A realistic path to Zero.

Last week, the Mayor released a call to the community: What would you do if you weren’t afraid to fail?

We have a few thoughts.

Look, it’s no secret: DC’s commitment to Vision Zero has been an open question in 2018. With traffic fatalities up 19% this year over the same time in 2017, advocates across the city have been asking for a reinvigorated commitment from Mayor Bowser and the city government.

And the Mayor has heard us—well, kinda.

In November, Mayor Bowser unveiled a series of proposals—both procedural and substantive—designed to jumpstart Vision Zero and move towards making that vision a reality.

Though we applaud these steps as necessary, we still believe that the city has a long way to go. There are as many questions as there are answers.

So, with the Mayor’s call for big proposals ringing in our ears, we’ve been discussing what needs to be done to actually get to zero traffic fatalities in the District.

“Big ideas. Not afraid to fail….”

So, we’ve taken a hard look at the city’s commitments, what works, what hasn’t…and what do we actually need. Not what is politically feasible, but what do we need?

To that end, we’d like to offer a series of policy recommendations to transform DC’s transportation system for the 21st century.

read the report

Some recommendations have been taken on board by the city, and some we hope that they will look at in 2019. Transitioning the District of Columbia’s transportation system to be safer, more equitable and sustainable demands overarching and comprehensive strategy—we think we’ve captured the beginnings of exactly what that will take.

Since the Mayor asked, we’ve decided to give it a go.

We hope you’ll take some time to head to https://www.dc2me.com/ and tell the Mayor all about your own big ideas for transformational change in the region.

Push for changes to a Capital Crescent Trail intersection where a cyclist died

Guest post by Ross Filice

photo by Erica Flock

Two years ago, a cyclist was tragically struck and killed by a driver at the intersection of the Capital Crescent Trail (CCT) and Little Falls Parkway. After this incident, the local parks service reduced car lanes to one each way and lowered the speed limit. It has worked incredibly well, and Montgomery County should make the changes permanent.

Since these changes were introduced, there has been a 67% reduction in crashes without any fatalities. Traffic has only decreased here by 3%, and drivers have only had to wait for an additional seven seconds on average. The response is well-aligned with the county’s Vision Zero commitment and its Two-Year Action Plan to have zero road deaths and serious injuries by 2030.

Current temporary road diet at the intersection. Center lanes are travel lanes while outer lanes are blocked by temporary flexible bollards. Image created with Google Maps.

In June, 2018, the Maryland National Capital Park and Planning Commission (M-NCPPC) Parks Service presented a large range of possible permanent alternatives for this trail crossing. Based on data assessment, modeling, and public input, they have narrowed these down to three preferred alternatives which were presented at a public meeting on October 9, 2018. The goal is to eventually present a single preferred alternative to the Montgomery County Planning Board over the coming winter.

Here’s an overview of the three options.

Alternative A:

This plan will continue the current road diet but add beautification and design improvements. It would improve lighting, return excess pavement to grass and landscaping, and implement safer and more welcoming pedestrian trails, including a raised crosswalk. This alternative is the most cost-effective (estimated $800,000), has the least environmental impact, and has proven to be safe over the last two years.

Under the current conditions, very little traffic has been diverted to nearby streets. Montgomery County Department of Transportation’s (MCDOT) plans for Arlington and Hillandale Roads will mitigate these impacts further, as will plans for the adjacent Bethesda Pool, which includes road diets and other traffic calming measures.

With this design, trail users will be safer with minimal crossing delays, and drivers will continue to only wait an average of seven extra seconds over pre-road diet conditions, with no change from the previous two years.

Preferred Alternative A: Continue the existing road diet along with beautification, improved lighting and safety, and regional safety measures such as road diets and traffic calming. Image from the M-NCPCC Project Plan Website.

Alternative B:

This plan diverts the CCT to the intersection of Arlington Road and Little Falls Parkway, and implements a three-way signal to give dedicated crossing time for vehicles (in two phases) and trail users (in one phase).

This design would keep a single travel lane in each direction to decrease vehicle speeds and improve safety. There are many complicating factors with this proposal, however. It is more expensive (estimated $1,500,000), has greater environmental impact, both trail users and drivers will have to wait longer on average (30 seconds and 13 seconds respectively), and there’s more diverted traffic is expected over current conditions (an estimated 6%).

