up and gave me a ride because it was just too dangerous to walk along the road. If a trail system can't be built, maybe some sidewalks? 

CaBi to DCA

Last week I rode Capital Bikeshare to National Airport, and while it was not as good as it could be, it still worked for me.

The plan was to get everything to the airport with our car, drive the car home and then for me to meet up with the family at the gate. This would be cheaper than parking at the airport and easier than trying to get 3 car seats on to Metro or into an Uber. I dropped Mrs. Washcycle, Trike and Tandem - along with all our luggage - at the terminal and then drove the car home.  We had built a lot of extra time in, in case traffic was bad, which it wasn't. After driving to the airport and back I was 2/3 of the way into it, and way ahead of schedule so I decided to bike it instead of Uber. It didn't too much longer on Capital Bikeshare.

From the station at 23rd and Crystal, I crossed Crystal and walked south along it and then up the airport access ramp to Airport Access Road. Once on airport property I followed the signs. 

Unfortunately there is no Capital Bikeshare station at DCA itself, but the station at 23rd and Crystal Drive in Arlington is only about a 10 minute walk from Terminal A (more like 14 to terminal B and C). It's about the same from the station at 26th and S. Clarke Street, which makes more sense if coming from the south. 

All things considered it worked pretty well for me. But....

  1. It would really help if there were a couple of stations on airport property, preferably one at the old terminal and one at the new one. There is plenty of space, so that's not the issue. In 2012 MWCOG noted that "The MWAA Board has refused to have Capital Bikeshare on its property," but since then it seems they changed their tune. Last year, Arlington announced plans for a station there and reportedly MWAA was on board. Not sure what the hold up is. But it would good for visitors and employees. Perhaps Arlington can get a station moved closer to airport property, if not on it.
  2. Until then, CaBi should advertise the close in stations as DCA access stations. They should add signs to them that designate them as such, including a walking map with a travel time estimate. And they should add this to both their website and DCA's.
  3. Some wayfinding between the close-in stations and the terminals would help too. Not everyone writes a bike blog after all. That could be signs, trail blazes or a line pained on the ground. 

It won't work for everyone, but it could work for more people. 

DDOT proposes new, extended bike lanes in Capitol Hill area

DDOT is proposing the extension of the bike lanes on New Jersey Ave SE. Currently they run one block form D to E, but DDOT wants to extend them under the SE Freeway to I Street where they would connect with east-west bike lanes. They've met with ANC 6B so far and will meet with ANC 6D (where the southern block is) at their September 12, 2016 meeting

The portion of the new bike lane within 6B will be installed this fall, while installation of the 6D portion south of the freeway must wait until the [Virginia Avenue Tunnel] and other constructions projects in that area are completed.

But wait, there's more.

Mike Goodno provided the Committee with an overview of this proposal but also mentioned an upcoming DDOT proposal for an east/west bike lane along E Street to 6 th Street SE and then along South Carolina to provide a route to Eastern Market

[They] also advised about a proposal to fill the gap in the north/south bike lane along 14th Street SE between D and E Streets SE.

That last bike lane extension is near my house, so I'll be glad to see it extended, though It would be better if it went another block and a half to the Potomac Avenue Metro - or if there were a contraflow bike lane on the one-way block between E and G (there's no F Street SE until you get east of Texas Ave). 

A bike lane along Pennsylvania Avenue doesn’t seem to be part of DDOT’s current plans.

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