Options for opposing Connecticut Avenue changes?

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://rosap.ntl.bts.gov/view/dot/24356/dot_24356_DS1.pdf?

According to the study commissioned by the government (not oil companies), bicyclists in DC are overwhelmingly affluent, young, white men.

^^^^^
No wonder the agenda is being pushed forward!

I’d rather see investment in addressing the myriad other issues plaguing the city than a pet project for a teeny tiny subset of rich white guys.

This report? From 2011? Did you read it?

This report analyzes cycling trends, policies, and commuting in the Washington, DC area. The analysis is divided into two parts.
Part 1 focuses on cycling trends and policies in Washington (DC), Alexandria (VA), Arlington County (VA), Fairfax County
(VA), Montgomery County (MD), and Prince George’s County (MD) during the last two decades. The goal is to gain a better
understanding of variability and determinants of cycling within one metropolitan area. Data on bicycling trends and policies
originate from official published documents, unpublished reports, site visits, and in-person, email, or phone interviews with
transport planners and experts from municipal governments, regional planning agencies, and bicycling advocacy organizations.
Part 2 of the report presents a multiple regression analysis of determinants of bike commuting based on data of 5,091 workers
from the Washington, DC region. A series of logit, probit, and relogit (Rare Events Logistic) regressions focus on the role of
bike parking, cyclist showers, and free car parking at work as determinants of the decision to cycle to work, while controlling
for socio-economic factors, population density, trip distance, bikeway supply, and season of the year. The report finds that
cycling levels and cyclist safety have been increasing in the Washington region. However, cycling appears to be spatially
concentrated in neighborhoods of the urban core jurisdictions. Compared to national averages for urbanized areas a larger share
of bicycle trips in Washington, DC is commute or work related (41% vs. 17%). Area cyclists are predominantly male, between
25 and 40 years old, white, and from higher income groups. Bicycle planning in the region has its roots in the 1970s,
experienced a hiatus in the 1980s, but has witnessed a ‘renaissance’ since the (late) 1990s. Initially bicycle policies focused on
the provision of off-street paths—often shared with pedestrians. Since the late 1990s, jurisdictions have greatly expanded their
on-street bicycle lanes and implemented other innovative programs. The regression analysis appears to support the expansion of
the bike network, since bikeway supply is a significant predictor of bike commuting. Moreover, bike parking and cyclist
showers at work are associated with more bike commuting. Free car parking at work is associated with less bike commuting;
and transit commuter benefits were not a significant predictor of bike commuting

From what I’ve observed last week and since 2000, the vast majority of cyclists are white men. Sometimes I see a young lady in a dress who clearly doesn’t belong on a bike. I see more electric scooters than bicycles.

The white guys on bikes are aging though. Probably the same ones from the report. And as they age, they become wobbly. Lookout!

Oh look, another agiest and sexist boomer trying to impose their 1950's and 1960's values on us.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://rosap.ntl.bts.gov/view/dot/24356/dot_24356_DS1.pdf?

According to the study commissioned by the government (not oil companies), bicyclists in DC are overwhelmingly affluent, young, white men.

^^^^^
No wonder the agenda is being pushed forward!

I’d rather see investment in addressing the myriad other issues plaguing the city than a pet project for a teeny tiny subset of rich white guys.

This report? From 2011? Did you read it?

This report analyzes cycling trends, policies, and commuting in the Washington, DC area. The analysis is divided into two parts.
Part 1 focuses on cycling trends and policies in Washington (DC), Alexandria (VA), Arlington County (VA), Fairfax County
(VA), Montgomery County (MD), and Prince George’s County (MD) during the last two decades. The goal is to gain a better
understanding of variability and determinants of cycling within one metropolitan area. Data on bicycling trends and policies
originate from official published documents, unpublished reports, site visits, and in-person, email, or phone interviews with
transport planners and experts from municipal governments, regional planning agencies, and bicycling advocacy organizations.
Part 2 of the report presents a multiple regression analysis of determinants of bike commuting based on data of 5,091 workers
from the Washington, DC region. A series of logit, probit, and relogit (Rare Events Logistic) regressions focus on the role of
bike parking, cyclist showers, and free car parking at work as determinants of the decision to cycle to work, while controlling
for socio-economic factors, population density, trip distance, bikeway supply, and season of the year. The report finds that
cycling levels and cyclist safety have been increasing in the Washington region. However, cycling appears to be spatially
concentrated in neighborhoods of the urban core jurisdictions. Compared to national averages for urbanized areas a larger share
of bicycle trips in Washington, DC is commute or work related (41% vs. 17%). Area cyclists are predominantly male, between
25 and 40 years old, white, and from higher income groups. Bicycle planning in the region has its roots in the 1970s,
experienced a hiatus in the 1980s, but has witnessed a ‘renaissance’ since the (late) 1990s. Initially bicycle policies focused on
the provision of off-street paths—often shared with pedestrians. Since the late 1990s, jurisdictions have greatly expanded their
on-street bicycle lanes and implemented other innovative programs. The regression analysis appears to support the expansion of
the bike network, since bikeway supply is a significant predictor of bike commuting. Moreover, bike parking and cyclist
showers at work are associated with more bike commuting. Free car parking at work is associated with less bike commuting;
and transit commuter benefits were not a significant predictor of bike commuting