This plan also makes it more challenging to connect the CCT to the nearby Little Falls Trail and Norwood Park, and the complex trail plan from the separate Capital Crescent Trail Connector project would likely have to be resurrected.

Most concerning, it’s likely that both drivers and trail users would be tempted to ignore the signal by either turning right on red or crossing against the signal entirely. Both actions would introduce greater risk.

Preferred Alternative B: Divert the Capital Crescent Trail to the intersection with Arlington Road and install a signalled crossing. Regional road diets and calming measures are also proposed. Image from the M-NCPCC Project Plan Website.

Alternative C:

The most expensive plan (estimated $4,000,000) but arguably the safest is to build a trail bridge over Little Falls Parkway. In this scenario, trail users and vehicles are completely separated and delays are minimized for both. However, the cost is highest, ongoing maintenance costs will likely be far greater, and the environmental impact is the greatest.

Given the minimal impact to drivers and the dramatic safety improvements demonstrated over the last two years of the temporary road diet, it seems hard to justify the financial cost and environmental impact of this solution.

Preferred Alternative C: Build a completely separated trail crossing in the form of a bridge. Regional road diets and calming measures are also proposed. Image from the M-NCPCC Project Plan Website.

The project planning team has presented an informative table comparing the three alternatives along with a default “no-build” option, which highlights many of these points. You can also see a simulated rendering of the plans, courtesy of WTOP.

Some neighbors are worried about traffic, but the data doesn’t bear that out

Feedback at the recent meeting was generally positive, but some people had concerns. Some were worried that traffic is being diverted into area neighborhoods, and others wondered how to accommodate predicted regional growth.

However, data shows that there was only a 3% decrease in traffic at the intersection during the current interim road diet, and it’s likely that even less of it was actually diverted.

No measurable increase in traffic has been observed on the nearby Dorset Avenue. The project plan has indicated that traffic may be increased on Hillandale and Arlington Roads, but both will be mitigated by parallel MC-DOT plans for road diets and other calming measures. Traffic in the adjacent Kenwood neighborhood has already been addressed by one-way streets, speed bumps, and rush hour restrictions.

Traffic from regional construction and population growth can be addressed by the incoming Purple Line, county plans for bus rapid transit, and improving trail safety as an important transportation corridor.

Tell the county to prioritize vulnerable road users’ lives

Increasing capacity for predominantly single-occupancy vehicles in the era of Vision Zero and increasingly alarming environmental reports is simply the wrong direction for the county. Ultimately, a seven-second delay is not worth returning to unsafe conditions and potentially having another person killed at this location.

This is an excellent opportunity to solidify a positive step towards embracing Vision Zero and improving safety and environmental impact for this area and the county. Alternative A is a safe, cost-effective, and minimally disruptive solution that has been proven to work well over the last two years.

Full details including plans can be viewed at the project website. Comments can be submitted by email to the project manager, Andrew Tsai and via an online public forum.

Submit Comments

This blog was cross-posted at Greater Greater Washington

Author Ross Filice lives with his family in Chevy Chase and commutes by bike to Georgetown, downtown, and several other office sites in Washington, DC. He is a strong advocate of improving bicycle and transit infrastructure throughout the Washington area.

Show up for Biking in Bethesda on Oct 9

Big improvements are in the works for low-stress and safe bicycling in downtown Bethesda. Following public outcry from bicyclists and Georgetown Branch Trail neighbors over the trail’s closure and worsening bicycling conditions in downtown Bethesda, Montgomery County committed to fund and build a core, low-stress bicycle network.

On Tuesday, October 9, residents and advocates can finally see plans and give feedback on a slate of protected bike lanes, intersection upgrades, and trail improvements.

RSVP Here

Network map.

With only a few painted bike lanes, several multi-lane road barriers, and increasingly disruptive construction, Bethesda is a challenging place to bike, and a non-starter for parents with kids. The core bike network, pictured above, will significantly improve options for bicyclists of all abilities, correct some of the flagrant deficiencies in the interim Georgetown Branch Trail, and lay the groundwork for other improvements coming later with the completion of the Purple Line and Capital Crescent Trail.

The following projects will be discussed at the meeting:

Woodmont Ave. Protected Bike Lanes – a north-south two-way protected bike lane from Wisconsin Ave. to Norfolk Ave.

