- Open access to data and information, including monthly reports published on the DDOT website making available collision data that includes geographic and demographic data, death and injury counts, and possible contributing human factors like intoxication, distraction, or failure to yield. This is an unprecedented level of transparency that will enable independent research and analysis by advocacy groups and public citizens.
- Creation of Bicycle and Pedestrian Priority Areas, based on factors such as areas with a high volume of people riding bikes or walking, or areas with frequent or severe crashes. Safety modifications to an area selected to be a Bicycle and Pedestrian Priority Area could include interventions such as prohibiting right turns at red lights, reducing speed limits, installing protected bike lanes, or increasing levels of automated enforcement like safety cameras.
- Codification of a Complete Streets policy, with the expressed goals of encouraging walking, bicycling and the use of public transportation, establishing a District-wide integrated system of bicycle and pedestrian infrastructure, involving residents and stakeholders in planning and design decisions, actively looking for opportunities to repurpose roads to enhance connectivity for pedestrians, bicyclists, and transit riders, and improving non-motorized access to schools and parks. The Act directs DDOT to incorporate the policy into the agency’s Transportation Strategic Plan, Bicycle and Pedestrian Master Plans, and other manuals, rules, regulations, and programs, including construction and reconstruction and maintenance of all roads.
- Bicycle insurance consumer protection— the Act contains an entire section on bicycle insurance regulations.
- Bicycle and pedestrian safety provisions, including an explicit prohibition against dooring bicyclists, and mandating universal traffic and street safety curriculum for public school children in 1st-5th grade.
- Motor vehicle safety provisions, which include updates to taxi and vehicles-for-hire driver training requirements— explicitly instructing them in the rights and duties of motor vehicles not to stop in an intersection or a bike lane; mandate a study for a deferred disposition program for traffic infractions that would allow someone to reduce fines and points if they attend a safety training; increased penalties for aggressive driving; the installation of side guards and blind spot mirrors on registered trucks, and a ban on the use of ATVs and dirt bikes in the District.
- Drunk driving provisions that increase penalties for first time drunk driving offenders and offenders with blood alcohol content above .08 but less than .20., mandate participation in the interlock program for all offenders that have a blood alcohol level above the legal limit, and permanently revoke the license after a third conviction for driving under the influence of alcohol or drugs, driving while intoxicated, or operating a vehicle while impaired.
- Establishment of a Major Crash Review Task Force that will consist of staff from MPD, DDOT, Office of Planning, the Bicycle Advisory Council, the Pedestrian Advisory Council and the Multimodal Accessibility Advisory Council. The Task Force will review crashes handled by the Major Crash Investigation Unit of the MPD.
On June 28, the DC Council voted unanimously for the Bicycle and Pedestrian Safety Amendment Act of 2016 (B21-335). Mayor Bowser signed the bill in late July. It will become DC law at the end of August after 30 day period of Congressional review. Highlights of the Act: