THINKBIKE WORKSHOP WASHINGTON DC

November 15 – 16, 2010

FINAL REPORT

Sponsored by:

The Royal Netherlands Embassy

In co-operation with:

Fietsberaad International

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Contents

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1. Introduction

Through a multi-city initiative called “ThinkBike Workshops”, the Royal Dutch Embassy in Washington, DC has invited Dutch experts of Fietsberaad International to visit Canadian and US cities to discuss possibilities for increased bicycle use. Fietsberaad is the Dutch centre of expertise on bicycle policy disseminating its knowledge and expertise abroad. The ThinkBike workshops bring together Dutch bike experts, local politicians, planners, advocates, engineers and business people in each city to plan and discuss how it can become more bike-friendly by applying aspects of the Dutch approach. Teams consisting of Dutch experts and a mix of local experts convene for two days during which they survey the cities by bike and discuss in workshop format how streets, intersections and whole neighborhoods can be improved for optimal bicycle use. Topics of discussion at the workshops include bike safety, bike commuting, biking to school, bike parking, bikes and public transport, law enforcement, etc. The workshops consist of a kick-off session, open to the general public, followed by the workshops behind closed doors and conclude with a closing session, also open to the public, where the recommendations are presented by the teams. Washington, DC was the third city to host the bike workshops (after Toronto and Chicago); they took place on November 15 and 16, 2010.

In close cooperation with the City of Washington, DC and the Metropolitan Washington Council of Governments, two teams (orange and blue) were formed comprising three Dutch experts and a number of local bike experts from various backgrounds to address two design assignments as well as a long term strategy on promoting cycling and a better marketing and communication strategy on cycling.

At the workshops the experts exchanged views on how Dutch bicycle policies and best practices could be best implemented in the various practical situations in Washington, DC.

Furthermore, the Dutch experts discussed the Dutch philosophy and principles behind the approach to promote cycling and how to implement these elements in Washington, DC. A small group of both teams also looked into how the various Dutch methods could be applied to a long term marketing and communication strategy for Washington, DC.

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2. Outline of the workshop This report presents the results of the two days’ ThinkBike workshop in Washington, DC held on November 15-16, 2010. Objectives of the workshop were:

a) An exchange of views on bicycle policy applied in a practical situation (corridor or area) in Washington, DC and possible integration of Dutch ideas and best practices in the Washington situation;

b) To disseminate the philosophy and principles behind the Dutch approach to promote cycling and the possibilities to implement elements of the same in Washington DC;

c) To discuss Dutch methods of marketing and communication for a long term strategy to promote bicycling

The two ThinkBike teams (orange and blue) both worked on a different design assignment, while a small group of both teams worked on a long term strategy on promoting cycling for Washington, DC by applying various Dutch methods of marketing and communication. The Dutch experts presented the philosophy and principles of the Dutch approach to promote cycling and discussed the possibilities to implement these methods in the Washington cycling strategy. However, it was definitely not a “one way” discussion: the local experts gave an overview of the already implemented bike projects and the ones in progress in the District, which resulted in a lively discussion with the Dutch experts. Part of the workshop was a bike tour along the two design areas and the city center of Washington, DC. We had good discussions on how streets, intersections and whole neighborhoods can be improved for optimal bicycle use. Topics of the discussions at the workshop also included: bike safety, bike commuting, cycling to school, bicycle parking the integration of cycling and public transport, law and enforcement. The workshop started with a public kick-off session on Monday, November 15 with a presentation about “Cycling in the Netherlands”, followed by a cycling tour to the two design areas. The presentation can be viewed at http://www.slideshare.net/DutchEmbassyDC/thinkbike-dc-work On Tuesday, the workshop ended with a closing session open to the general public at the Columbus Club at Union Station. At this session the various presentations and final recommendations where presented to the audience. Two Congressional members, Congressman Petri (R-Wisconsin) and Blumenauer (D-Oregon), both co-chairs of the Bike Caucus attended the meeting; both presented their views on the advantages of biking to give a boost on cycling in the Washington, DC area. These workshops have been carried out by Fietsberaad International and are part of a series of workshops that have been made possible by the Royal Dutch Embassy in Washington, DC. Fietsberaad International is the Dutch bike centre that disseminates Dutch knowledge and expertise about cycling policy abroad.

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We would like to thank the representatives from DDOT and MWCOG and all participants who took part in these workshops. Our special thanks go to Jim Sebastian (District Department of Transportation DDOT), Michael J. Farrell (Metropolitan Washington Council of Governments) and in particular to Megan Kanagy (DDOT) for the way she organized everything to perfection.

