Fairfax Suburbanista

Making growth work in Fairfax

Posts Tagged ‘Bicycling’

The best exercise: right around the corner (if you can walk there)

Posted by Fairfax City Citizens on November 17, 2009

Just what the Doctor ordered

Living near a walking trail is one of the best things you can do for your health. That’s the gist of Dr. Daphne Miller’s article in today’s Post, “Take a hike and call me in the morning.” Miller, a family physician and clinical professor at the University of California in San Francisco, begins the article with testimony from a patient that says everything about the importance of a good walking environment:

“I have a StairMaster right in my own basement, but honestly it’s been gathering dust there for years and making me feel guilty. . . . It wasn’t until I started walking the three-mile trail in the park near my house that I got serious about exercising.”

If more of us lived within walking distance of a trail, we’d be healthier and happier. Expanding the trail network is a major focus in several regions, as the article details. Public health advocates, and health philanthropies such as the Robert Wood Johnson Foundation and the Mary Black Foundation, have really stepped up — so to speak — to build broad, effective partnerships for expanding access to trails and encouraging active transportation.

Trails are also good suburban politics. It’s hard to be against them. Fairfax City, where I live, has a strong and growing trail network. The city is very effective in getting trail easements to fill gaps in the network. Building the Cross-County Trail was a major “legacy” of Gerry Connolly’s reign as the Chair of the Fairfax County Board of Supervisors.

But in a 400 square-mile county, not everyone will be able to live within walking distance of a trail. And when you need to go to the grocery store, dry cleaners, or doctor, a trail will probably not get you there. Commercial development is and will be concentrated along the county’s major roads.

Think of all the calories you'd burn off from that latte if Fairfax City had zoned this Starbucks to be a walkable destination, instead of a drive-through.

Adapting our streets and buildings to encourage more walking and bicycling is a tougher political fight than building a trail. To create walkable, bicycle-friendly environments in the suburbs, communities have to fight against rules and practices embedded in everything from zoning codes to road design standards. But this is just as important as, if not more important than, building trails. The places where we need to go — that doctor, grocery store, where we work, etc. — should be accessible on foot. That way, we are engineering physical activity into our daily lives. It takes Dr. Miller’s approach to trails one step further. It just becomes part of what we do.

In McLean, one of Fairfax’s older area with a solid pedestrian-oriented core, citizens have created a great blueprint for making that area more walkable. The recommendations include filling gaps in the sidewalk network — especially in key places such as near crosswalks — tightening curb radii, and setting and enforcing a speed limit of 25 mph in the downtown area. Most important, the blueprint focuses on implementing these recommendations and the district supervisor, John Foust, has pledged that they will be implemented. The blueprint also notes that fewer than 5 percent of current bicycle trips are for commuting to and from work or for going to school. But if the recommendations are implemented, the use of a bicycle for work, school, and errand trips should greatly increase.

Kudos to our trail system, and let’s keep working to expand it. But we’ll all be even healthier and happier if we can just walk or bicycle to the coffeeshop or grocery store.

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Getting across the street

Posted by Fairfax City Citizens on November 10, 2009

Rte 7 ped

Route 7 near Seven Corners has many pedestrians, no sidewalks and no safe crossings

If you live in Fairfax and want to walk or bicycle to the 7-11, your job or to your child’s school, chances are you will have to cross a major road. To bicycle to our son’s elementary school, we have to cross both Route 236 and Route 50, plus a busy secondary road, Jermantown Road. During peak hours Route 236 and 50 have many turning vehicles and short walk cycles. The crosswalks are poorly lit, increasing the risk of collisions with pedestrians.

But these crosswalks are still a lot safer than on many other arterial roads in Fairfax County. Twenty two pedestrians were killed on Route 1 between 1995 and 2005, according to a 2008 report by the Coalition for Smarter Growth. Eleven pedestrians were killed on Route 7.  A lot of people live along these streets, and many of them don’t drive. Yet the streets lack sidewalks, lighting and safe crossings.

