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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.