Real estate investment trusts and transit oriented development: CVS pharmacy moves from a single use site to a mixed use site on New Hampshire Avenue NW, Petworth, Washington, DC

(More from my trip to DC.  And there was so much I didn't have time get to check out--Downtown, Dupont Circle, 14th Street NW, H Street NE, Capitol Hill and Eastern Market, the mixed use Safeway on Kentucky Avenue SE, a bunch of new recreation centers, Georgetown...).  

She tools around in a used electric Fiat 500.  She gave us a tour of Walter Reed.  I think I would have missed a bunch without her chaperoning us.

And I didn't have time to meet up with people outside of our old neighbors--we came out for the high school graduation of the next door girl that "we helped raise" until we moved.

Typically, pharmacy buildings are owned by real estate investment trusts who don't want to complicate a property by making it mixed use ("Problematic outcomes as real estate investment trusts buy more "high street" retail real estate," 2015).  This is counter to good urbanism in cities, but the companies don't care.

That's why when companies like Walmart or Aldi start being okay with locating in mixed use buildings that's a big deal.  Although it's not like they care about the site design or architecture that much.  

There is an Aldi Supermarket on the ground floor of this apartment building on the 800-900 blocks of the south side of H Street NE, Washington, DC.  The Aldi on South Dakota Avenue NE seems like it's more temporary--although that means 20+ years--as the building is under-developed compared to its potential.

If it's a site they want in a leased mixed building setting, they'll take it.  But they'll still build single use buildings, but with underground parking, because land suitable for large parking lots aren't really available in the core of a city ("Lessons from Walmart's foray into DC," 2011, "The reason why Walmart is committed to a store that is part of a mixed use development," 2013). (Also see "LOL: Walmart closing stores, announces it won't move forward with two stores in lower income areas of DC," 2016).

The CVS on Georgia and New Hampshire Avenues in the Petworth neighborhood of DC used to be across the street on a parcel that needed to be heightened but never was. 

I guess they ended their lease and moved to a mixed use building.  There are still other CVS stores in the area that remain single story automobile-focused uses in Takoma DC, on 14th Street NW in Columbia Heights, and on Georgia Avenue NW by the Safeway (still single story although the one in Petworth is not) on Piney Branch Road.  So these remain fallow opportunities for better development.

What this also means for the Petworth site is that the REIT is likely to be willing to sell their single story site now that they can't get an easy tenant for it, allowing for more intense development there, which is a plus for urbanism and the city.

Single story still, while the one in Petworth that was single story has long since been converted into an apartment building with the Safeway on the ground floor.  On the other hand, that site is two short blocks to a subway station.  

Safeway in Petworth has been redeveloped for more than ten years.

This is a nice easy walk to the Takoma Metrorail station, but instead of two short blocks, it's 7/10 mile.  Subway station proximity in DC, which has a transit network contrasted to Baltimore which does not ("WMATA's 50th anniversary from the start of service, Part 5: Making a better transit network | Connecting heavy rail + light rail + railroad "), makes all the difference in properties being worthwhile to develop, or not.  

What the Safeway in Petworth used to be.

A Separated Yellow Line up Georgia Avenue would change the property values overnight, but would require wholesale rezoning like what Arlington County did with Wilson Boulevard, and DC has never gone to that length for land that is already zoned low density residential ("WMATA's 50th anniversary from the start of service, Part 2b | Lessons learned: Proposed expansions and the Metrorail system we don't have," 2026).

It does with commercially zoned land, like the liner buildings along Georgia Avenue, plus industrial land and land at transit stations ("To Create Abundant Housing, Ignore the YIMBY Playbook," Washington Monthly).  But to go beyond the liner buildings a block, the way Arlington did, hasn't been done ("How DC Densified," Works in Progress).

It shows that while the development boom in DC has been astounding, there are still plenty of opportunities for redevelopment, but Metrorail proximity is key ("Today WMATA Metrorail's 50th anniversary from the start of service | Part 1: many lessons can be found, if you look," 2026).

This makes DC's failure to leverage streetcar service for the forthcoming redo of the RFK campus into a mixed use development anchored by an NFL football stadium, all the more apparent ("Bye DC Streetcar | Too small to reshape DC policy, Big enough to spur $1 billion in economic development,").  