Virginia ranks last among states in spending on pedestrian and bicycle projects per capita, according to a report released yesterday by Transportation for America and the Surface Transportation Policy Partnership. The report,  Dangerous by Design: Solving the Epidemic of Preventable Pedestrian Deaths (and Making Great Neighborhoods), looks at pedestrian spending and safety, using a “pedestrian danger index” that computes the rate of pedestrian deaths relative to the amount of walking the residents do on average. For safety, the Washington area ranks 32nd among the largest 52 metro areas  (with 52 being the least dangerous) — better than many Sunbelt areas that have been mostly built in the age of the automobile, but worse than Virginia Beach and many comparable metro regions.  A 2008 report by the Coalition for Smarter Growth ranked Fairfax as the most dangerous county in the region for pedestrians, based on the same pedestrian danger index.

Fairfax County  recognizes the problem and is investing millions of dollars in better pedestrian design on its most dangerous roads. Earlier this year the $8 million Patrick Henry pedestrian bridge opened on Route 50 near Falls Church. But this may not be the best design solution.  Steven Offutt’s great post on the bridge showed that most pedestrians still cross on the street. Ultimately, the street itself has to be made more pedestrian- and bicycle-friendly.

Making these roads complete streets that are safe and convenient for all users will require a major overhaul of VDOT’s current approach. VDOT does have a policy requiring routine accommodations for pedestrians and bicyclists as part of any major road construction and maintenance project. But sidewalks and bike lanes, however important, are only parts of complete streets. There are many tools such as bulb-outs, pedestrian refuge islands, express bus lanes and tighter curb radii that would correct the balance toward pedestrians, bicyclists and transit users.

There is no better place to use these tools than at Tysons Corner. If we don’t build complete streets on Routes 7 and 123, the success of transit-oriented development at Tysons will be limited. Will VDOT and other agencies involved in the redesign of these roads show more flexibility in making them pleasant and safe for walking and bicycling?

Posted in Bicycling, Central Fairfax, Fairfax Boulevard, Fairfax City, Transportation, Tysons Corner, VDOT, Walk to school, Walking | Tagged: , , , , , , , | 3 Comments »

A step forward — maybe

Posted by Fairfax City Citizens on October 29, 2009

Gallows and Strawberry toward 29

Local control might help make crosswalks such as this one at Merrifield Town Center more pedestrian-friendly.

If you’ve ever tried walking or bicycling on Gallows Road, you know it’s hardly a pleasant experience. The road is extremely wide, has narrow sidewalks, and is very difficult to cross as pedestrians try to beat cars moving and turning in every direction. It could be much different. Threading through some major destinations including Fairfax Hospital, Exxon-Mobil’s world headquarters, and the W & OD Trail all the way to Tysons Corner, Gallows could be a great corridor for walking, bicycling and using transit. In fact, some of the county’s major development initiatives, such as Merrifield Town Center, Dunn Loring, and Tysons Corner, are planned along this road.

But Fairfax doesn’t have control over the design of Gallows Road. The Virginia Department Of Transportation does. Even as county officials decide how to best plan development so more people can walk, bicycle, and use transit, the most important factor — whether they can safely cross the street — is out of their hands.

This could change. As Kali Schumitz of the Fairfax Times reports, Fairfax County has initiated a study of options for taking over road maintenance and construction from VDOT.  Fairfax wants to wrest more money for transportation from Richmond and control that money themselves. But local control of roads could also help make the county more walkable and bicycle-friendly.

In all Virginia counties but two, VDOT controls both the primary roads like Route 123 and Route 50, and secondary roads that connect with primary roads. Arlington and Henrico Counties have taken over control of their secondary roads, although VDOT still controls the primary roads. Fairfax is looking to do the same thing.

Local control certainly is no panacea. Fairfax City controls all of its roads, and they are hardly pedestrian paradises. Wherever they work, transportation engineers are trained in the same places and follow the same rigorous and generally auto-oriented discipline. And even if Fairfax did take over its secondary roads, VDOT would still control the arterial roads that are the biggest barriers to pedestrian and bicycle access.

But local control of secondary roads would enable Fairfax citizens and groups to hold their local officials more accountable. Right now it is too easy for our elected officials and transportation department to pass the buck to VDOT. With local control, they would have to walk the talk — and we would have to make them.

Posted in Bicycling, Fairfax City, smart growth, Transportation, VDOT, Walking | Tagged: , , , , | 2 Comments »

Greasing the chain

Posted by Fairfax City Citizens on October 7, 2009

Tysons Tour Apr 07Earlier this week Fairfax County took the first step toward a bicycle master plan. The County Board of Supervisors approved a motion by Supervisor Jeff McKay directing the staff to study the development of a bicycle plan and provide recommendations for funding and creating the plan.

