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Really? Someone seriously thought that people who show up at one meeting and live on one block should get to "democratically" veto anything that happens outside their front door?
Between Phoenix, VeloCity, and now The Old Bike Shop, the used-bike market's fairly healthy right across the river.
Toggle Commented Aug 29, 2013 on Bike and Roll Annual Bike Sale at TheWashCycle
My commute takes me around the Ellipse, which indeed is closed to everyone about 5-10% of the time. It is the ONLY safe crosstown route in the one mile stretch of downtown D.C. south of H/I; otherwise, it's Constitution or Independence, both of which are commuter sewers (and it's debatable whether H/I/K are as well). Because yes, a one-mile detour in the middle of the country's second-biggest CBD is no biggie. The NPS website currently states that bicyclists are welcome on all roads and paths within Presidents' Park.
FWIW, recently saw a talk by Peter Koonce about signals. There are many instances there where they've changed signals to better accommodate bikes, including timing a few key corridors (SE Hawthorne, NE Broadway) as "green waves" for bikes. Hawthorne was taken from 27 MPH to 12 MPH, for instance.
The carping about clothing really struck me as shallow. Has he not noticed that it's a lot hotter and more humid here? Amsterdam's record for August dew point (i.e., absolute humidity) is pretty much the average here. It's 55 F and rainy there right now; of course I'd wear regular clothes if I were riding there.
Toggle Commented Jun 27, 2013 on In Defense of Sharrows at TheWashCycle
Millions of bicyclists have ridden in Critical Mass and/or Bike Party in numerous cities over the past 20 years (!), primarily on the West Coast but even as close by as Baltimore. Yet anarchy, bloodletting, and hand-to-hand street warfare -- all of which these teeth-gnashing anonymous online commenters suspects lurks right around the corner -- remain surprisingly scant. Meanwhile, I know that many very important people in bike advocacy in Chicago, Portland, and San Francisco got their start in Critical Mass. I find these very agreeable people to be rather different from the stereotypes written above. Honestly, I'm now too old for Mass-style rides, but a group bike ride shouldn't just be me riding alone with a map to a destination. Nor should every gathering of more than 10 bicyclists require a Park Service parade permit, a 7 AM Sunday start, and $1M in police overtime. (If that's even possible: witness Bike DC's disappearance.)
Ahh, the old Critical Mass debate. I will point out that many cyclists -- including myself, when I was young and inexperienced -- find that "corked" rides, without pauses for cross-traffic, *feel* safer, since riders surround themselves with a cocoon of fellow cyclists. These rides also played a large role in building and sustaining large communities of cyclists in many cities, notably in the Bay Area (where Bike Party emerged as a friendlier alternative to Critical Mass). Yes, it's also a problematic and law-flouting way to run a ride. It's also, speaking from experience, dang near impossible to get a group of more than ~50 cyclists to stop at every single light. It's also impossible for a volunteer group with a very diffuse organization and a broadly distributed message to "arrange the necessary ride marshals." The alternative isn't to have a ride with pre-registration fees, it's to have no bike ride.
Thomas Jefferson's designs for Pennsylvania featured a gravel trail in the center (meant for horses without carriages), with carriageways on either side: If we were to resurrect that design, I assume that CFA would complain that the double allee of trees in the center would obscure the view towards the Capitol.
@Engineer: I do the same, but it's annoying and costs everyone time and effort. I need to work on my one-handed trackstanding, I guess, so I can wave people through with the other hand. @SOS: "If you're not capable of doing the speed limit because you're stuck in traffic or double parked or texting or making an unsignaled turn, stay out of the right half of the traffic lane and have some courtesy." Ahh, much better. (I get stuck behind cars dozens of times every day. I daresay more cyclists are stuck behind cars every day than vice versa.)
@UrbanEngineer: except that recently, as reported here, Falls Church police were citing cyclists who didn't come to a full, *foot down* stop on the W&OD trail. For a lot of non-bicyclists, including a lot of the drivers I end up waving through intersections, foot down = stopped. They don't know that I can trackstand for quite a while; they think that as long as my feet are on the pedals, I'm raring to roll.