3. The Dutch approach to promoting cycling The Netherlands is considered to be the world’s “number one” cycling country: in modal share (27% of all trips are by bike), in quality and quantity of bicycle infrastructure as well as the way bicycle policy is integrated in town and country planning and transport policy. The “Design manual for bicycle traffic” (CROW, June 2007) is the world’s leading manual for bicycle infrastructure. For a comprehensive picture of all aspects of the Dutch approach, visit the website http://www.fietsberaad.org where you can find the Design Manual as well as the publication “Cycling in the Netherlands”. The Dutch philosophy on cycling is based on four pillars:

• cycling is joy, easy and healthy • safety is important; if people do not feel safe, bicycle use decreases • a significant amount of cycling can only be achieved with a high quality of

infrastructure and integrated town and transport planning • political interest and support to make cycling an accepted mode of transport

With these goals in mind, designing bicycle infrastructure translates into the following basic approach: road categorization It is important to designate certain roads for car traffic only and no bicycle use (Interstates, Highways, Beltways). These roads are not safe for cyclists because of the high speeds and high intensity of cars. Other roads are more suitable for (separate) bicycle routes: main roads (40 mph., 30 mph) and residential roads (35 mph., 25 mph). separated bicycle facilities are the best option This can be achieved by a totally separated bicycle infrastructure, but it can also be realized by a bicycle path separated from the car lane by for instance a strip of grass or concrete. The problem with on-road bike lanes, especially the ones on the left side of parked cars, is that they do not feel safe. There is no protection from the fast-moving car traffic and there is a great risk of being ‘doored’. A better option in this case is to have the bike facility on the right side of the parked cars, between the parking space and the sidewalk, so that the cyclist is protected by the parked car.

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mixed traffic: take extra measures Traffic calming is essential with mixed traffic (25 mph for cars), facilitated by speed bumps, chicanes, etc. In residential areas it is possible to divert through traffic to the main roads byallowing only cars from residents and visitors in the area (for instance by creating detours for cars and not for bikes, allowing bikes to cross and cars not). When a separate bike facility cannot be realized on an important bicycle link, and a low intensity of cars needs to be allowed (e.g. giving access to shops or homes), the solution could be to create a so-called fietsstraat: a road where cars have to give bikes right-of-way at all times and are not allowed to pass the cyclist. special provisions at intersections Special provisions at intersections could consist of:

• tunnels and bridges under/over main highways to create safe bicycle routes, • make clear markings at intersections with colored (elevated) bicycle lanes and

extra signs, • bicycle traffic lights at busy intersections

or at junctions to protect cyclists from cars (safety aspect), • “bike boxes” (colored street sections for bicycles in front of cars at traffic lights)

which gives cyclists a jumpstart and prevents accidents with cars making a right turn. It is also a good measurement to protect cyclists from car exhaust fumes.

quality infrastructure Provide colored pavement and use all kind of signs and infrastructural measurements to make the bike infrastructure recognizable and of high quality. In addition, parking facilities for bicycles should be of good quality and should either be guarded or provide possibilities to secure bikes safely. protect cyclists by law enforcement The legal system should protect the vulnerable road user. This means that car drivers should take full responsibility and have full liability when driving a vehicle that can cause danger and accidents. Car drivers should be aware that bicyclists sometimes are uncoordinated, especially when children are involved or when the weather is bad (rainy, snow, windy). Furthermore, car drivers should be educated in sharing the road with bicyclists in order to avoid accidents.

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4. Results and observations of the workshop It has been proven that it is possible to apply the Dutch philosophy in bike promotion and implement some of the Dutch design principles in the Washington cycling strategy. Because the situations are sometimes totally different from the Netherlands, it is difficult to implement all Dutch design principles in concrete Washington-situations. Therefore it is very important to adapt the advice on a local scale. Over all, the concept of the ThinkBike workshop works very well. At the workshops it appeared that on the surface some Dutch examples seemed unrealistic and difficult to apply Dutch reference situations to Washington-situations. Therefore the guidance process by the Dutch experts during the workshops was very important: they served as the catalysts for the American participants. The workshops provided the local experts with the opportunity to work two full days on ‘bicycling only’; the workshops worked like a "pressure cooker": in a short, limited time the participants were able to produce some good results. The composition of the two teams, consisting of local experts of mixed background and the Dutch experts, proved to be key for a successful workshop. Also the size of the teams, 12 participants per team, was good and seemed to create a boost of energy. On Tuesday afternoon a small group from both teams looked into the long term cycling strategy for Washington, DC, incorporating Dutch methods of marketing, education, enforcement and communication. Late Tuesday afternoon, the teams got a little bit nervous because all groups were still busy with the preparation of their presentations. They also had to integrate them into one presentation for the closing session at the Columbus Club in Union Station scheduled for 5:00PM. But they succeeded and the products of the teams were presented by a mixture of Washington and Dutch experts. A very good example of an inspiring collaboration!