Capital Crescent Surface Trail – a protected bike lane crossing of Wisconsin Ave. on Bethesda Ave. and Willow Ln. This project will rebuild the Bethesda Ave. & Woodmont Ave. intersection into a safe, intuitive, protected intersection.

Capital Crescent Trail crossing at Little Falls Parkway – Parks staff will present three designs for permanent fixes to this high-conflict trail intersection. See the original 12 alternatives here. WABA opposes any plan that restores Little Falls Parkway to four lanes because this would restore the perilous conditions that contributed to a fatality and multiple crashes. Read our letter for the full reasons.

Montgomery Ln/Ave Protected Bike Lanes -an east-west two-way protected bike lane from Woodmont Ave to Pearl St.

Capital Crescent Trail Tunnel – a new trail tunnel underneath Wisconsin Ave. to seamlessly connect the Purple Line, secure bike parking, and the trail to Silver Spring.

Pearl St. Norfolk Ave. and Cheltenham Dr – bike lanes, traffic calming, and intersection improvements.

We need you there

Continued pressure and support are what make these projects possible. Will you show up to give county staff the support they need to get these projects in the ground? We need your voice to insist on safe streets for people who walk and bike. We need your help to counter those who will be there to insist that moving cars quickly is the only priority. Together, we can reshape Bethesda into a great place for biking and walking.

I’ll Be There!

Your Chance To Be Heard About Safe Streets in DC

It is no longer up for debate: the DC Government hasn’t been fulfilling its commitment to Vision Zero.

But because of your work, they have decided to move towards getting back on track. We’ve written letters, we’ve testified, we’ve ridden in memoriam—and last July, we rallied in front of the Wilson Building.

We are pleased to report, that since that time, WABA and advocates in the community have followed up—and they have heard you! Below is a partial list of commitments that the city is making right now:

  • The city is going to create an Office of Vision Zero, staffed by career professionals and safety experts, and focused solely on Vision Zero implementation. This is a great step!
  • The city is going to establish a Vision Zero working group of agency Directors to focus on implementation of commitments. This actually bumps Vision Zero up from a department commitment, to a city wide commitment. That is a good thing.
  • As a first step to address safety on H Street NE, the city will expand its signage and pavement markings at 3rd and H Streets and is doing testing to fill the streetcar tracks—which is good news, but unfortunately, that comes without a firm date for installation on the entire corridor.

Make no mistake: this is a win! But this is only one step. We’ve got to keep our voices high!

Adding to that list above, Councilmembers Allen and Cheh are holding a joint hearing on the city’s implementation of its Vision Zero commitment. Importantly, these are two DC Council committees with oversight over dozens of city agencies. It shows a key recognition that for the city to reach Vision Zero, it requires the efforts of the entire Wilson Building, not just DDOT.

And we are asking you to show up and let the city know how it’s doing.

Will you join us?

Who: Committee on Transportation and the Environment and the Committee on Judiciary and Public Safety

What: Hearing on the Implementation of the Vision Zero Initiative and the Bicycle Pedestrian Safety Amendment Act of 2016 (full notice here)

When: September, 27th, 2018 at 1:30 PM (show up early as you have to go through security)

Where: John Wilson Building, 1350 Pennsylvania Avenue NW (Room 500)

Why: Because you deserve to be safe in the city

Let us know you’re coming

Let’s show up for each other. Let’s show up for those that have been in crashes. Let’s show up for those that have been killed on our streets.

How to Testify

If you wish to testify (and you should), email Ms. Aukima Benjamin, Staff Assistant to the Committee on Transportation and the Environment, at abenjamin@dccouncil.us (and cc Advocacy@Waba.org so we know you’re coming!). Witnesses should bring eight copies of their written testimony and should submit a copy of their testimony electronically. You will have three minutes to speak.

Not sure what to say? Read through our talking points to get you started. Talk about your experience on DC’s streets. Keep it personal.

    1. What do you think is unsafe about the city’s roadways?
    2. Have you been in a crash? Do you know someone who has been in a crash? What about near misses? What was that like? How did it make you feel?
    3. What are some things that the city could do in your neighborhood on your commute that would make you safer?

If you can’t make it,  we still want to let council know your thoughts. Email Ms. Benjamin at the email address above and cc us by October 11, 2018.

This is your chance to be heard!

Together, we can move this city forward.

Yesterday was an emotional day.

