CWL #9 - New York Avenue Station MBT

This is the ninth project on my 12-item Christmas wish list for DC biking projects.

#9 Opening the New York Avenue Metro station section of the MBT

Cost: paid for
Status: Paperwork signed and waiting on spring for construction
Probability: Pretty much a done deal.

Since I made my list, this article came out with good news for those waiting on completion of the Metropolitan Branch Trail.

In late October...the city finally received permission to extend the trail about 1,200 feet from its tail-end adjacent to the New York Avenue Metro Station to R Street NE in Eckington. But now that winter is approaching the paving might not commence until spring.

It's about time. The 2500 foot section that now exists opened over a year ago and then immediately closed. This next piece will make the whole thing bikable, open it up and allow one to avoid the traffic on Florida and New York Avenues. Then there's this to look forward to:

Next on the Met Branch Trail agenda is an extension from R Street to Franklin Street in Brookland. This section will include a pedestrian bridge over the railroad tracks connecting the trail to the Rhode Island Avenue Metro Station.

CWL #8 - Reopening DC

This is the eighth project on my 12-item Christmas wish list for DC biking projects.

#8 Opening all (some) of DC's closed off areas

Cost:Free to cheap
Status: Depends on the area
Probability: Depends

There are a lot of areas in the DC area that act as bicycling barricades. The White House, The Capitol, and other government areas being the first to come to mind.

While the White House grounds will never be opened to bicyclist, what about E St. NW just south of the White House? It should be made easier for bike commuters.

The Capitol grounds are pretty accessible, though some of the car barricades are difficult to navigate. Still, I'd like to see the "No bicycles" sign at Maryland Avenue SW and 1st St. SW removed. I bike past it regularly and it's not enforced, so they should just remove it.

The Arboretum and Langston Golf Course are bad ones. They aren't allowing the Anacostia Trail to pass through. The Arboretum fancies themselves a "research facility, not a park." Whatever.

Fort Myer might be the worst. Thin and long it pushes cyclist miles out of their way.

Greenbelt National Park opened up it's road, but there still is no east-west route and the east side of the park is completely inaccessible (to anyone, there aren't even hiking trails).

There are more than that, but anything to open these areas up will help.

CWL #7 - TR bridge completion

This is the seventh project on my 12-item Christmas wish list for DC biking projects.

#7 Utilizing the bike lane on the south side of the Theodore Roosevelt Bridge

Cost:Unknown
Status: Mentioned in the DC Bike plan
Probability: low

The Theodore Roosevelt Bridge from Rosslyn to DC near the Kennedy Center has pedestrian lanes on both the upstream and downstream sides of the bridge. The upstream lane connects the new Kennedy Center Trail from G St and Virginia Ave NW to the Mount Vernon Trail.  [Unfortunately there's no way to go directly to TR Island NP though the trail lane goes directly over it - but that's a different subject]

On the downstream side is another lane that is sadly unusable. Adding a pedestrian lane to a bridge is often difficult and expensive. Even the new Wilson bridge will only have one lane. So to have a lane that's not used is just bad business.

From the DC side it starts where Independance Avenue, Route 50 and I-66 meet and on the Virginia side it stops in the highway medians that make up the intercahge of I-66, Jefferson Davis Highway and George Washington Parkway. Here's a map that shows it. There are at-grade crossings on the DC side, but across very busy streets.

A bridge over Independence Avenue would connect the bridge to West Potomac Park; and a trail and bridge would connect the Virginia side to the Iwo Jima Memorial. See this map. Alternatively, the trail could be connected to the Mt. Vernon trail again without crossing over the GW Parkway.

And while we're at it, it would nice to improve the railings along both sides from the 12 inch high rails to something shoulder high, like what one sees on the 14th Street Bridge.

Thinking differently

I agree with most of what Richard says on Urban Space but not that he doesn't save money by biking everywhere. Here was my comment:

Even if you get all of your repairs done at the shop, it's still cheaper to bike than drive or metro. The GAO estimates the operating cost of a bicycle at $0.05/mile. The average car operating cost is $0.26/mile. Shady Grove to Franconia-Springfield is about 25 miles and will cost you at least $0.09/mile and no one rides it that far.

CWL #6 - BW Parkway Trail

This is the sixth project on my 12-item Christmas wish list for DC biking projects.

