DDOT just activated the new contraflow bike lanes on the two blocks of New Hampshire Avenue connecting from U Street.  Cyclists traveling against the flow of car traffic now have separate lanes in which to travel all the way to the crossroads of U Street, Sixteenth Street, and New Hampshire Avenue.

At the intersection, DDOT has installed special bike traffic lights to allow cyclists to cross into the bike-boxes ahead of the queues of car traffic waiting on Sixteenth Street. (See the green bike-boxes ahead of the stop lines in the diagram above.)

This is a pilot project for DDOT and there are a few kinks to work out. First, the bike signals are not placed in ideal positions.  Look carefully at southwest corner of the diagram above.  Notice that a cyclist stopped at the stop line on New Hampshire Avenue does not directly face a bike signal.  The cyclist must know to look to the right and to look up to heights that are unusual for bike signage. In much of the world, bike signals are placed five to seven feet above the ground.  Even if the signals cannot be located to other poles, lowering them on their existing poles could help.

Second, there are induction loops embedded in the pavement to sense a waiting cyclist but there’s no indication that cyclists should wait exactly at the stop line in order to trip the sensor. While filming, we pulled to the curb to stop and failed to trip the sensor.

This is merely the first step in DDOT’s plan to reconfigure the intersection, which suffers a high number of pedestrian injuries.  Until now, these two blocks of New Hampshire Avenue have been the missing link between New Hampshire Avenue and Sixteenth Street and the bike lanes on T and V Streets (eastbound and westbound, respectively).

Source: U.S. Census Bureau

Among the nicest features of LeDroit Park are its walkability and its proximity to downtown.  We can bike downtown to work in 15 minutes, or if it’s raining, take the bus or the metro and be there in 25 minutes.  The restaurants, shops, and bars along U Street are only a short walk away.

The notion that it is easy to live in LeDroit Park without a car consistently confounds many suburbanites, but our variety of transportation options is no accident.

Our neighborhood is just outside the original L’Enfant city.  In L’Enfant’s time, the main form of transportation was the human foot, so a city designed from scratch, like Washington, had to be relatively flat, like Washington, and compact, like Washington.  Horse-drawn streetcars made commuting across the city easier, and electric streetcars eased the daily climb to neighborhoods like Columbia Heights and Mount Pleasant.

After World War II, housing construction exploded, particularly suburban housing construction.  The suburban housing model was— and, for the most part, still is— based on several main principles, most significantly, the uniformity of housing sizes (usually large) and the separation of residential and commercial uses.  Both larger lots and the separation of uses create longer distances between any two points, requiring a greater effort to go between home, work, and the grocery store.

These longer distances between daily destinations made walking impractical and the lower population densities made public transit financially unsustainable.  The only solution was the private automobile, which, coincidentally, benefited from massive government subsidies in the form of highway building and a subsidized oil infrastructure and industry.

LeDroit Park was founded in 1873 and the first wave of single-family and duplex houses designed by James McGill soon followed.  The second housing wave brought rowhouses to LeDroit Park, but most of the neighborhood was finished in the early twentieth century long before the dominance of the automobile.

Notice this 1908 photo of the 400 block of U Street in LeDroit Park.  You’ll see four people, but only one car.

It’s no coincidence that our neighborhood’s founding, long before the automobile age, relates to its walkability and abundance of transit options.  In fact, when we look at the regional Census data, we find a strong relationship between the age of the housing stock and the rate of households without a car.

The only other factor that might influence the rate of carlessness is income, but the closeness of the carless rate and the pre-war housing stock rate is too glaring to ignore. There are plenty of middle-class people in Washington who choose to forgo a private car and the age of the neighborhood may be a strong indication of just how easy it is to live without a car.

Several whimsical Washingtonians staged a Barnes Dance Barn Dance at Seventh and H Streets in Chinatown on Friday.  (see video above)

DDOT installed the new Barnes Dance crossing late last week and is studying the effectiveness of installing such configurations at some of the city’s busier intersections.