!"#"$$ %&'()*+,*-.$-/$,0&$1-)2'0-+'$On 15 November, 2010, the ThinkBike workshops were kicked off in the Council of Governements Board Room by Dutch Ambassador Mrs. Renee Jones-Bos, transport director of DDOT, Mr. Gabe Klein and Dutch teamleader, Cor van der Klaauw. The latter gave a presentation on Dutch cycling infrastructure and policy. Pex Langenberg, Counselor for Transportation at the Dutch Embassy had the overall co-ordination at the kick-off meeting. The first part of Monday afternoon, both teams surveyed the two study areas by bike. After the cycling tour each team went behind closed doors. Because both teams consisted of 12 members, a further

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split was made in two groups of 6 people, so each group could work on its own design street or area.

!"3"$ 4&.&)56$)&(-77&.85,*-.'$-/$,0&$1-)2'0-+'$• Cycling is good for the environment, it reduces stress, decreases car traffic, and

gives people joy and happiness, • bike infrastructure and smart street design encourage cycling, and reduce conflict

with automobiles, • bicycle infrastructure doesn’t have to be expensive – “a can of paint” is an easy

and cheap method and works for a long time, • cycling is like water: it chooses the easiest and shortest way, • take the whole bicycle network into consideration, not just the two picked routes

(M and L Street, NW) • some routes should be of high quality and have the right of way (green waves) • other routes can be bike-safe and don’t require big changes • law enforcement and liabilities encourage safety for bicyclists

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The cycle tour with Megan Kanagy started in the study area L and M Street NW, Washington DC. Our departure was the bicycle parking at Union Station with renting bikes for those team members that did not have their own bike

We continued on the bicycle lanes in the middle of Pennsylvania Avenue. Yeah that was great!

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At some points in the study area Megan explained us the various problems to implement cycling measures.

Existing street design of M Street….

and the very difficult and width cross section with Connecticut Avenue. We had lots of discussions how cyclists from two directions could safely and comfortably cross this intersection.

Parked cars at entrances and exits on both sides in the Central business district is a great safety problem for the cyclist.

We even looked for cycling possibilities on K Street, by using the parallel street. But this street was way too busy with parked cars and delivery vans.

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On the main streets there are lots of buses with bike racks in front.

We looked at L Street and saw the same challenges as we saw on M Street in the Cental business district? There should be more opportunities for shared space in the neighbourhood!

We saw a good example of a separate bicycle lane in two directions that has been realized on 17th street. Part of the route was under construction, but it looks good already.

!"9"3"$C-)2'0-+$D&0*.8$(6-'&8$8--)'$We started with a short introduction and discussion with the participants about the objectives we have to work on to get everyone on the same page. Some of them wanted to discuss the principles of the whole cycling network in Washington DC. We concluded that it would be most effective to use the Dutch expertise and start with the concrete routes and practical design. We divided the tasks and it was nice to see that in both groups, there were organizers, designers, writers and investigators. Also the collaboration of participants from both Washington, DC and the suburbs who, in some cases met each other for the first time, was great. Both teams had a good mixture of planners, engineers, advocates, a policeman and business people. The only participants we missed were “the creative designers”, who think “out of the box”. Most people had a technical or commercial background.

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During the workshop an exchange of views took place on bicycle policy applied in the various practical situations in Washington with possible integration of Dutch ideas and also best practices from Denmark and Canada. The Dutch experts gave their advice how streets, intersections and neighborhoods can be improved for optimal cycling use. The Dutch conclude that there is enough space in Washington for cyclists but you have to make clear choices and that would mean less car parking along the streets (CBD) and less driving lanes for cars in some neighborhoods. Less traffic lights and more priority for cyclists on the main cycling routes should be a a priority in Washington, DC.