Yesterday afternoon, more than 120 of us gathered across from the Wilson Building to demand that Mayor Bowser deliver on her 2015 promise to put an end to traffic deaths on DC’s streets.

Together, we mourned the loss of more than 100 members of our collective community — mothers, fathers, children, grandparents, recent high school graduates — who were taken from us since that promise was made. We heard from the mother and brother of Malik Habib, sharing a story no family should have to tell.

And together we said enough is enough. “We’re doing the best we can” isn’t good enough. Mayor Bowser has the power to stop this, if she makes people not dying her priority.

Following the rally, we took our message to the Mayor’s office, where we met with Deputy Mayor for Public Safety and Justice, Kevin Donahue. We hope to report more concrete updates from the Mayor and Council in the coming days.

Can we count on your to get involved in next steps? Join our DC Advocates email group and keep the pressure up!

Count me in!

Thank you to everyone who rallied with us, to our speakers, and to all who will continue to hold our elected leaders accountable to their promises.

Thank you for joining us in this fight.


A Memorial Ride for Malik Habib will be held on Tuesday, July 31 at 5:30pm.

If you missed the rally you can find video coverage on WABA’s Facebook Page and media coverage from WAMU, Greater Greater Washington, WTOP

To stay in the loop on WABA’s Vision Zero work and do your part to make streets safe for everyone, sign the Vision Zero Pledge.

Sign the Pledge


Here’s a gallery from yesterday’s rally:

DDOT Breaking Promises on C Street NE

Image from Google Street View

At a public meeting late last month, District Department of Transportation (DDOT) staff announced an alarming change of plans for their C St. NE rehabilitation project that cuts critical safety improvements for people walking and biking to speed more cars through the neighborhood. We are baffled by the changes and what they mean for DDOT’s commitment to its Vision Zero principles and ending all traffic fatalities and serious injuries in the city by 2024.

Demand That DDOT Reverse Course

C St. NE is a relic of DC’s long-past highway building days. At five lanes wide, it was designed to funnel rush hour commuters through the neighborhood into downtown DC. But highways make terrible neighborhood streets during rush hour. When uncongested the rest of time, empty lanes tempt drivers to step on the gas. In 2013, when the 11th St. bridge was completed, drivers found different routes, leaving C St. NE empty even more of the time. Today, C St. NE is overbuilt for cars and underbuilt for the people who live, work, play, bike and walk along it.

The critical long-term solution has been in the works since 2006 when Rosedale residents started organizing to demand solutions to chronic speeding, unsafe crossings and stressful biking. DDOT responded with over a decade of studies — the Capitol Hill Transportation Study, C St. Traffic Calming Study, C St. Multimodal Corridor Study, and MoveDC Plan — which helped create a vision for a calm, multimodal street with fewer travel lanes, more frequent, shorter crossings, green space, and protected bike lanes where moving cars is not the priority.

C St. NE 65% plans presented in February

In 2017, DDOT started work on plans which promised to deliver on that vision. In February 2018, staff presented 65% design plans that would:

  • Remove a travel lane from each direction to help reduce speeding
  • Add curb extensions at nine intersections for shorter pedestrian crossings
  • Add new crosswalks at 17th Pl and 20th St
  • Create 11 raised crosswalks at cross-streets to encourage slow-speed turns
  • Add curb-protected bike lanes on C St. and North Carolina Ave NE
  • Create five “floating” bus stops that keep buses and people on bikes separated
  • Add dozens of new trees, green space, and improved river-friendly stormwater management
  • Preserve full-time parking on every block

These plans reflect a decade of study, community discussion, and consensus building around the safety concerns on C St. NE. Residents and experts in traffic safety have been engaged and actively participating in support at every step. Indeed, this project promised to deliver a safe, complete street that would have set a new bar for Vision Zero projects (view the full plans here).

