Rebuilding Place in the Urban Space

"A community’s physical form, rather than its land uses, is its most intrinsic and enduring characteristic." [Katz, EPA] This blog focuses on place and placemaking and all that makes it work--historic preservation, urban design, transportation, asset-based community development, arts & cultural development, commercial district revitalization, tourism & destination development, and quality of life advocacy--along with doses of civic engagement and good governance watchdogging.

Friday, May 27, 2016

Transportation Infrastructure and Civic Architecture #3: Rhode Island Avenue Pedestrian Bridge to the Metrorail station

Gateway Wings, New York Avenue Bridge Gateway, designed by Kent Bloomer Studio
Gateway Wings, New York Avenue Bridge Gateway, designed by Kent Bloomer Studio.  To my eye, this design is roughly equivalent to the intellectual heft of the Real Housewives tv programs.

I have written quite a bit about the failure of many transportation agencies to take seriously their responsibilities for the aesthetic qualities of the infrastructure they build or fund ("DC's bad urban design as it relates to new transportation infrastructure").  One such example is the horrid "sculpture" on the New York Avenue Bridge ("I think this is hideous: metal sculpture on the New York Avenue bridge").

In these writings including "Transit, stations, and placemaking: stations as entrypoints into neighborhoods," I recommend that transportation agencies have a "Chief Design Architect" and an urban design/landscape architecture division responsible for bringing higher quality attention to the aesthetic elements of transportation projects.  Also see "Transportation bridges as an element of civic architecture, urban design and placemaking

It's not always that agencies are constructing projects with poor aesthetic qualities. Sometimes it's the failure to think big and do something distinctive and special.  Plus, they can only go so far.

Transportation agencies are focused on achieving mobility objectives and after a certain point, to get better aesthetic outcomes, local communities will have to pay for the extra costs associated with aesthetics.

Still, a greater focus on achieving high quality aesthetic outcomes simultaneously with transportation mobility improvements can make a big difference and contribute positively to neighborhood branding and identity, further contributing to the return on investment from urban revitalization and other economic development initiatives.

I argue that such an approach yields much higher ROI and much greater velocity in terms of improvement, like what the NoMA Metrorail station has done as discussed in the immediate two entries, or the streetcar on H Street, despite all the implementation failures ("DC and streetcars #4: from the standpoint of stoking real estate development, the line is incredibly successful and it isn't even in service yet, and now that development is extending eastward past 15th Street).

A perfect example is the Rhode Island Avenue Metrorail Pedestrian Bridge, which like the proposed pedestrian tunnel from the east side of the NoMA station to the entrance on the west side, was an important access improvement for people living on the northeast side of the Metrorail station. Before they had to walk considerably farther to get to the station. Now they don't.
MBT-Rhode Island Ave Metro bridge
MBT-Rhode Island Ave Metro bridge. Flickr photo by airbus777.

But compare that bridge as a final product to the High Trestle Trail Art Bridge in Madrid, Iowa. The visual impact is so much more significant, not just during the day, but at night. Imagine a pedestrian bridge and transit station platform canopy both having attractive architectural lighting treatments at night.

High Trestle Trail art bridge, Madrid, Iowa

High Trestle Trail art bridge, Madrid, Iowa

High Trestle Trail art bridge, Madrid, Iowa

It borders on ludicrous that Washington, a city built on planning and distinctive architecture, can be outspanned by places like Madrid, Iowa or the I-35 Bridge in Waco, Texas when it comes to leveraging the value of night time lighting as an element of transportation infrastructure and civic architecture.

Waco bridge on I-35.

Similarly, the underpass at the Rhode Island Metro Station could be distinctively treated as well, such as the Tunnel of Lights underpass public art project by Bill FitzGibbons in Birmingham, Alabama.

That would be a one (bridge) - two (Metro canopy) - three (underpass) punch.  And like how I suggest that DC should treat the bridges across the Anacostia River as a system ("Anacostia River and considering the bridges as a unit"), this would treat the architectural elements of the Rhode Island Metro Station as an integrated system also.  
Tunnel of Lights, Birmingham, Alabama, "Light  Rails" by Bill FitzGibbons

Tunnel of Lights, Railroad Park, Birmingham, Alabama,  "Light Rails" by Bill FitzGibbons

Labels: , , , , , , , ,

(In many places) Public improvement districts ought to be created as part of transit station development process: the east side of NoMA station as an example

There are all kinds of "special service districts" that collect taxes to fund certain types of programs, from water systems to roads and sidewalks. I've advocated for what I call "Transportation Renewal Districts" or TRDs, as a transit focused version of an "Urban Renewal District."

Along the Yellow Line, TriMet’s joint development program in Portland, OR, helped build the Patton Apartments (above) on land once occupied by the dilapitated Crown Motel. Photo via SERA Architects.

Portland, Oregon sort of does that, although they are still called "Urban Renewal Districts," as the creation of an URD allowed them to sell bonds against the anticipated rise in property tax revenues, as a way to generate funds to pay for the construction of the Yellow Line light rail.

In Texas, they call these districts "Public Improvement Districts," which function as business improvement districts but unlike BIDs in cities like DC, Philadelphia, or New York City, where the focus is on managing and marketing, these districts are used as vehicles to fund significant infrastructure development.  (Similarly, Colorado has an add on sales tax called a public improvement fee, "Public improvement fees as sales tax add-ons") but the revenue streams are much lower than from property tax assessments.)

With the Purple Line, I suggested that Montgomery and Prince George's County should create a TRD covering the catchment area of the entire line, and create a development corporation to facilitate the development of areas around the station, and to fund other physical and placemaking improvements in association with the creation of that transit line, to reap benefits much faster than the more traditional "trickle down" approach that typifies the process.

-- "To build the Purple Line, perhaps Montgomery and Prince George's Counties will have to create a "Transportation Renewal District" and Development Authority," 2015
-- "Purple line planning in suburban Maryland as an opportunity to integrate place and people focused initiatives into delivery of new transit systems," 2014
-- "Quick follow up to the Purple Line piece about creating a Transportation Renewal District and selling bonds to fund equitable development," 2014
Subareas, Purple Line Transit Corridor, Montgomery and Prince George's Counties, Maryland

As mentioned in the previous piece, a special taxing district was created to raise money to pay for the creation of the NoMA Metrorail station (Project Profile: NoMA-Gallaudet University Metro Station, Innovative Project Delivery, Federal Highway Administration).

