Transportation and Land Use in Ray’s Housing Decisions

As you may have noticed, it has been a few months since my last post. I’ve had a burning desire to write, but kept telling myself that the topics are work sensitive or too personal to share publicly. After reading this GGWash post and discovering that I haven’t written a post about my current and previous housing decisions, I finally found a topic that I feel comfortable writing about publicly. Since I have lived in Arlington for almost a year, which means my year lease ends on October 31, this is a good time for me to start reflecting on whether I want to stay put or move nearby. I enjoy my job so I plan to stay in Arlington. My year lease states that I must give my landlord 60 days notice, so I need to make a decision before the end of August.

Through this process, I keep comparing my current housing decision with my previous housing decisions in Charlotte, Silver Spring, and Portland. The below post compares and contrasts these decisions. Since I didn’t choose to live in Kannapolis, which is where my parents raised me after I was born in Charlotte, I didn’t include Kannapolis. As this post discusses, the Kannapolis home I was raised in has a Walk Score of zero!

Kannapolis Walk Score (zip code)

Arlington, VA

Even though I was rushed to find housing in a competitive market before starting my new job, I may have found the cheapest housing within a walkable distance of a light rail station, frequent service bus lines, and several regional trails. I’m paying less than $900 per month (plus $50 for water and $35 for my portion of WiFi) for a room in a 10-room house. I earn enough through my job that I could spend more on housing, but I don’t see the need to spend more when I’m already close enough to my destinations to continue living car-free. Plus, good housemates aren’t guaranteed when renting so I treasure this at my current home. I can use the savings to go on more expensive vacations and prepare for owning a condo or house.

1117 N Taylor St, Arlington, VA Walk Score

Arlington, VA Home

While many of my NC family and friends have been shocked by how much I pay for housing, I think they find it challenging to understand how much I save by living car-free. Most people don’t calculate all the costs involved with owning, maintaining, and driving an automobile. For example, I think most people don’t calculate parking costs (could be hidden if their employer takes parking out of their paycheck or doesn’t pay them more because their employer is paying for expensive parking), poor mental health from being stuck in daily traffic congestion and not spending much time with their family, poor physical health from not exercising enough and becoming obese, etc.

My boss covers most of my transportation costs, so I pay almost zero on transportation each month. He provides me with a free Capital Bikeshare maintenance key that I can use for all my trips, including personal trips. He also provides me with a SmarTrip card for all my work-related transit trips. The largest transportation purchase I have made so far is for this $800 bike that I mostly use for shopping and trips where Capital Bikeshare isn’t located yet.

My housing decision makes using these transportation options much easier because I can easily walk to the Ballston Metro Station to ride transit throughout the DC region and bike throughout the DC region on regional trails or low-stress neighborhood streets. While I rarely use it for personal trips, the DC region also has great carsharing and car renting options and Uber/Lyft.

Since I started this blog with the intention of following my life’s journey from living in Kannapolis to where life takes me, I want to share how my current housing decision relates to my housing decisions in Charlotte, Silver Spring, and Portland.

Charlotte, NC

My car-light lifestyle started when I moved to Charlotte in 2009 to start undergrad at UNC Charlotte. While I lived car-free when I was in Charlotte, I needed a car to go home to Kannapolis so I barely lived car-light. Even though I sometimes think about how I used to pay about $400 per month for housing in Charlotte, which is less than half of what I currently pay in Arlington, the location of my housing in Charlotte lacks the transportation access that I currently enjoy in Arlington. While I was within easy biking distance of a regional trail that started at UNC Charlotte, the trail didn’t provide me with much transportation access so it was mostly a recreational trail. In addition, I couldn’t walk to any transit stations and the local bus was unreliable. I found it faster to bike on unsafe roads throughout Charlotte than wait for transit to arrive.

The Edge Charlotte Walk Score

The Edge at UNC Charlotte

Silver Spring, MD

My fully car-free lifestyle started when I moved to Silver Spring in 2014 to become a Transportation Planning Intern at Toole Design Group. While I didn’t have many choices where to live in Silver Spring because I was seeking short-term housing for just the summer, I was lucky to have a Charlotte friend that had a connection to someone who owns a home in Silver Spring. Thankfully, the home was located in a prime location to live car-free.