With the streetcar, DC's H Street NE is the most intensely developed corridor without immediate Metrorail access (although Union Station is nearby).  

Streetcar on H Street NE.

What Georgia Avenue NW could have looked like with a streetcar.  The apartment building is extant at Georgia and New Hampshire Avenues (built by Chris Donatelli, "Chris Donatelli, a DC real estate developer, dead at 58") but the streetcar is not.

It was proof positive that the city needed to put streetcars on Georgia Avenue-7th Street NW/SW connecting to the Wharf, Rhode Island Avenue, Benning Road-Minnesota Avenue, Martin Luther King Jr. Avenue/Southern Avenue SE, and Kennedy Street-Riggs Road to spur development by providing better transit access between Metrorail stations, but as a way to spark development more.

For some reason, DC's elected officials still don't accept that Metrorail is the foundation of DC's economic success since 2000.  Without it, the city would be provincial like, more like a state capital that isn't all that great--like Albany, New York (which loses out because people and many state government agencies prefer New York City).

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The old streetcar network used to serve the US Capitol via a couple different lines.

I also suggested a heritage streetcar system with visitor centers and an expanded Union Station with transportation museum functions for the National Mall.

-- "Revisiting: a proposal for heritage streetcar service on the National Mall | adding service to the DC waterfront," 2022

Nice looking five story brick apartment building, Parks at Walter Reed development, Washington, DC

The Walter Reed Army Medical Center was a large hospital and research campus on Georgia Avenue NW in Washington, DC.

It was merged and moved into the Bethesda Naval Hospital in Bethesda, Maryland.

The old campus went through a de-accession process and DC bought it and did a plan, calling for housing and retail mostly, with civic uses in some of the historic buildings.

I fell in with some people, too late in the process, who proposed instead of a predominately housing oriented project, a graduate medical education and biotechnology program for the site, with the aim of building back the jobs element of the campus--which when fully staffed had almost 8,000 employees.

The original hospital building is still there, but still hasn't been redeveloped.

But DC isn't particularly innovative when it comes to economic development planning.  They are comfortable with housing and retail, but not much of anything else ("Demolition Marks Turning Point for Decommissioned Hospital Site," Engineering News Record). From the Washington Business Journal article "Historic hospital building at former Walter Reed campus for sale":

The Parks at Walter Reed’s main square, anchored by a Whole Foods, other retail and apartments, is the centerpiece of the larger $700 million development, which is slated to include 2,100 housing units, 100,000 square feet of retail and 200,000 square feet of office at buildout. 

The long-term plan is for most of the historic buildings remaining on the campus to be redeveloped or preserved. But the development team has also marketed a few other properties on the campus, largely aimed at developers with niche ambitions.

Partly because the lead was somewhat of a wack job, even though a credentialed medical doctor with some affiliations with the Royal College of Surgeons Medical School in Dublin was part of the group and we were working with the nearby Washington Adventist University, which like many 7th Day Adventist colleges, has a number of health professional programs (Loma Linda University in California is a bonafide graduate medical school), we just never got anywhere.

Photo: Critical Systems.

Although later, lobbying directly with Congress, Children's Hospital Center took over the old Armed Forces Institute of Pathology there, which would have been turnkey for a medical school, and set it up to do research ("Children's National Health System Accepts Walter Reed Property").  

They're there, but I don't know how its progressing.  They call it the Innovation Campus ("NIH awards $6.7M to build additional lab space at Children’s National Research & Innovation Campus").  But it's a $6 billion project, so it's a big deal.

I ended up rewriting the concept for the St. Elizabeths campus in Southeast DC, where DC ended up building a new hospital.  

But that program ended up being a pretty ordinary hospital, not the public health innovator, graduate health education and biotechnology campus I proposed.  Again, because DC just isn't very innovative.