From what I’ve observed last week and since 2000, the vast majority of cyclists are white men. Sometimes I see a young lady in a dress who clearly doesn’t belong on a bike. I see more electric scooters than bicycles.

The white guys on bikes are aging though. Probably the same ones from the report. And as they age, they become wobbly. Lookout!

Oh look, another agiest and sexist boomer trying to impose their 1950's and 1960's values on us.

Since when did 48 equal boomer? Pretty sure I’m Gen X.

If by “imposing values on us” means pointing out the stupidity of taking away the third lane on CT Ave so PJ and Kevin can show off their spandex as they occasionally bike to work when they aren’t “working from home,” you got me.

[Anonymous]

Ever been to Copenhagen? It’s dead at night. Why? Because nobody is biking to restaurants or clubs for dinner, drinks, dates, etc.

Plus: weather. Or more specifically: lack of sunlight.

ICYMI: DC needs more of a city vibe after business hours, not less.

Why are you trying to kill DC’s economy?

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://rosap.ntl.bts.gov/view/dot/24356/dot_24356_DS1.pdf?

According to the study commissioned by the government (not oil companies), bicyclists in DC are overwhelmingly affluent, young, white men.

^^^^^
No wonder the agenda is being pushed forward!

I’d rather see investment in addressing the myriad other issues plaguing the city than a pet project for a teeny tiny subset of rich white guys.

This report? From 2011? Did you read it?

This report analyzes cycling trends, policies, and commuting in the Washington, DC area. The analysis is divided into two parts.
Part 1 focuses on cycling trends and policies in Washington (DC), Alexandria (VA), Arlington County (VA), Fairfax County
(VA), Montgomery County (MD), and Prince George’s County (MD) during the last two decades. The goal is to gain a better
understanding of variability and determinants of cycling within one metropolitan area. Data on bicycling trends and policies
originate from official published documents, unpublished reports, site visits, and in-person, email, or phone interviews with
transport planners and experts from municipal governments, regional planning agencies, and bicycling advocacy organizations.
Part 2 of the report presents a multiple regression analysis of determinants of bike commuting based on data of 5,091 workers
from the Washington, DC region. A series of logit, probit, and relogit (Rare Events Logistic) regressions focus on the role of
bike parking, cyclist showers, and free car parking at work as determinants of the decision to cycle to work, while controlling
for socio-economic factors, population density, trip distance, bikeway supply, and season of the year. The report finds that
cycling levels and cyclist safety have been increasing in the Washington region. However, cycling appears to be spatially
concentrated in neighborhoods of the urban core jurisdictions. Compared to national averages for urbanized areas a larger share
of bicycle trips in Washington, DC is commute or work related (41% vs. 17%). Area cyclists are predominantly male, between
25 and 40 years old, white, and from higher income groups. Bicycle planning in the region has its roots in the 1970s,
experienced a hiatus in the 1980s, but has witnessed a ‘renaissance’ since the (late) 1990s. Initially bicycle policies focused on
the provision of off-street paths—often shared with pedestrians. Since the late 1990s, jurisdictions have greatly expanded their
on-street bicycle lanes and implemented other innovative programs. The regression analysis appears to support the expansion of
the bike network, since bikeway supply is a significant predictor of bike commuting. Moreover, bike parking and cyclist
showers at work are associated with more bike commuting. Free car parking at work is associated with less bike commuting;
and transit commuter benefits were not a significant predictor of bike commuting

From what I’ve observed last week and since 2000, the vast majority of cyclists are white men. Sometimes I see a young lady in a dress who clearly doesn’t belong on a bike. I see more electric scooters than bicycles.

The white guys on bikes are aging though. Probably the same ones from the report. And as they age, they become wobbly. Lookout!

Oh look, another agiest and sexist boomer trying to impose their 1950's and 1960's values on us.

Since when did 48 equal boomer? Pretty sure I’m Gen X.