I was a block from the Sligo Creek Trail, which provided some transportation access in addition to recreation usage. Since I wanted to explore the entire DC region, I enjoyed having access to the car-free (just on the weekend) Beech Drive in Rock Creek Park and Capital Crescent Trail. While the Silver Spring Metro Station was further from home than the Ballston Metro Station is to my current home, I enjoyed having better transit access than I had in Charlotte.

8410 Galveston Rd, Silver Spring, MD Walk Score

Silver Spring, MD Home

Portland, OR

The last place I lived before moving to Arlington was Portland. My apartment was next to the SE Salmon/Taylor neighborhood greenway, so I had easy access to a low-volume, low-speed walking and biking route. Sunday Parkways went along this route both years I was in Portland, so this route is prime for walking and biking. While I miss Portland’s neighborhood greenways because Arlington has nothing similar yet, I don’t miss Portland’s hills. Since I have an extreme fear of heights, I didn’t enjoy biking downhill to cross the Willamette River. Yes, Arlington also has hills but I rarely have to bike down them because I work from home and usually do field work in locations with few steep hills.

I also miss being within easy (two Portland blocks, which are 200 feet) walking distance of a grocery store in Portland. I enjoyed having the flexibility to walk to the grocery store to get one or two items instead of waiting until I’m almost out of groceries. Since the nearest grocery store to my Arlington home is .6 mile away, I wait until I need enough groceries to fill both bike panniers.

While walking and biking from my Portland home to my destinations was easy, transit wasn’t easy. The Hawthorne and Belmont buses came about every 15 minutes and most of my bike trips only took 15 minutes, so I rarely took the bus. I wasn’t near a MAX station so I couldn’t ride light rail from home.

1117 SE 27th Ave, Portland, OR Walk Score

Portland, OR Home

Future Blog Post

My boss and I were selected to present at the North American Bikeshare Association Conference in Montreal on August 31. We will be presenting during the session titled The “Perfect” Site. My only conference presentation occurred when I presented my high school senior exit project during a poster session at the Southeastern Division of the American Association of Geographers Annual Meeting in 2008. This means the presentation in Montreal will be my first time presenting as a speaker. It will also be my first time attending a conference outside the US. My boss asked me to create our presentation, so I plan to use this presentation to write a blog post.

Neighborhood Greenways Are Cool, But Oasis Greenways Are Awesome!

I submitted my contributor form to Greater Greater Washington (GGWash) today and GGWash’s staff gave me the green light so my first blog post should be published on GGWash sometime next week. Since GGWash’s staff asked me to write differently than I write on my personal blog, I wanted to share the version I wrote before GGWash’s staff asked me to shorten my blog post and make it less technical. As I wrote in this post, I knew I would have less control over my writing when I started posting on other blogs. I’ll share my GGWash post after it is published, but as a teaser I’m sharing my longer and more technical version below.

Update: here is my first GGWash post!

A bike boulevard (DC region refers to neighborhood greenway as bike boulevard) is an outdated idea currently being used by many US cities to improve safety for all street users. An oasis greenway is a new approach that represents the future of safe street design. An oasis greenway is a long series of interconnected low-speed, low-volume, shared-space, vegetated linear parks created from an assembly of residential streets. As the below video shows, an oasis greenway is based on the Dutch woonerf.

According to Tom Bertulis’ 167-page thesis, Oasis Greenways: A New Model of Urban Park and Bikeway within Constrained Street Rights-of-Way, the nine elements that any given facility must include to be called an oasis greenway are the following:

  1. Extremely low traffic volumes, including traffic diversion as needed. While many cities in the US are focused on traffic diversion on a street by street basis, several cities in the Netherlands are focused on traffic diversion on a neighborhood or citywide basis. Houten, The Netherlands, which is a suburb of Utrecht, has implemented a citywide traffic diversion plan.
    Houten Street Network

    Houten’s traffic diversion map. Source: ITDP

    As the below map shows, motorists are routed from their neighborhood road (green) onto a connector road (brown) that directs them to the outer ring road (yellow). Motorists must drive all the way around Houten until they reach another connector road that connects them to their destination. Since cyclists and pedestrians can travel through the traffic diverters, they can travel quicker than motorists through Houten.