But the tax district was created very narrowly, with one purpose, to pay for the building of the Metrorail station. And they figured that improvements should only be paid for by the property owners on the west side of the station, because that's where the development impact was expected to occur.

But they didn't think about other improvements that might be needed in the district overall and how to pay for them. They didn't think about the eastern side of the station and the development impact and the possible need to expand the tax district to fund related needs ("The Development Wave on NoMa's East Side," Washingtonian Magazine).

Baring the failure to create a broader improvement-assessment district, the city doesn't make it easy to modify such districts.  And there is a vision failure too.  No one is talking about the need to modify the assessment district as a way to further extend the benefits of the station.

Photo: Dallas Morning News.

A counter example in Dallas is how PIDs can overlap.  For example the new Klyde Warren Deck Park PID--the park was constructed over the Woodall Rodgers Freeway--overlaps with the Dallas Arts District and Uptown PIDs ("One year after heated dispute, Klyde Warren Park and Arts District officials partner to expand improvement district," DMN).  They share some management.  (Interestingly, an attempt to create a similar district to support the High Line Park in Manhattan did not succeed.)

Besides the parks issue, there are at least two examples of necessary transportation access infrastructure improvements on the eastern side of the NoMA station that are expensive and there is no funding to build them.
NoMA Metrorail station area

NoMA eastern pedestrian tunnel.  Washington Business Journal reports ("Huge NoMa project replaces 'insular' site with 'true mixed-use'") that the Central Armature Works site will be redeveloped.  It backs up to the tracks on the east side of the station, on 3rd Street NE.  From the article:
According to a planned-unit development application filed Tuesday with the D.C. Zoning Commission, High Street will develop a 200-key hotel, two residential towers totaling 650 units (50 affordable), and 50,000 square feet of retail "on a site that was formerly dedicated to motor and apparatus repairs, installation and distribution." The triangular parcel, 760 feet in length, is currently home to a warehouse and surface parking lot. ... 
The entire first level of the project, covering 96 percent of the lot, will contain a podium up to 22-feet high, according to the filings, a structure necessary to ensure each tower built above it will be exposed to daylight. Without it, the retaining wall between the property and the railroad tracks would block sunlight into the buildings.
The developers are fine with providing access to an eastern entrance--really a pedestrian tunnel, and WMATA has been studying this independently ("A tunnel would improve Metro access for thousands in NoMa, but at what cost?," WBJ).  But the cost is likely about $25 million and there aren't funds to pay for it. From the article:
In December, the Washington Metropolitan Area Transit Authority, the District and consultant AECOM released a 182-page feasibility study for a NoMa pedestrian tunnel, covering everything from alignment and engineering to existing subsurface conditions, tunnel materials and potential cost. ...

The ridership at the NoMa-Gallaudet station has increased much faster than expected. In 2008, a WMATA capacity study predicted average weekday ridership would hit 3,919 boardings by 2030, an 80 percent increase over 25 years. Except that by 2014, ridership had already hit 8,412. And 81 percent of its users walk. ...

From the west side of the tracks, the walk (or bike ride) is relatively straightforward via N or M streets NE or the Metropolitan Branch Trail. From the east side, the hike can be a challenge, as pedestrians and cyclists must navigate heavy vehicular traffic, sidewalk gaps, narrow sidewalks and poorly lit underpasses. ...

The cost, per AECOM, is estimated to be between $16.6 million and $23.7 million, depending on the tunneling method and alignment used. The consultant recommended that the project be advanced to the preliminary engineering stage, “to analyze the complex and detailed engineering required to select a preferred alignment and tunneling method, and develop a biddable and constructible design that will bring this project to reality, improve access to the Metro station and serve as a catalyst for continued area growth.”

Given Metro’s declining ridership, safety crisis and financial doomsday predictions, the transit agency is not expected to invest much if anything in this project. A WMATA spokesman has not answered our questions about whether this is on their radar, and the project is not found in Metro’s capital improvement program.

Instead, if this tunnel is to happen, it will likely be funded via a joint effort of the NoMa Business Improvement District, the D.C. government and the private sector.

The BID, Dix said, is taking the lead on identifying funding sources.

“We anticipate that this will be a public-private partnership similar to the funding of the original station,” he said.
Just expand the assessment district!

Create/Expand PIDs/TRDs for station catchment areas.  A pedestrian tunnel for the east side of the Metro will benefit multiple developments located east of the tracks, not just the Central Armature site, including the Union Market District and Gallaudet University.  It makes the whole area more accessible, which will be incredibly beneficial to DC, regardless of the support of continued ridership increases at that station.

Irrespective of WMATA's current troubles, while I argue in "Transit stations as an element of civic architecture/commerce as an engine of urbanism" and related pieces cited within that transit agencies need to address the place characteristics of stations as neighborhood gateways, the cost for doing shouldn't be seen as solely the responsibility of the transit agency.

Localities need to step up and provide additional funds to put in the kinds of place value enhancements that provide economic and placemaking returns.

PIDs/TRDs should be created as a matter of course to accomplish this, not just for the NoMA station but for most station catchment areas, depending on the access needs, development capacity, and the ability to generate new property tax revenues.

(Also see the example of Allentown, Pennsylvania in the past blog entry, "State-level initiatives to support center city revitalization in smaller towns."  It's not a TRD but the funding process is comparable.)

Access to the New York Avenue and Florida Avenue bridges from the Metropolitan Branch Trail. The MBT is a bike and walking path connecting Union Station to Silver Spring in Montgomery County, parallel to the rail line.

Separately, the NoMA Business Improvement District commissioned a study, Metropolitan Branch Trail Safety & Access Study, to study opportunities for improvement.

One of the proposals is for a bridge over the railyard to connect to the Union Market district ("A bridge from Eckington to Union Market? It could happen," GGW).

In my opinion that is a difficult project to pull off, not particularly attractive, and expensive.

Other proposals aim to address the significant grade and height difference between the trail and surface connections to New York Avenue and Florida Avenue.

The Washington Gateway development takes up the odd triangle between the MBT and the two avenues.

Part of it is developed and they have a stairway connection to New York Avenue to the rear, while the project fronts Florida Avenue at grade.

Additionally, they have an entrance to the MBT on the portion of the property that is not yet developed, and they plan to maintain access to the trail when the new buildings are constructed.

Public escalator in Commune 13, Medellín. AP photo by Luis Benavides.