If by “imposing values on us” means pointing out the stupidity of taking away the third lane on CT Ave so PJ and Kevin can show off their spandex as they occasionally bike to work when they aren’t “working from home,” you got me.

The third lane that you are complaining about losing is actually not material to how traffic would flow on CT Ave after the redesign. It has been noted many times in this thread that the third lane is often blocked by parked cars or turning cars. In the new configuration, there are two lanes along with turn lanes, so the flow is actually improved. You would know this if you actually looked at the plans rather than listening to the negative rhetoric which is meant to detract from the facts of what is proposed.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://rosap.ntl.bts.gov/view/dot/24356/dot_24356_DS1.pdf?

According to the study commissioned by the government (not oil companies), bicyclists in DC are overwhelmingly affluent, young, white men.

^^^^^
No wonder the agenda is being pushed forward!

I’d rather see investment in addressing the myriad other issues plaguing the city than a pet project for a teeny tiny subset of rich white guys.

This report? From 2011? Did you read it?

This report analyzes cycling trends, policies, and commuting in the Washington, DC area. The analysis is divided into two parts.
Part 1 focuses on cycling trends and policies in Washington (DC), Alexandria (VA), Arlington County (VA), Fairfax County
(VA), Montgomery County (MD), and Prince George’s County (MD) during the last two decades. The goal is to gain a better
understanding of variability and determinants of cycling within one metropolitan area. Data on bicycling trends and policies
originate from official published documents, unpublished reports, site visits, and in-person, email, or phone interviews with
transport planners and experts from municipal governments, regional planning agencies, and bicycling advocacy organizations.
Part 2 of the report presents a multiple regression analysis of determinants of bike commuting based on data of 5,091 workers
from the Washington, DC region. A series of logit, probit, and relogit (Rare Events Logistic) regressions focus on the role of
bike parking, cyclist showers, and free car parking at work as determinants of the decision to cycle to work, while controlling
for socio-economic factors, population density, trip distance, bikeway supply, and season of the year. The report finds that
cycling levels and cyclist safety have been increasing in the Washington region. However, cycling appears to be spatially
concentrated in neighborhoods of the urban core jurisdictions. Compared to national averages for urbanized areas a larger share
of bicycle trips in Washington, DC is commute or work related (41% vs. 17%). Area cyclists are predominantly male, between
25 and 40 years old, white, and from higher income groups. Bicycle planning in the region has its roots in the 1970s,
experienced a hiatus in the 1980s, but has witnessed a ‘renaissance’ since the (late) 1990s. Initially bicycle policies focused on
the provision of off-street paths—often shared with pedestrians. Since the late 1990s, jurisdictions have greatly expanded their
on-street bicycle lanes and implemented other innovative programs. The regression analysis appears to support the expansion of
the bike network, since bikeway supply is a significant predictor of bike commuting. Moreover, bike parking and cyclist
showers at work are associated with more bike commuting. Free car parking at work is associated with less bike commuting;
and transit commuter benefits were not a significant predictor of bike commuting

From what I’ve observed last week and since 2000, the vast majority of cyclists are white men. Sometimes I see a young lady in a dress who clearly doesn’t belong on a bike. I see more electric scooters than bicycles.

The white guys on bikes are aging though. Probably the same ones from the report. And as they age, they become wobbly. Lookout!

Oh look, another agiest and sexist boomer trying to impose their 1950's and 1960's values on us.

Since when did 48 equal boomer? Pretty sure I’m Gen X.

If by “imposing values on us” means pointing out the stupidity of taking away the third lane on CT Ave so PJ and Kevin can show off their spandex as they occasionally bike to work when they aren’t “working from home,” you got me.

In my experience, people while driving are astonishingly unable to see people who are bicycling. Especially people who are bicycling while being not-men and/or not-white.

Anyway, it's not your third lane. Nobody is taking the third lane away from you, because it's not yours to begin with. Plus, if driving gets too inconvenient for you, there's always the option of Metro.

[Anonymous]

Anonymous wrote:Ever been to Copenhagen? It’s dead at night. Why? Because nobody is biking to restaurants or clubs for dinner, drinks, dates, etc.

Plus: weather. Or more specifically: lack of sunlight.

ICYMI: DC needs more of a city vibe after business hours, not less.

Why are you trying to kill DC’s economy?

Damn you, Poe's Law.

[Anonymous]

Anonymous wrote:Ever been to Copenhagen? It’s dead at night. Why? Because nobody is biking to restaurants or clubs for dinner, drinks, dates, etc.

Plus: weather. Or more specifically: lack of sunlight.