    Houten Street Network zoomed in

    Neighborhood level of Houten’s traffic diversion map

    Watch this video to learn more about Houten.

    Since Houten was originally designed with traffic diversion, it is a unique city because it didn’t need to be retrofitted. Most, if not all, US cities will have to retrofitted with traffic diversion so here is a neighborhood retrofit example from Utrecht, The Netherlands. US cities should be able to relate to this retrofit example much easier than the approach that Houten took with its citywide traffic diversion plan.

    While no US city has implemented a citywide nor neighborhood network of traffic diverters, Portland, OR has several traffic diverters. Here is a diagonal traffic diverter in northeast Portland.

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    Diagonal traffic diverter at NE Tillamook St and 16th Ave. Photo: Ray Atkinson

    Diagonal traffic diverter at Tillamook and 16th

    Diagonal traffic diverter at NE Tillamook St and 16th Ave

  2. Extremely low traffic speeds, including traffic calming as needed. Below is a bayonet traffic calmer in Delftweg, The Netherlands. While the street is two-way, the bayonet forces motorists to take turns going through the bayonet. Cyclists have a two-way trail so they can avoid the bayonet.

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    Delftweg’s bayonet traffic calmer. Photo: Ray Atkinson

  3. Shared space, without sidewalks, with motorists sharing the space with pedestrians and cyclists, like a woonerf.

    Bell Street Seattle Before & After Shared Space

    Shared space on Bell Street in Seattle, WA

  4. Oasis greenways must be continuous for at least several blocks and have connectivity through busy intersections.

    Portland Neighborhood Greenway Crossing

    Portland neighborhood greenway crossing. Photo: Steven Vance

  5. Terminal vista. They must make use of the “terminal vista effect,” where the line of sight straight down the street is partially obscured, usually by trees or an on-street parking chicane. The below woonerf in Delft, The Netherlands shows the terminal vista effect.

    Delft woonerf

    Woonerf in Delft, NL. Photo: Ray Atkinson

  6. Parklike, which refers to using grasscrete as the default in areas that aren’t travel-ways for cyclists and pedestrians. The below photo from Haarlem, The Netherlands shows a grasscrete street.

    Grasscrete in Netherlands

    Grasscrete street in Haarlem, NL. Photo: Dan Burden

  7. Park and parking strip. They must have a wide area where on-street parking, parklets, trees, vegetation, and play areas are located.

    Oasis greenway park and parking area

    Rendering of park and parking strip. Rendering: Tom Bertulis’ thesis

  8. Minimal parking footprint. They must minimize the parking footprint based on a parking needs analysis. Use the below illustration to compare parking footprint of a traditional street with parking footprint of an oasis greenway.

    Oasis Greenway vs. Traditional Street

    Source: Tom Bertulis’ thesis

  9. Small and large play areas. They must have both small and large play areas, with the small play areas referring to the Park & Parking Strip and the large play areas referring to Oasis Greenway sections with “ultra-low volumes” where the play area temporarily becomes the entire cross-section of the street, not too different from when hockey is played in the street.

    Street Hockey

    Street hockey. Photo: Jonathan Tavares

While no street in the US has been designed with all nine elements of an oasis greenway, a few cities have experimented with several elements of an oasis greenway so please don’t think that an oasis greenway can only be designed by the Dutch or Europeans. Would you like to see an oasis greenway constructed in your neighborhood? If yes, where? If no, why not?

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”.

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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.

Westside and Downtown Cleveland at Eye Level

“Cleveland at Eye Level” is a reference to “The City at Eye Level”. While my parents and sister were nervous about me exploring Cleveland without knowing how safe the neighborhoods are, I feel accomplished in my goal of exploring tourist and non-tourist areas of Cleveland. The following quote from my dad reinforces this feeling.

