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Final report ThinkBike Washington DC 2010
 

Final report ThinkBike Washington DC 2010

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The Royal Netherlands Embassy, in cooperation with the District Department of Transportation (DDOT) and the Metropolitan Washington Council of Governments (MWCOG), hosted a 2-day event - the ThinkBike ...

The Royal Netherlands Embassy, in cooperation with the District Department of Transportation (DDOT) and the Metropolitan Washington Council of Governments (MWCOG), hosted a 2-day event - the ThinkBike Workshops - on November 15-16, 2010.

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    Final report ThinkBike Washington DC 2010 Final report ThinkBike Washington DC 2010 Document Transcript

    • THINKBIKE WORKSHOP WASHINGTON DC November 15 – 16, 2010 FINAL REPORT Sponsored by: The Royal Netherlands Embassy In co-operation with: Fietsberaad International
    • Contents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
    • 1. IntroductionThrough a multi-city initiative called “ThinkBike Workshops”, the Royal Dutch Embassyin Washington, DC has invited Dutch experts of Fietsberaad International to visitCanadian and US cities to discuss possibilities for increased bicycle use. Fietsberaad isthe Dutch centre of expertise on bicycle policy disseminating its knowledge andexpertise abroad. The ThinkBike workshops bring together Dutch bike experts, localpoliticians, planners, advocates, engineers and business people in each city to plan anddiscuss how it can become more bike-friendly by applying aspects of the Dutchapproach. Teams consisting of Dutch experts and a mix of local experts convene for twodays during which they survey the cities by bike and discuss in workshop format howstreets, intersections and whole neighborhoods can be improved for optimal bicycle use.Topics of discussion at the workshops include bike safety, bike commuting, biking toschool, bike parking, bikes and public transport, law enforcement, etc. The workshopsconsist of a kick-off session, open to the general public, followed by the workshopsbehind closed doors and conclude with a closing session, also open to the public, wherethe recommendations are presented by the teams. Washington, DC was the third city tohost the bike workshops (after Toronto and Chicago); they took place on November 15and 16, 2010.In close cooperation with the City of Washington, DC and the Metropolitan WashingtonCouncil of Governments, two teams (orange and blue) were formed comprising threeDutch experts and a numberof local bike experts from !"#$%&(%&()*+,%&-.&(various backgrounds to !"#$%&&()#*+&%(%,#*+&,-.#address two design • /012#3%()-#45#6%7)#(+8)-# ,?assignments as well as a • 910#3%()-#45#-):+;+,)<#&&()#,;+&7-#=9> #@,;)),#"&()#A;+&7B##long term strategy on • >C#3%()-#45#6%7)#,;+%(-# • C/#3%()-#45#-%D8)<#6%7)#;4E,)-#promoting cycling and a • FG);#9H2II#6%7)#;+&7-#%8-,+(()<#-%8&)#2II2#better marketing and • "+:%,+(#$%7)-?+;)H#,?)#(+;D)-,#6%7)#-?+;%8D#8),J4;7#%8#,?)#K1@1H#&E;;)8,(#communication strategy on ?+-#9IL#-,+,%48-#+8<#L>I#6%7)-#%8#!"#+8<#M;(%8D,48#cycling. !"#A;+8-:4;,+,%48#*+&,-#=K1@1#")8-E-H#2II0B.# • 21NO#=LHICC#<+%(B#45#!%-,;%&,#;)-%<)8,-#6%7)<#,4#J4;7##At the workshops the • 92O#=NCHCNC#<+%(B#45#!%-,;%&,#;)-%<)8,-#J+(7)<#,4#J4;7##experts exchanged views on • NCO#=9I0H9C/#<+%(B#45#!%-,;%&,#;)-%<)8,-#&433E,)<#6#:E6(%&#how Dutch bicycle policies ,;+8-:4;,+,%48#and best practices could be • N>O#=4;#00HLI2B#45#!%-,;%&,#;)-%<)8,-#<4#84,#4J8#+#34,4;#G)?%&()#best implemented in the • //O#=9N2HCI9B#45#!%-,;%&,#;)-%<)8,-#&433E,)<#6#34,4;#G)?%&()#various practical situationsin Washington, DC.Furthermore, the Dutch experts discussed the Dutch philosophy and principles behindthe approach to promote cycling and how to implement these elements in Washington,DC. A small group of both teams also looked into how the various Dutch methods couldbe applied to a long term marketing and communication strategy for Washington, DC. 3
    • 2. Outline of the workshopThis report presents the results of the two days’ ThinkBike workshop in Washington, DCheld on November 15-16, 2010. Objectives of the workshop were: a) An exchange of views on bicycle policy applied in a practical situation (corridor or area) in Washington, DC and possible integration of Dutch ideas and best practices in the Washington situation; b) To disseminate the philosophy and principles behind the Dutch approach to promote cycling and the possibilities to implement elements of the same in Washington DC; c) To discuss Dutch methods of marketing and communication for a long term strategy to promote bicyclingThe two ThinkBike teams (orange and blue) both worked on a different designassignment, while a small group of both teams worked on a long term strategy onpromoting cycling for Washington, DC by applying various Dutch methods of marketingand communication. The Dutch experts presented the philosophy and principles of theDutch approach to promote cycling and discussed the possibilities to implement thesemethods in the Washington cycling strategy. However, it was definitely not a “one way”discussion: the local experts gave an overview of the already implemented