The setup in Chinatown provides three light cycles: one for H Street, one for Seventh Street, and one cycle during which pedestrians may cross whichever way they choose, even diagonally through the intersection.  The Chinatown Barnes Dance differs slightly from a traditional Barnes Dance in two ways:

1. Cars may not turn at any time.  A traditional Barnes Dance provides right-turn arrows during the streets’ respective green cycles.
2. Pedestrians in Chinatown may cross with traffic in addition to the all-pedestrian cycle.

These variations prioritize pedestrian crossings, a priority in line with DDOT’s goal of enhancing pedestrian transportation in the District.

Some in Georgetown are hoping the DDOT installs a similar “dance” at Wisconsin Avenue and M Street.  Greater Greater Washington disagrees with that potential site, as several unique factors render that part of Georgetown unsuitable for a Barnes Dance.

The driver of a car intentionally hit a cyclist at First Street and Florida Avenue NW in Bloomingdale, TheWashCycle reports.  The victim wrote:

Around 5:50 PM [Wednesday] I was riding along First St. NW with other commuters. We crossed over Florida Ave and a car came in behind me, horn continuously on, and accelerated into my rear wheel knocking me to the ground. The driver then got out of the car and yelled some obscenity at me. He got back into his car and left the scene.

I ended up with a few bruises and bumps but luckily no serious injury, but my rear wheel was destroyed along with my saddle, still not sure about the frame. Although there were seven plus witnesses, we were only able to get a partial license plate. We did get a great description of the car. The police arrived on the scene and took all the witness statements, etc and the incident will be filed as a hit and run.

Using a vehicle as a weapon is a serious crime.  It’s also important to remember that cyclists and drivers are equally entitled to use the streets of the city.

At Thursday’s monthly meeting of ANC1B, the commissioners voted unanimously to oppose various cuts to Metro service. In fact the level of opposition was so high that the commissioners tripped over each other adding amendments to oppose specific cuts to service.  Specifically, the commission voted to

• Oppose all cuts to the Yellow Line all the way through Fort Totten (in Ward 5)
• Oppose ending service at midnight.
• Oppose closing the Tenth Street entrance to the U Street Metro station.

Noting the urgency of the cuts, the commission promised to formalize its opposition in a letter to WMATA the next day.

It’s reassuring to see that at least some local leaders recognize the important of Metro to life in the District.

The District government uses GPS to track its plows and publishes the location data for the public to see.  Enter in your address or an intersection and watch an animated history of plowing over the past few days near you.

Please recall that under District law, property owners should have cleared their sidewalks by now. It’s certainly no fun, but it helps life return to normalcy.

The record snow that accumulated this weekend brought us out to snowball fights and sledding in Meridian Hill Park.  With few stores open and few roads passable, Saturday was a true holiday in the old-fashioned sense.

Howard University Hospital’s groundskeeper was out in heartbeat clearing the hospital’s sidewalks while contractors cleared the hospital’s parking lot. Pretty impressive!

Neighbors dug their cars out of snow and the usually busy Florida Avenue carried more pedestrians then automobiles. The District government sent numerous plows along U Street and Florida Avenue, largely neglecting (understandably) the quiet streets of LeDroit Park.

You didn’t need a 4×4 to get around this weather. These two girls found that a daddy-powered sled was the most convenient form of transportation.

In Dupont Circle, hundreds of people gathered for a snowball fight. We caught the end of it:

Is a white Hummer camouflaged when it’s in the snow? These snowballers were able to spot and pelt it.

This Suburban sped away as soon as the light turned green.

For cars in LeDroit Park, Fourth and Fifth Streets are passable, but the east-west streets are better left to the four-wheel-drives.

More snow is expected Tuesday night and during the day on Wednesday. Were Pres. William McKinley still alive today, he would not only argue the merits of a gold standard with Rep. Ron Paul, but would also scoff at this relative “dusting”.  Though we’ve recorded 45 inches so far this winter, the winter of 1898-99, during McKinley’s administration, set the city’s record, dumping a total of 54.4 inches on the capital!