You explored more of Cleveland in two days than I explored in twenty years. -Dad

My mom and dad met at Cleveland State University so they both know Cleveland. However, my dad informed me that he didn’t explore as many of Cleveland’s ethnically diverse neighborhoods as I did. Since I believe some White people aren’t even willing to step into non-White neighborhoods, I feel good hearing that my dad explored some of Cleveland’s racially and ethnically diverse neighborhoods.

Another of my goals was to explore diverse neighborhoods and not be limited to White neighborhoods. Due to this goal, I probably explored more of Cleveland than most locals and tourists will ever explore. In case you aren’t familiar with how racially segregated Cleveland is, see the below racial dot map. My uncle, who lives in Rocky River (suburb of Cleveland), told me he thinks Cleveland is more racially segregated than DC.

Since Cleveland is so racially segregated, I felt hopeful when I saw the below tile in Settlers’ Landing at the Unity Walk, which was constructed in 1996 for Cleveland’s Bicentennial Celebration. I saw Cleveland’s Unity Walk on New Year’s Eve, which was my last evening in Cleveland. I had already walked and ridden transit through diverse neighborhoods in the westside, downtown and eastside so seeing the Unity Walk felt like the perfect way for me to close out 2016. Seeing how diverse communities in Cleveland came together to build the Unity Walk was just what I needed after a tough 2016.

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Cleveland’s Unity Walk

I hope I have done a good job providing you with some background about Cleveland before showing you what I found in Cleveland’s diverse neighborhoods. I also want to share what I was thinking when taking the photos. While I want to improve my urban design and architecture skills, I find it challenging to understand whether the urban design and architecture of the buildings are good or bad so I didn’t focus much on building design. I actually almost failed an entry-level urban design course at UNC Charlotte because I don’t have an eye for building design. Devoting time and energy to pressuring the Student Government Association at UNC Charlotte to be more transparent didn’t help me improve my grade in the urban design course.

Instead of focusing on building design, I focused on wayfinding, artistic displays, sustainable infrastructure, public gathering places, and historic attractions. I’m hoping to use what I found for my advocacy and planning work. Without further delay, I chose to write about my journey through Cleveland by focusing on the westside then downtown then eastside. I took almost 200 photos. In order to keep this post short enough, I’m going to select my favorite photos.

Westside of Cleveland

Gordon Square Arts District

My Airbnb was in the Gordon Square Arts District so I started walking from my Airbnb. As you look at my photos, I want you to ask yourself “could I have seen that if I was driving?” The answer is likely no. This is why I enjoy walking instead of driving when I’m not in a rush. The below photo shows the first example of something I could only see by exploring Cleveland at eye level.

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EcoVillage

It’s amazing what I found when I looked down. The below photo shows neighborhood identity in the EcoVillage. I love seeing when neighborhoods try to be unique!

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Here is another example of neighborhood identity in the EcoVillage. When I see neighborhood signs like this, I appreciate that there is a strong community. On the other hand, I also ask myself how many motorists see the neighborhood sign or even know they are in a new neighborhood? I assume most motorists are too busy trying to go fast so they don’t take the time to enjoy the neighborhood they are traveling through. While I’m okay with interstate speeds being fast, I wish speed limits on all non-interstate roads were lowered so people could enjoy being in neighborhoods instead of trying to travel as quickly as possible through them.

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I guess if motorists can’t see the previous two neighborhood identity markers, maybe they can see the below mural.

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Ohio City

Ohio City has many artsy things to see. Correct me if I’m assuming too much. I assume motorists wouldn’t see many of the following things because they would be too busy focusing on the road and complaining about traffic congestion.

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Downtown Cleveland

As I entered Downtown Cleveland, I felt jealous of how wide the multi-use path is on the Hope Memorial Bridge. I wish the multi-use path on Portland’s Hawthorne Bridge was this wide!

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As a geographer and planner, I love good wayfinding. After crossing Hope Memorial Bridge, I saw a sign for “Bike Rack” so followed it. I found more “Bike Rack” signs at every turn so I was able to follow the signs all the way to the Bike Rack, which is located at Quicken Loans Arena. You may be surprised by how many wayfinding signs don’t actually direct you all the way to where you are going. I was expecting to see just simple bike racks. Instead, I found the below secure bike room. Secure bike rooms are common in Portland, but this is Cleveland. Cleveland isn’t supposed to have a strong bike culture!

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The Bike Rack even has repair services!

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Even though my cousin, who grew up in Rocky River (suburb of Cleveland), told me about the pedestrian street on East 4th Street before I could be surprised by it, I was still excited to see it. While it’s very short compared to many pedestrian streets I explored in Europe, I was happy to see Cleveland trying to prioritize pedestrians.

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I also enjoyed seeing people interact at Public Square. The below ice skating rink is located in Public Square. Since many couples were holding hands, I missed holding hands with Catherine.

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I’m still trying to figure out why these birds are in Public Square. I saw people taking photos with the birds. However, when I asked them about the birds they didn’t know why the birds are in Public Square. Why take a photo with something you have no idea what the background story is?

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The below group of cyclists meeting in Public Square reminded me of the group rides I did in Portland. I saw about 100 cyclists take control of the right lane near Quicken Loans Arena about an hour later so the group likely expanded. Since I don’t think of Cleveland when I think of bike cities, I was impressed seeing this bike culture.

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Warehouse District

My excitement about Cleveland’s bike culture took an emotional hit when I saw this bike parking in the Warehouse District. I didn’t see any bikes parked here so is this supposed to be a bike rack or just a barrier to keep motorists from parking on the sidewalk?

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Downtown Cleveland was like an emotional roller coaster for me. After being depressed by the badly designed bike parking, I got excited by Small Box, which is located in the Warehouse District. Small Box has three retail stores created using upcycled shipping containers.

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As the below photo, which I took at Public Square, shows, Cleveland has the same problem as Portland with motorists using the “bus only” lane. The rumble strip doesn’t stop motorists from using the “bus only” lane.

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To my amazement, the “bus only” lane worked just a block east of Public Square. I still would have preferred seeing a more permanent barrier than just a rumble strip.

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Wow! I walked several miles through westside neighborhoods and downtown on Friday afternoon and evening. I haven’t started to share about what I saw walking through eastside neighborhoods on Saturday morning and afternoon. This post is getting long so I wrote a 3rd and final post about Cleveland’s eastside neighborhoods.

Future Trips

My quick Cleveland solo trip helped me better understand what I can feasibly do during my weekends off from work. During grad school, I had to do homework during the weekend so couldn’t take the whole weekend off. I now have the freedom to explore other cities like Baltimore, Philadelphia, New York City, Boston, Montreal, Quebec City, Toronto, Indianapolis, Chicago, New Orleans, Memphis, Minneapolis, and many other cities. Thankfully, I can reach most of these cities using Amtrak. If I have limited time, I can always fly. Since it’s winter, I’m currently focusing on warmer cities where I don’t have to worry about the bike lanes and trails not being plowed.

 

Shifting from Bicycle Boulevards to Neighborhood Greenways

While the following topic directly relates to my job because I consult for Arlington County, I’m hopeful I have some freedom to be an advocate during my free time. I love being an advocate but also want to keep my job so I’m feeling handcuffed. Even though I’m critiquing my client’s bicycle and pedestrian planning efforts, I’m not critiquing Capital Bikeshare so I assume the following topic is safe to write about.

With my background thoughts out of the way, what do you think of when you read “bicycle boulevard”? Did you only think of cyclists and wonder why I’m asking? Even though you may think only having cyclists prioritized on a slow speed neighborhood street is okay, I’m bothered by this. While Arlington has included several pedestrian projects in its bike boulevard plans, the public likely doesn’t realize that pedestrian projects have been included on a bike-specific project. This concerns me and should concern you!