#6 A bike trail running the length of the Baltimore-Washington Parkway

Cost:Unknown, but expensive
Status: Not even a twinkle in anyone's eye
Probability: extremely low

As pointed out earlier, there are three major parkways in the DC area. Both the Suitland and George Washington parkway have bike trails associated with them, and both of them have made it onto the wishlist already. The BW parkway is oddly left out of bicycle plans.

Running about 30 miles from the Anacostia to just south of Baltimore's Inner Harbor, the BW could be improved to include a bicycle connection between the two major cities it's named for, (with an offshoot to the BWI trail to boot). The BW could be made more into a linear park and less into a highway. Admittedly, it is less suited to being a bikeway than the GW because the river along the GW limits grade crossings, but it's hard to find a better candidate for the next great bike trail in the area.

CWL #5 - North Bethesda to CCT

This is the fifth project on my 12-item Christmas wish list for DC biking projects.

#5 Connecting the North Bethesda Trail to the CCT

Cost:Unknown
Status: #6 Priority of MCBAG, DPWT working on Trail improvements this winter, plans approved
Probability: high

With work beginning this past November on part of the North Bethesda Trail between 270 and 495 along Fleming Road, and improvements (albeit controversial) being planned for Norfolk Road, not much is needed to complete the 2.1 mile connection between the North Bethesda Trail and the Capitol Crescent Trail - arguably the regions premiere trail.

Bike lanes are planned for Exeter, Norfolk Avenue and Woodmont Avenue with a bikeway through Battery Lane Park, and a shared use "North Bethesda Trail-NIH Connector" path from Battery Lane to the end of the North Bethesda Trail along Ceder Lane. In fact, the only hold up seems to be NIH which plans on building a security fence that will thwart the trail. WABA and the county have tried to intercede, but I'm not sure how that's going.

Addendum: Since I wrote this, I've ridden up here again. Here's what I know. NIH built their fence and a trail along the south side of the fence. So you can get from Norfolk to the NBT on trail and sidewalk, but it ain't pretty. They still need to improve the connection from NBT to NIH and add some signs guiding you from one to the other.

CWL #4 - W&OD under 395

This is the fourth project on my 12-item Christmas wish list for DC biking projects.

#4 Extending the W&OD (or Four Mile Run) trail under 395

Cost:Unknown
Status: Part of the 2001 Alexandria Bike Plan and 2003 Northern Virginia Bikeway and Trail Network Study. Reportedly, ROW acquisition is complete and project is funded, but being held up by gas line construction.
Probability: High

This is one of those common sense projects that I just can't believe hasn't been done yet. If you ride the W&OD or the parallel Four Mile Run trail heading east, the W&OD ends at I-395 and the Four Mile Run trail takes a convoluted detour through Shirlington. Meanwhile the actual Four Mile Run passes directly under I-395 through spacious culverts. Directing the trail along Four mile run, past the Exxon, under I-395 and then along Four Mile Run to the Wayne Anderson/Four Mile Run Trail along S. Glebe Road seems like a rather simple and inexpensive way to connect the trails across what was identified by citizen groups as a major barricade.

Construction was suppose to begin in 2002 and again in the first half of 2005, but still nothing has been done. The only possible explanation for the hold up is the construction of a natural gas line to supply WMATA buses that's being built in the same area. Plans to run the W&OD trail along the remainder of the old railroad right of way all the way through Del Ray were shot down years ago:

 W&OD right of way between Raymond and Jeff Davis Highway. Rejected by city staff for bike plan due to neighborhood resistance.  Jefferson Park in favor, Del Ray deferred to Randolph Street residents who are concerned   about opening the trail with the current state of commercial properties to the north.

CWL #3 - Suitland Parkway Trail

This is the third project on my 12-item Christmas wish list for DC biking projects. (photo courtesy of www.cyclemas.org)

#3 Extending and rehabilitating the Suitland Parkway Trail

Cost: ~$4Million
Status: Preliminary Feasibility Study done in 1994, but would need to be redone.
Probability: Medium

If you've ever tried to bike the Suitland Parkway Trail then I have to ask, really? It's not that the trail itself is so bad (though it is right up on the road and in less than ideal physical shape). It's just that the trail doesn't go anywhere. It dead-ends at the DC border and because it has steep embankments, it's hard to get to/from the trail.

Still a small extension from the DC border to the Naylor Road Metro station would make this trail a viable tool for commuters, and a better recreational trail. DDOT has said it will rebuild its portion if Maryland builds it (though not sure if that means build it to Naylor Road or all the way to Andrews Air Force Base as proposed in 1994 - that's the $4million project).