Vertical transportation infrastructure as an alternative and an element of a city's mobility system.  In cities like New York, vertical transportation infrastructure--elevators and escalators--is essential to mobility in tall buildings.  It's discussed in the late 1960s study from RPA (Urban Design Manhattan) as a key element of the mobility system, which they defined as below ground, at ground, at the mezzanine level, and up and down within buildings.

Monaco has public elevators and escalators to provide an easier way to get up the steep hills on which the city is built, up from the waterfront ("Vertical infrastructure in Monaco, Pop Up City).

Hong Kong also has a similar system of public escalators, to provide better access up steep hills.

More recently, as a way to improve access in economically disadvantaged communities located on steep hillsides, Medellín has created a system of public escalators ("Medellín, Colombia offers an unlikely model for urban renaissance," Toronto Star) which were constructed in hilly areas to provide access and connection to areas of the city that because of topography took hours to travel to and from the main city.

In this particular case I recommend that public access elevators--elevators are preferred over stairs for ADA reasons--be installed within the final phase of the Washington Gateway project to provide access to the New York Avenue and Florida Avenue bridges.

These wouldn't be WMATA projects, but DC Department of Transportation projects.  And they should be funded by an expanded PID/TRD.

Somehow there would have to be a public-private partnership to do this, and regular maintenance provided (probably contracted out by DDOT to the BID or the building).

Cool design as an important feature.  From the standpoint of "vertical transportation infrastructure" that is an element of the public mobility system and an element of civic architecture, were such elevators to be constructed, aesthetically forward designs would be ideal.

The closest we have to public elevators are the elevators in the WMATA system.  While most of the elevators in the legacy system can be somewhat dismal, it happens that the elevators in the NoMA station are pretty nice (but slow).

Aesthetically forward elevators could make a big difference in defining the value of this particular type of infrastructure as part of the public mobility network.

Underground and aboveground walkway systems as comparable examples.  Other relevant examples of creating atypical pedestrian mobility networks and infrastructure include the underground passageway systems in Chicago and Toronto ("Hong Kong needs to create a formal and planned pedestrian mobility system," "Toronto's PATH wanderers need direction," Toronto Star) and the above-ground skyway systems in St. Paul and Minneapolis, Minnesota.

What's important is planning for an integrated mobility system.  In cities where topography is an issue, aerial trams, escalators, inclines, walkways, stairs, and elevators can be key elements of a complete mobility system focused on facilitating movement in what we might call the Walking-Transit City, using the sustainable mobility platform concept as the primary organizing principle.

Labels: , , , , , ,

Transportation infrastructure as a key element of civic architecture/economic revitalization #1: the NoMA Metrorail Station

I became committed to switching to transportation planning after witnessing the impact of the creation of the NoMA subway station on the revitalization of the H Street neighborhood in Northeast Washington.  I came to the conclusion that dollar for dollar, when done right, public investment in transportation infrastructure (especially when it is a part of a robust network) has the fastest and best return on investment in terms of spurring neighborhood revitalization.

-- "NoMa: The Neighborhood That Transit Built," Urban Land Magazine
-- Project Profile: NoMA-Gallaudet University Metro Station, Innovative Project Delivery, Federal Highway Administration
-- "NoMa's Transformation, Courtesy of Metro," Washington City Paper

The station was funded by DC, the federal government, and a tax on property owners with land west of the railyard, and was intended to support the intensification of this area into a business and office district.  The station was created to provide even easier access to the subway system.
NoMa–Gallaudet U metro station in Washington DC
While the focus of the tax district was the western side of the Metro station, the station also impacts the eastern side.  The reason I argue it was super important to H Street (people would argue with me, saying I don't understand geography) is because the Metro station changed the willingness of people with choices to live north of H Street.

A few years ago I calculated the increase in residential property value of about $200,000 per property on average.  At 1,700+ properties, that was about $350 million--it's probably doubled now.

And that doesn't include the station's impact on the area north of M Street, which is being developed more intensively in a mix of commercial and high density residential, including north of Florida Avenue/Union Market.

In short, the economic impact of the station will be incredible, between $1 billion and $3 billion on the eastern side of the station--which wasn't even part of the original calculation, and many many billions on the western side of the station.

Note that other studies have found similar extra-normal economic effects from investment in infrastructure, such as the High Line Park in New York City ("The High Line Park and Timing of Capitalization of Public Goods") and Millennium Park in Chicago ("Millennium Park: 10 years old and an economic boon," Chicago Tribune).

Civic architecture.  This isn't exactly a lesson about "civic architecture."  Those come with the following pieces in this series.

As I have written in the past, the zoning changes allowing for big buildings in the NoMA district didn't come with special urban design requirements--although since then city has invested in public space improvements on 1st Street NE as well as bicycle infrastructure.  And later the city agreed to provide $60 million or so to create parks and open spaces that weren't part of the original plan either.

Sadly, many tremendous opportunities to do integrate cool urban design and placemaking elements have been lost, at least in my lifetime, such as how an arcade could have been created as part of the Metro station and the buildings around it ("NoMA revisited: business planning to create community").
New York Avenue Metro station walkway
New York Avenue Metro station walkway

Nickels Arcade
Nickels Arcade, Ann Arbor, Michigan.

Why the NoMA station worked and has had such high economic return.  In Sacramento, a light rail extension was created to serve a newly developing area called Township 9, where the developer created a great station for the end of the line.

The problem is that since the line was created, little has moved forward in terms of new construction, and fewer than 500 people per day ride the trains, so the system is considering shutting down the line until the area becomes more developed ("Light-rail Green Line may shut," Sacramento Bee).

That's an example of building transit/transportation infrastructure to lead development forward.  But it's much easier to do when critical mass has already been achieved.  It's a tough decision to make about when to move forward on such projects.  Developers want it early, when from a transit perspective that may not make sense.

A robust transit network already existed.  The NoMA station was different from Township 9 in Sacramento for a number of reasons.  First, and most importantly, the WMATA Metrorail system is a wide scale network--at the time with 5 lines and 85 stations.  The NoMA station was the 86th.
WMATA map with the Silver Line
Since, the system has been further expanded with the creation of the Silver Line in Fairfax County and the addition of 5 stations, while a further extension into Loudoun County and to Dulles Airport is under construction.

The Metrorail system serves hundreds of thousands of riders.  As a result the system is highly used, with about 700,000 daily riders during the work week--although the system's ridership has been on the decline because of operational issues.

Proximity to Downtown and the Height Limit.  Because of the height limit, DC's business district spreads outward rather than "building up" as is typical of other cities, where buildings can be double, triple the size and even taller than the 160 foot base height maximum.