While I’m not sure what percent of bike and ped projects are included in the overall bike boulevard plan, I assume that bike projects represent the majority of the projects because the title of the plan is bike boulevards. Even though I’m advocating for a shift from bike boulevards to neighborhood greenways, I have no idea whether this change will actually result in more focus discussions about ped projects. Since changing policy could result in focusing more on ped projects, I recommend Arlington adopt the green transportation hierarchy. According to the green transportation hierarchy, pedestrians should be prioritized over cyclists.

green-transportation-triangle

Source: BikePortland

While I’m not trying to insinuate that Arlington isn’t prioritizing pedestrians, I am stating that Arlington should use better language if it wants to prioritize pedestrians and attract pedestrian advocates to join the conversation. As the below video shows, Portland has been shifting from bicycle boulevards to neighborhood greenways. I believe one of the reasons why Portland chose to make this shift is because bicycle boulevards are seen as only for cyclists while neighborhood greenways are seen as multimodal. I hope Arlington will follow Portland’s lead and shift from bicycle boulevards to neighborhood greenways so pedestrians can be prioritized more.

Future Blog Post: Tactical Urbanism in Portland vs. DC

Since Catherine, who I have been dating for almost two months, thinks tactical urbanism events are awesome, I’m trying to find upcoming tactical urbanism events in the DC region. Even though I showed Catherine photos of tactical urbanism events, I feel you have to experience the event in person to fully understand and enjoy it. I’m hoping to take Catherine to a tactical urbanism event on a future date. While Open Streets DC has a website, I’m disappointed to read “One day a year, let’s open up those streets.” Only one day a year! Plus, I couldn’t find any upcoming open street events on the Open Streets DC website so I’m disappointed. I guess Portland spoiled me with five Sunday Parkways (open street events) each year!

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)

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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?

Reflecting on starting my first full-time, permanent job and my job search process

I’m excited to announce that I’m about to start my first full-time, permanent job in Washington, DC. I will be Bikeshare Planner at MetroBike, LLC. I copied the job description (removed compensation) below so you can get a sense of what I will be doing. The job mostly involves working with Capital Bikeshare on expansion plans in Arlington County, VA and Montgomery County, MD. Since MetroBike has a global client list, I likely will be traveling to other cities in the US and other countries. Maybe I will work in a city where you live!

metrobike-logo

Bikeshare Planner

MetroBike, LLC is an internationally known bikeshare consultancy and the first of its kind in North America. Established in 2004, MetroBike has a client list which includes local and federal governments, non-profit and for-profit organizations, and universities.

MetroBike is hiring a full-time Bikeshare Planner in the Washington, D.C. region to assist with planning for the Capital Bikeshare system.

Responsibilities of the job include:

  • analysis of potential bikeshare station sites;
  • work with local government bureaus, federal agencies, private property owners, and civic associations to obtain input on proposed station sites;
  • develop a concept drawing for each station site;
  • coordinate construction of pads and bulb-outs on top of which stations will be installed;
  • direct station installations, relocations, expansions, and contractions with the operator;
  • coordinate signage, markings, and delineator placement; and
  • analyze data and write reports.

 Qualifications:

  • college degree in planning, transport, engineering, or related field, advanced degree a plus;
  • bicycle facility design experience;
  • 3 – 5 years of related experience;
  • excellent communication and organizational skills;
  • strong analytical and problem solving skills;
  • basic graphic design skills; and
  • passion for bikesharing and urban cycling.
  • GIS skills are a plus.

As I transition into my first full-time, permanent job, I would like to reflect on my initial reactions to the job, work environment, and living car-free again in the DC region. I plan to write a follow-up post after moving back to the DC region to reflect on how true my initial reactions were. I plan to also reflect on what surprised me about my new job, work environment, and living car-free again in the DC region. Since my blog is public and can be seen by my current and any future employers, I’m aware that I need to be careful about what I share so I don’t risk losing my job.

Bikeshare Planner at MetroBike

While I am sure I will struggle with transitioning into my new job and may not enjoy every aspect of the job, the Bikeshare Planner position feels like a dream job so I’m thrilled to start working. I’m especially looking forward to using GIS and an equity lens to analyze potential bikeshare station sites. Since Capital Bikeshare has social and economic equity problems, I look forward to working with local government bureaus, federal agencies, private property owners, and civic associations to resolve the social and economic equity problems.

capitalbikeshare_logo

I have so far only mentioned how my job involves neighborhood, citywide, and regional thinking. My job also involves site planning because I will be developing concept drawings for each bikeshare station site. Even though I just starting learning graphic design skills during graduate school, I hope my graphic design skills are good enough to create concept drawings for each bikeshare station site. Since I have seen many bike share stations installed in a manner that blocks pedestrian and wheelchair movement and limits how much space is available for sidewalk cafes, I look forward to coordinating construction of pads and bulb-outs for the stations. I also have seen bike share wayfinding, markings, and delineators installed poorly so I look forward to helping to coordinate this process as well. Since I’m a data nerd and enjoy writing, I look forward to analyzing bike share data and writing reports. Hopefully, some of the data will show the economic impact and traffic congestion relief of bike share.