Here is the status as of July 19th, 2005

The Suitland Parkway is a unit of National Capital Parks East, in Maryland.  It is one of three scenic parkways in the national capital region, the other two being the Baltimore-Washington Parkway and the Mount Vernon Parkway.  It was designed as a scenic limited-access roadway during World War Two and opened in 1944.  It runs southeastward from Anacostia in the District of Columbia to Andrews Air Force Base in Maryland.

In 1994 the NPS did a preliminary design study.  It identified substantial physical obstacles due to slope of the embankments, relatively narrow ROW, sensitive forest and wetlands.  There are also some security concerns in the vicinity of Andrews Air Force Base, and the original route going past the front gate may no longer be viable. No funding has been identified for this project since the preliminary feasibility study was done some years ago.

Making East Potomac Park part of the Mall

The National Coalition to Save Our Mall presented plans to expand the mall to include East Potomac Park as part of their Third Century Mall project. So basically, their plan to Save the Mall is to expand it.

East Potomac Park is really the only place in DC one can go for a good training ride. It's flat, there's little traffic and it's close to the urban core of the city. The plans do call for making bike trails and planners claim it would give cyclists a place to ride now that they've been "crowded out by museum".

Personally, I don't have trouble biking in or around the mall. And I don't see how taking away one of the best biking areas in the city will help cyclists. And I don't see how doubling the size of the mall "saves" it.

If they're really interested in saving the mall, then they should work on making it a 24 hour part of the city. When the sun goes down, the mall is dead. I'd like to see a "Tavern on the Mall" type bar/restaurant somewhere near there. And outdoor cafes. A place for residents as well as tourists.

From BeyondDC:

While it’s true that the more cultural uses you plop in one location the more efficiently that location handles them, it does so at the expense of urban diversity as that location becomes ever more isolated from the rest of the living city. On the other hand, if you use cultural nodes as civic components in mixed-use neighborhoods, you enhance the experience for all.

Someone should read Jane Jacobs' The Death and Life of Great American Cities.

CWL #2 - WB&A to Anacostia Connector Trail

This is the second project on my 12 item Christmas wish list for DC biking projects.

#2 Connecting the WB&A trail to the Anacostia Trail system

Cost: Unknown
Status: Mentioned in Metropolitan Washington Greenways Report 2000
Probability: Low
Comments: The WB&A trail is one of my local favorites (the bridge over the ConRail line is amazing), but right now it doesn't connect to anything. In the far distant future there are plans to complete it and connect it to the B&A trail, but right now the two pieces of the WB&A aren't even connected (though they should be by the end of 2006). Using neighborhood streets or the Beltsville Agricultural Research Center, the WB&A could be connected to the Anacostia Tributary Trail System at the Northeast Branch Trail. Right now the American Discovery Trail has a route to get from one to the other, but it isn't very appealing or well marked. A sign alerting riders of a connector route, a map at each trail showing how to get to the other, and simple trail-blazes is a minimum. Building an off road trail (and the land is there to do so) would be preferable. Alternatively, connecting the trail to New Carrolton Metro could give the trail a better role for commuters.

Rock Creek Park Debate

 

With the recent decision to leave Beach Drive open even during non-rush hour traffic, a debate rages on. Eric Gilliland of WABA wrote:

In the hopes of finding common ground, a plan was developed that recommended closing just one segment between Broad Branch and Military roads. This segment of Beach Drive has no bike path and offers a parallel route for cars, Ross Drive, which could handle the diverted traffic and leave surrounding neighborhoods unaffected by the closure. But the final version of the plan rejected both approaches without explanation.

And an opposing opinion:

[Closing Beach Drive in Rock Creek Park] was overwhelmingly opposed by surrounding communities. Closing Beach Drive would have created inequalities in access to the park.The management plan will improve existing hiking and bicycle trails and examine the possibility of new trails.

But, closing Beach Drive and improving existing hiking and bicycle trails are two unrelated issues. Unless you believe that improvements are just a consolation prize. It's ridiculous that the Park Service was unwilling to make the smallest of consolations.