But in April, DDOT announced drastic design changes, striking many of the most critical safety features of the plan. See the new plans here. The changes would:

  • Remove seven of the nine curb extensions at 16th St, 17th St, 17th Pl, 18th St, 18th Pl, 19th St, and 21st St, making pedestrian crossings longer and more risky especially for children and seniors
  • Add back the third travel lane planned for removal on six blocks. More travel lanes encourage speeding, especially in off-peak hours, in exchange for less driver delay at rush hour. Ironically, DDOT staff are now considering adding traffic signals at two crosswalks because the new proposed design makes these crossings less safe
  • Eliminate full-time parking on six blocks either during rush hour or at all times to make room for turn lanes. Residents will lose access to as many as 50 parking spaces for the convenience of moving cars quickly
  • Eliminate some raised crosswalks
  • Reduce the size of bus stops to move buses out of the travel lane

All of these changes are required, DDOT staff claim, because traffic models show that removing a lane in each direction will create unacceptable delay for drivers by 2040. But traffic models only tell the driving part of the story and they are notorious for overestimating future driving habits. We should not compromise safety today to avoid theoretical delay in 20 years.

Revised April plans. Pink shows curb extensions cut from the plan. Blue cars indicate parking restrictions.

DDOT’s new plan to preserve the C St. NE speedway is simply indefensible. It dismisses a decade of work towards an inclusive design that meets community needs. It contradicts four studies that show lane reductions are needed. It trades away critical safety features for greater risk to vulnerable road users. And it cuts residential parking used today to speed more cars through the neighborhood.

But worst of all, the plan is a glaring contradiction to Mayor Bowser’s commitment to end traffic fatalities by 2024. In December 2015, Mayor Bowser released her Vision Zero Action Plan, and pledged that her administration “will do everything in our power to eliminate transportation fatalities and serious injuries, because no loss of life is acceptable.” To achieve this, the action plan promises that “streets should be designed for all users and need to be built to account for inevitable human errors.” It declares that “streets must be engineered to self-enforce a safe speed,” and that “design speed limit and posted speed limit must both prevent serious injury.”

In March 2018, Ward 6 Councilmember Charles Allen worked with MPD to put a targeted focus on traffic enforcement along the C Street NE corridor near Eliot-Hine Middle School and Maury Elementary. After about an hour each day for three weeks, MPD issued 76 speeding tickets to people driving 11-30+ mph over the speed limit.

Drivers ticketed going 11-15 mph over the speed limit: 25
Drivers tickets going 16-20 mph over the speed limit: 6
Drivers ticketed going 16-20 mph over the speed limit: 7
Drivers ticketed going 21-25 mph over the speed limit: 10
Drivers ticketed going 26-30+ mph over the speed limit: 34

Read that again! 34 people going 50+ mph in a residential neighborhood with not one, but two schools where the posted speed limit is 25 mph. For seven blocks, DDOT’s plan would do little to curb this speeding.

DDOT has a moral imperative to do everything in its power to reduce speeds to safe levels. The February version of the plan does exactly this. The April plan is a mockery of Mayor Bowser’s Vision Zero commitment.

We call on DDOT to drop these indefensible changes and instead return to the inspiring, community supported vision presented in February. Last week, ANC 7D voted unanimously to urge DDOT to do the same (read ANC 7D’s letter here). As this plan moves towards construction next year, it must prioritize safety for people walking and biking and actively slow drivers down. While staff have indicated revisions may already be in the works, it is imperative that safe design, not driver delay, is guiding the plan. Please join us in taking a stand for Vision Zero by sending a letter to DDOT.

Take Action

Recap: Second Annual Washington Region Vision Zero Summit

In the three years since DC Mayor Muriel Bowser committed to eliminating all roadway deaths and serious injuries by 2024, the city has actually seen an increase in traffic deaths. Attendees of second annual Washington Region Vision Zero Summit gathered to discuss strategies and policies to reverse this trend.

One of the goals of the Summit is to to foster  a sense of urgency around Vision Zero – so that governments honor their commitments and use their action plans to create immediate, substantive change on the roads. One life lost on the road is one life too many.

The Summit, presented by WABA and Uber, featured speakers from diverse sectors across the Washington Region. Elected officials, policymakers, civil rights and disability rights advocates, public health experts, and tech companies spent the day exploring systemic ways to end traffic fatalities.

In a keynote address, DC Mayor Muriel Bowser delivered an update on the District’s efforts to eliminate traffic deaths.

DC Councilmembers Mary Cheh and Charles Allen, Virginia State Senator Scott Surovell, Montgomery County Councilmember Hans Riemer, and Alexandria Vice Mayor Justin Wilson participated in panel discussions about regional collaboration and protecting vulnerable road users.

Region-wide, DC,  the City of Alexandria and Montgomery County, have made commitments to Vision Zero.

