National Bike Summit

The National Bike Summit is going on in DC this week. Today they're meeting with Legislators and while a lot of what is on the agenda is suppose to be national bike advocacy, it's sure to include some local initiatives as well. I suspect WABA will be pushing on Rock Creek Park and the Met Branch Trail. I heard the Virginia delegation was working to open up the Pentagon area.

On Friday there's a session on on-line route mapping that I'd like to go to. I need all the help I can get with my map. [Just yesterday I realized it doesn't work with IE so I had to get that fixed, but thanks to help from commenters I'm able to get the geocode from trails much faster and hope to have it finished by the end of March]; and there's also a caucus bike ride from 2:30 to 5:00.

Custis Trail Tunnel

There's a proposal before the Arlington County Board to build a 10-story, 43-unit residential building (for now called 1101 Lee Hwy) on the .61 acre site located east of North Lynn Street, between

the I-66 ramp and Martha Custis Bike and Pedestrian Trail to the south and the Key

Bridge/George Washington Memorial Parkway ramp to the north. The building would involve construction of a driveway across the Custis Trail. In order to mitigate the impact of the driveway on the trail, the building applicant has proposed modifying the intersection traffic lights to "signalize" the driveway.

But, in 2000, Rosslyn performed the Rosslyn Circle Crossing Study. It recommended that a tunnel be built under Lynn Street. The building is being scaled back considerably in height, density and access by the council and they've stated that the tunnel should be a part of it. The applicant's engineer did a preliminary study and determined that a tunnel with an alternative alignment would be possible but the suggested alignment has a curve that some feel might be dangerous.

At the December 2005 meeting they were still waiting on a response and deferred the subject to 2006. A bike/ped tunnel under Lynn would be a big improvement to a dangerous intersection.

Addendum: Please read the first comment to this post as it is very useful. I think I got some facts wrong. In my own defense they came from my own hazy memory and what I could glean from county council notes. If you can get through one page of those without falling asleep on your keyboard you are a better person than I.

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CCT Trouble and Scenic Byway

Just south of where Newark Street NW would intersect with the Capital Crescent Trail if it went through, there's an area where the road bed under the trail is slowly washing away.(Map) A few years ago a small support was added to protect the trail, but if you ride by you'll see that the erosion is starting to occur around the support. We may be only one big storm (think Isabelle) away from the trail washing out. A complete collapse of the hillside is not out of the question and if that happened it might be years for the trail to be restored.

There's some question as to who is responsible for protecting the trail - with the Park Service and the District both trying to determine what to do and who should do it. One possible source of funding would be the designation of Canal Street (below the CCT) as a Scenic Byway. The Scenic Byway plan is filled with bicycle goodies (It's also a little hard to read since the text on some images is too small), Including:

• Between Foxhall Road and the Georgetown Reservoir, support the conversion of the trolley right-of way to a multi-use trail ed: This is the old Cabin John Trolley right-of-way that runs all the way to - you guessed it - Cabin John.
• Connect the Capital Crescent Trail crossing of Canal Road to the rail trestle (tow path to trestle on the east, Arizona Avenue to trestle on the west). ed: this is confusing since the crossing IS the rail trestle, but I think the part in parenthesis is what they're talking about.
• Connect Battery Kemble Park//Palisades Park Trail to the Capital Crescent Trail. Add directional signage. If feasible, convert the culvert to a secondary bike trail.
• Enhance the connection of Glover Archbold Park to the Capital Crescent Trail using the existing pedestrian underpass (Foundry Branch Tunnel). If feasible, relocate the existing sewer and restore the culvert to its historic configuration.
• Improve vehicular, pedestrian, and bicycle access to Fletcher’s Boat House area.
• Install a pedestrian bridge over Canal Road to connect Battery Kemble Park/Palisades Park Trail to the Capital Crescent Trail in the vicinity of the access road to the Fletchers Boat House access road.

Like the Four Mile Run plan - it has good ideas, but we'll see if it gets the money. And we'll see if the CCT gets fixed before it collapses. The review period ended on Feb 17th, but here's one letter.

One last thing. For some time the Park Service has been trying to add lights and a call box to the Arizona Avenue Trestle on the CCT, it seems that that might be occurring "sooner rather than later." Wish I had specifics.

Met Branch Trail Update

The Met Branch Trail continues to plod along at its nearly glacial pace. It appears that construction on the  Pepco Substation north of the New York Avenue Metro Station has begun. If you recall, this construction is necessary for the trail to be extended north to R Street. Eric Gilliland of WABA reported that the city still has some land acquisition issues to work out, but hope to break ground in March.

In Maryland the news is not so good. Because of a lengthy redesign of the Maryland options, the report may not make it to the County Council until fall of this year, causing greater delays in the project. In addition the first explanation for why the bridge and tunnel option (option 1) is so expensive was given.

DPWT staff now estimates that Option 1 would cost up to $21M, while the lowest cost Option 5 would cost up to $9.5M. These estimates are about 4 times as high as the cost of comparable trail projects built recently in the area. A principal cost driver is the need to use a small amount of CSX/WMATA r.o.w. to build the trail alongside Selim Road and to build the trail tunnel under Burlington Avenue. A DPWT survey for this project shows that the CSX/WMATA r.o.w. boundary is several feet closer to Selim Road than had been assumed in the earlier M-NCPPC study - a small difference with big consequences for cost. While the amount of r.o.w. needed is very small, use of any CSX/WMATA r.o.w. at all forces the project to comply with expensive safety and separation requirements there for facilities built near operating railroads.