-- "Ordinary versus Extraordinary Planning around the rebuilding of the United Medical Center in Southeast Washington DC | Part One: Rearticulating the system of health and wellness care East of the River" (2018)
-- "Part Two: Creating a graduate health and biotechnology research initiative on the St. Elizabeths campus," (2018)
-- "Part three: the potential for donations around an expanded program," (2018)

-- "The new Cedar Hill Regional Hospital opens in Southeast DC" (2025)

-- "Revisiting East of the River medical care: United Medical Center" (2018)
-- "Update on DC's plans to build a new United Medical Center" (2018)

I also suggested University of Maryland could have done it at Largo.

-- "University of Maryland could seed a complementary biotechnology and medical education initiative in Prince George's County" (2021)

And I keep revising it...

-- "Hospitals as urban anchors/revitalization levers, not usually, but with great potential to serve communities in important ways: Examples are two forthcoming projects by Intermountain Health and University of Utah Health" (2023)

Although later I realized, when writing about the conversion of the Pfizer research campus in Ann Arbor, Michigan, seeding a biotechnology program is quite hard.  That facility had a lot of drugs in the pipeline which Pfizer was no longer interested in, and they willingly let new startups take them over.

-- "How the closure of a Pfizer research center in Ann Arbor, Michigan led to the development of a more robust and independent biotech sector" (2021)

Although I have to say the development is pretty impressive.  A lot is there, and nice public spaces, a super beautiful Whole Foods supermarket, and other stuff.  Lots of apartments.

Because it was designated as a historic district during the planning process, there is design review for renovation of old buildings as well as new construction.  While most buildings aren't nearly as nice and historically compatible as the one at the top of the entry, they're not terrible.  But nowhere as good as the one pictured above.

The first building is so good because it abuts a historic building.

This building has the Whole Foods on the ground floor.  It looks quite good architecturally for new construction.

The Plaza area

Whole Foods.  Because there are charter schools on the campus, the kids/youth grow up being able to experience this at lunch and after school.  It's open to all, not limited to residents of the development.  So it's a great public park amenity that the city doesn't have to pay to maintain--and couldn't at this high level of design and maintenance.

Metropolitan Branch Trail, Washington, DC

 One of the last projects I was involved with in DC was building consensus within the neighborhood to create an extension of the Metropolitan Branch Trail between Fort Totten Metrorail Station and Takoma, in part by using the right of way on Blair Road, but also removing a lane of road.  

A bicyclist on a Lime Electric Bicycle, Metropolitan Branch Trail/Blair Road, Washington, DC

This was very controversial.  The road was too wide relative to its traffic capacity, which was constrained a few blocks up, by going from four lanes to three lanes to two lanes.  The amount of throughput is "regulated" by the queuing capacity of the two lane sections and traffic signals.

The trail incorporates hash green crossings where the roadway intersects with the trail 

It's also along the elevated Metropolitan Branch railroad tracks, which contain both the Red Line east leg Metrorail and on either sides, tracks of the Chessie System railroad (formerly Baltimore and Ohio), which are also used some by Amtrak for service to Pittsburgh.

Person walking dog, bicycle sharing station

The elevated section made the roadway like a race track and cars drove much faster than the posted speed limit, this was abetted by one side being industrial, but the other residential.

We positioned this as a road safety issue.  There were a bunch of crashes but not too many accidents--but a few--resulting in death.  One such crash resulted in a couple deaths after the process of getting neighborhood approval but before the safety and trail improvements were implemented.

Interstitial spaces are used to park electric bicycles and scooters

It was pretty amazing to be able to walk this trail and recognize how much work I and others put into making it happen--our process alone was at least eight months, and of course the long term design and then engineering and construction took many person months.  I wasn't able to check the section by Fort Totten (next time) which shifted the trail from on street including a tough hill.

I saw children from a day care, a runner, a woman walking her dog, cyclists, scooter riders, people pushing baby carriages, etc. on the Trail.

But I did see people on it.  More on the weekend, compared to the Tuesday when I took these photos.

One of the things that shocked me is that they actually did a form of what I recommended maybe 15 years ago, about how to report problems on the Trail.

I suggested something a little different, that they sign it as if it were a road, e.g., the 800 block of Metropolitan Branch Trail.

They didn't do that, but they put up mile markers, it seems maybe every 0.2 miles, which state use the mile marker when calling 911.