Fairfax County currently has very few bicycle projects in its countywide transportation plan. Less than 2 percent of the funds in VDOT’s Six-Year Transportation Improvement Program for Northern Virginia are for bicycle and pedestrian improvements. If it is not in these plans, it will not get built.

Washington DC approved a bicycle master plan in 2005.  Bicycle projects are now integrated in the city’s transportation plan, guiding decisions about design and funding for projects. Bicycle use in the city has soared. Without the plan, many bicycle projects would not have gotten into the city’s funding and construction pipeline. The bicycle master plan took a lot of work, and some money. But it is paying off.

With the budget constraints, Fairfax County cannot fund a bicycle planning effort. But the approval of a study of a bike plan greases the chain for a bicycle planning process when funding gets less tight. Fairfax Advocates for Better Bicycling, which has been campaigning for a bicycle master plan, recognized this and worked with Supervisor McKay to get the process started. The District of Columbia used crack consultants to do their bicycle master plan, and the high quality and precision of their work surely has helped legitimize the plan and get it implemented. Still, the county might want to consider getting started with the resources it already has and not wait too long before beginning the plan. Despite the incessant hand-wringing about Virginia’s transportation woes, new money for transportation is coming within the next couple years through the federal transportation reauthorization. We need to be prepared with specific bicycle and pedestrian projects to take advantage of the opportunities.


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Connecting University Mall to George Mason

Posted by Fairfax City Citizens on August 28, 2009

Tweaks to the Roanoke River Road/Braddock Road intersection would improve bicycle and pedestrian access to University Mall

Tweaks to the Roanoke River Road/Braddock Road intersection would improve bicycle and pedestrian access to University Mall

The owners of University Mall near George Mason have filed applications to add retail space and modernize this lively but somewhat aging shopping center. One critical improvement would be to improve pedestrian and bicycle access across Braddock Road. George Mason University now bike lanes on its Braddock Road/Roanoke River Road entrance (as well as on the University Drive entrance), making it a lot easier to ride from campus onto the Braddock Road and Ox Road trails. But getting across Braddock Road to the shopping center by bicycle or on foot is a challenge. There is a lot of right-turning traffic and the bike lane veers right, right into the path of this traffic. Experienced bicyclists trying to cross will move from the bike lane to the through lane, but it is a tricky maneuver. In a recent summer late-morning ride I watched several right-turning vehicles approach the intersection and turn without braking, which is easy to do because of the wide curb radius. Bicyclists and pedestrians heading to University Mall have to cross Roanoke River Road to reach the striped crosswalk, and then cross again at the Patriot Square office complex. The crosswalk is excellent, with ample crossing time — kudos to VDOT — but getting there is tougher than it could be.

More and more students, administrators and faculty are living on or near the George Mason campus, and the university is also building a hotel for campus guests. With all the new permanent and guest housing, many more people in the George Mason community will be living car-free or car-light. The campus has a parking crunch and is working to encourage more pedestrian, bicycle and transit use. With a supermarket, cinema, bar and the redoubtable Brion’s Grill, University Mall is a big destination for Mason students and employees. Making it easier to walk and bicycle to and from the mall is a critical step. The rezoning application is a key opportunity to make it happen.

Other news for this area is more sobering. Fairfax County is studying a grade-separated interchange for the Braddock Road/Route 123 intersection. This extremely expensive project would isolate George Mason from University Mall, slice up the Ox Road bicycle trail, and encourage more traffic and inefficient development in southwest Fairfax and other parts of the area. Traffic at this intersection is certainly bad, but spending so much money to make the area even more car-dependent and less pedestrian- and bicycle-friendly is not the answer.

Posted in Bicycling, Malls, Walking | Tagged: , , | Leave a Comment »

Blaming the victim

Posted by Fairfax City Citizens on August 11, 2009

Pedestrians and bicyclists face difficulties even on "downtown" streets such as Main Street in Fairfax City (pictured here) or Maple Avenue in Vienna.

Pedestrians and bicyclists face difficulties even on "downtown" streets such as Main Street in Fairfax City (pictured here) or Maple Avenue in Vienna.