bike projectsand the ones in progress in the District, which resulted in a lively discussion with theDutch experts.Part of the workshop was a bike tour along the two design areas and the city center ofWashington, DC. We had good discussions on how streets, intersections and wholeneighborhoods can be improved for optimal bicycle use. Topics of the discussions at theworkshop also included: bike safety, bike commuting, cycling to school, bicycle parkingthe integration of cycling and public transport, law and enforcement.The workshop started with a public kick-off session on Monday, November 15 with apresentation about “Cycling in the Netherlands”, followed by a cycling tour to the twodesign areas. The presentation can be viewed athttp://www.slideshare.net/DutchEmbassyDC/thinkbike-dc-workOn Tuesday, the workshop ended with a closing session open to the general public atthe Columbus Club at Union Station. At this session the various presentations and finalrecommendations where presented to the audience. Two Congressional members,Congressman Petri (R-Wisconsin) and Blumenauer (D-Oregon), both co-chairs of theBike Caucus attended the meeting; both presented their views on the advantages ofbiking to give a boost on cycling in the Washington, DC area.These workshops have been carried out by Fietsberaad International and are part of aseries of workshops that have been made possible by the Royal Dutch Embassy inWashington, DC. Fietsberaad International is the Dutch bike centre that disseminatesDutch knowledge and expertise about cycling policy abroad. 4
    • We would like to thank the representatives from DDOT and MWCOG and all participantswho took part in these workshops. Our special thanks go to Jim Sebastian (DistrictDepartment of Transportation DDOT), Michael J. Farrell (Metropolitan WashingtonCouncil of Governments) and in particular to Megan Kanagy (DDOT) for the way sheorganized everything to perfection.3. The Dutch approach to promoting cyclingThe Netherlands is considered to be the world’s “number one” cycling country: in modalshare (27% of all trips are by bike), in quality and quantity of bicycle infrastructure aswell as the way bicycle policy is integrated in town and countryplanning and transport policy. The “Design manual for bicycle traffic”(CROW, June 2007) is the world’s leading manual for bicycleinfrastructure. For a comprehensive picture of all aspects of the Dutchapproach, visit the website http://www.fietsberaad.org where you canfind the Design Manual as well as the publication “Cycling in theNetherlands”.The Dutch philosophy on cycling is based on four pillars: • cycling is joy, easy and healthy • safety is important; if people do not feel safe, bicycle use decreases • a significant amount of cycling can only be achieved with a high quality of infrastructure and integrated town and transport planning • political interest and support to make cycling an accepted mode of transportWith these goals in mind, designing bicycle infrastructure translates into the followingbasic approach:road categorizationIt is important to designate certain roads for car traffic only and no bicycle use(Interstates, Highways, Beltways). These roads are not safe for cyclists because of thehigh speeds and high intensity of cars. Other roads are more suitable for (separate)bicycle routes: main roads (40 mph., 30 mph) and residential roads (35 mph., 25 mph).separated bicycle facilities are the best optionThis can be achieved by a totally separated bicycle infrastructure, but it can also berealized by a bicycle path separated from the car lane by for instance a strip of grass orconcrete.The problem with on-road bike lanes, especially the ones on the left side of parked cars,is that they do not feel safe. There is no protection from the fast-moving car traffic andthere is a great risk of being ‘doored’. A better option in this case is to have the bikefacility on the right side of the parked cars, between the parking space and the sidewalk,so that the cyclist is protected by the parked car. 5
    • mixed traffic: take extra measuresTraffic calming is essential with mixed traffic (25 mph for cars), facilitated by speedbumps, chicanes, etc. In residential areas it is possible to divert through traffic to themain roads byallowing only cars from residents and visitors in the area (for instance bycreating detours for cars and not for bikes, allowing bikes to cross and cars not). When aseparate bike facility cannot be realized on an important bicycle link, and a low intensityof cars needs to be allowed (e.g. giving access to shops or homes), the solution couldbe to create a so-called fietsstraat: a road where cars have to give bikes right-of-way atall times and are not allowed to pass the cyclist.special provisions at intersectionsSpecial provisions at intersections could consist of: • tunnels and bridges under/over main highways to create safe bicycle routes, • make clear markings at intersections with colored (elevated) bicycle lanes and extra signs, • bicycle traffic lights at busy intersections or at junctions to protect cyclists from cars (safety aspect), • “bike boxes” (colored street sections for bicycles in front of cars at traffic lights) which gives cyclists a jumpstart and