At least in this section they didn't put in much in the way of benches or amenities, maybe because they are afraid of encouraging homeless camping.

While sections have trees, they need more.  And like how I suggest adding amenities icons to signage ("May is National Bicycle Month | More on the concept of adding services icons to bicycle route wayfinding signage") they really should do this.  A bunch of bus stops had no shade, and it gets brutal in the summer heat.

And make arrangements with businesses like the 7-11 at the corner to provide a water bottle filler, and/or access to restrooms (there aren't really such places).

Street crossing to the trail, Metropolitan Branch Trail/Blair Road, Washington, DC

It would be nice if like how I wrote about doing "after action analysis" ("Things I learn going to events by closely observing and analyzing them"), they would do this for the trail.  There are opportunities for public art and other amenities.  Very few trash cans, although not too much trash.  

This wide side section would be great for a small playground or picnic area.

But some sections had a lot of leaf mold buildup and I couldn't help but think how the city could leverage National Trails Day ("National Trails Day: Saturday June 6th") to do such community cleanups on the trail, or to do adopt a block programs, like they do for the city streets.

Because the street is so much narrower now, pedestrian crossings from the Trail to the neighborhood aren't "insane."

They do have bicycle sharing stations at certain points on the trail, at least at Kansas Avenue NW.

I was skeptical of this concept, with the retaining wall to protect bicyclists from traffic but it works well, and exactly as it was rendered years ago.

Lack of programming to me is the biggest failure of planning bicycling for transportation ("Revisiting assistance programs to get people biking: 26 programs").  There's a lot of opportunity to do this with trails, because they are used by so many different types of users.

Interestingly this bicycle route sign wasn't updated with information on the Metropolitan Branch Trail, which it crosses, Washington, DC.

That's what I mean about the need for "after action analysis."

Common Good in Cities: People Who Cycle Are "Better" Than People Who Drive

"Orientation towards the common good in cities: The role of individual urban mobility behavior," Journal of Environmental Psychology (2023)

Abstract:  Orientation towards the common good is considered as a building block of  social cohesion and has been shown to benefit both social communities and their residents. Mobility behavior (e.g. cycling) is associated with many positive psychological variables, but little is known about its relationship with the orientation towards the common good. This study examined the relationships between mobility behavior and four facets of orientation towards the common good: political participation, social participation in organizations, neighborhood solidarity, and neighborly helpfulness. Using a longitudinal multilevel analysis, annual surveys between 2014 and 2019 of a representative sample of the German general population (GESIS PANEL, N = 410) were analyzed. Cycling rather than driving was positively associated with orientation towards the common good in all models. Cycling was the only variable that was a significant positive predictor for all four facets of orientation towards the common good after controlling for possibly confounding variables (homeownership, personal income, education, sex). This research demonstrated that mobility behavior is associated with the orientation towards the common good. These findings are significant for policy and planning because the benefits of cycling over driving are more profound and sustainable than previously thought.

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Makes sense to me that when you're riding (or walking) you're more connected to your community than when you're apart from it in a car.  

And this concept is expressed in an article about the Louisville Loop, a concept for a 100 mile trail loop around the core of Louisville, Kentucky, through various different land use contexts from Olmsted era parkways to the city's Riverwalk ("Louisville Loop architect of 30+ years drives effort to build more trails," Louisville Courier-Journal)

Despite the obstacles the Loop has faced in the last decade, Swintosky remains focused on the vision laid out by the Louisville Loop Master Plan, which called for the completion the 100-mile trail "that becomes an essential component for the growth and prosperity of the region."

"I mean, you could read the Louisville Loop Master Plan, but I can enunciate the words just from my own knowledge and experience," he said. "(The trails) are community-building, they provide good, healthy living opportunities. They give the community opportunity to experience parts of their own area that you don't get by just driving down a road."

This is an example of how parks, trails and open spaces contribute to community well being, engagement, and the presentation of third spaces.

In the entry on National Trails Day, I forgot to reference the term I prefer, "social bridge" and William H. Whyte's term, "triangulation" about how public spaces provide the opportunity for people who don't know each other to interact:

William H. Whyte and "triangulation."  Whyte, who had been editor of Fortune Magazine, became interested in cities and public space, and pioneered methods of urban observation, including filming people and how they used public space.  He wrote a couple of very important books on cities and activation, The Social Life of Small Urban Places and The City: Rediscovering the Center.

