On September 24th, WABA brought together advocates, engineers, elected officials, professionals from the transportation sector together for the fourth annual Washington Region Vision Zero Summit.
This year’s Summit was different from previous years. The event was postponed from March until September and then ultimately hosted virtually. However, those were just the logistical changes. Both the covid-19 pandemic and nationwide protests against police violence have highlighted how much racial injustice is built into our transportation system.
Charles Brown, MPA, Senior Researcher, Alan M. Voorhees Transportation Center (VTC), Adjunct Professor at the Edward J. Bloustein School of Planning and Public Policy, Rutgers University delivered a keynote address highlighting institutional racism and inequity in the transportation system that causes arrested mobility in Black, Indigenous and People of Color (BIPoC) communities.
This year’s conference also included workshops, case studies, a rapid fire lunch session, global and local perspectives, a session on the intersection of vision zero and climate change. You can find a complete agenda here, but for a quick recap, check out these graphic interpretations by graphic Mark Kosak of See in Colors.
This year we included a mid-day rapid fire session: speakers were asked to respond in five minutes or less to the question: What is your one great idea for a sustainable, equitable, on-going and post-pandemic transportation system? Many highlighted the need for a multi-modal safe, connected, transportation system—more dedicated space for buses and people on bikes—but making sure those improvements are implemented equitably by focusing on safety in communities that have been underserved by safe and reliable transportation.
We closed this year’s Summit with the Closing Plenary: ‘Vision Zero in the Washington Region.’ The session was moderated by WABA Advocacy Director Jeremiah Lowery and speakers included Greg Billing, Executive Director, Washington Area Bicyclist Association, Councilmember Monique Anderson-Walker, District 8 Prince George’s County, Mayor Justin Wilson, City of Alexandria, and Councilmember Elissa Silverman, D.C. Topics highlighted included the impacts covid-19 has had on the region transportation system, enforcement on our streets and the need for street design to take precedence over policing, as well as the need for a connected and well maintained trail network throughout the region.
In addition to the Summit, In February, WABA hosted two Community Listening Sessions, one east of the Anacostia River and one West of the Anacostia River. The intention of listening sessions was to bring Vision Zero to residents who may now be able to attend a daytime, weekday Summit, to listen to community members’ needs, and bring those to the forefront for the Summit audience to hear. Watch a video (sponsored by SPIN) from these Community Listening Sessions below:
Thank you to our sponsors:
Two weeks ago, the DC Council voted unanimously to pass the Vision Zero Enhancement Omnibus Amendment Act of 2019.
This win will fundamentally change the way we use our streets. It will make District agencies accountable to Council. That means DDOT will have to evaluate the most dangerous corridors in the District, report out on them, and then actually fix them.
This win means lower speed limits and no right turns on red. It means automated traffic enforcement at intersections and in bus lanes, and it means better investment in the communities with less access to transit and fewer safe places to bike and walk.
This bill comes at a devastating cost — the lives of our neighbors, friends, and community members. Since Mayor Bowser committed to Vision Zero, traffic deaths have increased every year. And now, as the bill goes to the Mayor to become law, we’ll be fighting hard to ensure it gets funded in next year’s budget and fully implemented so that we have real, meaningful tools to make this city a safer place to move through.
This isn’t even the only big news about Vision Zero this month. On September 24, WABA hosted our 4th annual regional Vision Zero Summit where we learned so much from our keynote speaker, Charles T Brown. He spoke about arrested mobility — the way enforcement and so many systemic factors inhibit Black people’s basic mobility. We carried that theme through the day, with conversations about Vision Zero and racism at the intersection of climate change, the pandemic, trail access, community engagement, and much more.
The conversations we had this past month are building power for safer streets, and we are so grateful for your support every step of the way. Thank you for helping us fight for safer streets. Progress sometimes feels slow, but together, we’re doing transformational work in the region.
Want to keep the momentum going?
The D.C. Council is set to pass a transformative vision zero bill this Fall, with the goal of ending traffic fatalities in D.C. Is it possible to achieve vision zero without police enforcement? What does an equitable vision zero look like? Join us Thursday, August 20th, from 6pm to 7:30pm for a discussion on what a just and equitable vision zero looks like for the future of Washington, D.C.
- Christy Kwan – D.C. Families for Safe Streets
- Mysiki Valentine – Fair Budget Coalition
- Najeema Washington – Black Women Bike D.C.
- Lauretta Williams – Black Women Bike D.C.
Register via Zoom.
On Friday, July 10, the DC Council Committee on Transportation and the Environment mark-ed up the Vision Zero Omnibus Amendment Act of 2020. We deeply appreciate the hard work Council Member Mary Cheh and the Committee have put into crafting the bill since it’s introduction in 2019.