!"9"9"$)&(-77&.85,*-.'$M and L Street can become a key cross-town bike connection between existing trails and paths. To achieve this high quality cycle route, the following facilities have to be implemented:

a two-way cycle path implemented on the whole route

in the CBD: on-street parking can be rearranged to protect cyclists

in neighborhoods: fewer lanes are needed for car traffic

right turn bike boxes at intersections

innovative feature 2-stage left turn box

colored pavement for cycle paths at intersections special signals for cyclists

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!"!"#"$(A(6&$,-B)$ Exploration of the design area started with the Downtown connection and the waterfront of the Potomac River. We saw I Street and a new cut-through to M Street. Also new developments, like the Ballpark and new office blocks. A more visual impression of our exploration can be found at http://www.everytrail.com/view_trip.php?trip_id=910092

!"!"3"$C-)2'0-+$$ We discussed the needs for cycling in the area from the four most common Dutch perspectives for bicycle use: school-, shopping-, recreation and commuting trips. The schools at I Street, the supermarket at M Street and the Metro stations are important focus areas for cyclists. Connections between the Anacostia Riverwalk Trail and the Southwest Waterfront are necessary for recreational purposes. I Street and P Street are the most logical connection and are in need of a bicycle boulevard principle or a separated bicycle path. The connection between the area with Capitol Hill and Downtown must become clearly marked for commuters and visitors. The second day, the team was divided into two groups, to redesign major intersections, streets and signing. Both groups worked adequately with applicable laws, right of way and cost in mind. All solutions presented are possible to construct.

!"!"9"$)&(-77&.85,*-.'$I Street

bicycle boulevard principles

possibly limit through-volumes by restricting traffic every 2-3 blocks

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traffic calming measures, for example pedestrian traffic islands

green wave configuration

option for bicycle tunnel on I Street and South Capitol Street

colored bicycle lanes

M Street

one-way cycle track on both sides of the street

cycle tracks buffered by a landscape strip with trees

streetcar and stations on a median alignment

bicycle signals at intersections with high right turn volumes

unique right-turn configuration

Southwest and Stadium Area

4th Street bike lanes north of P Street to Mall/Pennsylvania Avenue.

P Street bicycle track (River Trail to South Capital)

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South Capital bicycle track (Potomac Ave to P St)

Potomac Ave/Frederick Douglas Bridge/River Trail access, signage connects to existing bike lanes and new bicycle tracks

Cycle Track at Anacostia River Trail on 2nd St

Lead Bicycle / Pedestrian Signal Interval across Potomac Ave & P Street at South Capitol

Major Bicycle/Pedestrian Crossroads

!"F"$ 4)&&.$,&57$<'-/,$5'+&(,'$-/$(A(6*.;@$Six members of the two teams had an intensive discussion about the “soft” aspects of cycling. We discussed three aspects: law enforcement, education and promotion/marketing of cycling. Law enforcement

• exemplary behavior: more policemen should be seen on bike”. Out of an educational point of view, when policemen are cycling it must be a good mode of transport.

• more communication about traffic rules: not only for cyclists (waiting for a red light) but also for car drivers. They have to learn to deal with cyclists in traffic. The difficulty here is that more than two thirds of car drivers are coming into the city from outside Washington, DC.

• some rules are difficult to enforce.

Education • The Capital Bike share program has currently 4,000 members, two months after

its introduction in November 2010. It was introduced to stimulate more people to use the bicycle in Washington, DC: if people see other people bike it has a stimulating effect. Here the principle works: “It feels good, so spread the word.” Each bike is used for 2 á 3 trips per day.

• Education takes time; after one campaign the use of the bicycle will not improve. An approach of continuous attention: “education permanente” is key.

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• Exemplary behavior: parents must give their kids a good example by using bikes to school etc. Also: movie stars, influential people, sports men and women, politicians etc. should give a good example.

• “Try a bike” class (WABA, bike shops, DDOT). Work with churches, health centers (doctors, nurses), youth centers.

• Provide free trial on the Capital Bikes program or give discounts on annual memberships. Hold classes and do outreach programs at Universities, community colleges, etc.

• Bike education at schools. • Another way to stimulate cycling is by organizing special events, for instance the

NYC bike tour (New York). • More and better cycling education: in the Netherlands, a 12 year old takes 40

classes and needs to pass a written test (5 questions) and a practical cycling exam.