The Pink Line north-south stretch has all of one station currently, with a second station as a distant proposal, so it's not exactly duplicating coverage. There's one service duplication I wish were included here: the existing Ashland local bus turns east at its northern terminus to meet the Red Line, providing a nice transfer point for continuing further north, and this map doesn't indicate that the BRT route will do the same. As John and Zoltán point out, Chicago has a thorough grid of streets, and cyclists have almost no reason to dodge buses on Ashland when there are superb streets for cycling just 300' away. Another factor that makes both Ashland and Western excellent corridors for BRT is that there frankly isn't much retail along either corridor. Pedestrians won't often be tempted to run across the street to cross-shop, since retail focuses on more human-scaled streets nearby. This also might explain the relative lack of uproar over removing moving lanes; there's ample capacity in the road system. Given CTA's history with rapid bus service, I would expect that BRT service will run as an overlay during the day and a local service will continue overnight.
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Also, wow, very heartening report from the hearing! Connecticut is a tough case: it was one of the nation's premier mixed-use streetcar corridors, and it could be so much more: commercial still thrives along it despite the torrents of commuter traffic. Yet it's so integral to the regional arterial system, and to get from/to the very choicest bits of town.
@Oxie: you're not the only one. DDOT's own follow-up analysis has found that the signal timing, particularly for southbound cyclists is really difficult. I've regularly encountered 90%+ red lights headed south from Rhode Island; this gets especially tiresome in summer when the breeze is the only thing keeping me from collapsing into a puddle. And since the lights will always favor northbound car/bike traffic, there's no good way to fix the situation. Also, the pavement ruts are obviously pre-cycletrack: they line up nicely with parked-car engine drippings.
Hooray for filling in the missing bit of 14th St.! The shown sections of 4th SW are pretty chill, but it will be nice to have the protected space and narrower travel lanes to prevent speeding. I pointed out this street to DDOT staff, though, as another example of a designated bicycle route where signals seem timed expressly to stop bikes at every single block. @JeffB: you mean in general or DDOT-specific? Bike boulevards (the new term of art is "neighborhood greenway") are pretty common out west, e.g., Berkeley, Palo Alto, Portland, and Vancouver, and started arriving in Minneapolis recently.
Toggle Commented Mar 5, 2013 on DC's proposed bike lanes 2013 at TheWashCycle
The Go-getter bag, like the most Xtracycle-type panniers, isn't intended to be removed from the bike except for cleaning. I'm sure that the Capitol Police regularly cut open car trunks, too, which are capable of holding exponentially more dangerous stuff. Besides, don't they have mine-sweeping robots who can peek inside things by this point?
Toggle Commented Mar 4, 2013 on Monday Morning Commute - No Bags at TheWashCycle
Performance parking re-evaluates the two-hour maximums. Those are ostensibly there to ensure turnover, but instead of such Byzantine rules, performance parking uses higher prices. Price rationing is the American way; queue rationing is the Soviet way! These people's rhetoric needs a severe boggling. Supposedly, they are "victims" of a "war" while it's us pedestrians and cyclists who are being left to bleed to death in the middle of the "battlefield." (DC does have an off-street parking minimum for single family houses, IIRC one space per house. The highest I remember seeing was 1.5 spaces per bedroom, which applied to parts of San Jose.)
Yeah, this seems like an odd location -- there's a giant CaBi dock right in the middle, and that was selected partly because it's lightly trafficked and relatively slow. The road doesn't really go anywhere in either direction.
Per Downtown DC BID, "In 2006 the Washington Parking Association (WPA) estimated that there were 199 parking garage locations in the Downtown and Golden Triangle BID areas providing 45,721 spaces." That does not include the 17,000 street parking spaces. Therefore 150 parking spaces = 0.2% of downtown parking supply. In other words, 417 out of every 418 downtown parking spaces remain after "The bike lanes have taken up all the parking spaces." Less pertinent, but per the Colliers International 2011 Parking Rate Survey, only 10% of DC CBD parking garages have waiting lists, parking availability is "fair" (middling), and average monthly rates for unreserved garage spaces are $260/month, $18/day, and $10/hour.
Zoning regulations typically only apply to new construction (i.e., you need to comply when requesting a building permit, certificate of occupancy, etc.). At all other times, things can be out of conformance with zoning for pretty much indefinite periods of time.
Toggle Commented Jan 27, 2013 on The Re-Answer Issue at TheWashCycle
Federal Realty not only built Bethesda Row, but did so beginning way back in 1993 when the idea of "livable communities" was in its infancy.
Toggle Commented Dec 18, 2012 on Monday Evening Commute - Expansion at TheWashCycle
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Dec 17, 2012