One of his concepts is what he called "triangulation," where people who didn't know each other talk to each other.  Triangulation is the process: 

in which a stimulus provides a social bond between people. Strangers are more likely to talk to one another in the presence of such a stimulus. The stimulus might be musicians, or street entertainers, or apiece of outdoor sculpture. Museum professionals will note the relation of these stimuli to landmark exhibits which have a similar effect.

Anne Lusk, in her dissertation on greenways, calls this a social bridge. and I like that term better, it sounds less "social sciency." She wrote about how to design greenways to promote social interaction: 

Except for a minimal number of elements, the environment does not facilitate interaction between strangers. While someone could hold open a door and a person passing through could say thank you, necessary ADA regulations are making many doors automatic. 

If social capital is to be increased and interaction between people who know one another and people who do not know one another improved, environments that might foster positive interaction should be built. At the destinations, social bridge elements could be incorporated in the built environment. These social bridge elements include four types:  

1) Assist, 2) Connect, 3) Observe, and 4) In Absentia. 

An assist social bridge is the built element that allows one person to assist another person. A connect social bridge is a form of William Whyte's triangulation where a third element is watched, such as people kayaking, and strangers talk as friends. An observe social bridge is the positive feeling when a kindness is witnessed and that kindness is facilitated by the element in the built environment. An in absentia social bridge could be experienced in the perception of the person who created or maintained the space for the enjoyment of the recipient. 

And we need to think about that more broadly, in terms of both design of spaces but also programming ("The layering effect: how the building blocks of an integrated public realm set the stage for community building").  And once again, David Barth's integrated public realm framework.

And that's exactly what I ended up doing a couple Sundays ago, crashing the Turkish holiday Kurban Bayramı (Eid al-Adha) held at Sugar House Park.  I made a new friend, and had great food and I learned a lot.

Big League States: Illinois versus Indiana | Maybe Illinois Wins By Losing

"Big League City: Small Cities" discusses how professional sports teams can help to redefine smaller communities by putting the city into global media systems communicating about particular sports leagues, especially the NBA, which like soccer outside of the US, is a more internationalized brand.

"Big League City: Big League States | The real advantage is held by the sports team" discusses the competition between states when sports teams are located in metropolitan areas spanning two states.  

That entry focused on Kansas vs. Missouri in landing a new facility for the KC Chiefs NFL football team, and the offering of over $1 billion in incentives.  

"Big League City: Big League States: Part 2, Salt Lake/Utah" discusses how success of the Utah Mammoth hockey team having moved from Phoenix, is helping to reposition the Salt Lake City metropolitan area as competitive for professional baseball, even though it is a small market.

Towards the tail end of the Kansas vs. Missouri "win," Indiana threw itself successfully into the competition for a new stadium for the Chicago Bears football team.  The team had been playing off Chicago versus the suburb of Arlington Heights, where it bought an old horse racing track as a site for a new stadium, but they had a hard time getting the kind of tax breaks they wanted from the various taxing districts especially schools.

Indiana saw an opportunity and seized on it, and now according to Sports Illustrated ("Bears Heading to Indiana and It's Obvious Who Is Most to Blame"), after the Illinois Legislature failed to pass the kind of bill that the Bears wanted to facilitate their suburban location for the team are going to Indiana.  From the article:

The city and the state have had three years to take the Bears seriously and only now realize they should have. Chicago Mayor Brandon Johnson is the chief culprit here. He drove the Bears to Indiana by insisting it had to be Chicago or he wasn't supporting it.

Illinois and Chicago chasing both business and residents away is a very common theme. This is just another example. If not, then why did Indiana have no problem getting their plan in order to add a second NFL team?

Nashville, Buffalo and Cleveland all eventually got stadium situations resolved one way or the other. Illinois' legislators and Chicago chose to take the route Kansas City, Mo. and New York City took. They let business leave.

It's all been going on in Illinois since before the Bears even batted an eyelash at Arlington Heights. And how is that kind of general approach toward business working out, by the way?