prevents accidents with cars making a right turn. It is also a good measurement to protect cyclists from car exhaust fumes.quality infrastructureProvide colored pavement and use all kind of signs and infrastructural measurements tomake the bike infrastructure recognizable and of high quality. In addition, parkingfacilities for bicycles should be of good quality and should either be guarded or providepossibilities to secure bikes safely.protect cyclists by law enforcementThe legal system should protect the vulnerable road user. This means that car driversshould take full responsibility and have full liability when driving a vehicle that can causedanger and accidents. Car drivers should be aware that bicyclists sometimes areuncoordinated, especially when children are involved or when the weather is bad (rainy,snow, windy). Furthermore, car drivers should be educated in sharing the road withbicyclists in order to avoid accidents. 6
    • 4. Results and observations of the workshopIt has been proven that it is possible to apply the Dutch philosophy in bike promotionand implement some of the Dutch design principles in the Washington cycling strategy.Because the situations are sometimes totally different from the Netherlands, it is difficultto implement all Dutch design principles in concrete Washington-situations. Therefore itis very important to adapt the advice on a local scale. Over all, the concept of theThinkBike workshop works very well.At the workshops it appeared that on the surface some Dutch examples seemedunrealistic and difficult to apply Dutch reference situations to Washington-situations.Therefore the guidance process by the Dutch experts during the workshops was veryimportant: they served as the catalysts for the American participants. The workshopsprovided the local experts with the opportunity to work two full days on ‘bicycling only’;the workshops worked like a "pressure cooker": in a short, limited time the participantswere able to produce some good results.The composition of the two teams, consisting of local experts of mixed background andthe Dutch experts, proved to be key for a successful workshop. Also the size of theteams, 12 participants per team, was good and seemed to create a boost of energy.On Tuesday afternoon a small group from both teams looked into the long term cyclingstrategy for Washington, DC, incorporating Dutch methods of marketing, education,enforcement and communication.Late Tuesday afternoon, the teams got a little bit nervous because all groups were stillbusy with the preparation of their presentations. They also had to integrate them intoone presentation for the closing session at the Columbus Club in Union Stationscheduled for 5:00PM. But they succeeded and the products of the teams werepresented by a mixture of Washington and Dutch experts. A very good example of aninspiring collaboration!!"#"$$ %&()*+,*-.$-/$,0&$1-)20-+$On 15 November, 2010, the ThinkBike workshops were kicked off in the Council ofGovernements Board Room by Dutch Ambassador Mrs. Renee Jones-Bos, transportdirector of DDOT, Mr. Gabe Klein and Dutch teamleader, Cor van der Klaauw. The lattergave a presentation on Dutch cycling infrastructure andpolicy. Pex Langenberg, Counselor for Transportation atthe Dutch Embassy had the overall co-ordination at thekick-off meeting. The first part of Monday afternoon, bothteams surveyed the two study areas by bike. After thecycling tour each team went behind closed doors.Because both teams consisted of 12 members, a further 7
    • split was made in two groups of 6 people, so each group could work on its own designstreet or area.!"3"$ 4&.&)56$)&(-77&.85,*-.$-/$,0&$1-)20-+$ • Cycling is good for the environment, it reduces stress, decreases car traffic, and gives people joy and happiness, • bike infrastructure and smart street design encourage cycling, and reduce conflict with automobiles, • bicycle infrastructure doesn’t have to be expensive – “a can of paint” is an easy and cheap method and works for a long time, • cycling is like water: it chooses the easiest and shortest way, • take the whole bicycle network into consideration, not just the two picked routes (M and L Street, NW) • some routes should be of high quality and have the right of way (green waves) • other routes can be bike-safe and don’t require big changes • law enforcement and liabilities encourage safety for bicyclists!"9"$ $:)5.;&$,&57$<=>$5.8$?>,)&&,@$!"9"#"$(A(6&$,-B)$The cycle tour with Megan Kanagystarted in the study area L and M StreetNW, Washington DC. Our departure wasthe bicycle parking at Union Station withrenting bikes for those team membersthat did not have their own bikeWe continued on the bicycle lanes in themiddle of Pennsylvania Avenue. Yeahthat was great! 8
    • At some points in the study area Meganexplained us the various problems toimplement cycling measures.Existing street design of M Street….and the very difficult and width crosssection with Connecticut Avenue. Wehad lots of discussions how cyclists fromtwo directions could safely andcomfortably cross this intersection.Parked cars at entrances and exits onboth sides in the Central businessdistrict is a great safety problem for thecyclist.We even looked for cycling possibilitieson K Street, by using the parallel street.But this street was way too busy withparked cars and delivery vans. 9