Our region has an opportunity to be an example for the country as a place that prioritizes people over vehicles. D.C. should be leading this charge to save lives – and that’s why the Vision Zero Summit is important.  

Find a gallery below featuring pictures from the daylong summit!

Special thanks to our Vision Zero Summit Sponsors!

Title Sponsors

Presenting Sponsor

Gold Sponsors

Silver Sponsor

Bronze Sponsor

Meet Jonathan Stafford, our new Vision Zero Campaign Coordinator

Hello!

I’m Jonathan Stafford, one of the new Vision Zero Campaign Coordinators. Back in 2016 I worked as an intern at WABA, exploring the intersection between Faith and Public Policy in transportation. I am extremely blessed to return to WABA and to take up the important work that connects each of us to D.C.’s plan for zero traffic related deaths in all of our communities.

While serving as a police officer in Texas, I found that I really enjoyed being assigned to the bike patrol for Mardi Gras festivals. After I left the police department and moved to Nashville, I began cycling more often – eventually commuting to school and work by bike. Social justice was my focus and cycling became my passion. Putting on a suit and getting around town by bike was just a way of life. In Rochester, NY, where I’ve lived for the past few years, I‘m know as the minister who rides his bike to Sunday worship services.

As a Vision Zero Campaign Coordinator here at WABA, I get to mix my love of bicycles and social justice work, advancing conversations about race, gentrification, injurious policing, and other justice related issues. This is work that can not be done alone and I look forward to working with residents of DC to make our streets safer for everyone.

Bike trivia about me:

My ideal commute: Trees, fresh air, not too many hills and less than 15 miles.

My style of riding: I mostly commute. But I have started bike camping and look forward to taking a few trips when the Spring arrives.

That one bike do I wish I still owned: my Panasonic Tourist named “Forrester”. Vintage styling, full fenders, and British racing green. Named after the title character from the film Finding Forrester!

Meet Hannah Neagle, our new Vision Zero Campaign Coordinator

Hello everyone, I’m Hannah Neagle, one of the new Vision Zero Campaign Coordinators. I’m thrilled to join the WABA team and family!

While I have always enjoyed bicycling, I didn’t fall in love with it until I joined the Peace Corps in 2008. My only means of transportation was a pink and silver Trek mountain bike, and I became a true bicycle commuter.

Back in the states I pursued a Master’s degree in Sustainable Development in Washington, DC and commuted on our region’s bikeways everyday. It has been exciting to see the transportation system evolve as protected bike lanes and trail connections spring-up.

I recently returned to D.C. from Hawaii where I worked with a bicycle organization on grassroots community outreach, pedestrian and bicycle safety education, and a Vision Zero campaign. I believe Vision Zero—the idea that traffic injuries and deaths are 100% preventable—links directly to equity, complete streets, and livable communities. I’m very much looking forward to collaborating with community members and partners to achieve our shared Vision Zero plans and goals.

This week only: “How’s My Driving” Scavenger Hunt!

Help us make a case:

We’re looking for pictures and videos of professional drivers behaving unprofessionally. You know, blocking bike lanes, passing unsafely, blocking sidewalks and crosswalks. Stuff you probably encounter every day. We’re also on the hunt for photos of professional drivers parking, stopping, or unloading correctly on streets with bike infrastructure, and driving safely around bicyclists and pedestrians.

So we’re hosting a scavenger hunt and keeping a scorecard of sorts:

To sweeten the deal. We’ll be giving away a WABA t-shirt to the person who submits the most photos or videos. We’ll announce the winner on Friday, October 5th.

Here’s how to participate::

  • Post a photo or video of a Fedex, Mail, UPS truck in a bike lane (Or parked appropriately next to a bike lane) (1pt)
  • Post a photo or video of a driver in a bike lane picking up or dropping off someone(Or discharging passengers appropriately next to a bike lane) (1pt)
  • Post a photo or video of a delivery truck in a bike lane (or unloading appropriately next to a bike lane) (1pt)
  • You can post on Twitter, Facebook or Instagram and use the hashtag #StreetsForPeopleDC , and tag us (@WABADC) when you post
  • Double points for photos and videos in NE, SE, SW (unsurprisingly, we have a lot of photos of 14th St NW)
  • You can also submit pics with your name or Twitter handle via email to renee.moore@waba.org

Get your submissions in by Friday, September 29th at 6 pm

Here’s what we have so far: