Connecticut Ave bike lanes are back!

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

The Wisconsin Avenue thing never had a chance to settle out because Councilmember Evans was annoyed that he had to wait an extra light cycle to commute his three kids from Georgetown to Maret. And the reason it was backed up was because 37th Street had significant construction at the same time. There was never a moment when the "Wisconsin Avenue Experiment" really had a chance.

Lots of low-information people trot out Evans as the reason the Wisconsin Ave changes were reversed, but it's not true. What *is* true is that DDOT (very intentionally) did its study of Wisconsin traffic volume in early August, when traffic on Wisconsin (and nearly every other DC street) is annually the lowest: schools are out and lots of people are on vacation, so there's comparatively little traffic. They then used this ludicrously flawed data to say, "Well, there's actually not that much traffic on Wisconsin so we can take away a bunch of lanes," and they did so, only to find that the reduced Wisconsin became a parking lot with normal traffic levels, with drivers bailing out into residential neighborhoods to get around it (yes, this will happen with Connecticut, too; it's amazing how many allegedly smart people so blindly accept DDOT "studies" which are pre-planned to lead to the desired outcome). This made not only Wisconsin less safe, but the roads around it less safe.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One thing to keep in mind is that there are a lot of people walking around with personality disorders, and when infrastructure becomes a matter for public input, it gives them a great opportunity to get all the supply they need and publicly enact their psychodramas. These people are not well, and all the ANC and DC government folks who have to deal with them have my utmost sympathy.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

The DDOT study also didn't take into account the changes that were made to 16th St and Georgia Ave or the developments at Chevy Chase Lake, Mazza Gallerie and the Chevy Chase Community Center. All of which were planned and or under construction at the time.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

The DDOT study also didn't take into account the changes that were made to 16th St and Georgia Ave or the developments at Chevy Chase Lake, Mazza Gallerie and the Chevy Chase Community Center. All of which were planned and or under construction at the time.

If that’s the case then it probably also didn’t take into account City Ridge either.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

Over an hour, to drive four miles? That's terrible! I hate how slow and inconvenient driving is. No wonder nobody wants to drive. Have people considered transportation modes that would be faster and more efficient than driving? For example, Metro. Or buses in bus lanes. Or bicycling in bike lanes! Or walking.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

Over an hour, to drive four miles? That's terrible! I hate how slow and inconvenient driving is. No wonder nobody wants to drive. Have people considered transportation modes that would be faster and more efficient than driving? For example, Metro. Or buses in bus lanes. Or bicycling in bike lanes! Or walking.

It’s interesting that by making traffic miserable that you think it will convince people to ride a bike rather than just moving to a different location where the government is not doing it’s best to make your life as inconvenient as possible.

You can see this reflected in the stagnant home prices in CCDC and Barnaby Woods versus what’s happening across Western Avenue.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

Over an hour, to drive four miles? That's terrible! I hate how slow and inconvenient driving is. No wonder nobody wants to drive. Have people considered transportation modes that would be faster and more efficient than driving? For example, Metro. Or buses in bus lanes. Or bicycling in bike lanes! Or walking.

It’s interesting that by making traffic miserable that you think it will convince people to ride a bike rather than just moving to a different location where the government is not doing it’s best to make your life as inconvenient as possible.

You can see this reflected in the stagnant home prices in CCDC and Barnaby Woods versus what’s happening across Western Avenue.

I don't think I'm convincing or not convincing anybody. People make rational transportation choices, which actually is why I find it hard to believe that it actually takes over an hour to drive from Connecticut to Military. Nobody would put up with that on a regular basis. Driving is not a rational transportation choice in a city, at any time of day when lots of other people are also out driving. When Metro or biking or walking are faster, rational people take Metro or bike or walk.

[Anonymous]

^on Connecticut from Military to Dupont

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

Over an hour, to drive four miles? That's terrible! I hate how slow and inconvenient driving is. No wonder nobody wants to drive. Have people considered transportation modes that would be faster and more efficient than driving? For example, Metro. Or buses in bus lanes. Or bicycling in bike lanes! Or walking.

It’s interesting that by making traffic miserable that you think it will convince people to ride a bike rather than just moving to a different location where the government is not doing it’s best to make your life as inconvenient as possible.

You can see this reflected in the stagnant home prices in CCDC and Barnaby Woods versus what’s happening across Western Avenue.

Home prices aren't stagnant in CCDC or Barnaby Woods and CC MD isn't experiencing anything noticably different. Houses are listed on a Saturday and usually under contract by Tuesday and are going for $100k+ over asking...the mix of homes for sale at any point in time has a significant impact on median prices. Why would living in CC MD be any different if you have to commute downtown...other than be just that much farther so the commute is that much longer. Also, there are tons of threads of how angry people are about the MoCo government.

Also, whoever said it takes an hour to get from Military to Dupont is completely full of it. I drive that all the time and it has literally never taken that long with the exception of an afternoon snow storm or there is an accident that shuts down a portion of CT Avenue for a couple of hours.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

Over an hour, to drive four miles? That's terrible! I hate how slow and inconvenient driving is. No wonder nobody wants to drive. Have people considered transportation modes that would be faster and more efficient than driving? For example, Metro. Or buses in bus lanes. Or bicycling in bike lanes! Or walking.