Ironically, a stadium in Hammond is easier to reach for many in the Chicago metropolitan area compared to the Arlington Heights location ("'They were running into typical bureaucratic meandering, and here we are' | Bears board votes to move team from Chicago to Indiana," WTHR/NBC).

Given that football team stadiums cost so much money, and have few events, maybe Illinois is the real winner here, especially as the Chicago White Sox continue to seek public monies towards a new development for that team, as well as other sports projects seeking public funds (men's soccer, women's soccer, etc.).

If they are going to allocate scare dollars to stadiums and arenas, do it for the ones that have the most activity.

Although at least for in-city locations, football teams are starting to do a better job planning for more events, although only Miami seems to be doing it successfully, well Las Vegas maybe too but more indirectly because it's a good location for signature concerts.

-- "You get what you plan for: the multi-use Miami Hard Rock Stadium versus typical football stadiums | Washington Commanders"

National Trails Day: Saturday June 6th

The first Saturday of June is National Trails Day.  I think that it should be leveraged to promote trail use, volunteerism wrt cleanups, as a day to celebrate opening new trails, facilities, etc. ("Thousands of volunteers help maintain WA trails each year," Seattle Times).  

Too often it isn't.

The American Hiking Society is the lead, but federal agencies, at least they used to, like the National Park Service and the US Forest Service were big celebrants.  

Biking and walking access is a big part of trails and Trails Day events.

US Forest Service lands are free access on Trails Day.  They have a lot of volunteer and other events that day, all over the country.

National Parks aren't free that day.

1.  Last month, while doing park playground evaluation for a grant application, I realized besides most places not having enough signage calling attention to trails, that trail signage could be augmented with information/icons pointing people to nearby services like restrooms or air pumps--bike maps often do this, but not signs.

-- "May is National Bicycle Month | More on the concept of adding services icons to bicycle route wayfinding signage"

2.  Years ago, I was blown away by a trail study for Cuyahoga County (Cleveland) Ohio (Cuyahoga Greenways Plan) that did demographic studies about the increased range of jobs made available through the expansion of trail networks.  

I haven't stayed in close touch with bike planning best practice over the past few years, but I think this plan is definitely worth reading in terms of how it lays out goals and evaluation criteria for route selection, and even branding!

3. The basic idea is building a network for cycling.  I like the way an old German National Bicycle Plan illustrated the point.

I'm still proud of the concepts I developed many years ago in creating the Western Baltimore County Pedestrian and Bicycle Access Plan in terms of the scales at which to focus the development of bicycle and walking infrastructure ("Extending the "Signature Streets" concept to "Signature Streets and Spaces""):

• within neighborhoods
• one mile radius from schools and bus stops and transit stations
• three mile radius from "town centers"
• along corridors
• between corridors
• connections within and to parks, which I called a County bikeway network
• connections to neighboring jurisdictions (Baltimore County has borders with Baltimore City, Anne Arundel County, Howard County, Carroll County and Harford County in Maryland, and York County in Pennsylvania.

4.  With regard to trails as networks and infrastructure, urban trails can be particularly good at connecting neighborhoods to parks, libraries, shopping districts, grocery stores, schools and other civic assets.  The Northwest Branch Trail in Prince George's County does this very well--and it's the first trail that I really rode on that made me realize the value of trails versus street riding.

On the street, so much of your mental energy is occupied on defensive cycling.  You can drop a lot of that when riding trails, except for gauging the movement of pedestrians, little kids, dogs, roller bladers, scooter riders, skateboarders, etc.

On the Baltimore and Annapolis Trail and the Indianapolis Cultural Trail, brewpubs in Iowa, etc. many businesses have opened rear entries to link to the adjoining trail.

The patio and 606 Trail access point at Wolf & Company in Bucktown. Credit: Quinn Myers/Block Club Chicago.

In Chicago, the Wolf and Company restaurant is the first company to have placed a restaurant entry on  the 606 Trail.  

They specifically chose that building because it could support multiple concepts, including the trail.

Ironically, the 606 Trail was created to serve a lower income area of Chicago ("Lessons from The 606," DePaul University Institute of Housing Studies) but the Bucktown neighborhood where the restaurant is, is decidedly upscale.