If you’re tired of the snow, be glad you don’t live in Québec City, which suffers 124 inches of snow each winter… on average!

Opening day for the Dupont Circle underpass

In 1950 the District opened a vehicular underpass allowing Connecticut Avenue to dive under Dupont Circle.  The underpass, which still exists today, is flanked by two abandoned (and hidden) streetcar tunnels that sit behind each rusticated retaining wall.  In March 2007, DDOT finished refurbishing the automobile underpass, but the city missed an excellent opportunity to restore the gashed avenue above.

Between Dupont Circle and Q Street, the underpass is “daylighted”— exposed to the sky— needlessly monopolizing space from the block’s active street scene.

Our solution for street reclamation is simple: cap the underpass for that one block.

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Connecticut Avenue, for that one block, would become much like P Street or Nineteenth Street (on the north side) as they approach the circle.  Each provides a travel lane and a parking lane in each direction— far different from the cramped and highway-like atmosphere on Connecticut Avenue.

The businesses along the block would benefit from sidewalks that will double in width as well as from easier access from the roadway, parking spaces and sidewalk on the opposite side of the avenue.  The increased sidewalk space will relieve the pedestrian congestion on the sidewalks (particularly on the east side) and provide space for outdoor seating and for stores’ promotional placards.  Pairs of facing street benches perpendicular to the avenue will provide more seating for shop patrons and passersby.

Furthermore, the ample, seamless space would provide another truck-accessible venue for weekend farmers’ markets or art sales and other events that a stodgy National Park Service may not permit in the circle itself.

Plans are already in motion to build over I-395 and the National Capital Planning Commission dreams of covering the E Street Expressway in Foggy Bottom east of the Kennedy Center.  Compared to those proposals, this one is simpler, easier, and cheaper and would benefit more residents.

Update: We considered the idea of a medial park, but worried that it would suffer from desolation due to its separation from the active sidewalks. Though certainly better than the status quo, we suspect fewer people would want to sit in what is essentially a grassy street median. That said, it would certainly be cheaper to build— and money is no small matter in this case!

The advantage of our proposal above is that it enhances existing spaces (the sidewalks) whose heavy use warrants improvement.

We’ve written before about DDOT’s plan to build a streetcar system throughout the District.  The city already owns three streetcars and is storing them temporarily in Greenbelt.

The city recently installed rails and mini-platforms (see below) along the western end of Benning Road in Northeast Washington.  Here are some photos we took this weekend of our shiny new infrastructure.

Above: Median platform at 19th Street NE.

Below: The tracks are embedded in a linear concrete pad that runs along the inner lanes of Benning Road.

The rails will continue along H Street NE toward Union Station.

Photo by M.V. Jantzen

The District recently renovated and reopened Champlain Street to cars under the Marie Reed Center.  The new street is one-way southbound for cars and includes a northbound contraflow bike lane.  The reopened street will improve street connectivity between Adams Morgan and the U Street corridor.  Currently, much of the car traffic is forced onto Ontario Road on the east and Eighteenth Street on the west.

The northbound contraflow bike lane will connect nicely to the westbound bike lane on V Street (mapped below).  Though bicycles are entitled to ride on all District streets, LeDroit residents who prefer bike lanes will find a more relaxed route along V Street (from Vermont Avenue) westward to Florida Avenue, then northward on Champlain Street.

Champlain Street and vicinity. The blue line marks the northwestern edge of the L'Enfant Plan

The roadway just south of the Marie Reed Center has been renamed Champlain Street to signify its continuation from the north.  Its old namesake, Old Morgan School Place,  has since been shortened from its former L-shape to its one remaining block between the Reed Center and the PEPCO substation.

We applaud DDOT and Councilmember Jim Graham (D-Ward 1), who spearheaded the reopening, for accommodating cyclists and connecting the street grids.  Connected streets alleviate traffic jams as they provide more alternatives routes when the main streets become unexpectedly crowded.