Promotion

• Posters, displays • Banners on lampposts • Stimulate cycling by ethnic minorities (Africans, Asians) • Radio ads, internet videos • Marketing areas around new bikeways (you have to tell people that there is a bike

path in their neighborhood) Other policies

• More/better sign posting • Make driving/parking more expensive:

The Netherlands: gas: $9/gallon; parking: $20/day • Monitoring bicycle use: counting, surveys

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5. Appendices 5.1. Team assignments

orange team blue team

5.2. Composition of the teams

orange team blue team

5.3. Dutch experts 5.4. The program 5.5. Overview of media coverage 5.6. Presentations

orange team blue team green team

5.7. Pictures 5.8. Own experiences

Willem Bosch Cor van der Klaauw Herbert Tiemens

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F"#"$$ G,B8A$5)&5'$Each team focussed on one area of the city. Each team had a bike tour in the chosen area. During the bike tour, the team members got more or less familiar with the situation of the study area. Study Area 1: Downtown Area, with the focus on L and M streets, NW Description

• urban core of DC with high building densities • high transit, vehicle and pedestrian volumes • high demand for on-street parking • L and M Streets are one-way streets providing east-west connections through

Downtown Problem statement Explore the expansion of the downtown bicycle network. Identify 1 or 2 key bicycle corridors both east-west and north-south through the downtown core. Evaluate DDOT's proposed partially separated bicycle lanes on L and M Streets, NW, with consideration for traffic volumes, turning volumes and parking demand. Recommend design solutions, including the option of separated lanes, for L and M Streets or alternative corridors. Study Area 2: South Waterfront Area Description

• larger blocks and issues with street connectivity • several major destinations: Navy Yard, National Parks, Fort Lesley J. McNair

Army Post • connections across the river Anacostia • bordered by the Southwest Freeway to the north, and the Potomac and Anacostia

Rivers • M Street, SW and SE provides main east-west connection through area

Problem statement Explore east-west corridors through the area and connections under the Southwest Freeway to the north. Evaluate the installation of bicycle facilities on M Street, SW and SE versus alternate eat-west routes. Recommend design solutions, including the option of separated lanes or bicycle boulevard treatments.

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F"3"$$ H-7+-'*,*-.$-/$,0&$,&57'$ Team Orange members:

• Willem Bosch, City of Zwolle, the Netherlands • Cor van der Klaauw, County of Groningen, the Netherlands • David Patton, Arlington County Division of Transportation • Richard Layman, BicyclePASS LLC • Hayat Kelil-Brown, DDOT - IPMA • Heather Deutsch, DDOT - PPSA • Fionnuala Quinn, Fairfax Advocates for Better Bicycling Charlie Strunk, Fairfax

County • Jamie Parks, Kittelson & Associates, Inc. • Dustin M. Kuzan, MD State Highway Administration • Molly Correll, Toole Design Group • Matthew Lesh, US Department of Transportation • Kristin Haldeman, Washington Metropolitan Area Transit Authority • Justin Antos, Washington Metropolitan Area Transit Authority

Team Blue members:

• Herbert Tiemens, Town of Houten, the Netherlands • Dave Kirschner, Arlington Copunty Dept. of Environmental Services • Erik Kugler, BicycleSPACE • Carrie Sanders, AICP, City of Alexandria, VA • Jennifer Hefferan, DDOT - PPSA • Scott A. James, P.E., DDOT - TOA • John Thomas, Frederick County Division of Planning • Michael E. Jackson, MD Department of Transportation • Sgt. Michael Wear, Metropolitan Police Department • Karin Foster, Metropolitan Washington Council of Governments • RJ Eldridge, Toole Design Group • Darren Buck, US Department of Transportation and Virginia Tech • Greg Billing, Washington Area Bicyclist Association

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Cor van der Klaauw Cor van der Klaauw (Stompetoren, 1956) studied Town and Country planning at the Transportation Academy in Tilburg. He mostly worked as transportation planner for the city of Groningen from 1995 till 2008. He worked on public transit projects (bus lanes, introducing trams in Groningen), parking projects and cycling measurements. In 2002 Groningen became "fietsstad of the Netherlands". In 2006 he was one of the initiators of the European Conference on Mobility Management (ECOMM) conference in Groningen (see: www.epomm.eu). In 2008 he worked a couple ofmonths for the city of Assen. Since September 2008 he started working for the County Council of Groningen. His job entails a variety of subjects: traffic safety, cycling and transportation plans with the Ministry of Infrastructure and Environment in The Hague. Cor is a member of the "Fietsberaad" (http://www.fietsberaad.nl) and teaches one day a week on the NHL Hogeschool in Leeuwarden, at the faculty of Built Environment. Cor cycles every day to his work and also does the family shopping by bike. He also uses the bicycle during the summer holidays. Cor was the team leader of the ThinkBike workshops in Washington, DC and Miami. Cor is married and is the father of two children (21 and 17 year). Herbert P.Tiemens