So that does not bode well for building a quality trail in the Georgia Avenue/Burlington Avenue area - unless the county can come up with $21 million, which is unlikely.

On the good news side is this report about the Silver Spring Transit Center receiving additional federal money. It doesn't specifically mention money for bicycles, but since budget problems were causing the county to trim bicycle facilities, including connections with the Met Branch and Green Trails, it can only help

Four Mile Run Restoration

Arlington and Alexandria have been working on a plan to restore Four Mile Run south of Shirlington. The waterway was rebuilt in the 70's and 80's to become a giant drainage ditch. This was done by the Army Corps of Engineers, so it's definitely function over form. [The Corps is also responsible for managing the Anacostia in Southern PG County - and it's they who insist on mowing the riverside, meaning the NE branch trail is out in the open, instead of under a nice tree canopy]. Anyway the whole thing is now kinda ugly, environmentally questionable and definitely underutilized.

So that brings us to the Four Mile Run Restoration Master Plan. It's a really good plan and like the Anacostia Waterfront Initiative, if half of its ideas become reality it will be a fantastic improvement. This is also part of Alexandria's Green Crescent. Besides the pleasure of biking through a park instead of a storm sewer, the advantages for cyclists are the following:

For bicyclists, a commuter trail on the north side of the stream maintains a fast and efficient commuting route. For a more leisurely experience, the trail on the southern side of the stream will offer an unhurried route.

The trails on both the Arlington and Alexandria sides link with existing trails to create a continuous trail network. On the eastern end of the corridor, the trails link with the Mount Vernon Trail, a trail that runs along the Potomac River. On the western end, the trails link to the Washington and Old Dominion (W&OD) Trail.

In addition, a proposed bicycle facility provides a venue for bicycle rentals and a place at which bicyclists stop to eat, rest, shower and buy supplies. The specific uses for this bridge will evolve over time as the Potomac Yard development nears completion. In addition, new pedestrian/ bicyclist bridges are proposed at other key locations: the extension of Commonwealth; at the site of the new community plaza and recreational facility on Mount Vernon Avenue that links to Arlington ’s Four Mile Run Park; west of the existing Mount Vernon Avenue bridge to provide safe and convenient pedestrian and bicycle access for Alexandrians wishing to shop at the stores along South Glebe Road; and at the place where lower Long Branch meets Four Mile Run in. In addition, with the creation of a new bridge and intersection proposed for traffic traveling on South and West Glebe Roads, the existing bridge would be converted to, or possibly replaced by, a pedestrian and bicycle-only bridge.

So additional trails, additional crossing and a bike station. It all sounds too good to be true.

 

New Parking on the mall

The National Park Service is going to expand bike parking facilities on the Mall by 100 racks. There are already a few bike racks there; however, they're varied in design and state of repair - for example the racks at the Vietnam Veterans Memorial, which are old and falling apart. 

After consulting with Eric Gilliland of WABA on rack design,  NPS decided to use the inverted U (or hoop) racks on the mall (with posts as a secondary option) at as many as 20 different locations. NPS will pay for the racks and DDOT is going to install them. This is good news. There's a derth of good parking down there.

The Park Service has already added bike racks at 15th St & Constitution Ave around the Washington Monument and more are planned for the Lincoln Memorial area when construction is finished there.  Some of these will also be replaced in the near future. Other locations for bike racks include Constitution & Independence Avenues and the replacement of some racks in front of the Air and Space Museum.

If you have a locaton you'd like to recomend you may contact Alexa Viets National Capital Parks - Central, Transportation Analyst at (202) 485-9877 with specific questions or locations.

I would love to see NPS add a bike station at the Smithsonian Metro stop. Then you wouldn't have to lock up to a streetsign or expose your bike to the elements (see photo). Commuters could use it. Tourists would definately use it. It may even be capable to get plumbing in - which will not be true of the Bike Station at Union Station.

Fixing the Interim CCT

 

First let me say this, it's time to do away with the "interim" Capital Crescent Trail. Either add it to the Capital Crescent Trail or call it the Georgetown Branch. And then be done with it - it's too confusing. But that's just my opinion.

The portion of the interim CCT east of the Rock Creek Trestle is in bad condition. It was never really in good condition, but erosion has made it worse. And people notice.

A recent DPWT inspection supports the recommendation made by the 2001 CCT/MBT Facility Plan - that this segment of the trail should be paved with asphalt to control erosion. The Coalition for the Capital Crescent Trail, WABA, MoBIKE and other trail advocates are calling on the County Executive and Council to fund this work in the next Operating Budget.

The problem, and proposed solution, is described in a slideshow, in PDF format.

I know that the idea is to leave this the "interim" section until the Purple Line is built, but honestly, that seems a long way off (if not forever). By the time the Purple Line is built, this section will probably need to be rebuilt anyway.  I say pave it from the trestle to Stewart or Kansas Avenue.