Christmas Wish List #1 - Mt. Vernon Trail Extension

With Christmas just around the corner, I've decided to put together my wish list for DC area projects. Because of the inane song, I've come up with 12 items and I'll be putting them up one at a time. The order is not random, I've got favorites and we'll go from least to most so this should really be exciting (if you find this exciting you really need to leave the house more). Some of these projects have been considered, some are planned, some are funded and some are just crazy. So crazy they just might work. Feel free to add your wishlist in the comments.

#1 Extending the Mt. Vernon Trail North to the American Legion Bridge

Cost: Unknown
Status: Feasibility Study Complete
Probability: High
Comments: This has been mentioned before. It's a pretty good project from a recreational standpoint, and it would really open up the northern portion of the GW parkway to cyclists, but I'm not sure how much commuter use it will get. In order to reach full potential it will need to connect to a bicycle crossing of the American Legion Bridge.

Cross County Trail to Open Dec. 17

The Cross County Trail, a 38 mile trail across Fairfax county, opens Dec 17. The trail runs from the Occoquan River in southern Fairfax to the Potomac River in Great Falls in the northern end of the county. The trail has a variety of surfaces - asphalt, smoke ash and natural surface - and it follows numerous stream beds, with some fair weather crossings. For much of the route the trail avoids housing developments and only has about 1/2 mile on roads. The trail connects dozens of disparate pieces of public land to create a continuous line. It can be broken up into two pieces, the Difficult Run section and the Accontink Creek section, both of which move downhill from I-66.

Additionally,

Board of Supervisors Chairman Gerald E. Connolly (D) proposed an effort to encourage the use of bicycles in traffic-clogged Fairfax. The board agreed Monday to ask the county departments of Transportation and Planning and Zoning to consider such proposals as creating a countywide map of bicycle facilities and identifying roads that could accommodate bike lanes without considerable construction. With the planned completion of the Cross County Trail, Connolly said, "the time has come to actually look at our bicycle policy."

Nice to see Fairfax county catching up with the rest of the region - most jurisdictions have had bike maps and plans for years now. More here.

11th Street Bridges Redesign

The Middle Anacostia River Crossing Study determined that in order to improve connectivity across the Anacostia, the 11th Street Bridges would have to be completed.

Southbound motorists on the Anacostia Freeway cannot access the bridges; nor can motorists on the bridges go north onto the Freeway. The ramps to make these connections do not exist. This results in commuter traffic to and from the north driving through neighborhood streets to get to their destinations.

Besides helping motorists, one of the objectives is to improve bicycle and pedestrian facilities on the bridges.

Narrow shoulders and sidewalks currently limit the potential for bikes and pedestrians to cross the Anacostia River and access the recreational facilities along both its banks. The project will provide safe and efficient connections to these planned facilities.

The bridges serve as major connections on the ART as it's designed now, and might serve to connect to a trail along a restored Virginia Avenue or the Shepherd Industrial Spur right-of-way.

DDOT is having two meetings next week to discuss the Environmental Impact Statement for this project.

W&OD and Dominion Virginia Power

Dominion Virginia Power plans to construct a new 230 kilovolt electric transmission line in Loudoun County,running from the east side of Leesburg to the east side of Purcellville. On October 21, 2005, the State Corporation Commission Hearing Examiner ordered that the W&OD must be considered as a route for new transmission lines and required Dominion to send notices to all property owners along the W&OD Trail. (click here to view the text of this order [PDF file]). Trail users need to be fully aware that a new, extremely intrusive power line may well be constructed on the W&OD Railroad Regional Park along one of its few remaining well-wooded segments.
Click here for more information (PDF file) about the proposed electric line and the manner in which it would impact the park.

There's a pretty organized effort to stop this, and you can donate or sign a petition if you're so inclined. Or you can make the State Corporation Commission (whatever that is) aware of your feelings here (click on "Submit Comments"under Case Number PUE-2005-00018).

Or you can also speak at public hearings in Loudoun County on February 8, 2006, beginning at 1:30 p.m.and reconvening at 7:00 p.m. or on February 9, 2006, beginning at 9:30 a.m. at

The Board of Supervisors Meeting Room
Loudoun County Government Center
1 Harrison Street, S.E.
Leesburg,Virginia

and in Richmond on March 27, 2006,at 9:00 a.m., in

The State Corporation Commission's Courtroom
Second Floor
Tyler Building
1300 East Main Street
Richmond,Virginia.

 

Anacostia Trail Environmental Assessment Released

There are two major new trails being planned for the district. The first is the Metropolitan Branch Trail which is in various states of design, construction and re-design. The other is the Anacostia Riverwalk Trail.