Herbert Tiemens (Eindhoven, 1972) studied Town and Country planning at the NHTV (Nationale Hogeschool Verkeer en Vervoer) in Breda and specialised in urban transport. During a short period as junior consultant at Grontmij he worked at traffic calming projects and cycle planning at cities all over the world. Tiemens started his career in public service at the municipality Pijnacker (province of Zuid-Holland) in the transport and mobility division. His work entailed examining traffic flows and designing reconstructions. The centre project in Pijnacker and the bicycle connections from Pijnacker to other places were politically interesting subjects. Important component of his

work was to obtain acceptance for traffic measures amongst inhabitants and other interested parties.

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Tiemens changed the municipality of Pijnacker for the municipality Houten (province of Utrecht) in 2000. Here he was responsible for the implementation of the road safety policy and for public communications.. An internal promotion made him responsible for the regional traffic policy and long term developments. Important projects includethe traffic circulation in the redeveloped city centre, the development of the bicycle park & ride at the main station and a new exit to the state highway. Part of his work is sharing visitors with his knowledge of the unique principle of movement in the city Houten. In his personal life Tiemens uses a wide variety of bicycles. A light-weight traditional bike is used to commute (10 kms), a folding bike is available for special occasions and for recreational and sportive purposes Tiemens uses a roadracing bike and a recumbent. Willem A. Bosch 1991 - current Senior traffic advisor municipality of Zwolle, coordinator of the traffic team Strategic projects: -Starting up traffic management in the region Zwolle (2010), -Participation on behalf of Zwolle at Velo Mondial (2009) -Transport accessibility plan for the region Zwolle -Bicycle parking plan (2007) -Bicycle comfort plan “comfortably in the saddle” (2004) -Bicycle plan Zwolle “Faster on the pedal” (2002) 1981 - 1991 Head of the traffic team at municipality of Zeist 1978 – 1981 Traffic advisor at the municipality of Ede 1976 – 1977 Military service, field measurement officer, artillery

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F"!$ J)-;)57$ Monday, November 15, 2010

Time Subject Audience Venue

9:00 – 10:30 Startup meeting. Welcome by the Ambassador; presentation about “Cycling in the Netherlands”; short introduction of the workshops and what can be expected.

Team members; other staff of city, county, other interested people from NGO’s

COG

11:30 – 12:30 Team members get together to discuss problem statements for Washington locations and background info

Team members COG

13:00 – 15:00 Teams explore Washington study areas by bike

Team members

15:00 – 17:00 Working on the design assignment: evaluation of the cycling tour and prepare the agenda for Tuesday

Team members COG

Tuesday, November 16, 2010

Time Subject Audience Venue

9:00 – 15:00 Working on the design assignment and prepare presentations

Team members COG

13:00 – 15:00 Working on non-design issues: policy, communications assignment and prepare presentations

The communication and strategy team

COG

16:30-17:15 Teams getting together and talking over main results and presentations

Team members COG

17:15-19:00 Final presentation A very broad audience: Staff; Council members; Managers; NGO’s; press.

Columbus Club at Union Station

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F"F"$ :K&)K*&1$-/$7&8*5$(-K&)5;&$

http://voices.washingtonpost.com/dr-gridlock/2010/11/learning_to_ride_a_bike_from_t.html

http://bicyclespacewdc.com/advocacy/48-thinkbike-planning-event-november-15-16.html

http://dc.streetsblog.org/2010/11/18/dutch-planners-school-u-s-cities-on-bikeability/

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http://urbanplacesandspaces.blogspot.com/2010/11/dutch-thinkbike-project-in-dc.html

http://dccycling.blogspot.com/2010/11/thinkbike-workshops.html

http://thecityfix.com/two-way-street-between-d-c-and-the-dutch/

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http://www.watisinwatisuit.nl/2010/11/in-fietsen-in-amerika/

http://www.youtube.com/watch?v=0DAf3jTj06M

ThinkBike

November 16, 2010

Cor van der Klaauw, Willem Bosch, and Herbert Tiemens

L&M

U.S. vs. Netherlands

! " American trip patterns are not dramatically longer than the Dutch –" Most trips are less than

4 miles long –" 20 minutes by bike!