    • On the main streets there are lots ofbuses with bike racks in front.We looked at L Street and saw the samechallenges as we saw on M Street in theCental business district? There shouldbe more opportunities for shared spacein the neighbourhood!We saw a good example of a separatebicycle lane in two directions that hasbeen realized on 17th street. Part of theroute was under construction, but it looksgood already.!"9"3"$C-)20-+$D&0*.8$(6-&8$8--)$We started with a short introduction and discussion with the participants about theobjectives we have to work on to get everyone on the same page. Some of themwanted to discuss the principles of the whole cycling network in Washington DC. Weconcluded that it would be most effective to use the Dutch expertise and start with theconcrete routes and practical design.We divided the tasks and it was nice to see that in both groups, there were organizers,designers, writers and investigators. Also the collaboration of participants from bothWashington, DC and the suburbs who, in some cases met each other for the first time,was great.Both teams had a good mixture of planners, engineers, advocates, a policeman andbusiness people. The only participants we missed were “the creative designers”, whothink “out of the box”. Most people had a technical or commercial background. 10
    • During the workshop an exchange of views took place on bicycle policy applied in thevarious practical situations in Washington with possible integration of Dutch ideas andalso best practices from Denmark and Canada.The Dutch experts gave their advice how streets, intersections and neighborhoods canbe improved for optimal cycling use.The Dutch conclude that there is enough space in Washington for cyclists but you haveto make clear choices and that would mean less car parking along the streets (CBD) andless driving lanes for cars in some neighborhoods.Less traffic lights and more priority for cyclists on the main cycling routes should be a apriority in Washington, DC.!"9"9"$)&(-77&.85,*-.$M and L Street can become a key cross-town bike connection between existing trailsand paths. To achieve this high quality cycle route, the following facilities have to beimplemented: a two-way cycle path implemented on the whole route in the CBD: on-street parking can be rearranged to protect cyclists in neighborhoods: fewer lanes are needed for car traffic right turn bike boxes at intersections innovative feature 2-stage left turn box colored pavement for cycle paths at intersections special signals for cyclists # 11
    • !"!"$ E6B&$,&57$!"!"#"$(A(6&$,-B)$Exploration of the design area started with the Downtownconnection and the waterfront of the Potomac River. Wesaw I Street and a new cut-through to M Street. Also newdevelopments, like the Ballpark and new office blocks.A more visual impression of our exploration can be foundathttp://www.everytrail.com/view_trip.php?trip_id=910092!"!"3"$C-)20-+$$We discussed the needs for cycling in the area from the four most common Dutchperspectives for bicycle use: school-, shopping-, recreation and commuting trips. Theschools at I Street, the supermarket at M Street and the Metro stations are importantfocus areas for cyclists. Connections between the Anacostia Riverwalk Trail and theSouthwest Waterfront are necessary for recreational purposes. I Street and P Street arethe most logical connection and are in need of a bicycle boulevard principle or aseparated bicycle path. The connection between the area with Capitol Hill andDowntown must become clearly marked for commuters and visitors.The second day, the team was divided into two groups, toredesign major intersections, streets and signing. Bothgroups worked adequately with applicable laws, right ofway and cost in mind. All solutions presented are possibleto construct.!"!"9"$)&(-77&.85,*-.$I Street bicycle boulevard principles possibly limit through-volumes by restricting traffic every 2-3 blocks 12
    • traffic calming measures, for example pedestrian traffic islands green wave configuration option for bicycle tunnel on I Street and South Capitol Street colored bicycle lanesM Street one-way cycle track on both sides of the street cycle tracks buffered by a landscape strip with trees streetcar and stations on a median alignment bicycle signals at intersections with high right turn volumes unique right-turn configurationSouthwest and Stadium Area 4th Street bike lanes north of P Street to Mall/Pennsylvania Avenue. P Street bicycle track (River Trail to South Capital) 13