The top floor is a cafe with coffee, tea and other drinks.

The bottom floor, 1752 N. Western Avenue opens to the street and neighborhood, with a full service restaurant, bar and market ("Bloomingdale Trotters Should Beware of Wolves, Not Foxes, Along the 606," Eater).

With a butcher case like this, and prices to match, the market is definitely a lot more than a typical convenience store focused on selling snacks and soda.

So Wolf & Company is three concepts: cafe; restaurant and bar; and upscale market, in one, connecting both to the 606 Trail and the Bucktown neighborhood.

5.  Speaking of branding, how about Promoting Bikeway Networks through Postcards?  The Alta Trail Map postcard below pictures their trails for winter skiing.  I like the icons they use to denote the various amenities at different trailheads.  Ski resorts promote mountain biking in summers as a way to build revenue off-season, and publish trail maps.

Relatedly, the Ketchum Idaho Visitor Center has trail maps posted on its walls.  As do some other groups.  But rarely bicycle shops.

6.  Not trails per se, but bikeways, Salt Lake is really doing a lot of great work ("Recent study cites Salt Lake City as one of the nation's safest metro areas for bicycling," Cache Valley Daily), even though its program to add sustainable mobility infrastructure to the city's streets has been stymied and preempted by the Utah State Legislature--legislators complain that bikeways make it hard for them to drive to the Capitol ("Utah Senate approves bill that blocks Salt Lake City's street improvement work," Salt Lake City Weekly).

7.  Besides the drying up of federal funding for sustainable mobility infrastructure ("Cities Losing Federal Support for Bike and Walking Infrastructure," Governing, "USDOT’s historic failure to advance any new transit projects in 14 months may be a sign of things to come," Transportation for America) and fortunately most states and localities are maintaining their commitments to biking and walking (and can't afford to cover federal government funding for transit) ... 

8.  the biggest issue in bicycle planning to me is not the development, construction and implementation of infrastructure and facilities, but providing the assistance people need to make the transition from automobile-centricity to biking.

I write about that here:

-- "Revisiting assistance programs to get people biking: 26 programs"

9.  Secure bicycle parking networks operating at the metropolitan scale.  But while #24 is Provision of secure bicycle parking, and lockers and showers in destination districts.  Zoning requirements to build them in office buildings and campuses of a certain size.  Or as a proffer/ community benefit.

I failed to call out specifically the need for secure bicycle parking networks.  That means 27 points.  This covers the topic:

-- "If you're going to promote electric bikes at scale, there needs to be complementary investment in secure bicycle parking and charging" (2023)
-- "Bike to Work Day as an opportunity to assess the state of bicycle planning: Part 2, building a network of bike facilities at the regional scale" (2017)

Rennes, France does a good job with regional secure bike parking ("National Bicycle Month | Rennes, France: a national model").  Other European cities too.

10.  E-bikes can help a lot.  Years ago I was critical about e-biking, because I thought "regular" bikes worked in cities--especially in flat areas--just fine ("(Still) tired of mis-understanding of the potential for e-bikes."

E-bikes have the added benefit of 

1. extending the distance people are willing to commute by bike
2. making it easier for aging seniors to continue biking
3. making it easier to bike in hilly conditions
4. making a bicycle trip more competitive with car travel in terms of time, so that people actually switch trips from a car to a bike.

From Reddit. An Amazon e-bike vehicle making deliveries in DC.  Although some worry about such vehicles blocking bike lanes. 

11.  Making cycling irresistible. But my earlier position on "the right way to use electric bikes" made me remember job isn't to make plans about how I think people should bike.  It should be about building the conditions to make bicycling irresistible 

-- "Making Cycling Irresistible: Lessons from The Netherlands, Denmark and Germany," Transport Reviews (2008).  

I used that paper as the foundation for this piece, which was commissioned at the time by the DC Bicycle Advisory Committee in response to a Rails to Trails Conservancy initiative.   

-- "Ideas for making bicycling irresistible in Washington DC" (2008)  

In writing, I made the point that DC is urban and should lay out an urban agenda for biking, as opposed to the more suburban and rural biking "sense" of the rails to trails movement.

