How Ray’s Blog Got Started

Several people, including my new Association of Pedestrian and Bicycle Professionals (APBP) mentee, have asked me recently why I started blogging. Even though I wrote this post about what my blog title “0 to 100” means, I’m shocked I never wrote the story about who inspired me to start blogging. Stephan Hoche and I were catching up during Spring 2014 at Zada Jane’s Corner Cafe in Charlotte’s Plaza Midwood Neighborhood. I remember Zada Jane’s Corner Cafe because we were playing shuffleboard. Stephan and I were close friends at UNC Charlotte so Stephan constantly heard my passion. I was preparing to move to Maryland for an internship at Toole Design Group then Oregon for grad school at Portland State University so Stephan encouraged me to blog about my passion and my upcoming adventure. He even helped me come up with my blog title “0 to 100”.

stephan-and-ray

Ray (Left) and Stephan on November 26, 2016

As people ask me to reflect on my blog, I have reflected on what I was thinking when I started blogging during Spring 2014 and how my thoughts have changed over the years. When I started blogging during Spring 2014 I felt near complete freedom to blog about any topic. I didn’t have a job so I didn’t feel a need to be careful about what I wrote on my blog. Fast forward to today and I now have a full-time job that involves consulting for several governments in the Washington, DC region. These governments work on projects that I want to blog about so I have to be more careful what I write than I expected when I first started blogging.

Even though it wasn’t a major focus when I started blogging, my APBP mentee asked me whether I started this blog to help me get noticed by employers so I could get a job. While many employers asked me about my blog during job interviews, I believe my blog may have actually scared many employers away from me. Many employers told me during my post-grad school job interviews that based on what they read in my blog posts they were concerned I was too passionate and wouldn’t give up if they told me “no” to a progressive idea.

I know Stephan reads my blog posts. Since I can’t tell you thank you in person for inspiring me to start blogging, I hope this blog post will serve as a thank you.

Walking, Biking and Riding Transit in Portland, OR vs. Washington, DC

Since my car-free travel behavior has changed dramatically between Portland and DC, I want to compare how my walking, biking, and transit riding habits have changed between living in Portland and now living in the DC region.

Except for the few months in late 2015 and early 2016 where I fully depended on walking and riding transit in Portland because I felt too anxious biking, I mostly walked and biked for all my trips in Portland. I was planning to also mostly walk and bike throughout the DC region because transit is expensive (not as expensive as owning and maintaining a car). While I still walk and bike in the DC region, my boss provided me with a transit card for work trips so I have been riding transit much more than I planned to when I moved here. My boss also provided me with a Capital Bikeshare maintenance key (no time limits like normal keys) for work and personal trips so I haven’t been riding my private bike as often. Since I can’t carry my panniers on Capital Bikeshare, I have been mostly using my private bike for getting groceries and other shopping trips.

Biking in Portland vs. DC region

I don’t live in DC so, while DC has bike racks almost everywhere and the bike racks are usually designed correctly, I have experienced no bike racks or poorly designed bike racks often in Arlington. The below photo shows a ladder or wheel bender rack at a grocery store near my home in Arlington. Thankfully, I don’t have to deal with bike parking issues when parking a Capital Bikeshare bike because I have always found an empty dock.

 

Since I depended so much on the DC region’s great trail systems when I lived in the DC region during summer 2014, I was looking forward to depending on the DC region’s great trail systems again. Even though I rode a road bike last time I lived in the DC region, anxiety from my extreme fear of heights has gotten much worse so I have been struggling to ride on hilly trails like the Custis Trail and trails along steep cliffs like the Four Mile Run Trail. Since I doubt I will conquer my fear of heights soon, I’m planning to buy a $3-4,000 recumbent trike so I can reduce the anxiety I feel when biking on hilly trails and along steep cliffs.

 

While the trails are great for long-distance trips, they don’t go everywhere so I still have to use on-street bike routes. I forgot how bad most of the on-street bike infrastructure is in the DC region. Yes, I know DC has protected bike lanes, which are actually better than any protected bike lanes in Portland. However, protected bike lanes in the DC region are on very few streets so I rarely ride on them.