! " But bike use in the U.S. is much less

WHY? Sources: Cycling in the Netherlands, Fiets Beraad, Mobility Study 2007. U.S. National Household Travel Survey, 2009, and FHWA Office of Policy

Policy Differences between DC and Netherlands

–"Cost of getting a drivers license

–"Price of gasoline

–"Price/availability of parking

–"Excise taxes on automobile purchases

–"Lack of buses to school

Goals/recommendations for the workshop

! " Apply Dutch principles of bicycle facility design to Downtown Washington, DC

! " Design high quality bikeway for the downtown –" Continuous –" Signature “marquee” facility –" Bi-directional

! " Bikeway as a transportation connection

! " Focus on bikeway design for L and M Streets NW, between Metropolitan Branch Trail and Georgetown

! " Extend livability principles beyond bikeways linking neighborhoods, retail, and economic development

Project Limits

! " L and M Streets ! " From Met Branch trail to Georgetown

Workshop process

Presentations by Dutch experts ! " Surveyed L & M Streets ! " Reviewed maps ! " Brainstormed ! " Created design treatments

Integrated Downtown Network

! " Design focuses on L & M Street

! " Key piece to create an integrated network:

–" North-Souths –" Diagonals (e.g., Mass. Ave.,

Connecticut Ave.) ! " L & M should be part of an

overall bikeway network throughout city

! " L&M can be pilot projects –" Create a larger network, –" Set robust design precedents

Key Connections to Regional Trail Network

Rock Creek Park Trail to Northwest

Met Branch Trail to Silver Spring

Mount Vernon Trail

Capital Crescent and C&O Trails

Custis Trail

Diagonal intersection crossing (L Street @ Mass. Ave.)

L Street cross section

L Street Intersection treatment

L Street/15th Street – Cycle Track to Cycle Track

M Street

Treat M Street as sub-sections of like blocks

“Woonerf”

Living Zone

Golden Triangle

Thomas Circle

West End

AADT:

16-22K 10-13K 8-10K

Cross section – Thomas Circle to Connecticut Ave.

Cross section – Connecticut Ave. to 23rd Street

Dealing with conflicts – parking garages

Issues/Areas of concern

! " Snow clearance/maintenance of way

! " Turning movements

! " Coordinating freight/delivery to manage traffic/bike conflicts

! " Accommodating parking garage entrances

! " Signalization/timing to manage oncoming traffic for contraflows

Qualities of the facility (meta-lessons)

! " Bi-directional –" Dutch wisdom: “bikes flow like water” –" Even in a one way facility, bicyclists

will go in both directions in a separated facility

! " Located on side where outer bikes travel with direction of auto traffic

! " Be consistent with, and improve 15th St. cycletrack

Montreal cycle track with different treatment

Materials and treatments

! " Use materials and colors to differentiate bike space

Extend Dutch home zone concepts to Downtown

! " Emphasize 25 mph speed limit ! " Enhance public space/quality of life at key

intersections with the Avenues ! " Create a neighborhood zone along M Street between New Hampshire Avenue and Georgetown

Extend the amount and quality of the public space such as at M Street and Connecticut Ave.

Implementation – Begin Small

! " Short term

! " Paint

! " Plastic bollards

! " Lane markings

! " Long term

! " Hard core physical treatments

! " Medians

! " Curb and sidewalk changes

ThinkBike Washington, DC/Team Blue

M Street Existing Conditions

M Street Recommendations

•One-way cycle track on both sides of the street•Cycle tracks buffered by a landscape strip with street trees•Bicycle signals at intersections with high right turn volumes•Unique right-turn configuration•Streetcar and stations on a median alignment

M Street Cross Section

Amsterdam – Bike Lane Crossing

M Street Intersection Example

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I Street Recommendations•Bicycle boulevard principles•Possibly limit through-volumes by restricting traffic every 2-3 blocks

•Traffic calming measures, for example pedestrian refuge islands

•Green wave configuration •Option for bicycle tunnel configuration on I Street and South Capitol Street

•Colored bicycle lanes

I Street Cross Section A

I Street Existing Conditions

I Street SW Intersection Revision

I Street Cross Section B

I Street SE Missing Connection

I Street Connection

I Street & South Capitol Street

I Street & South Capitol Street

I Street & South Capitol Street

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P Street SW

!!

P Street SW – 2 Way Cycle Track with Buffer

Navy-entrances

P Street SW (Bus Route west of Half St)

!