    • South Capital bicycle track (Potomac Ave to P St) Potomac Ave/Frederick Douglas Bridge/River Trail access, signage connects to existing bike lanes and new bicycle tracks Cycle Track at Anacostia River Trail on 2nd St Lead Bicycle / Pedestrian Signal Interval across Potomac Ave & P Street at South Capitol Major Bicycle/Pedestrian Crossroads!"F"$ 4)&&.$,&57$<-/,$5+&(,$-/$(A(6*.;@$Six members of the two teams had an intensive discussion about the “soft” aspects ofcycling. We discussed three aspects: law enforcement, education andpromotion/marketing of cycling.Law enforcement • exemplary behavior: more policemen should be seen on bike”. Out of an educational point of view, when policemen are cycling it must be a good mode of transport. • more communication about traffic rules: not only for cyclists (waiting for a red light) but also for car drivers. They have to learn to deal with cyclists in traffic. The difficulty here is that more than two thirds of car drivers are coming into the city from outside Washington, DC. • some rules are difficult to enforce.Education • The Capital Bike share program has currently 4,000 members, two months after its introduction in November 2010. It was introduced to stimulate more people to use the bicycle in Washington, DC: if people see other people bike it has a stimulating effect. Here the principle works: “It feels good, so spread the word.” Each bike is used for 2 á 3 trips per day. • Education takes time; after one campaign the use of the bicycle will not improve. An approach of continuous attention: “education permanente” is key. 14
    • • Exemplary behavior: parents must give their kids a good example by using bikes to school etc. Also: movie stars, influential people, sports men and women, politicians etc. should give a good example. • “Try a bike” class (WABA, bike shops, DDOT). Work with churches, health centers (doctors, nurses), youth centers. • Provide free trial on the Capital Bikes program or give discounts on annual memberships. Hold classes and do outreach programs at Universities, community colleges, etc. • Bike education at schools. • Another way to stimulate cycling is by organizing special events, for instance the NYC bike tour (New York). • More and better cycling education: in the Netherlands, a 12 year old takes 40 classes and needs to pass a written test (5 questions) and a practical cycling exam.Promotion • Posters, displays • Banners on lampposts • Stimulate cycling by ethnic minorities (Africans, Asians) • Radio ads, internet videos • Marketing areas around new bikeways (you have to tell people that there is a bike path in their neighborhood)Other policies • More/better sign posting • Make driving/parking more expensive: The Netherlands: gas: $9/gallon; parking: $20/day • Monitoring bicycle use: counting, surveys 15
    • 5. Appendices5.1. Team assignments orange team blue team5.2. Composition of the teams orange team blue team5.3. Dutch experts5.4. The program5.5. Overview of media coverage5.6. Presentations orange team blue team green team5.7. Pictures5.8. Own experiences Willem Bosch Cor van der Klaauw Herbert Tiemens 16
    • F"#"$$ G,B8A$5)&5$Each team focussed on one area of the city. Each team had a bike tour in the chosenarea. During the bike tour, the team members got more or less familiar with the situationof the study area.Study Area 1: Downtown Area, with the focus on L and M streets, NWDescription • urban core of DC with high building densities • high transit, vehicle and pedestrian volumes • high demand for on-street parking • L and M Streets are one-way streets providing east-west connections through DowntownProblem statementExplore the expansion of the downtown bicycle network. Identify 1 or 2 key bicyclecorridors both east-west and north-south through the downtown core. Evaluate DDOTsproposed partially separated bicycle lanes on L and M Streets, NW, with considerationfor traffic volumes, turning volumes and parking demand.Recommend design solutions, including the option of separated lanes, for L and MStreets or alternative corridors.Study Area 2: South Waterfront AreaDescription • larger blocks and issues with street connectivity • several major destinations: Navy Yard, National Parks, Fort Lesley J. McNair Army Post • connections across the river Anacostia • bordered by the Southwest Freeway to the north, and the Potomac and Anacostia Rivers • M Street, SW and SE provides main east-west connection through areaProblem statementExplore east-west corridors through the area and connections under the SouthwestFreeway to the north. Evaluate the installation of bicycle facilities on M Street, SW andSE versus alternate eat-west routes. Recommend design solutions, including the optionof separated lanes or bicycle boulevard treatments. 17
    • F"3"$$ H-7+-*,*-.$-/$,0&$,&57$Team Orange members: • Willem Bosch, City of Zwolle, the Netherlands • Cor van der Klaauw, County of Groningen, the Netherlands • David Patton, Arlington County Division of Transportation • Richard Layman, BicyclePASS LLC • Hayat Kelil-Brown, DDOT - IPMA • Heather Deutsch, DDOT - PPSA • Fionnuala Quinn, Fairfax Advocates for Better Bicycling Charlie Strunk, Fairfax County • Jamie Parks, Kittelson & Associates, Inc. • Dustin M. Kuzan, MD State Highway Administration • Molly Correll, Toole Design Group • Matthew Lesh, US Department of Transportation • Kristin Haldeman, Washington Metropolitan Area Transit Authority • Justin Antos, Washington Metropolitan Area Transit AuthorityTeam Blue members: • Herbert Tiemens, Town of Houten, the Netherlands • Dave Kirschner, Arlington Copunty Dept. of Environmental Services • Erik Kugler, BicycleSPACE • Carrie Sanders, AICP, City of Alexandria, VA • Jennifer Hefferan, DDOT - PPSA • Scott A. James, P.E., DDOT - TOA • John Thomas, Frederick County Division of Planning • Michael E. Jackson, MD Department of Transportation • Sgt. Michael Wear, Metropolitan Police Department • Karin Foster, Metropolitan Washington Council of Governments • RJ Eldridge, Toole Design Group • Darren Buck, US Department of Transportation and Virginia Tech • Greg Billing, Washington Area Bicyclist Association 18