The ART came out of the Anacostia Waterfront Initiative, an ambitious plan for the District's other river. It involves a sprawling trail, running sometimes on both sides of the river, from Fort McNair to Bladensburg. It would connect to the Rock Creek Trail, Watt's Branch and the Anacostia Tributary Trail System.

It has the potential to be the city's signature trail system, since it's being planned with the development of the area instead of being squeezed in later. There are some problems with the Arboretum and Langston Golf Course - neither of which wants to make room for a bike trail, but right now the trail is brimming with potential.

The environmental assessment was submitted for a 30 day public review that ended January 20, 2005. Then there was a public meeting period. Now the NPS has selected its preferred alternatives for the three design sections of the trail. In each case they chose option A, because those alternatives "minimized impacts across the range of all environmental impacts analyzed."

On section 1 this pushes the trail up from the river's edge and along Anacostia Drive. 

On section 2 this keeps the trail on Water Street in one small stretch and down to the river at another.

On section 3 is where this makes a big difference. Instead of going along Benning and Kenilworth Roads, the trail were turn on the riverside of the PEPCO plant and the NPS maintenance Yard and then go around the trash transfer station. Despite the trash transfer part, I actually prefer this one. Eventually, when the old Kenilworth land fill site is cleaned up, the trail should cut across there.

The Finding of No Significant Impact (FONSI) was issued and so the study period for this batch seems to be complete. 

Bicycling Fatalities

It seems there have been more bicycling fatalities in the area lately, the most recent being a hit and run in Silver Spring - authorities are still looking for the driver. An incident in Colorado involved a teen-aged driver text messaging while driving. New York City has seen a spike in accidents and mixed response from the city (transportation officials who encourage cycling and a police force that discourages it). There are enough injuries for a local law firm to specialize in them. So, stay on the lookout since few drivers are looking out for you.

Riding Patuxent

The Examiner had a nice little article about biking in Patuxent Research Refuge. I've never biked there, but I have ridden the WB&A trail which is in the same area, and it's very pleasant. The wildlife refuge is where President Bush was famously biking on the day Capitol and White House were evacuated due to an errant Cessna flying into the restricted airspace. He was biking the Central Tract, but we're not allowed to (it must be nice to have your own place to ride). Still the North Tract (not to be confused with the one in Arlington) sounds like a place worth checking out.

Motor assisted commute

The Examiner has an article about a school teacher who rides a bike he rescued from the trash, attached with a motor and uses to ride the 17 miles from home to school. On the way home he rides it without the motor. It's a nice modification of the trick where you take your bike on the bus to work to avoid being sweaty, but then ride it home where a shower awaits.

Beach Drive to remain open for cars

It's been widely reported, and if you read this blog you probably already know it, but the National Park service has decided not to close Beach Drive during regular hours as proposed.

The original proposal was to close three sections of Beach Drive, but Eric Gilliland of WABA said:

After the release of the draft General Management Plan a few years ago, many neighborhood groups and local politicians came out against the trial closure.  Even Mayor Anthony Williams, who is a big supporter of bicycling and an original supporter of the test, backed away.

So the proposal was scaled back to the one section, which still leaves Ross Drive open to commuters. But even that was rejected.

The Park Service plan has a mixed bag of initiatives.  They plan to lower speed limits - which is of little value since they don't enforce the ones they have.

winding roads means it could be difficult to monitor speeds. Park Police Captain Jeanne O'Toole says the Park Service is also considering laser and radar to help enforce lower speeds.

They plan to install either speed tables or speed bumps. This is a terrible idea. It will reduce the facility of the road for cyclists and roller bladers when the road is closed, and when the road is open, cyclists will avoid it anyway. By adding speed bumps, they're trying to take a poorly designed road and make it better by making it worse.  There are better ways to calm traffic than speed bumps, such as roundabouts and visual cues. Though roundabouts do have issues for cyclists.

As previously mentioned here, there are plans to rebuild the trail from Georgetown north to
the Zoo entrance to make it less...awful, and money has been secured to study installing a parallel bike trail along some segments of Beach Drive but, again quoting Eric Gilliland

it is my understanding that this has already been examined and deemed unfeasible due to the narrow right of way and the impact of construction on the gorge. 

In general I think this is bad news. It's a shame the Park Service has decided to run a transportation facility instead of a park.