P Street SW - 2 Way Cycle Path with Buffer (vs lanes)

P St at South Capital, River Trail on 2nd St Potomac Ave & Douglas Bridge Access

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To Capital Bike

Share /Stadium

Existing Po

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P Street Cycle Track

P St at South Capital, Potomac Ave & Douglas Bridge Access

Signage for SW Waterfront /

National Mall and Waterfront Metro

Signage Douglas Bridge / Riverwalk

Trail / Eastern Market / Navy Yard

Metro / S Capitol Trail

Bicycles Yield to Pedestrians Signage

& Advance SignalizationBicycles /

Pedestrian Advance Signal Intervals

SW and Stadium Area Improvements

4th Street bike lanes north of P Street to Mall/Pennsylvania Ave.

P Street bicycle track (River Trail to South Capital)South Capital bicycle track (Potomac Ave to P St)Potomac Ave/Frederick Douglas Bridge/River Trail

access, signage connects to existing bike lanes and new bicycle tracks

Cycle Track as Anacostia River Trail on 2nd StLead Bicycle / Pedestrian Signal Interval across

Potomac Ave & P Street at South CapitolMajor Bicycle/Pedestrian Crossroads

Outreach Ideas1.Target people who do not bike yet2.“Try a bike” class (WABA, bike

shops, DDOT)3.Work with churches, health

centers, youth centers, doctors, nurses

Outreach Ideas1.Provide free trial on Capital Bikeshare

or discount annual membership2.Hold classes and do outreach at

Universities, community colleges3.Target areas around new bikeways4.Bike education at schools5.Banners

Education IdeasMore/Better Driver training(In the Netherlands, 18 years old, 40 classes, 5 questions on bicycling on exam)Colored bike lanesRadio ads, internet videosReduce speeding (enforcement,

traffic calming)

Enforcement

1.Lights (for bicyclists)2.Citations to cars (speeding)3.More police on bikes4.Waive ticket fee for bicyclists who if

they agree to take a class5.Points on your drivers license for

bicycle violations

Other Policies1.More/better wayfinding signs2.Make driving/parking more expensive• In NL, gas is $9/gallon• In NL, parking is $20/day

3.More surveys/counting of bicyclists

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Pictures online at: https://picasaweb.google.com/kever53/ThinkbikeWashingtonDC?feat=directlink

59

F"N"$ :1.$&I+&)*&.(&'$ Willem Bosch

• Composition/quality of Dutch experts team are important due to intensive co-operation and planning;

• Composition (diversity) and division of roles of workshop participants are very important. Preferably more creative designers besides engineers and planners in order to get a borader focus on the Washington plans and design manuals;

• Process and enthusiasm are more relevant for success than design details; • own laptop with wireless internet is advisable with better databank with pictures

and films of cycling facilities and in Zwolle and elsewhere, not only pictures of infrastructure but also of cycling culture;

• I have had ten fantasic days. Cor van der Klaauw:

• Interested and enthusiastic people, some of them very inspired; • A great deal of attention for “Soft” aspects: communication, law enforcement. We

should be better prepared for this. There is a need for appealing examples from typical Dutch best practices.

• Our contribution was limited as far as contents are concerned, on the one hand because we are way ahead and our solutions are a proverbial bridge too far, on the other hand because the measures should be attuned

• as much as possible, by those present; in this way the experts can provide the greatest possible support.

• Good organization and co-operation between the Embassy and DDOT. The meeting and cycle tour on Sunday (to get acquainted with each other) and the evaluation on Wednesday contributed to a successful workshop.

• There is a 2-way communication: conveying enthusiasm, and supporting the Americans to reach their goals. Our contribution can be a confirmation that they are on the right track.

Herbert

• It was a surprise to me that the workshop participants had a good knowledge concerning the possibilities of improving the status of the bicycle. The visitors I receive in Houten never give cycling issues a big deal. A number of participants were aware of European examples and saw possibilities to also apply these in Washington, DC. Some participants had an engineering background and had been prepared clearly to think from the possibilities of bicycle. My personal impression is that the increase of the use of bicycle is hampered by political issues and restrictions which impose the legislation.

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• I noticed that the lobbyism in America is a lot stronger than in the Netherlands. To get cycling on the political agenda a permanent repetition of the message is necessary. To give more notoriety to the ThinkBike workshops it would be very effective to connect them to a local bicycle event, like the Tweed Ride (see http://www.brightestyoungthings.com/photo-posts/looking-sharp-tweed-riding-dc-style/ for an impression) which took place during our visit.

• The personal contacts I now have with several participants of the workshops, will enable a two-way communication across the Atlantic.