Since the area west of DC's central business district is mostly built out, it is spreading east (NoMA/H Street) and southeast (Wharf/Waterfront, Capitol Riverfront).  The NoMA district is well positioned, being very close to an already developed and thriving Downtown, and is also served by train service centered on Union Station.

Note that in the city, commercial office space is most likely to stay centrally located, while transit oriented development outside the core tends to be residentially focused complemented with retail.  (In the suburbs, commercial office space is shifting to a set of transit-connected business districts as well.)

Baltimore as a counter example of the cost of not having a transit network.  Having a network rather than a line or two is very important.  A robust transit network makes locating around transit stations highly desirable.  This increases the value of the land and supports intensification.

By contrast for example, Baltimore doesn't have a transit network, it has a couple lines which aren't well connected and need to be extended to have more value ("From the files: transit planning in Baltimore County").  About 80,000 people daily use the subway and light rail lines, compared to 700,000 in Washington.
MTA transit map for Baltimore
Baltimore transit map.  Most stations are in Baltimore City and Baltimore County, with limited connections to Howard and Anne Arundel Counties, and the there are limited inter-connections between railroad, light rail, and subway services.

That's why it's very difficult to move forward "transit oriented development"--intensified development--because sites next to transit stations don't increase in value because access to transit isn't seen as particularly valuable, while it would be if the transit system had more lines serving more places and people.  

The one exception is the area around the Amtrak station, Penn Station, which is proximate to Downtown and two universities, and even there the process is slow ("Amtrak slow to move on Penn Station redevelopment," Baltimore Business Journal).

Just like with the long process around Penn Station, the State of Maryland has worked for more than 10 years to do TOD at the State Center campus, which is served by subway and within easy walking distance to the light rail ("The $1.5 billion State Center redevelopment is back on the radar screen," Baltimore Business Journal.

And Owings Mills Mall, touted as a great candidate for TOD and the endpoint of the western leg of the subway, has failed, although many state-funded TOD related investments have been made there ("Metro Centre at Owings Mills Office Building Rising at Transit-Oriented Development," press release).

Conclusion.  The NoMA infill Metrorail station has been an economic development success of the highest order, providing the means to intensify development both west and east of the station, benefiting property owners, tenants, and residents alike.

But it's important to understand why this has been so, it wasn't like building the station was the equivalent of a magic wand.  As mentioned the station was added to an existing robust transit network.  Second, the area is well located, close to Downtown and Capitol Hill.  Third, it's replete with transportation access--not just Union Station for railroad and inter-city bus service, and Metrorail and Metrobus, it also has easy access to I-95 north via New York Avenue and to I-95 and National Airport south via I-395.

Fourth, the city has been on an upward resurgence for 15 years, some business--DC is gaining retail, probably losing office, especially because of federal government agency contraction and moves out of the city, but lots of residents as trends have turned and now favor living in the center city.  But even so the NoMA district has added some office, but not as much as developers expected.

So with those pre-existing conditions, dollar for dollar, when done right, public investment in transportation infrastructure has the fastest and best return on investment in terms of spurring neighborhood revitalization.

"When done right" is the trickiest element, and the subject of the following pieces.  

There are lessons of what hasn't been done right from the NoMA experience, and sadly those lessons don't seem to have been captured and built into the economic revitalization and transportation infrastructure development process going forward.

That's especially true in DC, and true in many other places as well.

Labels: , , , , , ,

Tuesday, May 24, 2016

Updating Vision Zero approaches

At the Montgomery County Greenfest at the end of April, the County's Department of Transportation had a big booth with a variety of exhibits on their pedestrian, biking, transit, and traffic safety initiatives.

The booth is a visual indicator of how much the agency has moved forward as for many years the agency had been focused primarily on facilitating automobile movement.

I had a long conversation with one of the staffers, which led me to write and share with them a memo on a more systematic approach to implementation of Safe Routes to School.

Plus, we discussed my reservations about the local traffic safety marketing program, Street Smarts (see "Safe Driving: April is National Distracted Driving Awareness Month"), which I find somewhat indirect in its messaging and more focused on bicyclists and pedestrians, and less on motor vehicle operators.

Also see "Why transit, biking, and walking as transportation is so hard for most Americans to understand? Because most people drive" and "It's time to take action on road safety: Recent pedestrian and cyclist deaths show drivers are becoming a menace," Toronto Star.

A week or two later I was thinking about that conversation in the context of the "Vision Zero" approach to traffic safety generally and in the city, and I realized that I could add a couple items to the previous framework I had developed (updated here, "DC and Vision Zero Revisited," and originally discussed here, "A "Vision Zero" agenda for DC").

Plus I realized it would be better to reorganize it along the lines of the 5 E's of active transportation planning: Engineering; Education; Encouragement; Enforcement; Evaluation, but reordered and with a 6th E added for Equity ("Revisiting bicycle (and pedestrian) planning and the 6th 'E': equity").

This element is called "Evaluation" in the traditional 5 E's framework, and typically this is listed last while it should be listed first, as it is here.

1.  Engage citizens in the Vision Zero process from the outset.  Focus on capacity building.

2.  Develop a systematic planning approach at the sub-city scale for addressing traffic safety matters, including requiring school districts to incorporate mobility planning for pedestrians and bicyclists. Traffic calming programs need to be rolled into such initiatives.

3. Expand the "Safe Routes to School" protocol as a planning process and approach for improving neighborhoods more generally, beyond a strict focus on school children. The Pedestrian Safety Road Audit is a similar tool.

(DC DOT has a program called "Livability Planning" but in my estimation, it's not at the level of a standardized program, and the results are only as good as the project manager and participants, so it's a crapshoot.)

WalkDenver is a community organization we need to pay more attention to as an example of national best practice examples.  Check out this infographic on the West Colfax neighborhood, calling attention to gaps in sidewalk network there

-- West Colfax Walk Audit final report

4.  Ensure that neighborhood planning protocols address night-time safety and lighting issues in a systematic fashion ("Night-time safety: rethinking lighting in the context of a walking community").

5. Create Ward-specific traffic safety committees (walking, biking, neighborhood) that would function as ward-specific subcommittees of the city's standing Pedestrian and Bicycle Advisory Committees, to develop and focus on implementing a ward-wide improvement agenda.

6. Collect, maintain and present detailed data on all traffic accidents of all types and put it in real-time on the DDOT Dashboard.