Within the past few years, several bicyclists and pedestrians have been killed or injured in collisions with cars in downtown Vienna. The Town of Vienna is reacting by planning an educational campaign that tries to alter bicyclist and pedestrian behavior. The town is also considering enacting new restrictive laws for bicyclists. They’re blaming the victim, and avoiding the main reasons these accidents occur and many Fairfax residents feel unsafe riding or walking.

Situated right on the W & OD Trail, Maple Street attracts many bicyclists despite its bicycle and pedestrian-unfriendly design, with its many curb cuts and turning movements, wide curb radii, fast-moving traffic, and lack of bikeable shoulders or bike lanes. Many bicyclists, including me, choose to ride on the sidewalks. But bicycling on the sidewalk is more dangerous than bicycling on the street. Bicyclist-pedestrian collisions are more likely, and it is much harder for motorists to see bicyclists at intersections and curb cuts, which is where most bicyclist-motorist collisions occur.

Vienna’s “Eye to Eye” campaign stresses “defensive riding” with the message that bicyclists should make eye contact with motorists at intersections, curb cuts, and other areas where conflicts are possible. Vienna is also considering enacting a law that would require bicyclists riding on sidewalks to yield to motorists (current Virginia law requires motorists to yield to pedestrians at unsignalized crosswalks). The town is also considering requiring bicyclists to use audible signals at greater than 50 feet away when approaching a pedestrian on the W & OD Trail and on sidewalks.

Fairfax Advocates for Better Bicycling ably explains the shortsightedness of the town’s approach in a recent blog post. As FABB Chairman Bruce Wright says, “More motorist education and enforcement is needed to make cycling safer in the Town. A more bike-friendly Vienna is the best way to improve bicyclists’ safety in Vienna.” Right hooks are rarely the fault of bicyclists, and motorists should be responsible for seeing bicyclists and yielding right of way when making right turns onto stores and at intersections when the light is green. The larger problem is a lack of bicycle facilities on Maple Avenue, forcing bicyclists to use the sidewalk. Is the Town looking for a solution that accommodates all users, not just motorists?

The Vienna Town Council is holding a public hearing at 8 PM on August 17 to discuss proposed changes in the Town code relating to bicycling on the sidewalk. If you live or work in Vienna and care about this, come and speak out.

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Street grid near Fairfax Boulevard would be good, but don’t make it an island

Posted by Fairfax City Citizens on August 3, 2009

Fair Lakes Market CommonsLast week Fairfax City Councilmembers briefly discussed a critical step in the implementation of the Fairfax Boulevard master plan — a more connected, walkable and bikeable street network. The city recently enacted a new commercial real estate tax dedicated exclusively to funding transportation projects. The first priority for this new money is to build a street network in the “Northfax” section of Fairfax Boulevard near Route 123. While the plans are still in a very early stage, and redevelopment proposals have not yet even been formally submitted, a dedicated funding source makes it likely that redevelopment in Northfax will move relatively quickly.

The Fairfax Boulevard master plan recommends a “8/10/10/8” design of new local streets — 8 feet for on-street parking on each side, a 10 foot travel lane, and wide sidewalks. The recommended design would resemble the street pictured above, at the Market Commons development in Fair Lakes — creating a pleasant place to walk, ride your bike, and spend money at local businesses.

It would be great to have new walkable streets in Fairfax City in places that are currently taken up mostly by surface parking. Doing this, though, will be easier than implementing the main aspect of the master plan, which is taming Fairfax Boulevard itself. The recommendations in the master plan call for a pedestrian- and bicycle-friendly boulevard with five travel lanes and two access lanes for local traffic. The “5-2” design would make Fairfax Boulevard a much more pleasant place to walk along. It would also make the street easier to cross, so that local residents could more easily get to places on the Boulevard on foot or bicycle rather than adding to the traffic. But city council members and developers are skeptical about the 5-2 design.

Without a more ambitious redesign of the Boulevard, the local streets will be nice places to go, but — like Market Commons and many other new developments in Fairfax County — they will be islands of livability surrounded by inhospitable wide roads.

Posted in Bicycling, Fairfax Boulevard, Transportation, Walking | Tagged: , , , | Leave a Comment »

Want to walk or bike to rail? Tell Metro

Posted by Fairfax City Citizens on July 23, 2009

Even those of us in Fairfax lucky enough to live within walking or bicycling distance of a Metro rail station often choose to drive. The roads can be difficult to cross and have fast moving traffic intimidating to many bicyclists, and sidewalks are often missing.

If you have ideas about how to improve conditions for walking and bicycling, let Metro know by responding to its online questionnaire. Metro is doing a study of pedestrian and bicycle access that will feed into recommended improvements and projects for its 10-year capital needs program. At last night’s workshop at the Metro headquarters, the project consultants, Toole Design, presented the initial outline of the study. Toole is a highly respected consulting firm that helped the county with the excellent Fairfax County bike map. The project manager, Dan Goodman, bicycles to the Metro — a prerequisite for doing good bike planning.

Both Franconia-Springfield and Vienna are priority station areas in the study, where Metro will be looking to make relatively small, “bang for the buck”  improvements that can increase bicycle and walking trips. If you’ve tried to walk — or drive, for that matter — to the Franconia-Springfield station, you know how poor the access is there. This is the paradigm for brutalist transit design. The area is going to have stunning growth, mainly because of military base realignment, which could be an opportunity to redevelop its pedestrian- and bicycle-unfriendly streets. Approval of the redevelopment of the Springfield mall is imminent, which will help, although the nearby arterial roads will remain barriers to good access.

The Vienna station has a lot of things going for it, especially the Metrowest project, and Metro’s focus on strategic improvements is one more good sign. But the glacial pace of the Metrowest development is frustrating. Although it was approved more than three years ago, ground has not yet been broken. The residential developer, Pulte Homes, is having the same trouble finding money from lenders as most other developers.

Even with the eventual development of Metrowest, the station area could still become just an oasis of walkability surrounded by the pedestrian and bicycle deserts of Nutley Street and Route 29. Getting the Virginia Department of Transportation on board with changes to these roads is important to improving pedestrian and bicycle access. This is even more important at the future stations in Tysons Corner. It’s also important for making the Merrifield development work near the Dunn-Loring station, where Route 29 and Gallows Road form barriers between the growing numbers of residents and the Metro station.

Will Metro’s study address these more systemic issues? To what extent can the study foster better coordination with Fairfax County and VDOT to improve these obscenely wide roads and make them safer for walking and bicycling?

Posted in Bicycling, Transit, Transit-oriented development, VDOT, Walking | Tagged: , , , | Leave a Comment »

Do developers dislike bikes?

Posted by Fairfax City Citizens on July 21, 2009

Developers like the West*Group are key proponents for smarter growth that enables people to walk, bicycle and use transit – but you wouldn’t know this from the jeremiads of the developer-funded Northern Virginia Transportation Alliance. NVTA’s latest press release attacks regional transportation planners and officials for including regional bike sharing in a proposal for federal stimulus funding. Apparently, NVTA’s governing members – including developers West*Group and The Peterson Companies – feel that bicycle facilities are “trivial.”

NVTA makes no secret about its agenda. NVTA wants to build an Outer Beltway, widen I-66 and I-95, and widen and build interchanges on arterial roads such as Route 28 and Route 29. These projects would cost billions of dollars and allow more low-density, auto-oriented development, which is why traffic in Northern Virginia is so bad in the first place. NVTA also supports some transit projects, and in fact supports the regional busway project that is the main component of the region’s stimulus proposal. Businesses and real estate developers want more public dollars expended on transportation facilities that serve their interests. This makes sense.

The Millennium Park bike station has been a boon for downtown Chicago. Photo courtesy of Steve Vance, www.flickr.com/photos/jamesbondsv/

The Millennium Park bike station has been a boon for downtown Chicago. Photo courtesy of Steve Vance, http://www.flickr.com/photos/jamesbondsv/

But why the contempt for bicycling? The proposed program for 1,600 bikes at 160 stations in core urban areas costs a fraction of any of NVTA’s priority projects. Transportation is the second largest household expense on average for Americans, behind only housing, and more than 90 percent of household transportation costs go toward owning and maintaining cars.  On average, Washington residents sink 15% of their household budgets on transportation. Many Northern Virginia residents – especially apartment dwellers and students – cannot easily own bikes because of space constraints, but can take advantage of bike sharing for a low membership cost. As Fairfax Advocates for Better Bicycling points out in a strong rebuttal, “Bike sharing is one of the most promising transportation ideas being used throughout Europe and is taking hold in North America. It is very popular in Paris and is helping residents replace many short motorized trips with bike trips, reducing congestion and air pollution. In the U.S. half of all trips are a 20 minute or less bike ride and nearly all are currently taken by car.”