I’m missing Portland’s neighborhood greenways. I used to live at SE 27th and Salmon, which is on a neighborhood greenway, so I memorized the neighborhood greenways. I rarely had to ride on busy roads outside of downtown Portland because neighborhood greenways went almost everywhere. Thankfully, I have found one element of neighborhood greenways in the DC region. Sharrows are found throughout the DC region. Even though the DC region has installed sharrows, which is a critical and cheap element to Portland’s neighborhood greenways, the DC region has horrible wayfinding for cyclists so the sharrows aren’t part of a neighborhood greenway. Due to this, I feel sharrows are only used in the DC region to communicate to cyclists that the government believes that the street is safe enough for biking and to communicate to motorists that they should expect to see cyclists using the street. Sharrows do much more than this in Portland so I miss biking on Portland’s neighborhood streets.

Before I totally dismiss the DC region’s on-street bike network, I’m excited to share that the DC region has several Level of Traffic Stress (LTS) maps. As all the below maps show, the DC region has plenty of work to do to make their on-street bike network feel more comfortable and less stressful. However, I find these maps much more useful than normal bike maps. This is mostly because a normal bike map shows all bike lanes the same while a LTS map shows bike lanes by how comfortable or stressful they are to ride on.

Arlington County, VA 2017 Bicycle Comfort Level Map (click to download front and back of map)

Montgomery County, MD Bicycle Stress Map (click to view map)

montgomery-county-lts-map

According to a presentation by Stephanie Dock, who works for District DOT, at the Transportation Techies meetup in October 2016, District DOT will be publicly releasing their LTS map soon so I’ll add their map when it’s released.

This blog post is getting long. I try to keep my blog posts under 1,000 words and will go over 1,000 words if I keep writing this blog post. While I still want to compare how my walking and transit riding habits have changed between Portland and DC, I may have to write about them in a new blog post. Readers, do you want me to write about my walking and transit riding habits in this blog post or start a new blog post?

Returning to the Automobile Dependent South

My train leaves Washington, DC for Charlotte, NC this Saturday. The below photo shows how I transported everything one mile from the home I was staying in to the Takoma Park metro station then on the Red Line to Union Station.

Transporting everything I brought to DC back home to North Carolina

Transporting everything I brought to DC back home to North Carolina

While I am looking forward to catching up with family and friends before moving to Portland, OR in September, I am very nervous and frustrated about returning to the automobile dependent South. I have thoroughly enjoyed living car-free in the Washington, DC region since the end of June. During this time, I have been commuting to and from work, carrying groceries, attending meetings, and many other trips all by bicycle. In addition, I have been biking 100 miles over two days on some weekends. All of this will most likely change to near zero bike trips and near zero miles of biking everyday until I move to Portland, OR in September.

Due to the Washington, DC region having such a great network of trails, almost the entire 100 mile distance was on trails. The below map, which I found here and was last updated in 2003, shows the locations of most of the multi-use trails in the DC region.

Map of DC Multi-Use Trails

Map of DC Multi-Use Trails

Since the multi-use trails are separated from automobile traffic, I didn’t have to deal with fast moving automobile traffic or stressed out motorists that don’t seam to care about other people, including other motorists. While the Charlotte region is improving its trail network, especially with the help of all the parks and recreation departments and the Carolina Thread Trail, it currently does not have long distance trail networks. The below map shows current and future greenways in Mecklenburg County.

Mecklenburg County Greenway Map

Mecklenburg County Greenway Map

Due to the Charlotte region not having the extensive trail network that the DC region has, I am going to be forced to bike on the road for most of my trips again. Since this is too stressful for me and the high risk of dying, I will most likely leave my bike at home and use my parents’ automobile again. I almost wish I wasn’t returning to the South before moving to Portland, OR.

When “No Outlet”, “Dead End” and “Closed” aren’t really true: How do you sign for bicyclists and pedestrians?

The Washington, DC region is a great region to explore by bicycle. I biked about 400 miles in July and have talked with several people living in the region that also do not own a car. I met many of these people while biking on the wonderful trail systems and Beach Drive through Rock Creek Park. While we found the trail systems and know that Beach Drive is closed only to motor traffic on the weekends and holidays, the signage to reach the trail systems and the closed portions of Beach Drive do not help to inform more people about the trail systems and the closed portions of Beach Drive. Compared to most transportation projects, fixing the signage is cheap and easy. The impact of this easy fix could be tremendous in reducing congestion on area roads and helping to direct people to where they can improve their health. While I would love to take credit for coming up with the title of this post, Eli Glazier, an intern that sits next to me at Toole Design Group, posted the following to Twitter.