I see one of the ideas, delivery services using bike-based vehicles is just now being implemented in DC.

12.  E-bikes and cargo bikes help people shift trips to and from school from car to bike. ("Small But Mighty: Electric Bicycles Can Bridge the Gap in Access to Transportation," National Laboratory of the Rockies, "Study finds that once people use cargo bikes, they like their cars much less," ArsTechnica).

13.  E-bike voucher programs are quick to fill up.  I didn't even know about the latest one in Utah ("Utah E-Bike Program offers $800 vouchers to qualified residents," ABC4).  It opened on June 1st.  Was full before the end of the day on June 3rd.

I like the usually these programs provide more support for those of lesser means.  But I think that they should be loan deductible programs like in in England or Ireland.   Sometimes, they are funded through carbon tax programs and similar kinds of impact fees.

14.  E-bikes on trails (and beaches) can be problematic.  On trails it is because they are faster than people on foot or regular bike.  And certain types of e-vehicles aren't bicycles, but more akin to motorcycles ("Iowa City needs a nuanced conversation about e-bikes," Iowa City Press-Citizen, "Iowa cities team up to promote e-bike safety on trails and sidewalks," Iowa Public Radio/NPR, "E-bikes are all over mountain trails. Some want them banned," "In the South Bay, e-bikes are restricted along the beach. Yet they’re still everywhere," Los Angeles Times, "Moab Opened 200 Miles of Trail to E-Bikes. I Was One of the First to Ride Them (Legally)," Outside).  From the first article:

Anyone who regularly uses Iowa City trails has likely seen the tension already developing: riders moving too quickly through crowded pedestrian areas, oversized throttle-powered bikes built more like motorcycles than bicycles, and parents purchasing machines online without realizing they may exceed Iowa’s legal definition of an e-bike. 

A sign posted at a trail entrance to the Aliso Wood Canyon Wilderness Park 

in Aliso Viejo, California restricts e-bike usage.

That matters because Iowa City has spent decades building trails designed to function as shared public spaces. Pedestrians, runners, wheelchair users, cyclists and families with strollers all use the same network. That system works because speed differences remain relatively manageable and predictable. A 12 mph difference matters on a crowded trail. A 30 mph difference changes the character of a shared trail completely. 

Unfortunately, the public conversation often collapses into two extremes. Either all e-bikes are treated as dangerous, or any discussion of regulation is dismissed as anti-bike hysteria. Both reactions miss the point. Most e-bike riders are responsible, and many are exactly the kind of people cities should want out of cars and onto trails. E-bikes reduce traffic, parking demand, and transportation barriers for people who might not otherwise ride at all. At the same time, it is reasonable to acknowledge that high-speed electric motorcycles do not belong on crowded recreational paths simply because they have pedals attached.

Ketcham, Idaho.

15.  Suggestion: Create a senior bike purchase deduction program from the social security benefits program.  I recently suggested Medicare could do this for seniors ("The "new" Washington Post editorial page blows a chance to be innovative | Nudging versus "nannyism" and senior health care"), but instead of deducting from your payroll check, from your Social Security check.  

There is clear value for promoting senior biking as a fitness measure.  Let's make it easy.  People with lower incomes could get a match--the check doesn't go all that far for many and i can be difficult to save up for big expenditures.

16.  Speaking of seniors, we need to have programs that promote walking and biking as people age.  Some senior centers and organizations do this on a national best practice basis ("Freewheelers: Old Spokes Bicycle Club," Philadelphia Inquirer).  Apparently there is a similarly named Old Spokes group in Calgary.  

Baltimore County Office of Aging sponsors a Cycling Seniors program.  Etc.

A couple years ago, Washington Area Bicyclists Association did an active transportation expo for seniors.  

I think all senior center programs should develop and implement similar kinds of programs.

17.  Acknowledge and respond to climate change.  Trails should consider adding push button mister stations to deal with the heat.  

Water stations where they can be installed, based on access to utilities.

Add shade structures and tree plantings.  With the aim that over decades, the trees become tall enough to provide significant shade.

A mister on a playground.