On Tuesday, July 21st, the Committee of the Whole will take the 1st of 2 votes before the bill goes to the Mayor for approval. We expect the 2nd vote to take place sometime in the Fall.
This bill will move Washington, DC closer to eliminating all traffic fatalities and serious injuries on DC roads, by changing many aspects of how the city builds and maintains its traffic safety infrastructure and encourages safe behavior.
Over the summer, WABA will work D.C. Council Members, partner organizations and our members on ways to improve the bill to ensure we have an even stronger bill in the Fall.
But first we need to ensure two things happen before the vote:
- We need you to contact your Council members to ask them to vote for the Vision Zero Omnibus Amendment Act of 2020 after the first reading of the bill.
- Ask that Council members support the removal of the provision that requires rear bike lights for bicycles. Wondering why this is problematic? Click Here to Read Our Statement on the provision.
Yesterday morning DC Mayor Muriel Bowser announced several big changes that affect how people get around as the District reopens, and beyond.
Those changes are:
- Lowering the speed limit to 20 miles per hour on all local streets. This is a permanent change, and takes effect on Monday, June 1.
- Creating a network of “Slow Streets,” open to people and local traffic, with a 15mph speed limit, and marked with barriers and signs. The District Department of Transportation has been tasked with identifying which streets will be a part of this network. We’ll keep you posted as we learn more.
- Allowing restaurants to expand outdoor seating options by widening sidewalks and closing parking or travel lanes.
These changes are a big deal. A really big deal. Slower driving means safer streets, period.
Here at WABA we congratulate Mayor Bowser and the District Department of Transportation for taking these important steps toward a safer city. These measures, and more like them, are critical to keeping people safe as the city reopens.
As these changes go into effect, we call on the Mayor and her agency staff to make certain that they are implemented in ways that advance racial and socioeconomic equity, not hinder it. We see two components of this:
On Slow Streets: This program’s top priority must be safe transportation for our most vulnerable neighbors. If the primary outcome of these changes is to create leisure space for the District’s most privileged, least vulnerable residents, we will consider it a failure. Long-standing economic disparities in DC mean that black residents, in addition to being disproportionately impacted by our deadly transportation system, are also disproportionately impacted by COVID-19. Black residents make up 75% of DC’s COVID-19 fatalities. Residents of predominantly black neighborhoods have to travel farther to grocery stores, and fewer than one in five can work from home. The Slow Streets program must create safe transportation connections that serve the District’s most vulnerable communities first.
On Speed Limits: Unequivocally: WABA does not want more police officers pulling people over. The racially disparate impacts of policing are well documented, and WABA opposes any program whose street safety improvements come at the expense of physical safety for people of color.
This speed limit change can only be successful if it is a precursor to changes to street design, and, in the interim, a program of automated enforcement whose exclusive goal is behavior change, rather than punitive fines or revenue.
More thoughts on Speed Limits:
The distinction between “local” and non-local streets presents a challenge. Many of DC’s most densely populated streets are arterial roads, which also serve as retail and transit hubs. We need slower speeds on these major corridors as well.
All that said, 20 MPH is still a really big deal:
Speed is a contributing factor in more than ⅓ of traffic crashes in DC and it is the single largest determining factor in crash survival and injury. We cannot eliminate fatal crashes without slowing down.
And, while it’s not a complete solution, changing speed limits alone does affect driving speeds. When Seattle lowered the speed limits from 30 to 25 mph on urban streets (without any engineering changes) they saw a 45-65% decline in the worst speeding (40+ mph) and substantial drops in crashes and injuries (link). When Alexandria lowered the speed limit on Seminary Road and Quaker Lane, average 85th percentile speeds dropped between 6-15%.
On Outdoor Cafes:
We hope this new policy brings more folks back to work safely, and see it as a positive step toward a long term shift in the District’s allocation of public space—one that prioritizes the mobility and comfort of people over the movement and storage of private automobiles.
We are still learning the details of this proposal, but stay tuned for ways to get involved in making sure these good ideas come to fruition. In the meantime, take a moment to say thank you to Mayor Bowser (@mayorbowser) and DDOT (@DDOTDC) on your preferred social media platform.
A map of some of the most dangerous intersections and corridors in DC’s Wards 4, 7 and 8. (Data source.)
May was supposed to be filled with all kinds of bike-related goodness, but things aren’t quite back to normal yet. So WABA has been working hard to help our communities stay connected and engaged. Most importantly we are making sure that when things get back to whatever the new normal is, it’s better than the old. That means we can’t stop what we’ve been working so hard to accomplish in our communities—safer streets for everyone!
As part of a grant-funded project in DC Wards 4, 7 and 8, we are collecting feedback from people who walk and bike through some of the most dangerous intersections and corridors in those Wards. (Map).
