Bring the Bicycle Safety Stop to DC

Update: The hearing record closed at the close of business on Thursday, May 19.

The DC Council is considering two important changes to the rules of the road for drivers and people who bike in DC. The Council’s Transportation Committee held a hearing last week and advocates have until May 19 to send in written testimony to be included for the record.

The Safer Intersections Amendment Act of 2022 makes two changes. First, it adopts the Bicycle Safety Stop in DC, allowing a person riding a bike, scooter or ebike to treat a stop sign as a yield at intersections and treat a red light as a stop sign. This change would give a bicyclist greater visibility to drivers and reduce the time they spend in the intersection when no other road users are present. The bill also prohibits right turn on red for drivers at all signalized intersections unless permitted by signage.

So far, nine states have adopted stop as yield, including Delaware, where reported crashes at intersections involving bicycles dropped 23% in the 30 months after the change. For more information on the Bicycle Safety Stop, read our blog post explainer or this fact sheet from the National Highway Traffic Safety Administration. Read the full bill text here.

6 DC Council Bills to Support Now

In 2020, the DC Council passed the transformative Vision Zero Omnibus Amendment Act which set in motion dozens of changes to how DC prioritizes safe street designs, responds to severe crashes, enforces safe driving behavior with cameras and so much more. While many aspects of this bill are not yet implemented, it laid the groundwork for more ambitious laws and programs. This Spring, the DC Council is considering six bills to further push DC, agencies, and initiatives to proactively make streets safe.

Here’s a rundown of the bills and what you can do to support them.

Safe Routes to School Expansion Regulation Amendment Act of 2021

This bill from Ward 4 Councilmember Janeese Lewis George aims to make walking and biking to and around schools vastly safer. The bill would require new street and intersection safety improvements like raised crosswalks, speed humps, traffic signals and all-hours speed restrictions adjacent to schools, require an automated traffic enforcement camera in every school zone, direct camera revenue to safety improvements, and set an aggressive 2-year deadline for required improvements. The bill was introduced with the support of all 13 members of the Council. Read the full bill here.

Next Step: The Council’s T&E Committee held a hearing on March 14 for input on this bill. See the hearing announcement to submit testimony.

Walk Without Worry Amendment Act of 2021

This bill from Ward 1 Councilmember Brianne Nadeu would change DC’s default intersection designs to prioritize pedestrian safety and safe vehicle speeds. The bill requires DDOT to adopt raised crosswalks, raised intersections, and continuous sidewalks into the DDOT’s Design and Engineering Manual and specifies where these treatments should be used. Learn more about raised crosswalks here and  raised intersections  here

Like raised crosswalks, a continuous sidewalk gives pedestrians a continuous level path across an intersection, but uses materials and design that communicates a continuous pedestrian realm where cars allowed, but not the priority. They are ideal for intersections where a minor road meets a main road. Read the full bill here.

Next Step: The Council’s T&E Committee held a hearing on March 14 for input on this bill. See the hearing announcement to submit testimony.

Safer Intersections Amendment Act of 2022

This bill from Ward 3 Councilmember Mary Cheh would make two policy changes centered on intersections to prohibit right turn on red by default for drivers and to allow the “Safety Stop” for people riding bikes and scooters. 

Right Turn On Red was legalized in 1979 as an energy conservation measure, but it has become a serious challenge for safe walking and biking in urban areas in the four decades since. Many drivers fail to stop before turning, block crosswalks, or use their permissive right to turn as justification to bully bicyclists waiting at a red signal to get out of the way. In DC, right turn on red is permitted except where signed, which favors moving cars quickly instead of pedestrian and bicyclist safety. The bill would make no turn on red the default rule, while allowing for exceptions at specific locations.

The Safety Stop allows people on bicycles, e-bikes, scooters, or other personal mobility devices to treat red lights as stop signs and treat stop signs as yield signs. This change recognizes that it does not always make sense to require people on bikes to follow the same rules as drivers. On many streets, it may be safer for a person riding a bike to cross an intersection before car traffic catches up and bicyclists often have far better visibility and situational awareness compared to people in cars. 

Critically, this new policy only applies when intersections are empty. At a stop sign, people on bikes must still yield the right of way to pedestrians and cars in or about to enter the intersection. And at a red light, bicyclists may only proceed when the intersection is clear and it is safe to do so. Since 2017, 9 states have embraced the safety stop, and research shows a reduction in bicycle injuries. Read this blog post, for a more thorough discussion of why WABA supports the Bicycle Safety Stop.

Read the full bill here.

Next Step:  The Council’s T&E Committee is holding a hearing on May 5 for input on this bill. See the hearing announcement to sign up to testify or submit testimony.

Upgrading Tactical Safety Projects Amendment Act of 2022

This bill from Ward 3 Councilmember Mary Cheh would create a new yearly program to upgrade successful quick-build safety improvements into more permanent installations. Over the past seven years, DC has increasingly embraced “tactical” or “quick-build” efforts to quickly alter the design or geometry of streets and intersections using relatively inexpensive paint, flex-posts, and planter boxes. Many of these interventions are effective in changing driver behavior, improving visibility, and reducing crashes, but most do not stand up to abuse and weather. This program would upgrade successful tactical projects with more durable, permanent materials which often require significant planning, design, and construction effort. Read the full bill here.

Next Step: The Council’s T&E Committee is holding a hearing on May 5 for input on this bill. See the hearing announcement to sign up to testify or submit testimony.

Speed Management on Arterials (SMART) Signage Amendment Act of 2022

This bill from Ward 1 Councilmember Brianne Nadeu aims to slow speeds and improve traffic safety on DC’s busiest roads. It would set a new 25 mile per hour speed on all major roads, require more frequent speed limit signage on busy corridors and at gateways to the District, and require more signage around automated enforcement cameras. Read the full bill here.

Next Step: The bill has been referred to the Committee on Transportation on the environment, but a hearing is not yet scheduled.

Prioritizing People in Planning Amendment Act of 2022

This bill from Ward 1 Councilmember Brianne Nadeu aims to change the priorities of street, intersection, and bridge redesign projects to put safety, and climate-friendly transportation like walking, biking, and transit at the top. Currently, the District Department of Transportation uses many qualitative measures in the planning transportation projects, but traffic engineers still prioritize moving cars and reducing vehicle delay by relying on an outdated measure called vehicle Level of Service (LOS). 

First developed as a way to evaluate interstate highways, Level of Service only measures speed and delay for individual cars and trucks, not pedestrians or walkability, not packed buses or transit experience, and certainly not people on bikes. This bill would require DDOT to transition to some of the many existing alternate qualitative measures that better reflect DC’s values, mode-shift goals and sustainability commitments. Read the full bill here.

Next Step: The bill has been referred to the Committee on Transportation on the environment, but a hearing is not yet scheduled.

How to support these bills

All six bills have been introduced, but there are many steps ahead for each including hearings, markup sessions where amendments are proposed, and multiple votes by the full council. Here are some ways you can support the bills now and over the next few months. To better understand the DC Council’s legislative process see the helpful DC-specific How a Bill Becomes a Law.

  1. Testify at a hearing: (virtually or in person) show your support and suggest improvements. See the hearing announcements to sign up.
  2. Submit written testimony: If you cannot attend the hearing, submit your thoughts in writing up to two weeks after the hearing. Short, concise letters are best.
  3. Contact your Councilmembers and ANC: share your perspective on the bills and ask for their support. With enough notice, Advisory Neighborhood Commissions can pass resolutions in support of bills.
  4. Share your excitement on your favorite social network: how would these bills change your day to day experience on DC’s streets?

Thank councilmembers for stepping up: Coucnilmembers and staff put a lot of time and effort into drafting legislation. If you like what you see, reach out and thank them for their leadership. With so many steps between bill introduction and a final vote, councilmembers need to know that the effort is worth it.

We can’t wait another year for laws to make our streets safer.

Update: The DC Council did not hold a hearing before its summer recess. We’ll keep you posted when we know more about the fall hearing schedule.

Rally in April, 2019.

In a flurry of activity this spring, the DC Council announced four different bills (details below) to promote safer streets and a better bike network.  We need your help to make sure these bills turn into laws.

The Council’s next step is to hold a hearing. If a hearing doesn’t happen before the Council’s summer recess that starts in July, the bills are unlikely to move through the legislative process in 2019.

We can’t afford to wait another year for laws that make our streets safer.

Use the form below to contact your Councilmembers and ask them to hold a hearing on street safety bills before the summer recess.

Note: your messages are more effective if you include a personal story about why this legislation is important to you.

About the bills:

  • Ward 3 Councilmember Mary Cheh (Ward 3) introduced legislation, called the “Mandatory Protected Cycling Lane Amendment Act of 2019” which would essentially mandate that DDOT build a contiguous protected bicycle lane whenever the agency does significant reconstruction or repair work on a street. While we have some serious questions about definitions in the legislation, we think this is an important start.
  • Ward 6 Councilmember Charles Allen (Ward 6) introduced two pieces of legislation. First (which passed on Tuesday, May7th, 2019) is the “Florida Avenue Multimodal Project Completion Temporary Amendment Act of 2019”— this act specifically requires DDOT to fast track their existing plans to redesign Florida Avenue NE into a safer space for pedestrians and bicyclists (including adding dedicated bicycling infrastructure) or face a procedural hurdle before spending money over a certain dollar amount.
  • Councilmember Allen’s second piece of legislation, the “Vision Zero Enhancement Omnibus Amendment Act of 2019” is much more comprehensive than a previous 2018 version. This bill bans right turns on red, reduces residential speed limits to 20 mph across the city, and holds contractors/development companies more responsible for the disruptions they cause in the bike and pedestrian networks, among other things. Perhaps most importantly, the bill codifies the modeshare goals of the Sustainable DC 2.0 plan in law (25% of trips on foot or by bicycle, 50% by transit, and a maximum of 25% by car) and required DDOT to produce city-wide plans to meet these goals.
  • Councilmember David Grosso (At-large) introduced legislation, the “Curb Extension Act of 2019” (B23-0292), mandating curb extensions, which improve sightlines and reduce crossing distances for pedestrians, in all future DDOT road improvement projects.
  • Councilmember Brandon Todd (Ward 4) also introduced legislation, “Cyclist Safety Campaign Amendment Act of 2019”,to add a “bike-related rules” test on the DMV application. The idea behind this is to “re-enforce good habits early on” when someone goes to get a license.

For a more in depth look at these bills, read Greater Greater Washington’s analysis here.

Action Alert: Authorize HAWK Signals in Maryland

A ghost bike memorializes Frank Towers at the intersection of Veirs Mill Road and the Matthew Henson Trail.

In the span of just six months, two bicyclists were hit and killed attempting to cross five lanes of fast-moving traffic on Veirs Mill Rd at the Matthew Henson Trail in Montgomery County. Following the death of Frank Towers, state highway engineers designed and installed a set of flashing lights to warn drivers to slow down when a bicyclist or pedestrian wanted to cross. But warning lights do not require a driver to stop, so most don’t. The driver who hit and killed Oscar Osario six months later did not stop either. In order to install actual stop lights at intersections like this, we need to make a technical change to Maryland law.

Take Action

HAWK signals (also called pedestrian hybrid beacons) use a red light to require drivers to stop, and are used in states states all over the country, including Virginia and DC. Studies show that HAWKs reduce pedestrian crashes by 69% and total crashes by 29% compared to unsignalized, painted crosswalks. They make it significantly safer to cross busy streets. HAWK signals save lives, but are not approved for use in Maryland. A bill before the Maryland General Assembly would change that. House Bill 578 would explicitly allow the use of HAWK signals in Maryland. The bill has passed the House of Delegates and will be taken up by the Senate soon. Please ask your Senator to support this much-needed legislation to make biking and walking safer and more appealing in Maryland.

Take Action

Still not sure what a HAWK signal is? Watch this quick video for a rundown of how they work.

Legislation to watch in Virginia this session

These are the bills we’re supporting in Virginia in the 2017 legislative session. We’ll keep you posted as the session progresses.

Bicycle lane; penalty for driver to pass another vehicle using lane –  SB 1338 

Prohibits the driver of a motor vehicle from using a bicycle lane to pass or attempt to pass another vehicle.

Highway maintenance funding –  HB 2023

Provides that cities and towns that receive highway maintenance payments from the Commonwealth based on moving-lane-miles of highway will not have their payments reduced if moving-lane miles of highway are converted to bicycle-only lanes.

Use of handheld personal communications devices while driving; penalty –  SB 860 

Expands the prohibition of using a cell phone while operating a motor vehicle to all communications unless the device is specifically designed to allow voice and hands-free operation and the device is being used in that manner. (Current law prohibits only the reading of an email or text message and manually entering letters or text in the device as a means of communicating.) The bill expands the exemptions to include devices that are used for navigation or generating audio transmissions if the device is physically mounted to the vehicle. The bill provides that any violation of this prohibition that occurs at the same time as an additional traffic offense, or if the violation results in an accident, is punishable as reckless driving. Current law provides that a violation of this prohibition is punishable as a traffic infraction only.

Handheld personal communications devices; use of devices in highway work zones –  HB 1606

Prohibits any person from texting or otherwise using a handheld personal communications device while operating a motor vehicle in a highway work zone, defined in the bill, when workers are present.

Careless driving; cause of injury to vulnerable road user – SB 1339

Provides that a person who operates a motor vehicle in a careless or distracted manner and is the proximate cause of serious physical injury to a vulnerable road user, defined in the bill as a pedestrian or person riding a bicycle, electric wheelchair, electric bicycle, wheelchair, skateboard, skates, foot-scooter, animal, or animal-drawn vehicle, is guilty of a traffic infraction.

Contributory Negligence clears another hurdle!

Great news!!  After nearly three years of persistent organizing and advocacy by the WABA community, the DC Council just voted unanimously for the second time to pass the Motor Vehicle Collision Recovery Act to fix contributory negligence!

Thank your Councilmembers!

This was something that, three years ago, we were told couldn’t be done. Together, we have changed what is possible.  It will now go to Mayor Bowser for a signature, and afterwards undergo thirty days of Congressional review. We aren’t across the finish line yet, but we are closer than ever. This could not have happened without strong leadership on Council, especially Councilmembers Grosso, Cheh, and McDuffie. Click here to send a quick thank you email to all your representatives on DC Council.  

Summer Advocacy Roundup

Exploring a missing trail connection along Route 1 in Hyattsville

Exploring a missing trail connection along Route 1 in Hyattsville


Low-Stress Bike Network

Prince George’s County Trails Master Plan

Brief Explanation: The county’s Trails Master Plan (still in draft form), identifies how Prince George’s County intends to build and manage nearly 400 miles of new trails. The plan takes the mileage of primary trails (trails that are mostly paved, with high-quality design features, a park-like experience, and used for both recreation and transportation) from 65 to 293 miles, and secondary trails (connectors, along roads, or within neighborhoods) from 110 to nearly 400 miles. Current Status: The public comment period for the draft plan has closed, but we will provide further opportunities for engagement as the process moves forward.

Campaign Launch— Finish the Trolley Trail

Brief Explanation: A half mile separates the Rhode Island Trolley Trail in Hyattsville from the rest of the Anacostia Tributary Trail network. It’s a half mile that stands in the way of a regional trail system connecting Beltsville and Bladensburg, College Park and Capitol Hill, Silver Spring and Southeast Washington. It’s a half mile that isolates communities and makes getting around by bike or foot more difficult and dangerous. It’s a half mile blocking economic development and opportunity. Current Status: The Maryland-National Capital Parks Planning Commission has a design for a trail connection that would bridge this gap. Right now, it’s just that—a plan on paper, waiting in a desk drawer for someone to take it out and make it real. A united community demanding action can make this happen. Action to Take: The Prince George’s Acton Committee meets the second Tuesday of the month at the Hyattsville Municipal Building (4310 Gallatin St. Hyattsville) at 7:30 pm. Click here for more information and to sign the petition.

Beach Drive Rehabilitation

Brief Explanation: National Park Service (NPS) recently announced that construction on the much-anticipated rehabilitation of Beach Drive and the adjacent trail will begin after Labor Day of this year. The construction project will happen in four stages, beginning in the south and working north. While Beach Drive will be closed to car traffic in both directions for the segment under construction, bicyclists and pedestrians will still be able to travel through the corridor. While the road is being reconstructed, the trail will remain open, and when the road is completed but not yet open to car traffic, and the trail is being reconstructed, then bicyclists and pedestrians will have access to the road. Current Status:  The funding is allocated, the engineering designs are complete, and the contract has been awarded. You can see a project map on our April 2015 update, and find more information on the NPS project website. Action to Take: National Park Service is hosting a public information meeting on August 18 at the Petworth Neighborhood Library at 6:30 pm. Join us and learn more about this exciting project!

Monroe Street Bridge and MBT

Brief Explanation: The Metropolitan Branch Trail (MBT) will eventually connect Union Station to Silver Spring Maryland. For years, advocates were told that the time for routing the trail under the Monroe Street Bridge through a tunnel behind the west abutment would come when the bridge was ready to be rehabilitated. Current Status: The time for bridge rehabilitation has come. But the tunnel for the trail is off the table.  The scope of the bridge rehabilitation does include the installation of a traffic signal at 8th and Monroe Streets. In its current condition, this intersection is unsafe for trail users because of low visibility for cars coming eastbound over the bridge and lack of crosswalk alignment with the trail. Action to Take: We are still waiting for the intersection designs, but we want to hear from you. What would it take for you to feel completely safe at the intersection of 8th and Monroe Streets NE? What have you seen work in other places? Take this quick survey and share your ideas with us.

New York Avenue Trail

Brief Explanation: The District’s 2005 Bicycle Master Plan includes plans for a trail along New York Avenue that would connect NoMa to the National Arboretum, serving all the neighborhoods in between. New development along the corridor, specifically in NoMa and Ivy City, is renewing interest in the trail concept. Current Status: WABA will work closely with DDOT, Rails To Trails Conservancy, and other stakeholders to move the trail development process forward. But there’s a significant possibility that this could get complicated. Virginia Railway Express (VRE), a commuter rail service linking DC and Northern Virginia, has plans to relocate its railcar storage in light of the expansion of Union Station. Their chosen location is from 4th Street NE to 16th Street NE- right below New York Avenue, right where the concept plan routes the trail. Action to Take: Scroll to the bottom of this blog post to sign up for updates.

Updates to Trail Rules in Maryland

Brief Explanation: The Maryland-National Capital Park and Planning Commission (M-NCPPC) is updating its Park Rules and Regulations. Good changes have been proposed, including when trails close, speed limits for bicycles on trails, who has to yield the right of way at trail crossings, and whether e-assist bikes are allowed. You can read the whole discussion draft, and a set of policy alternatives, on the M-NCPPC website. Current Status: WABA supporters submitted a strong showing of public comments on the proposed rules during the comment period.  Additional public meetings will likely be scheduled in the fall. Action to Take: Click here to send an email to M-NCPPC to make sure that trails stay open when people need them, that parents can haul their kids to school on them, and that no one gets ticketed for riding their bicycle at a reasonable speed.

Veirs Mill + Matthew Henson Trail Crossing— Still Not Safe.

Brief Explanation: On Sunday July 17th, Oscar Mauricio Gutierrez Osorio, 31 of Silver Spring, was killed crossing Viers Mill Road in Silver Spring where the Matthew Henson Trail crosses a high speed Maryland State Highway. The exact details of the deadly crash involving Mr. Osorio are not public, but the trail crossing is a known safety hazard. This is the same location where Frank Towers, 19 was killed in December 2016,  just days after receiving a new bike for Christmas. Current Status: WABA reached out to local and state elected representatives, and transportation officials requesting action, as we did after Frank Tower’s death. On Thursday, July 21st, the entire Montgomery County Council sent a letter to Maryland Governor Hogan, Transportation Secretary Pete Rahn and Maryland State Highway Administrator Greg Johnson requesting immediate prioritization of trail crossing improvements. The letter calls out the current dangerous conditions and the need for immediate action. On July 29th, the delegation from Maryland’s 19th District sent a letter to Maryland State Highway Administrator Greg Johnson requesting immediate corrective action at the Matthew Henson Trail crossing of Veirs Mill Road. Action to Take: Maryland residents: write or call Governor Hogan, Transportation Secretary Rahn, and MD State Highway Administrator Johnson, as well as your state delegates and county representatives. Tell them that the status quo is not working and demand effective solutions.

Bike Routes for Commuting Around Red Line Safetrack Closures

Brief Explanation: WABA and Montgomery County Department Of Transportation hosted two events to help new commuters learn safe routes to avoid red line disruptions. Current Status: Resources for biking around upcoming safetrack surges are here. Action to take: Avoid hassle and delays by biking!

Crosstown Study

Brief Explanation: Getting from Columbia Heights to Brookland is a frustrating experience on a bike. It’s not a whole lot better on a bus, and really not great in a car either. DDOT is conducting a study aimed at improving travel through this corridor for all modes. Current Status: At present DDOT has two concepts for this project. You can read more about them here. Action to Take: The comment period for the current concept plans has closed, but another community meeting will be scheduled in September. Project updates and timelines will be posted here.

Street Calming and Bike Lanes for Maryland Ave NE

Brief Explanation: More than six years ago, the D.C. Council gave DDOT money to make a long stretch of Maryland Avenue, NE safer for pedestrians and cyclists.  DDOT used that money to establish a new initiative that it called the “Maryland Avenue Pedestrian Safety Project.”  That initiative included implementing a road diet along Maryland Avenue and installing bike lanes, wider medians, and curb bump-outs. Mayor Bowser, DDOT Director Dormsjo, and Ward 6 Councilmember Charles Allen have made Maryland Avenue a priority, and they have been pushing to get the project done. You can read more about the history of the Maryland Avenue Project here. Current Status: A recent community meeting held to explore DDOT’s 30% design plans for the project turned acrimonious. While meant to be a chance for residents and neighbors to get a detailed look at the design for the street and offer constructive feedback to improve the project, the packed library meeting rooms were instead filled with heated concerns about parking. We’ve seen this movie before. Action to Take:  The DDOT employees responsible for this project are George Branyan and Ali Shakeri ( If you live, work, or bike around the project area, please send them an email letting them know you support this project and want to see it move forward.

Bike Laws

Contributory Negligence

Brief Explanation: The D.C. Council voted unanimously to approve the Motor Vehicle Collision Recovery Act of 2015  as part of the consent agenda. This vote is a huge step towards final passage of the bill, and is the result of years of organizing efforts. In spite of roadblocks, delay, and concerted opposition from AAA and the insurance lobby, we’re the closest we’ve ever been to changing the unfair doctrine of contributory negligence for vulnerable road users. Current Status: The bill has now cleared a major obstacle to passage. The Council will vote on the bill a second time in late September / early October, after which it will require a signature by Mayor Bowser, (who sent a congratulatory tweet to Councilmember Cheh after the successful first vote) and will undergo a 30 day Congressional review. Action to Take: We aren’t taking anything for granted. We will stay vigilant through the final stages of the process to ensure there are no surprises, and keep you updated along the way.

The Bicycle and Pedestrian Safety Act Passed!

Brief Explanation: On June 28, the D.C. Council voted unanimously for the Bicycle and Pedestrian Safety Amendment Act of 2016 (B21-335). Mayor Bowser signed the bill in late July. The legislation is the culmination of the efforts of the Bicycle Pedestrian Working Group convened by Councilmember Cheh last summer, on which our Executive Director Greg Billing served.  It contains all kinds of good stuff, including open source crash data, bicycle and pedestrian priority areas, and codifying Complete Streets. Current Status: The Act will become DC law at the end of August after 30 day period of Congressional review.

Advocacy 101 Training—Join us!

Brief Explanation: The training, hosted by WABA’s advocacy team, is for Prince George’s folks interested in making their community more bike-friendly. We’ll explore how decisions are made in the County, dive into some of the fundamental tools and approaches to influencing those decisions, and see how we, as individuals or groups, can push Prince George’s County to be more bike-friendly. (You don’t have to be a Prince George’s county resident to attend, but it will be Prince George’s focused.) 9am-1 pm Saturday August 27th Hyattsville Municipal Building 4310 Gallatin St. Hyattsville, MD. Action to Take: Register for the training!  

Great News! The Bicycle and Pedestrian Safety bill passed!

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:

  1. 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.
  2. 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.
  3. 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.
  4. Bicycle insurance consumer protection— the Act contains an entire section on bicycle insurance regulations.
  5. 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.
  6. 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.
  7. 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.
  8. 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.

We didn’t get everything we wanted here, but it is a step in the right direction to making D.C. a truly multi-modal city. The legislation is the culmination of the efforts of the Bicycle Pedestrian Working Group convened by Councilmember Cheh last summer, on which our Executive Director Greg Billing served.  As-introduced, this bill represented the consensus items of that working group—which meant some good ideas generated by the group were not aired in the legislative process. Despite initial consensus, stop as yield (aka, the Idaho stop) was removed from the bill amidst last-minute opposition by AAA and MPD.  WABA also pushed the Council to include a city-wide speed limit on local streets of 20 mph and a city-wide ban on right turns at red lights; neither of which are included. Additionally, while other major components of the Mayor’s Vision Zero bill were incorporated into the Bicycle and Pedestrian Safety Act, distracted driving provisions were not included. We hope to see those provisions strengthened and combined into a stand-alone bill next legislative session. 