You could’ve stopped at Metro. That’s exactly what the OG bikebros used to do in the 90s/ 2000. Ride from home to the closest Red Line station, take the elevator, put bike in last car or first car, ride existing mass transit from, say, Bethesda to Farragut North.

No reason this can’t continue, is there?

[Anonymous]

Has any cyclist ever considered the fact that staying out of dangerous car traffic virtually guarantees they’re not being hit by or hitting a car? Cyclists do what you want but don’t expect other tax payers to foot the bills for your foolishness. Grow up sometimes we don’t get to annoy lots of other people even though we really want to.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

The Wisconsin Avenue thing never had a chance to settle out because Councilmember Evans was annoyed that he had to wait an extra light cycle to commute his three kids from Georgetown to Maret. And the reason it was backed up was because 37th Street had significant construction at the same time. There was never a moment when the "Wisconsin Avenue Experiment" really had a chance.

Lots of low-information people trot out Evans as the reason the Wisconsin Ave changes were reversed, but it's not true. What *is* true is that DDOT (very intentionally) did its study of Wisconsin traffic volume in early August, when traffic on Wisconsin (and nearly every other DC street) is annually the lowest: schools are out and lots of people are on vacation, so there's comparatively little traffic. They then used this ludicrously flawed data to say, "Well, there's actually not that much traffic on Wisconsin so we can take away a bunch of lanes," and they did so, only to find that the reduced Wisconsin became a parking lot with normal traffic levels, with drivers bailing out into residential neighborhoods to get around it (yes, this will happen with Connecticut, too; it's amazing how many allegedly smart people so blindly accept DDOT "studies" which are pre-planned to lead to the desired outcome). This made not only Wisconsin less safe, but the roads around it less safe.

Actually, what is true is that 37th Street was closed for construction at the same time Wisconsin Avenue was re-striped. With only one road open and no outlet, of course Wisconsin Avenue was going to be backed up with cars. DDOT never gave it a chance, changing back before the 37th Street construction was completed. Why? Because jack Evans complained.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

It wasn't the cycling advocates, though they supported it. At the end of the day, the National Park Service and Department of Interior's mission is to the parks, not commuters. The changes in Rock Creek were supported by the Sierra Club, the Rock Creek Conservancy and other environmental groups.

[Anonymous]

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:

Anonymous wrote:https://www.bbc.com/future/article/20240517-vision-zero-how-europe-cut-the-number-of-people-dying-on-its-roads

Interesting article about the origins of Vision Zero. It is very different than what it has transmogrified into. For instance, the very first project was removing concrete barriers. One of the other differences is that roads are defined according to their main use.

In short, the Connectict Ave plan goes against the very ideas it is supposed to represent.

Exactly. Under the classification system, Connecticut Avenue has the highest use classification (major arterial) short of limited access highways in DC. The problem is that by constraining Connecticut, DDOT would divert and squeeze more thru traffic, including trucks, into narrower collector streets and m very narrow “local” (lowest classification) streets in adjoining neighborhoods.

That’s definitely not Vision Zero but it might reflect zero vision.

There is no planet where Connecticut Avenue in DC is anything close to a "limited access highway" - you are doing a lot of work there conflating classifications.

No conflating anything. Connecticut has the highest functional classification in upper Northwest, "major arterial," aside from the Whitehurst and short I-66. Outside of these highways, Connecticut and the other major arterials are the roads that are supposed to carry the major thru traffic between Maryland, uptown Northwest and the western part of downtown Washington. Constraining Connecticut's capacity will divert a lot of cars and vehicles on to streets that were not planned or build for such traffic loads. Recall an experiment about 10 years ago to constrain Wisconsin Ave between Massachusetts Ave and Burleith. It did not end well but because the construction involved flexible pylons, it was relatively easy to address the resulting gridlock and diversion by reversing and removing the new road configuration. Connecticut bike lanes would be constructed for permanence, making them more difficult and far more costly to fix.

This is not what the DDOT study said. What the DDOT study said is that MD commuters would use OTHER ARTERIALS and Metro instead of Connecticut Avenue. And this has been pointed out repeatedly and yet opponents of the bike lanes CONTINUE to repeat this lie again and again.

One of the other major arterials that DDOT said would absorb the traffic was Beach Dr. Then the cycling advocates succeeded in keeping Beach Dr closed and as a result the DDOT study, as flawed as it was, became worthless.

The changes that DDOT have already made to remove the reversible lane and remove the rush hour parking restrictions have increased travel times along Connecticut significantly. It can now commonly take over 1 hour to go from Military to Dupont. This is the exact opposite of what transportation planning should be doing, which is improving safety and efficiency. Add the bike lanes and Connecticut becomes worthless.

This won’t encourage people to bike, but it will encourage people to move to places that are more convenient.

I has never taken me, in my 40 years of driving in DC and this specific area, an hour to get from Military Road to Dupont, even on 9/11. Stop with the hyperbole.