During the week of May 17, while you are out for essential errands or exercise, take a minute to tell us about how these places can work better for you.
Lincoln Road NE needs a two way protected bike lane to ensure the safety of pedestrians, cyclists, drivers, and scooters. A steep hill, a blind curve, a narrow sidewalk, and a pattern of dangerous speeding make Lincoln Road an unappealing and unsafe place for getting around. This creates a hazardous situation for both drivers and cyclists as they share a narrow lane. It also forces pedestrians to share the sidewalk with cyclists and scooters who are seeking a safe alternative. To rectify this situation, a two-way protected bike lane is being proposed for Lincoln Road, which will make it safer for everyone involved. Lincoln Rd NE needs a two way protected bike lane! Please sign our petition!
Lincoln Rd NE is an important connector between the neighborhoods of Brookland, Eckington and Bloomingdale. Running along the Glenwood Cemetery, it connects the major thoroughfares of Michigan Avenue NE (via 4th Street NE) and North Capitol Street (via R Street NE). A protected two way bike lane on this busy road will make it the safe connecting road for all that it should be! It will allow children, families and everyone else to bike to school, the brand new Edgewood Recreation Center, as well as connect the neighborhoods of NE DC. Sign our petition and ask DDOT to get the Lincoln Road bike lane built!
In 2019, DDOT prioritized the installation of a cycletrack, which is a two way protected bike lane on the eastside of Lincoln Road NE, on the yearly work plan. 2019 came to an end without this much needed bike lane and the 2020 plan does not currently include the lane. WABA’s 20×20 campaign (20 miles of protected bike lanes by the end of 2020) includes Lincoln Road in the vision for a connected, protected network throughout the District. Learn more here!
A two way bike lane on Lincoln Road NE would serve to connect the neighborhoods of Brookland, Edgewood, Eckington, and Bloomingdale, and the busy bike lanes on R and 4th St NE. The newly completed Edgewood Recreation Center and the Inspired Teaching Public Charter School are on Lincoln Road and are frequented by many community members, including children. It would also assist Brookland, Edgewood, and other Ward 5 cyclists to safely and efficiently get to downtown DC. Installing a two way protected bike lane on Lincoln Road NE would be relatively easy due to an existing northbound driving/parking lane. It would require very little infrastructure and taxpayer money. Currently, much of the available parking is inconsistently utilized. Bike lanes on Lincoln Road will further strengthen already existing and proposed cycling infrastructure. This network of bike lanes will continue to make our neighborhoods more vibrant, friendly and healthy.
Join us in urging DDOT to take this next step in connecting the bike lanes of Northeast DC, and taking the next step towards a safe commuting future for the District.
Frequently Asked Questions:
Why protected bike lanes?
Busy streets work best when people driving, walking, and biking have their own space. Protected bike lanes give people on bikes and scooters a space free of the stresses of traffic. Pedestrians can walk freely without competing for sidewalk space. And drivers have fewer interactions with people on bikes sharing the lane. Studies show that protected bike lanes reduce both the frequency and severity of crashes for bicyclists, pedestrians and drivers.
Why Lincoln Road?
Lincoln Road serves as a connecting road between the busy Brookland and Bloomingdale neighborhoods. It runs from 4th Street Northeast to North Capitol Street, through the Edgewood and Eckington neighborhoods and the Glenwood, Prospect Hill and St Mary’s cemeteries. In the section of a little less than a mile from 4th Street to Rhode Island Ave NE the road passes by the newly inaugurated Edgewood Recreation Center and the Inspired Teaching Public Charter School, both of which draw people from across the neighborhood and city. In addition, there is a newly completed stretch of bike lanes on 4th Street to Lincoln Road and a heavily used bike lane on R street further down Lincoln. This bike lane would help to connect these bike infrastructures, and eventually will connect to the also pending crosstown bike lanes on Irving Street which will connect to 4th Street NE.
Why is speeding a problem here?
- In 2019, there were more than 7,500 speeding violations issued to drivers who were going 11 mph over the 25mph at the intersection of Lincoln Road and Douglas Street NE.. (This does not take into account that numerous of these violations occurred during the school day when the speed limit is 15mph.)
- In the last 2 years, 27 crashes were reported on Lincoln Road NE.
- Speeding makes crashes more likely. It also makes crashes more likely to result in a death or serious injury.
How does this help pedestrians?
By adding an option for cyclists on Lincoln Road, cyclists will no longer use the sidewalk in this section which is frequently used by bus commuters and walkers, some with dogs, in the Edgewood neighborhood, making for a safer overall environment.
By narrowing the crossing distance, protected bike lanes can make it easier to cross a street on foot. They also slow down the speed of traffic and provide a buffer between moving vehicles and the sidewalk, making more pleasant places to walk.