No Outlet Sign on Toole Design Group's Twitter

No Outlet Sign on Toole Design Group’s Twitter

Even though there is no outlet for motorists in the above photo, there is an outlet for bicyclists and pedestrians so they can reach Rock Creek Trail, which is 14 miles long. This shows how much people think about motorists and don’t consider bicyclists and pedestrians. I haven’t actually biked on Rock Creek Trail, but the following description, which I found on this site, informs me that the above signage is not the only signage issue with this trail.

“The trail also suffers from an extreme lack of directional signs. In a number of places, it is very difficult to determine the “main” trail route. Expect to take a couple of accidental side trail detours when you first ride this trail.”

I like to approach every issue I see with options for how to resolve the issue so I have researched options for how to resolve the above issue. An “Except Bikes and Pedestrians” sign can be placed below the “No Outlet” sign. The below photo, which I found here, shows an example of how this could look.

Do Not Enter Except Bikes Sign

Except Bikes Sign

The above sign could be used with the below “Dead End Except Bikes” sign to provide even more clarity.

Dead End Except Bikes Sign

Dead End Except Bikes Sign

My coworker’s Twitter post helped me to look for the signage issue in other locations. Unfortunately, I found several other locations where the signage is only for motorists and does not consider bicyclists and pedestrians. The following photo shows a “No Outlet” sign along the access road to the Sligo Creek Trail, which is 10.6 miles long. The reason why I have been including the length of the trails is because I want to inform people how long these trail networks are. They truly are long trails and a missed opportunity if someone cannot find the trail because of poor signage. As the below photo shows, the Sligo Creek Trail is near Arcola Elementary School. While I can hope the people who attend and work at this school use the Sligo Creek Trail to travel to and from school, I wouldn’t be surprised if most of them drive an automobile to and from school. If this is the case, I would start a Safe Routes to School program at this school to encourage usage of the Sligo Creek Trail to travel to and from school. I noticed several homes located along the Sligo Creek Trail so there has to be some people who can participate in the Safe Routes to School program at this school.

“No Outlet” sign along access road to Sligo Creek Trail

Since every road that ends at the Sligo Creek Trail in this area has “No Outlet” signs, I would not have known which road to proceed down to access the Sligo Creek Trail if I didn’t have a smart phone with Google Maps to direct me to the correct road. Even though most people today have smart phones, what if I didn’t have a smart phone? Would I still have been bale to find the correct road to access the Sligo Creek Trail? Without good signage, people without smart phones can easy get lost trying to find the entrance to the Sligo Creek Trail.

While the below signage isn’t as big of an issue, I don’t understand why the signage seems to assume that bicyclists and pedestrians know they are allowed to use the Sligo Creek Trail. Since I have found some trails that prohibit bicyclists, I would enjoy seeing signage informing me that I can use the Sligo Creek Trail. Signage needs to be used in both cases and not just when a certain mode of transportation cannot use the trail. The top sign clearly states that “No Motor Vehicles” are allowed on the Sligo Creek Trail. I don’t see any signage to indicate that the Sligo Creek Trail is open to bicyclists and pedestrians.

Entrance to the Sligo Creek Trail

Entrance to the Sligo Creek Trail

The following “No Outlet” signs are located on Willow Lane in Chevy Chase, MD. While there is no outlet for motorists, there is a nice path for bicyclists and pedestrians at the end of Willow Lane that connects Willow Lane to Oakridge Avenue and Leland Street.

Dead End Signs

Dead End Signs

I have used the below path several times as I bike from downtown DC to Silver Spring, MD. This path provides a nice connection between where the Capital Crescent Trail ends in Bethesda, MD and where I connect to Beach Drive in Chevy Chase, MD. Since this path is shown on Google Maps as a bike path, Google Maps directed me to use this path. What if I didn’t have a smart phone to direct me to use this path? More cyclists and pedestrians may use this path if the above “No Outlet” signs and below “Dead End” sign were corrected with “Except Bikes and Pedestrians” signs.