Note that while the execution isn't fully successful, the Metro newspaper in Toronto is doing this as part of a traffic safety campaign ("Which roads are deadliest?  Metro maps pedestrian and cyclist deaths") and I think that all cities, including DC, ought to move towards that kind of approach to data presentation, for all crashes/accidents, not just deaths.
Metro Toronto newspaper mapping of pedestrian and cyclist deaths

7.  My "Signature Streets" approach is a way to reorganize planning around sustainable mobility and traffic safety. See "Minneapolis North Side Greenway project as a quantum leap in transportation-placemaking-greenway-trail-parks planning" and "Complete Places are more than Complete Streets" for discussion of this concept.

Engineering and Maintenance (physical infrastructure and improvements)
Note that most traditional road safety infrastructure treatments for motor vehicle traffic tend to be standard practice in the Walking City (L'Enfant) urban design that typifies Washington, DC.  With regard to roundabouts, I'd argue that they are designed to facilitate automobile throughput, not to improve pedestrian and cyclist safety.

8.  Prioritize design treatments that preference pedestrians and bicyclists and transit users in the context of the Walking and Transit City ("Transportation and Urban Form" by Peter Muller).  This means more pedestrian scrambles and bike boulevards.  Also see "Barnes Dance Intersections as possible "solutions" to Wisconsin & M, 14th and U intersections."

And implement them.

9.  Formalize the development of a "Safe Routes to Transit" planning protocol.

This pedestrian scramble at Hollywood and Vine in Los Angeles was a model for the Santa Monica program.  Photo:  LA Great Streets program website.

As part of the integration of the Expo Line into Downtown Santa Monica, they installed pedestrian scramble intersections at transit stations ("Santa Monica Is Getting 11 Pedestrian-Friendly Crosswalks That Stop All Cars At Once," LAist).

That's the kind of approach that needs to be taken in terms of rebalancing mobility towards pedestrians in high use pedestrian areas.

10.  Change roadway materials (from asphalt to Belgian Block, etc.) for the streets around pedestrian predominated places e.g., commercial districts, parks, squares and circles, libraries, and Metrorail stations to make clear that these are pedestrian prioritized places.

The Big Dig in Boston was an example of a tunnel project focused on removing through traffic from surface streets.

11. When possible, separate through traffic from arterials that are also neighborhood serving.  See "London Mayor proposes roadway tunnels to divert surface motor vehicle traffic and congestion."

12.  Support the (re)development of dedicated transitways for surface bus service.

13.  Analyze all traffic accidents and incorporate the PEDSAFE and BIKESAFE Safety Guide and Countermeasure Selection Systems and other traffic safety analysis protocols to shape physical and programmatic changes as necessary, when structural-design problems have been identified.

14. Install more pedestrian-focused lighting in pedestrian areas to address night-time safety.

15. Change winter snow clearance practices to support walking, biking, and transit use ("Planning for winter weather").

16.  This isn't an issue in DC, but in those communities where residents are financially responsible for paying for and building sidewalks, local governments need to take the lead to ensure the creation of complete sidewalk networks ("A walking (or sustainable mobility prioritized) city should take responsibility for constructing sidewalks").


17.  Develop and deliver a curriculum for traffic safety (bike, walk, transit, drive) for K-12 schools: elementary; junior high; and senior high schools.  Note the inclusion of high schools.

You Only Live Once traffic safety campaignTypically SRTS programs focus on elementary schools and maybe middle schools, while high schools are not addressed.  Yet the number of adolescent injuries and deaths related to traffic safety remain persistently high.  Therefore, SRTS and traffic safety programs need to be provided to high school aged populations.

-- The Yolo campaign -- You Only Live Once -- developed by MCDOT and the StreetSmart program is a developing best practice.
-- Rosemount High School in Minnesota has a SRTS plan
-- Seattle's SRTS mapping includes junior and senior high schools
-- Montgomery County and Pennsylvania have mini-grant programs for traffic safety education targeting high school demographics and groups.

18.  Work with colleges, recreation centers, senior organizations, etc., to provide programming as needed for adult populations.  Most recreation and community centers could offer such programming but don't. Space ought to be provided to bicycle co-op programs in community/recreation centers so that they can deliver their programs without having to spend most of their time fundraising for rental space.

19,  Develop a Vision Zero related set of questions that must be taken as part of the drivers license renewal process.  Generally, after a person receives a drivers license, they are not re-tested.  Re-tests could be given at license renewal in order to reinforce public policy goals concerning traffic safety.

Note that Idaho has added two such questions to their driver's license test, effective this year ("Idaho driver's test now asks you about bikes, pedestrians," Idaho Statesman).

20.  Develop better traffic safety social marketing.programs.  The NYC Vision Zero program is particularly direct ("Lessons from New York on how to eliminate traffic deaths," Metro Toronto) in their marketing program.  From the article:
New York’s graphic Vision Zero ads — on television, radio, YouTube, bus shelters and billboards — don’t settle for a broad safety warning to drivers, cyclists and pedestrians. Instead, they single out drivers in a blunt tone unthinkable from Toronto’s government. One typical ad on bus shelters shows a woman’s bloody arm on the pavement. The text: “She waited for the signal. The driver didn’t.”
According to NYC, 70% of pedestrian deaths there are the fault of "driver's choices."

I also like the idea of using buses and railcars as big rolling billboards, with very direct messages.
bus wrap, Pedestrian safety campaign, New Mexico, VWK
bus wrap, Pedestrian safety campaign, New Mexico

Heads up Watch for Trains banner on Expo Line light rail train, Los Angeles
Heads up Watch for Trains banner on Expo Line light rail train, Los Angeles.  LA Times photo.

NYC Vision Zero ad
Many of the ads in the NYC Vision Zero campaign use micro-targeting, providing very specific localized information about crashes and deaths in the area.

Vision Zero ad, NYC

21.  Require specialized training for heavy vehicle operators (e.g., concrete trucks, dump trucks, etc.) with regard to driving in urban conditions, and with pedestrian and bicycle traffic.  Most transit agencies do this.  In DC, heavy vehicle operators (DPW, DDOT, DC Water) go through this training.

22.  Extend driver education "refreshment" training through partnerships with large employers.  Minnesota is doing this ("Minnesota law enforcement turns to employers in curbing distracted driving," Minneapolis Star-Tribune). From the article:
Major employers such as General Mills, Ecolab and CHS ban employees from using mobile phones and texting while driving company-owned vehicles and have comprehensive safety programs to promote safe driving. They’re using e-mail blasts, articles in company newsletters and videos and articles on internal websites.