    • F"9"$ %B,(0$&I+&),$ Cor van der Klaauw Cor van der Klaauw (Stompetoren, 1956) studied Town and Country planning at the Transportation Academy in Tilburg. He mostly worked as transportation planner for the city of Groningen from 1995 till 2008. He worked on public transit projects (bus lanes, introducing trams in Groningen), parking projects and cycling measurements. In 2002 Groningen became "fietsstad of the Netherlands". In 2006 he was one of the initiators of the European Conference on Mobility Management (ECOMM) conference in Groningen (see: www.epomm.eu). In 2008 he worked a couple ofmonths for the city of Assen. Since September 2008 he started working for the County Council of Groningen. His job entails a variety of subjects: traffic safety, cycling and transportation plans with the Ministry of Infrastructure and Environment in The Hague. Cor is a member of the "Fietsberaad" (http://www.fietsberaad.nl) and teaches one day a week on the NHL Hogeschool in Leeuwarden, at the faculty of Built Environment. Cor cycles every day to his work and also does the family shopping by bike. He also uses the bicycle during the summer holidays. Cor was the team leader of the ThinkBike workshops in Washington, DC and Miami. Cor is married and is the father of two children (21 and 17 year). Herbert P.Tiemens Herbert Tiemens (Eindhoven, 1972) studied Town and Country planning at the NHTV (Nationale Hogeschool Verkeer en Vervoer) in Breda and specialised in urban transport. During a short period as junior consultant at Grontmij he worked at traffic calming projects and cycle planning at cities all over the world. Tiemens started his career in public service at the municipality Pijnacker (province of Zuid-Holland) in the transport and mobility division. His work entailed examining traffic flows and designing reconstructions. The centre project in Pijnacker and the bicycle connections from Pijnacker to other places were politically interesting subjects. Important component of his work was to obtain acceptance for traffic measures amongst inhabitants and other interested parties. 19
    • Tiemens changed the municipality of Pijnacker for the municipality Houten (provinceof Utrecht) in 2000. Here he was responsible for the implementation of the roadsafety policy and for public communications.. An internal promotion made himresponsible for the regional traffic policy and long term developments. Importantprojects includethe traffic circulation in the redeveloped city centre, the developmentof the bicycle park & ride at the main station and a new exit to the state highway.Part of his work is sharing visitors with his knowledge of the unique principle ofmovement in the city Houten.In his personal life Tiemens uses a wide variety of bicycles. A light-weight traditionalbike is used to commute (10 kms), a folding bike is available for special occasionsand for recreational and sportive purposes Tiemens uses a roadracing bike and arecumbent. Willem A. Bosch1991 - currentSenior traffic advisor municipality of Zwolle, coordinator of the traffic teamStrategic projects:-Starting up traffic management in the region Zwolle (2010),-Participation on behalf of Zwolle at Velo Mondial (2009)-Transport accessibility plan for the region Zwolle-Bicycle parking plan (2007)-Bicycle comfort plan “comfortably in the saddle” (2004)-Bicycle plan Zwolle “Faster on the pedal” (2002)1981 - 1991Head of the traffic team at municipality of Zeist1978 – 1981Traffic advisor at the municipality of Ede1976 – 1977Military service, field measurement officer, artillery 20
    • F"!$ J)-;)57$Monday, November 15, 2010 Time Subject Audience Venue 9:00 – 10:30 Startup meeting. Welcome by the Team members; COG Ambassador; presentation about other staff of city, “Cycling in the Netherlands”; short county, other introduction of the workshops and interested people what can be expected. from NGO’s 11:30 – 12:30 Team members get together to Team members COG discuss problem statements for Washington locations and background info 13:00 – 15:00 Teams explore Washington study Team members areas by bike 15:00 – 17:00 Working on the design assignment: Team members COG evaluation of the cycling tour and prepare the agenda for TuesdayTuesday, November 16, 2010 Time Subject Audience Venue 9:00 – 15:00 Working on the design assignment Team members COG and prepare presentations 13:00 – 15:00 Working on non-design issues: The communication COG policy, communications assignment and strategy team and prepare presentations 16:30-17:15 Teams getting together and talking Team members COG over main results and presentations 17:15-19:00 Final presentation A very broad Columbus audience: Staff; Club at Council members; Union Managers; NGO’s; Station press. 21
    • F"F"$ :K&)K*&1$-/$7&8*5$(-K&)5;&$http://voices.washingtonpost.com/dr-gridlock/2010/11/learning_to_ride_a_bike_from_t.htmlhttp://bicyclespacewdc.com/advocacy/48-thinkbike-planning-event-november-15-16.htmlhttp://dc.streetsblog.org/2010/11/18/dutch-planners-school-u-s-cities-on-bikeability/ 22