Dead End Sign at Entrance to Path

Dead End Sign at Entrance to Path

Several sections of Beach Drive are closed to motor vehicles within Rock Creek Park on the weekends and holidays. As the below photo shows, it appears these sections of Beach Drive are closed to all modes of transportation. This isn’t true. Since cyclists and pedestrians can use the closed sections of Beach Drive, an “Except Bikes and Pedestrians” sign should be installed to resolve this confusion. By installing this sign, more cyclists and pedestrians should use the closed sections of Beach Drive. I have been riding on the closed sections of Beach Drive every weekend and it is one of the highlights of my weekend.

Beach Drive

Beach Drive “Closed” at DC Line

The below photo shows the opening in one of the closed sections along Beach Drive so bicyclists and pedestrians can access Beach Drive when it is closed to motorists.

Opening in

Opening in “closed” section of Beach Drive

The below photo shows the white sign better so you should be able to read it. wpid-wp-1407126679805.jpeg

Have you seen “No Outlet”, “Dead End” or “Closed” signs where you live? Does the road end at the entrance to a trail or path that bicyclists or pedestrians can use? If so, do the “No Outlet”, “Dead End” or “Closed” signs include “Except Bikes and Pedestrians” signs?

Car Dependence to Car Free

I moved from Kannapolis, NC to Silver Spring, MD on June 29. I wanted to write a blog post before arriving in Silver Spring about how I expected my life to change as I went from being dependent on my parents’ car for nearly every trip to car free for every trip. Since I had to pack, keep up with emails and sleep at least a few hours per night, I ended up not having time to write this blog post.

Now that I am in Silver Spring, I want to reflect on my experience so far with living car free. In order to check how I am handling living car free, I wanted to hear whether I would ever say, “where is my parents’ car when I needed it?” I haven’t said this once. Instead, I have asked, “why are people driving an automobile in a region that has good (could be improved in many ways) walking, biking and transit infrastructure?” When I asked this, I actually looked at my driver’s license and noticed it expires on September 19, 2016. This will occur after I have graduated from Portland State University and hopefully have started a full-time job. If I find a job in a location where I don’t need to drive an automobile, which I am determined to find, I am seriously considering not renewing my driver’s license. For the reasons I have discussed in previous posts and many more reasons that I haven’t written about yet, I would never have thought this in Kannapolis. However, since I have been involved with bike planning meetings in Kannapolis, I would like to say that Kannapolis recognizes that people are asking for healthy and liveable communities so it is working hard to make Kannapolis more bike friendly. I look forward to someday returning to Kannapolis and biking safely to do all my trips. I am confident this day will come before I die.

Since the walking, biking and transit infrastructure is reasonable in the DC region, I have been walking, biking and riding transit for all my trips. This includes biking to work, walking to lunch, biking to the grocery store, biking and riding transit to downtown DC, moving from home to home by bike, and many other trips. While I can write an essay on my experience with each of these trips, I decided to focus this post on just a few aspects of my experience with biking over 50 miles in one day throughout the DC region. I included comparisons to the Charlotte region and the Netherlands.

What better way to explore the DC region than by bicycle! As the below map of my July 4 ride shows, I have biked over 50 miles throughout the DC region in a single day. I did another 50+ mile ride on July 20. Due to my cell phone dying both times, which I have been using for directions and counting mileage (both need constant use of GPS and 3G), I don’t have an exact number of miles. Having my cell phone die also brings up a very serious safety issue for me because I need a cell phone to call my cousin, who actually lives in DC, and police. I am currently looking at purchasing another battery and/or a bike computer so I can do everything I want to do and not risk my safety.

Ray's 50+ mile bike ride on July 4

Ray’s 50+ mile bike ride on July 4

Continuing with how I biked over 50 miles. The last time I biked over 50 miles in one day was when I was in the Netherlands during the summer of 2012. I have never biked over 50 miles in one day in the Charlotte region. While the bike infrastructure is slowly improving in the Charlotte region, which one can see with the Charlotte City Council’s vote to build the Cross-Charlotte Trail, not having biked at least 50 miles in one day in the Charlotte region informs me how terrible the bike infrastructure is in the Charlotte region. The main reasons I biked over 50 miles in the DC region was because the trail networks are well connected and last for miles and many roads like Beach Drive have slow-speed traffic and many cyclists to bike with.

Sections of Beach Drive are closed to motor vehicles on the weekends and holidays

Sections of Beach Drive in Rock Creek Park are closed to motor vehicles on the weekends and holidays

I start riding on these trails and roads and forget how long I have been riding. It makes it even easier to ride for miles when I ride alongside a stranger or two as we discuss our histories, why we love cycling, how we would improve cycling in the DC region, and above all motivate each other to keep going. I can’t wait to do this with my future classmates and coworkers as we ride thousands of miles together!

I plan to bike over 50 miles every weekend I am in the DC region and continue biking over 50 miles per day as often as I can once I arrive in Portland. While the DC region has a great transit system, I find biking to be the best way to explore the DC region because I am not restricted to exploring where the transit system goes, it costs less to bike, biking is faster than walking, I enjoy getting lost in a neighborhood I have never been in before, I can stop where ever I want, I enjoy watching people as they move and interact, people on transit are usually glued to their cell phones or sleeping, and many other reasons.

Since my parents, especially my mom, have been asking me what I am doing at my internship, I will provide a quick overview. Even though my title is Transportation Planning Intern at Toole Design Group, which I thought would have involved reading and writing transportation planning documents and less GIS analysis, all my work has been GIS analysis. In addition, the path to receiving my current internship was unlike any of my other internships and I have had several internships. Without writing another essay, I will just say that I applied for the internship in March after being recommended by a current employee in Toole Design Group’s Boston office for a full-time GIS Analyst position. I know the Boston employee from serving on the Association of Pedestrian and Bicycle Professionals (APBP)’s Young Professionals Committee. I ended up applying for both the GIS Analyst and Transportation Planning Intern positions.

Continuing with what I am doing at my internship. After reading the internship responsibilities in March, I was informed what my internship responsibilities were going to be in June. Since I am currently working on a real project from the start of the project until I have to leave for Portland (short stop in Kannapolis), it was worth the wait to find out what my internship responsibilities were going to be. I have been using ArcGIS 10.2 and Google Earth so far to determine where 200 bike share stations should be located for Philadelphia’s bike share program, which will launch in 2015. I have been communicating with Toole Design Group staff in Portland, OR and Silver Spring, MD and City of Philadelphia staff. One of the things we communicated about was requesting data from the CyclePhilly App, which is shown below. I have never had an internship as fast-paced or involve as many people as this internship is. With the help of my supervisors, I have felt prepared for every challenge and am ready for what my next challenge brings!

CyclePhilly App’s first six weeks reveals where people in the Philadelphia region ride

CyclePhilly App’s first six weeks reveals where people in the Philadelphia region ride

I want to write about many more aspects of my transition from car dependence to car free, but will save these aspects for future posts and in person discussions. Since I am interning full-time, taking time to eat so I can try to gain weight while biking, doing all the house chores (living alone at the moment), biking countless amount of miles per day, and trying to get enough sleep per night, I am not sure when my next post will be. I am writing new draft posts every day when I see, hear, touch, smell, and taste something I want to write about. I have so far written nearly 50 draft posts, which are ready to be fully written so definitely have plenty to photograph, research and write about. Yes, my next post should have less words and more photos.

What does 0 to 100 mean?

My home in Kannapolis, NC has a walk score of 0! Even though I bike from here, which feels dangerous, it doesn’t even have bike or transit scores. Due to this, I am forced to use the private automobile for most of my trips. Even though this may appear like I am against the use of the private automobile, I see value in using the private automobile for long trips to remote locations where other modes of transportation may never reach. When modes other than the private automobile can reach my destination, I desire to walk, bicycle, use transit and the train, and any other sustainable mode of transportation. For me, it all comes down to the freedom to choose which mode of transportation I want to use.

Kannapolis Walk Score (zip code)

Toole Design Group’s Washington, DC office, which is where I will be a transportation planning intern starting in July, has a walk score of 98 and transit score of 91!

Silver Spring Walk, Transit Scores

Staring in September, I will be a Master of Urban and Regional Planning student with a transportation specialization at Portland State University, which is located in downtown Portland, Oregon. Portland State University’s Urban Center, which is where most of my classes will be located, has a walk score of 100, transit score of 90 and bike score of 91!

Portland Walk, Transit, Bike Scores

What is your walk score? Find out here!