ICYMI: DC needs more of a city vibe after business hours, not less.

Why are you trying to kill DC’s economy?

It is dead t night because there are so many AirBnBs that are often empty because they are too expensive and eliminated actual residents living downtown, and has nothing to do with the biking culture there.

And cars clogging streets do not add to a city vibe. What does add to a city vibe? People on streets going places, people eating and drinking in neighborhood cafes with sidewalk seating - things that are enhanced by reducing the number of cars on the streets.

[Anonymous]

18,000 bikes are reported stolen every year in Copenhagen alone. That is about 50 a day…a city that (let’s face it) is far more civilized and less prone to crime than DC.

[Anonymous]

Anonymous wrote:Ever been to Copenhagen? It’s dead at night. Why? Because nobody is biking to restaurants or clubs for dinner, drinks, dates, etc.

Plus: weather. Or more specifically: lack of sunlight.

ICYMI: DC needs more of a city vibe after business hours, not less.

Why are you trying to kill DC’s economy?

Please show a study that demonstrates that bike lanes are a negative for the economy or businesses.

[Anonymous]

Anonymous wrote:18,000 bikes are reported stolen every year in Copenhagen alone. That is about 50 a day…a city that (let’s face it) is far more civilized and less prone to crime than DC.

Are you saying we shouldn't have bike lanes because people steal bikes? That's a new one. Of course that also means we shouldn't have general travel lanes because people steal cars.

[Anonymous]

Anonymous wrote:

Anonymous wrote:Ever been to Copenhagen? It’s dead at night. Why? Because nobody is biking to restaurants or clubs for dinner, drinks, dates, etc.

Plus: weather. Or more specifically: lack of sunlight.

ICYMI: DC needs more of a city vibe after business hours, not less.

Why are you trying to kill DC’s economy?

Please show a study that demonstrates that bike lanes are a negative for the economy or businesses.

I think Copenhagen’s reality (read: lack of foot traffic, limited business hours after dark, zero nightlife) pretty much says it all.

The drones bike directly to work, pray their bike isn’t stolen, then bike directly home.

Is that the world you want to live in?

#notfun

[Anonymous]

Anonymous wrote:

Anonymous wrote:18,000 bikes are reported stolen every year in Copenhagen alone. That is about 50 a day…a city that (let’s face it) is far more civilized and less prone to crime than DC.

Are you saying we shouldn't have bike lanes because people steal bikes? That's a new one. Of course that also means we shouldn't have general travel lanes because people steal cars.

I just think it’s hilarious to compare DC to a utopian Copenhagen that exists only in your mind and assume Washingtonians will embrace cycling in any meaningful number.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:Ever been to Copenhagen? It’s dead at night. Why? Because nobody is biking to restaurants or clubs for dinner, drinks, dates, etc.

Plus: weather. Or more specifically: lack of sunlight.

ICYMI: DC needs more of a city vibe after business hours, not less.

Why are you trying to kill DC’s economy?

Please show a study that demonstrates that bike lanes are a negative for the economy or businesses.

I think Copenhagen’s reality (read: lack of foot traffic, limited business hours after dark, zero nightlife) pretty much says it all.

The drones bike directly to work, pray their bike isn’t stolen, then bike directly home.

Is that the world you want to live in?

#notfun

So you have no studies that show bike lanes are bad for businesses or the economy.

Got it.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:Ever been to Copenhagen? It’s dead at night. Why? Because nobody is biking to restaurants or clubs for dinner, drinks, dates, etc.

Plus: weather. Or more specifically: lack of sunlight.

ICYMI: DC needs more of a city vibe after business hours, not less.

Why are you trying to kill DC’s economy?

Please show a study that demonstrates that bike lanes are a negative for the economy or businesses.

I think Copenhagen’s reality (read: lack of foot traffic, limited business hours after dark, zero nightlife) pretty much says it all.

The drones bike directly to work, pray their bike isn’t stolen, then bike directly home.

Is that the world you want to live in?

#notfun

Yes Copenhagen sounds like an absolute hell hole. Lol!

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:18,000 bikes are reported stolen every year in Copenhagen alone. That is about 50 a day…a city that (let’s face it) is far more civilized and less prone to crime than DC.

Are you saying we shouldn't have bike lanes because people steal bikes? That's a new one. Of course that also means we shouldn't have general travel lanes because people steal cars.

I just think it’s hilarious to compare DC to a utopian Copenhagen that exists only in your mind and assume Washingtonians will embrace cycling in any meaningful number.

"I don't want to bike, and I believe that everyone shares my preferences."