At Cargill, where safety messages come in the form of posters in parking ramps and lots that carry messages such as “Hang Up, We Want to See You Again Tomorrow,” employees are required to complete e-learning courses and sign a commitment pledging safe driving. That means no use of cellphones while driving on campus, no texting while driving anywhere while on company business, even in personal vehicles, and 13 other behaviors deemed detrimental to driving safety. Violations bring consequences.

“It’s expected behavior” while on the clock, and the hope is that it continues when employees are on their own time, said Melanie Burke, Cargill’s director of health and safety. “It’s a goal to make it part of the culture.”

Fryklund said Cargill’s safe driving push has led to a behavior change. Fryklund, who works in the company’s animal nutrition division, said he always wears his seat belt and now tucks his cellphone in the seat behind him so he can’t get to it when it vibrates.

23.  Develop city-wide/county-wide "Open Streets" events like the CicLAvia in Los Angeles, which is probably the nation's most successful (and is modeled after the Ciclovia program in Bogota, Colombia).  CicLAvia regular gets 100,000+ participants at their seasonally-scheduled events.  And Park(ing) Day is another example, another good way to educate people on these issues.
New York City Summer Streets program
Photo of a New York City Summer Streets program by BeyondDC.

24.  Develop and deliver ward/neighborhood walk and bike events on a seasonal basis in association with the Department of Parks and Recreation, Department of Transportation, and other agencies and civic groups.

25.  Provide financial support to walking, bicycling, and transit advocacy groups.  Best practice groups as models include Feet First in Seattle, WalkDenver, WalkBoston, Transportation Alternatives in NYC, Starkville in Motion in Mississippi, City Repair in Portland, the Active Transportation Alliance in Chicago, and the Better Block model.

Enforcement/Traffic Engineering
In this section I've added traffic engineering as an element slightly different from the kinds of infrastructure facilities typically covered under the "Engineering" E.

NYC Vision Zero ad. Suburban residents often don't realize that it is inappropriate to drive fast in urban environments.

26.  Put signage up at the major entry points into the city, stating that the prevailing speed limit is 25 mph, unless posted otherwise.

27,  Make residential street speed limits 20 mph.

28,  Change the speed limit around transit stations to 25 mph (or 20 mph).

29,  Post notification signs at locations of traffic deaths.

Image from Streetsblog.

30. Change the legal framework with regard to motor vehicle operation to require that automobiles--as the heaviest and most powerful mobility device--should be accorded the greatest amount of legal responsibility with regard to traffic accidents.

31. Up the penalties for vehicle accidents that injure, maim, or kill, regardless of intent.

32.. Retrain police officers with regard to bike and pedestrian accident analysis so that their default position is not "the pedestrian/the bicyclist is automatically at fault."

33. Legalize the Idaho Stop for bicycling

34. Consider the development of a bicycle operators endorsement for drivers licenses.

35. Bring back the traffic enforcement division of the police department as a special unit. (Note that the Motor Carrier Safety Unit still exists, although it's probably a federal requirement.)

36. Give parking enforcement officers the training and legal authority to ticket driving infractions.

37.  Advocate to the Consumer Product Safety Commission for the inclusion as original equipment front and back lighting, and left and right turn signals on bicycles intended for urban transportation use


38.  Invest extra time and money in developing and delivering programming targeting lower income demographics, people of color, and immigrant communities.  This post, "Urg: bad studies don't push the discourse or policy forward | biking in low income communities," has many examples of better practice programming.  This article from Canadian Immigrant discusses a program focused in Canada ("A Toronto program uses two wheels to connect newcomers to the city").

39.  Develop a mini-grant program for capacity building and traffic safety programs for community groups working with these populations. Besides the Montgomery County and Pennsylvania programs mentioned above, Toronto's small grants program for "Bicycle User Groups" is another example.

Labels: , , , , , ,

Wednesday, May 18, 2016

Better leveraging higher education institutions in cities and counties: Greensboro; Spokane; Mesa; Phoenix; Montgomery County, Maryland; Washington, DC

For more than one year, I've been meaning to write about Greensboro, North Carolina, and how one of the planks of their economic development and urban revitalization planning is to better leverage opportunities present within the myriad of higher education institutions in their community, ranging from two public universities, the University of North Carolina Greensboro and North Carolina Agriculture & Technical State University--an HBCU land grant college, a community college system, and six private schools.

The range of programs attracts students not just from North Carolina, but from across the US and many foreign countries, adding a level of cosmopolitanism and a research thrust that likely wouldn't be present otherwise.  The city still has a strong manufacturing sector and the colleges help to support that sector's continued relevance when in many communities manufacturing continues to diminish as a significant element of the local economy.

One example is how UNCG and NCA&T already share a science and research park, the Gateway University Science Park, anchored by the Joint School of Nanoscience and Nanoengineering, where the dean reports to both institutions.

One of Greensboro's inspirations has been how Spokane, Washington is creating a multi-institutional campus, called the University District, on a section of the waterfront no longer used by the maritime industry ("Campus evolution: WSU kicks Spokane development into high gear, Spokane Spokesman-Review), six institutions including Washington State University, which aims to create a medical school as part of their Spokane operation, are developing a mixed-function university campus integrating the normally distinctly separate schools and programs.

Note that Mesa, Arizona has done something similar as a revitalization initiative, focusing on attracting university operations to its city, although Arizona State University is based in Tempe, and there is multi-institutional graduate campus in Phoenix, where University of Arizona has various professional programs including a medical school ("University of Arizona expands footprint in downtown Phoenix," Arizona Daily Star), along with programs from ASU and Northern Arizona University.

Mesa's initiative hasn't been fully successful, likely because of the proximity of ASU  ("Mesa mayor hopes to attract more colleges to city" and "Do Mesa's branch colleges have what it takes to survive?," Arizona Republic).  But three of the five colleges originally recruited are successful..

Greensboro's universities move towards collaboration.  In an interview about Greensboro, Ed Kitchen, former city manager and now vice president of the Bryan Foundation--a local foundation that has invested heavily in a wide range of community improvement projects-- discussed how going forward higher education institutions especially when there are multiple institutions in a single community, need to rethink how they organize and deliver programs, with a much greater focus on collaboration and differentiation and sharing, and a de-emphasis on duplication.

Applying that idea to Greensboro, stakeholders figured their best opportunities were with nursing and business education.  Greensboro has a strong hospital group and nursing programs at many of the institutions.