In a 2007 presentation sponsored by the Tysons Corner Land Use Task Force, TOD expert Robert Cervero said, “I used to think that bicycling was a frill. It’s not. It’s a necessity for an efficient transportation network.” Planning for the redesign of Tysons Corner, with heavy involvement from The West*Group and other developers, includes bike stations and on-road bicycle facilities.

By shaving off a small but significant percentage of car trips, bicycling provides a big bang for a very small buck.  Every trip made by bicycle instead of by car saves people money in fuel and other vehicle costs. Don’t the Northern Virginia business and real estate development communities recognize this?

Posted in Bicycling, Transportation | Tagged: , | 4 Comments »

It’s about priorities too

Posted by Fairfax City Citizens on July 16, 2009

Northern Virginia residents are being barraged with tales of woe about transportation funding shortfalls. It is all about money, the story goes. With current skewed funding formulas favoring rural areas over Northern Virginia, a gas tax that hasn’t been raised in decades and the decline in gas tax revenues from more fuel efficient vehicles and less driving, our region is cooked unless we come up with a “game changer” for transportation funding.

That’s the party line — among politicians across the ideological spectrum, and in all the major media outlets. And it’s true to  a large extent. Funding for secondary roads in Fairfax is being cut to about 1 percent of  previous levels. Highway rest stops are being closed. There is a crisis of resources.

Battlefield Boulevard interchange, Hampton Roads. Photo credit: Virginia Department of Transportation

Battlefield Boulevard interchange, Hampton Roads. Photo credit: Virginia Department of Transportation

For a fraction of the cost of what's on the left, we could get scores of these kinds of projects. Photo credit: www.pedbikeimages.org / Dan Burden

For a fraction of the cost of what's on the left, we could get scores of these kinds of projects. Photo credit: http://www.pedbikeimages.org / Dan Burden

But that’s only part of the story. There is also a crisis of priorities. The region’s skewed priorities were again shown at yesterday’s meeting of the Metro Washington Council of Governments’ Transportation Planning Board (TPB). Eric Gilliland of the Washington Area Bicyclist Association commented on the region’s proposed 6-year Transportation Improvement Program (TIP):

Of the more than $17 billion for transportation projects in the Draft TIP, less than 1% of TIP funds are allocated to bike and pedestrian projects. Of the $168 million in the bike/ped program, over 60% will be spent in DC alone and zero dollars have been allocated to bike and pedestrian projects in northern Virginia. There are also zero dollars for such projects in Prince George’s County.

While pleading poor, VDOT is still finding hundreds of millions of dollars to support road projects that reward inefficient land use. A good example is the Linton Hall Road / Route 29 interchange in Prince William County. Many Northern Virginia residents will know this area from the array of signs announcing over 15 new subdivisions pointing in all directions and the long trail of strip malls that greet them just off I-66 on Route 29 in Gainesville. Residents along Linton Hall Road have among the longest commutes in the region. The explosion of residential development without any good pedestrian, bicycle and transit connections has, predictably, has made driving or any other form of transportation in the area a nightmare. VDOT’s 6-year Transportation Program provides $130 million for this $200 million project. By comparison, bike lanes on Gallows Road linking the W & OD Trail to Tysons Corner have an estimated cost of $600,000,  far less than 1 percent of the cost of the interchange.

In response to WABA, COG transportation director Ronald Kirby said that many bicycle and pedestrian improvements are folded into larger projects and are funded locally, so that the TIP does not truly represent the full resources invested in bicycling and walking. Fair enough, but as transportation board member Chris Zimmerman of the Arlington County Board of Supervisors urged, every reasonable effort should be made to track the resources being spent to improve the transportation infrastructure for walking and bicycling. Currently neither VDOT nor the TPB even have a database showing what pedestrian and bicycle projects are in their transportation plans, although an enterprising citizen with some spare time can find this out by parsing the project list. If the region is serious about reducing traffic and enabling more people to get around without cars, it should put more effort into tracking its pedestrian and bicycle investments and monitoring its progress in increasing walking, bicycling and transit trips.

Yes, we need more money for transportation. But increasing walking and bicycling connections between activity centers, such as with the bike lane to Tysons Corner, are “game changers” too.

Posted in Bicycling, Transit, Transportation, VDOT, Walking | Tagged: , , | Leave a Comment »