One step closer to reforming Contributory Negligence in DC

At the #FixContrib Rally

At the #FixContrib Rally

Today the DC Council voted unanimously to approve the Motor Vehicle Collision Recovery Act of 2015  as part of the consent agenda. This vote is a huge step towards final passage of the bill, and is the result of years of organizing efforts. In spite of roadblocks, delay, and concerted opposition from AAA and the insurance lobby, we’re the closest we’ve ever been to changing the unfair doctrine of contributory negligence for vulnerable road users. The bill has now cleared the major obstacles to passage. The Council will vote on the bill a second time in late September / early October, after which it will require a signature by Mayor Bowser, and will undergo a 30 day Congressional review. We would never have gotten to this point without our members and supporters. Thank you for becoming an expert on this arcane issue, signing petitions, sharing information with your networks, writing and calling your Councilmembers, attending rallies, and all the other ways you’ve leant your support to this campaign. Kudos to the D.C. Council for doing the right thing. In particular, we recognize the leadership of Councilmember Mary Cheh for crafting, introducing and championing the bill, Councilmember McDuffie for bringing it before the Council, and Councilmembers Allen, Silverman, Grosso, Evans, and Nadeau for their early and steadfast support. This is a huge step towards a necessary reform that’s been a long time coming. We’re so close, but we’re not done yet. We will stay vigilant through the final stages of the process to ensure there are no surprises, and keep you updated along the way.

The Fix Contrib bill has been delayed another two weeks

At the #FixContrib Rally

At the #FixContrib Rally

On Tuesday, the DC Council voted to postpone acting on the Motor Vehicle Collision Recovery Act of 2016 until July 12th. The legislation would repeal DC’s unfair and punitive contributory negligence standard for bicyclists and pedestrians involved in crashes with drivers. While we commend the Council, particularly Councilmembers Cheh and McDuffie, for attempting to fix this unfair situation, we call on the Council to act quickly and decisively to adopt the Act on July 12th. There are real world, daily consequences that come with deferring action on this bill. Only an hour after the bill was postponed, a woman riding a Capital Bikeshare bike was critically injured in a crash with a motor vehicle. The details of yesterday’s crash are unknown to us but it highlights the absolute and day-by-day urgency to protect bicyclists and pedestrians who are hit by drivers. Our thoughts are with the injured victim, her friends, co-workers, and family. Tuesday’s Council meeting, which we expected would result in passage of the bill after the first reading, began with an unexpected request. Councilmember McDuffie requested withdrawal of the bill and postponement of consideration until the next regularly scheduled meeting in October. Councilmember Cheh opposed this, sparking a procedural debate. The result is that the vote on this crucial bill has been postponed until July 12th. It’s clear that Councilmembers McDuffie and Cheh both support fixing contributory negligence, as is evident in the overall support of the bill and elaborated on in the Judiciary Committee’s report. It’s also clear that a majority of the Councilmembers support changing the law. The question now is how to do it. The current bill would allow for 100% recovery of damages in cases where the bicyclist or pedestrian is less negligent than the driver. In circumstances where the cyclist or pedestrian is found more negligent than the driver, the recovery is zero. This is the strongest legislation for vulnerable road users. It recognizes the unique and exposed nature of people walking and biking, and give them full recovery when they are injured by negligent drivers. We believe that this is the best approach to changing the current regime and that Council should pass the existing bill. The alternative approach floated by Councilmember McDuffie in yesterday’s meeting appears to propose a different comparative negligence model. While the exact language of the Councilmember’s proposal is unknown, it is our understanding that his proposal would not only bar vulnerable users at 50% fault or more from any recovery (as does the present bill), but it would also reduce the recoverable damages of any plaintiff by the amount the plaintiff found to be at fault. Put another way, a bicyclist or pedestrian who is found to be 10% at fault when getting hit by a car will not be able to recover the full amount of her medical bills, damages to her bike, or lost wages. Under the existing bill, the vulnerable road user would be able to recover all of her damages. While we would likely continue to support the bill if Councilmember McDuffie’s amendment passes (it is still a measurable improvement over the status quo), we support the bill without amendment. We will continue remain respectful and passionate throughout this campaign, We ask our members, supporters and the greater bicycling and walking community to remain respectful in the debate too. We strongly supports abolishing the unfair contributory negligence regime for vulnerable road users, and believe that quickly passing the existing bill before the Council is the best way to achieve that goal. We thank Judiciary Chair McDuffie for moving this bill out of committee and before the full DC Council. The bill, as introduced and amended in the Judiciary Committee, represents a carefully negotiated compromise between the involved stakeholders and should be passed without further delay.