Because of declining State appropriations, Greensboro's public universities are seeing the value of collaboration, because on their own it can be much more difficult to build new facilities and offer new programs.

Creating the Union Square Campus in Downtown Greensboro. That common interest has spurred the development of the Union Square Campus, a new urban mixed use higher education development on 7 acres (two to three city blocks) in the core of Greensboro.

According to the Triad Business Journal ("Impact of Union Square at South Elm in downtown Greensboro could reach $500M"), UNCG, NCA&T, Guilford Technical Community College, and the Cone Health system are partnering on a "105,000-square-foot collaborative health care training facility," which will cost about $40 million to construct.

The colleges will shift their nursing programs to that campus, and UNCG will launch a doctoral nursing program there.  Instead of competing for students and resources, the schools will collaborate and collectively offer programs, providing more options to students than any one of the schools could offer individually.

The Union Square Campus is a way to experiment with how to bring that about while simultaneously supporting the city's revitalization objectives.  From the article:
As Triad Business Journal reported last year, the Union Square at South Elm development is set to host nearly 1 million square feet of new construction, including: the second phase of the downtown university campus; a 93,000-square-foot mixed-use building with ground-floor retail; a 500-space and a 200-300 space parking deck; a 96-unit and a 60-unit apartment building; and an about 150-room hotel with 18,000 square feet of conference and seminar space.
Universities at Shady Grove, Montgomery County Maryland.  What motivated me to write this piece was the publication of an article in the Washington Post, "Shady Grove: 1 campus, 9 colleges," about the multiple university campus in Upper Montgomery County, Maryland, The Universities at Shady Grovewhich includes undergraduate and graduate programs from various Maryland state universities.

(Separately, Johns Hopkins University has a campus of its own in Upper Montgomery County, and both are primary anchors of a multi-site science and technology research and business development initiative once called Science City but now termed the Great Seneca Science Corridor.)

From the article:
But Shady Grove is a program unlike any other, with nine state universities converging at the Rockville, Md., campus, part of an effort that began 16 years ago to reduce college costs, produce an educated workforce and encourage college completion among populations that traditionally struggle to get their ­degrees.

Public universities and colleges are grappling with how to serve a growing population of students with limited resources in the face of paltry state investment in higher education. ­Cooperative programs, such as the one at Shady Grove, draw on the strengths of regional colleges and respond to demands for workforce development.

“It’s a very innovative model,” said Barmak Nassirian, director of federal relations and policy analysis for the American Association of State Colleges and Universities. “You have a public institution responding to market conditions in a way that expands access.”

Shady Grove offers a way for community college students to transfer into undergraduate programs at nine of the 12 schools in the University System of Maryland, including the University of Maryland Eastern Shore, Bowie State, Towson and the state flagship in College Park.
The campus is a way for universities to tap into the potential student population in the county as well as the business and research community and the scientific laboratories of the federal government, in particular the National Institutes of Health and the National Institute of Science and Technology.

But like the Union Square Campus in Greensboro, the University District in Spokane, and the Downtown higher education campus in Phoenix it is another model of co-location and collaboration that more communities need to consider when looking at ways to better leverage the presence of higher education institutions within their local economy.

Washington DC universities have more opportunity for collaboration.  When I was talking with Mr. Kitchen, I stopped for a moment, listed the major universities in DC (American University, Catholic University of America, Gallaudet University, Georgetown University, George Washington University, Howard University, Trinity Washington University, University of the District of Columbia) along with various other university programs active in the city, and made the point that there was plenty of opportunity for collaboration between the institutions, but for the most part, they each go their own way.

Since that conversation, both Howard and Catholic have done some downsizing, in the face of declining tuition revenue.

Recently, both Howard University and American University have sold some properties for redevelopment, and starting around 2004 Catholic University initiated a large commercial redevelopment on land they own that is south of Michigan Avenue, much of which is now open and has recentered the Brookland neighborhood around the Metro station and the new buildings there.

HU is considering selling its PBS station affiliate's wireless spectrum as a way to raise money, and has created a joint venture to run its hospital, to put it in a better place financially.  Georgetown and GWU have already done something similar with their hospitals, to reduce their financial exposure.

And GWU, partly as a positioning move has amongst the highest tuition in the US ("Stephen Trachtenberg Is Not Sorry: Students have more debt than ever before. But the university president who helped propel a tuition arms race says schools are just getting started," National Journal).

In terms of some collaboration, in the past I suggested that DC go in with Montgomery County on a joint community college, and that DC consider, comparable to how the State University of New York supports certain "state colleges" at Cornell and some other institutions, contracting with one of the city's universities to offer a liberal arts college rather than UDC.

Perhaps the city's universities could move to a more collaborative place, especially as financial considerations push some of the institutions to reorganize some of their functions.

Currently, the universities participate in the Consortium of Universities of the Washington Metropolitan Area which among other functions, allows students to take courses at other schools in the group, and they lobby on policies impacting colleges in DC.  It functions similarly to the Five College Consortium in Amherst, Massachusetts, but they don't operate at the level of the Committee on Institutional Cooperation that links the academic side of Big Ten conference members, along with the University of Chicago.

Universities at Shady Grove as a model for East of the River advanced education initiatives/initiatives in under-served communities. One of my laments about the redesign and reconstruction of the Anacostia branch library is that it was a like for like replacement, when it could have been relocated to a more prominent location and more education-related functions added.

One thread of this idea is how the Tower Hamlets borough of London merged their library and continuing education programs into a combined program called "Idea Stores," and located them prominently within commercial districts and activity centers, from less well located sites ("When is a library not a library? When it's an 'idea store'," Guardian).

But the other would have been something like the Universities at Shady Grove, having a higher education building-campus as part of the public library, that could be shared by the city's community colleges and other higher education initiatives, even workforce training programs supported by the Department of Employment Services.

Note that since the opportunity has been lost for at least one generation to do this with the Anacostia library branch, it could be done as part of the revivification of the St. Elizabeths east campus, although it has similar issues in terms of not being part of the Anacostia business district proximate to the Metro station.

Similarly, such as facility could be set up as part of redevelopment on the Congress Heights side of the St. E's campus, where a Washington Wizards practice facility will be located ("Plan For Wizards And Mystics Facility Has Some In Southeast D.C. Playing Defense," WAMU/NPR).

Labels: , , , , , ,

Tuesday, May 17, 2016

Bike to Work Day, May 20th/May is Bike Month -- revised

I forgot a couple of important things, hence the revision.  ... such as Friday bike car service on the Penn and Brunswick Lines.

M.P. King, Wisconsin State-Journal photo. Bicycle Counter Display on the Capital City Trail adjacent to John Nolen Drive in Madison, Wisconsin. The meter has counted more than 384,000 bicycle trips since it was installed in June 2014.

May is Bike Month and I have been remiss in not using it as a hook to write a summary piece, which I will do separately.

In the DC area, Bike to Work day is this Friday, and there are 83 pit stops either in major employment centers, on the way to work, and some now even in the evening on the way home--the first Bike to Work Day had 5 pit stops.

Working with the Washington Area Bicyclist Association, there are "convoys" where people can ride together to various end destinations, and a separate "Bike Buddy" program where people wanting to ride but needing some support to make the transition as part of BTWD.

As a critic pumping out critical analysis and constant recommendations for improvement, I can point to how in Minneapolis, they have made Bike Week a seven-day event with activities each day, from Bike to Work Day on Friday to Women's Day on Thursday and Sunday's Families Ride to Park Day, and a more formal Bike Buddy program--participants in the Bike Buddy program get lights and other goodies.

On "Nice Ride Day" tomorrow--Nice Ride is the bike share program in Minneapolis--people can get discounted memberships and free helmets from signing up, and according to the Bike Events page, there are a number of activities that people can participate in, including an Environmental Justice Ride.

There have been some Bike Month activities not formally connected to BTWD last weekend that I didn't get around to writing about, including a ride between libraries in DC and Montgomery County, and a river/parks ride in Montgomery County.

In the San Francisco Bay area, the bike share program allowed free use of bikes on Bike to Work Day, for people who registered in advance.  And San Mateo used BTWD to launch their bike share program ("San Mateo Launches a Bike Share System on Bike to Work Day," KQED).

BTWD: incremental and significant progress.  But the reality is that the area's BTWD is a story of year-by-year progress that should be celebrated. More than 18,000 people sign up and more than that number will participate.  There are 83 pit stops, from a start of 5, with many locations outside of DC, where the bulk of activities had occurred in the past.

While I prefer the Minneapolis example of spreading out a focus on biking beyond the single day of BTWD, based on various studies of participants, almost 20% of the people participating say they took up bicycling regularly for transportation by starting out with participating in BTWD.

Continued progress and growth with BTWD participation: focusing on increasing participation by women and people of color.  This year, Commuter Connections, the transportation demand management program of the Metropolitan Washington Council of Governments/Transportation Planning Board, has done more focused outreach to women and to people of color, by working with organizations serving those populations, as a way to broaden participation beyond the typical participant demographics which tend to be male, under 35 years old, and white.  There is a lot more that can be done, but this is a good step forward.

As part of this new emphasis, they have produced video interviews with some prominent elected officials in the area.

DC Bike Ride on Sunday.  And while not marketed as a part of "Bike Weekend" so directly, the inaugural DC Bike Ride is on Sunday, May 22nd, and "extends" BTWD to more recreational ends.  Registration closes tomorrow.

Image from DC Bike Ride.

Maryland adds bike car service to Penn Line and Brunswick Line railroad passenger services on Friday for BTWD.  This is a big deal.  Normally, MARC only has bike cars on the weekends, on the Penn Line between Baltimore ("Bike cars on weekend trains a 'big first step' for cyclists," Baltimore Sun).

Image from Pittsburgh Mainline blog.

This year, for BTWD they are extending to Friday May 20th and in a first, to the Brunswick Line between Martinsburg, WV and DC.

BikeMaryland lists the schedule for the bike cars here.

Future thoughts: linking Bike to Work Day with "Open Streets" initiatives.  One of the things I spoke with Nick Ramfos, Director of Commuter Connections, was the idea of linking BTWD with "street closures"/Bike Expo/Open Streets type activities.  He said that there have been some examples of street closures in association with BTWD, but not many, and it is tough since it's a work day.

Maybe, along the lines of how Minneapolis has extended "Bike to Work Day" to Bike Week, with a particular theme for each day, the DC area could extend BTWD by having Open Streets activities on the weekend following.  The inaugural DC Bike Ride is one way to move this idea forward.

Image from Unbored Hands blog on the Southeast Cities CicLAvia.

Or it could be the weekend before as a lead in to "Bike Week."  The CicLAvia in Los Angeles County brings out as many as 100,000 out on a weekend Sunday--they have days each Spring and Fall, and move the activity around to various places across the County--not just in LA proper.

Many groups and organizations and businesses along the route leverage the initiative for promotions and activities of their own.

Last Sunday was the most recent CicLAvia ("CicLAvia arrives in Southeast Los Angeles," Los Angeles Times) and for the LA area, this Thursday is BTWD.  From the article:
CicLAvia's organizers are also trying to boost the event's economic impact, encouraging businesses to stay open even though streets are closed and coordinating special offers for CicLAvia riders and walkers. A 2013 UCLA study found that sales for businesses along CicLAvia routes increased by anywhere from 10 to 57%.

1.  Make the Bike Buddy program more prominent and systematic.  Use the Minneapolis program as a best practice model.

2.  Consider developing a full "Bike Week" of events that support biking for transportation, using the Minneapolis Bike Week as a model, with Bike to Work Day as the premier Friday event that it already is.

3.  Build on nascent efforts and develop more systematic programs for engaging traditionally underrepresented demographics, particularly women and people of color, in Bike Week/biking for transportation activities ("Urg: bad studies don't push the discourse or policy forward | biking in low income communities (in DC) edition").

4.  Work to develop an Open Streets weekend event as a lead in or denouement to "Bike Week."

5.  Develop a sponsorship arrangement with Capital Bike Share so that new riders can get free access to bikes on Bike to Work Day, as a membership promotion (models are special promotions for the Divvy program in Chicago, and San Francisco Bay Share's BTWD promotion).

6. Create a bike share promotion program for Bike Week comparable to "Nice Ride Day" to promote new memberships in the bike share system.

7.  Work with the jurisdictions, including the National Park Service, to focus on launching-ribbon cutting of new bike infrastructure and facilities, during Bike Week, as a further leveraging of attention on biking for transportation during Bike Month.

This BTWD video features DC City Councilmember Elissa Silverman.

This video features Cathy Hudgins, who is a Fairfax County Supervisor and sits on the Transportation Planning Board.

Labels: , , , , ,