    • http://urbanplacesandspaces.blogspot.com/2010/11/dutch-thinkbike-project-in-dc.htmlhttp://dccycling.blogspot.com/2010/11/thinkbike-workshops.htmlhttp://thecityfix.com/two-way-street-between-d-c-and-the-dutch/ 23
    • http://www.watisinwatisuit.nl/2010/11/in-fietsen-in-amerika/http://www.youtube.com/watch?v=0DAf3jTj06M 24
    • ThinkBike November 16, 2010Cor van der Klaauw, Willem Bosch, and Herbert TiemensL&M U.S. vs. Netherlands !" American trip patterns are not dramatically longer than the Dutch –" Most trips are less than 4 miles long –" 20 minutes by bike! !" But bike use in the U.S. is much less WHY?Sources: Cycling in the Netherlands, Fiets Beraad, Mobility Study 2007. U.S. National Household Travel Survey, 2009, and FHWA Office of Policy
    • Policy Differences between DC andNetherlands –"Cost of getting a drivers license –"Price of gasoline –"Price/availability of parking –"Excise taxes on automobile purchases –"Lack of buses to schoolGoals/recommendations for the workshop!" Apply Dutch principles of bicycle facility design to Downtown Washington, DC!" Design high quality bikeway for the downtown –" Continuous –" Signature “marquee” facility –" Bi-directional!" Bikeway as a transportation connection!" Focus on bikeway design for L and M Streets NW, between Metropolitan Branch Trail and Georgetown!" Extend livability principles beyond bikeways linking neighborhoods, retail, and economic development
    • Project Limits!" L and M Streets!" From Met Branch trail to GeorgetownWorkshop processPresentations by Dutch experts! " Surveyed L & M Streets! " Reviewed maps! " Brainstormed! " Created design treatments
    • Integrated Downtown Network !" Design focuses on L & M Street !" Key piece to create an integrated network: –" North-Souths –" Diagonals (e.g., Mass. Ave., Connecticut Ave.) !" L & M should be part of an overall bikeway network throughout city !" L&M can be pilot projects –" Create a larger network, –" Set robust design precedents Key Connections to Regional Trail Network Rock Creek Park Met Branch Trail to Trail to Northwest Silver SpringCapital CrescentandC&O TrailsCustis Trail Mount Vernon Trail
    • Diagonal intersection crossing (L Street @ Mass. Ave.)
    • L Street cross sectionL Street Intersection treatment
    • L Street/15th Street – Cycle Track to Cycle TrackM Street
    • Treat M Street as sub-sections of like blocksAADT: 10-13K 16-22K 8-10K West End Golden Thomas Triangle Circle“Woonerf”Living Zone Cross section – Thomas Circle to Connecticut Ave.
    • Cross section – Connecticut Ave. to 23rd StreetDealing with conflicts – parking garages
    • Issues/Areas of concern !" Snow clearance/maintenance of way !" Turning movements !" Coordinating freight/delivery to manage traffic/bike conflicts !" Accommodating parking garage entrances !" Signalization/timing to manage oncoming traffic for contraflows Qualities of the facility (meta-lessons)!" Bi-directional –" Dutch wisdom: “bikes flow like water” –" Even in a one way facility, bicyclists will go in both directions in a separated facility!" Located on side where outer bikes travel with direction of auto traffic!" Be consistent with, and improve 15th St. cycletrack Montreal cycle track with different treatment
    • Materials and treatments !" Use materials and colors to differentiate bike space Extend Dutch home zone concepts to Downtown!" Emphasize 25 mph speed limit! " Enhance public space/quality of life at key intersections with the Avenues! " Create a neighborhood zone along M Street betweenNew Hampshire Avenue and Georgetown
    • Extend the amount and quality of the public space such as at M Street and Connecticut Ave.Implementation – Begin Small!" Short term !" Long term!" Paint !" Hard core physical treatments!" Plastic bollards !" Medians!" Lane markings !" Curb and sidewalk changes
    • ThinkBike Washington, DC/Team Blue
    • M Street Existing Conditions
    • M Street Recommendations • One-way cycle track on both sides of the street • Cycle tracks buffered by a landscape strip with street trees • Bicycle signals at intersections with high right turn volumes • Unique right-turn configuration • Streetcar and stations on a median alignmentM Street Cross Section
    • Amsterdam – Bike Lane CrossingM Street Intersection Example
    • 37
    • I Street Recommendations • Bicycle boulevard principles • Possibly limit through-volumes by restricting traffic every 2-3 blocks • Traffic calming measures, for example pedestrian refuge islands • Green wave configuration • Option for bicycle tunnel configuration on I Street and South Capitol Street • Colored bicycle lanes
    • I Street Cross Section AI Street Existing Conditions
    • I Street SW Intersection RevisionI Street Cross Section B
    • I Street SE Missing ConnectionI Street Connection
    • I Street & South Capitol StreetI Street & South Capitol Street
    • I Street & South Capitol Street !"#$%"&"$()*+*, -./0$1$23&"#$%34"#$534"$ "3$6.,,$7$8//0+,9./).$:9
    • !"#$%"B$()?$-./0 =+*,)0"0$%"3H$ I&:/.*30@.$5)9&$ 6.)/".)/$C/D0"&"$8.&?)/E>&.), ;$<.+$=+*,$>&.*? A3&"$6*2.)& 8$%"$."$!"#$%"$%<$1$()?$-./0$"3$6.,,F$ =+*,$8."#$G$5)9&$>&.),$:**00 P Street SW
    • ! !P Street SW – 2 Way Cycle Track withBufferNavy-entrances
    • P Street SW (Bus Route west of HalfSt)
    • !P Street SW - 2 Way Cycle Path with Buffer(vs lanes)P St at South Capital, River Trailon 2nd St Potomac Ave & DouglasBridge Access
    • To Capital Bike Signage for SW Share / Waterfront / Stadium National Mall and Waterfront Metro P Street Cycle Track Bicycles Yield to Pedestrians Signage & Advance Bicycles / Signalization ac Pedestrian Advance t om Signal Intervals Po es ng an Tr a sti ike L r sti l i ai Ex B ve o Ri nac e Av A Signage Douglas Bridge / Riverwalk Trail / Eastern Market / Navy Yard Metro / S Capitol TrailP St at South Capital,Potomac Ave & DouglasBridge Access
    • SW and Stadium Area Improvements 4th Street bike lanes north of P Street to Mall/ Pennsylvania Ave. P Street bicycle track (River Trail to South Capital) South Capital bicycle track (Potomac Ave to P St) Potomac Ave/Frederick Douglas Bridge/River Trail access, signage connects to existing bike lanes and new bicycle tracks Cycle Track as Anacostia River Trail on 2nd St Lead Bicycle / Pedestrian Signal Interval across Potomac Ave & P Street at South Capitol Major Bicycle/Pedestrian Crossroads
    • Outreach Ideas1.Target people who do not bike yet2.“Try a bike” class (WABA, bike shops, DDOT)3.Work with churches, health centers, youth centers, doctors, nursesOutreach Ideas 1.Provide free trial on Capital Bikeshare or discount annual membership 2.Hold classes and do outreach at Universities, community colleges 3.Target areas around new bikeways 4.Bike education at schools 5.Banners
    • Education IdeasMore/Better Driver training(In the Netherlands, 18 years old, 40classes, 5 questions on bicycling onexam)Colored bike lanesRadio ads, internet videosReduce speeding (enforcement, traffic calming)Enforcement1.Lights (for bicyclists)2.Citations to cars (speeding)3.More police on bikes4.Waive ticket fee for bicyclists who if they agree to take a class5.Points on your drivers license for bicycle violations
    • Other Policies1.More/better wayfinding signs2.Make driving/parking more expensive • In NL, gas is $9/gallon • In NL, parking is $20/day3.More surveys/counting of bicyclists
    • F"M"$ J*(,B)&$Pictures online at:https://picasaweb.google.com/kever53/ThinkbikeWashingtonDC?feat=directlink 58
    • F"N"$ :1.$&I+&)*&.(&$Willem Bosch • Composition/quality of Dutch experts team are important due to intensive co- operation and planning; • Composition (diversity) and division of roles of workshop participants are very important. Preferably more creative designers besides engineers and planners in order to get a borader focus on the Washington plans and design manuals; • Process and enthusiasm are more relevant for success than design details; • own laptop with wireless internet is advisable with better databank with pictures and films of cycling facilities and in Zwolle and elsewhere, not only pictures of infrastructure but also of cycling culture; • I have had ten fantasic days.Cor van der Klaauw: • Interested and enthusiastic people, some of them very inspired; • A great deal of attention for “Soft” aspects: communication, law enforcement. We should be better prepared for this. There is a need for appealing examples from typical Dutch best practices. • Our contribution was limited as far as contents are concerned, on the one hand because we are way ahead and our solutions are a proverbial bridge too far, on the other hand because the measures should be attuned • as much as possible, by those present; in this way the experts can provide the greatest possible support. • Good organization and co-operation between the Embassy and DDOT. The meeting and cycle tour on Sunday (to get acquainted with each other) and the evaluation on Wednesday contributed to a successful workshop. • There is a 2-way communication: conveying enthusiasm, and supporting the Americans to reach their goals. Our contribution can be a confirmation that they are on the right track.Herbert • It was a surprise to me that the workshop participants had a good knowledge concerning the possibilities of improving the status of the bicycle. The visitors I receive in Houten never give cycling issues a big deal. A number of participants were aware of European examples and saw possibilities to also apply these in Washington, DC. Some participants had an engineering background and had been prepared clearly to think from the possibilities of bicycle. My personal impression is that the increase of the use of bicycle is hampered by political issues and restrictions which impose the legislation. 59
    • • I noticed that the lobbyism in America is a lot stronger than in the Netherlands. To get cycling on the political agenda a permanent repetition of the message is necessary. To give more notoriety to the ThinkBike workshops it would be very effective to connect them to a local bicycle event, like the Tweed Ride (see http://www.brightestyoungthings.com/photo-posts/looking-sharp-tweed-riding-dc- style/ for an impression) which took place during our visit.• The personal contacts I now have with several participants of the workshops, will enable a two-way communication across the Atlantic. 60