How does this help drivers?
By taking cyclists out of the traffic going up the hill south bound, this will open up the street for drivers and make the blind curve on Lincoln Road easier and safer to navigate. Going north bound it will also take cyclists out of the traffic lane, especially during busy commuting times.
How does this fit?
Protected bike lanes can take the place of the extra northbound driving lane. They can be installed without expensive and disruptive construction.
In July 2019, a bicyclist and a pedestrian died in crashes in Montgomery County. Jacob Cassell was biking on the sidewalk on Old Georgetown Road on his way to the YMCA and fell into the road while trying to avoid an obstacle on the sidewalk. Unable to stop in time, a driver fatally struck him in the road. Jennifer DeMauro was walking on the Bethesda Trolley Trail and was hit and killed by a driver who failed to stop at the uncontrolled crosswalk of the Trolley Trail and Tuckerman Lane. Both deaths could have been prevented.
In response WABA, Action Committee for Transit and Potomac Peddlers, and over 100 community members, friends, and neighbors came together for a memorial and rally on August 17. The group squeezed onto narrow sidewalks and spilled into yards and driveways to share memories and talk through the heartache. Some State and County officials attended. Hundreds signed a petition and sent emails calling for concrete action to prevent future deaths and serious injuries on these corridors. Though it will never be enough, we are glad to report that both agencies responded and are making needed changes.
Changes to Old Georgetown Road
The State Highway Administration, which controls all State Highways like Old Georgetown Road (MDA-187), held a community walk-through and did a traffic study. In February 2020, MDOT announced its decision to put Old Georgetown Road on a road diet between Johnson Ave. and I-495. After planned repaving this spring, SHA will narrow the car travel lanes, remove one lane in each direction and add a “dedicated bike lane with a 5 foot buffer” between the bike lane and car traffic on MD-187. This change will help reduce speeding and give walkers a substantial buffer from fast traffic. And while far from low-stress, the dedicated, buffered bike lanes will offer more confident bicyclists a far safer option for biking on Old Georgetown Road. Read the full press release here.
A New Crossing at Tuckerman
At the end of 2019, Montgomery County’s Department of Transportation placed a pedestrian activated HAWK signal at the intersection of Tuckerman Lane and the Trolley Trail. People walking and biking on the trail may now stop traffic with the push of a button to safely cross Tuckerman Lane.
Both of these changes will make the corridors much safer for people getting around by biking and walking. These improvements would not have happened without advocates showing up and calling on State and County elected officials and agencies to step up.
We commend MCDOT and SHA for taking concrete steps in the wake of tragedy and in the case of SHA stepping far outside its historical comfort zone. But, these agencies need to set the bar far higher and step beyond reactionary safety improvements. Both Montgomery County and the State of Maryland are years into a commitment to completely eliminate traffic fatalities on county and state roads. Before July, there was ample evidence that Tuckerman Ln and Old Georgetown Road were unsafe. Yet despite crashes, and speeding data, and community pleas, it took tragedy to get a response. That’s a glaring failure.
We are grateful for all the community partners for their hard work and commitment to making the County’s roads safe and accessible for everyone. There is much more to do in order to reach our goal of zero traffic fatalities and serious injuries from crashes.
Join Action Committee for Transit, Friends of White Flint, Twinbrook Community Assoctiation, WABA, the Rockville Pedestrian Advisory Committee and the Rockville Bicycle Advisory Committee for a memorial and rally for safe streets in remembrance of Brett Badin and Michael Gamboa, two men killed along Rockville Pike earlier this month.
The memorial will be held on Saturday, February 8 at 12:45 PM near the IHOP restauraant (775 Rockville Pike). This is the location near where Brett was killed.This portion of the event should last approximately one hour. Bret’s family, friends, and members of the community will be invited to speak about his life and call for greater safety for pedestrians, bicyclists, and drivers along 355 in and around our city. You can learn more about him and his life here. https://www.mymcmedia.org/man-killed-crossing-rockville-pike-was-special-olympics-athlete/
The memorial and rally will then move south to Federal Plaza, near where Michael Gamboa died. The second part of the event will begin at 2:15 PM. Attendees are welcome to walk, drive, bicycle, or take the bus from one location to the other.
A convoy of bicyclists will gather on the west side of the Rockville Metro Station at 12:15 PM and ride to the memorial.
12:45 pm Memorial for
BRETT BADIN, in front of
IHOP, 775 Rockville Pike
Group BIKE ride: meet at
Rockville Metro at 12:15 pm
2:15 pm Memorial for
MICHAEL GAMBOA, on
Rockville Pike at Federal
Group WALK between
memorials (1.8 miles)
Group BUS ride between
memorials: RideOn 46