Responsibilities of the job include:

  • analysis of potential bikeshare station sites;
  • work with local government bureaus, federal agencies, private property owners, and civic associations to obtain input on proposed station sites;
  • develop a concept drawing for each station site;
  • coordinate construction of pads and bulb-outs on top of which stations will be installed;
  • direct station installations, relocations, expansions, and contractions with the operator;
  • coordinate signage, markings, and delineator placement; and
  • analyze data and write reports.

Home-Based Job

MetroBike doesn’t have office space so my boss and I will be working from our own homes and meeting probably at least weekly to check in on work projects. Yes, my boss only has one employee. I have never worked a home-based job before so I’m definitely nervous about how it will feel. Since I have always had a roommate, I’m debating whether to try and find a new roommate in DC or live alone. I get depressed when I’m alone for too long so I enjoy talking with a roommate. However, I’m not sure how easy and comfortable it will be to do a home-based job with a roommate that I just met. In case you’re wondering, my job isn’t 100% home-based. I will have to travel to meetings and check on bike share station installations.

Living Car-Free Again in Washington, DC

As my previous Washington, DC blog posts show, I enjoyed living car-free in the Washington, DC region during summer 2014. I home was located in Silver Spring, MD and Tacoma Park, MD so most of my car-free experiences were based in the Maryland side of DC. I haven’t decided where I plan to live in the DC region yet. My boss said he is open to me living anywhere within close proximity of Capital Bikeshare so I basically have freedom to live almost anywhere in the DC region.

My biggest transportation concern about moving from Portland, OR to Washington, DC is how quickly I can ship my hybrid and road bikes using Amtrak Express Shipping. I was considering whether to sell my bikes and buy new bikes in DC. Since I’m a bike snob and haven’t been able to so far find the specific types of hybrid and road bikes I wanted at affordable prices, I have decided to ship my hybrid and road bikes to DC.

Transitioning from Portland, OR to Washington, DC

My flight from Portland, OR arrives in Washington, DC on Friday, October 7. I have arranged short-term housing with Michael Schade, who I met in 2014 and is also a transportation nerd, until I can find long-term housing and possibly a new roommate. As some of you know, I was a transportation planning intern at Toole Design Group in the DC region during summer 2014 so I am already familiar with the region. I know the DC region has changed in the past two years so I look forward to seeing how it has changed. I also look forward to writing blog posts about my reactions to living and working in the DC region again.

Reflecting On My Job Search Process

Since my job search process was frustrating, I want to reflect on what lessons I learned during the process. From January 31 to September 27, 2016 (I graduated in June so I applied for most of the jobs after graduation), I applied for over 100 jobs, was invited to interview for over 25 jobs so far (I’m still receiving more interviews), and received two job offers. My other job offer was for part-time, temporary GIS Technician at Tigard, OR.

Even though I definitely feel prepared to start working as the Bikeshare Planner at MetroBike, I almost didn’t apply for the job because I wasn’t sure if I met the required qualifications for the job. MetroBike’s Bikeshare Planner qualifications require 3–5 years of related experience. While I have worked multiple internships that involve working on bike sharing, including for Charlotte B-cycle (Charlotte’s bike share) and consulting on Indego (Philadelphia bike share), both of these internships were only a few months so they didn’t add up to 3-5 years of related experience. I don’t think the sum of all my work experience, which includes mostly part-time internships, is at least three years of experience. The lesson I learned is don’t be afraid to apply for a job because you don’t think you meet the required years of work experience.

As my previous blog post discussed, I kept being asked during many interviews about whether I have more than just bike planning experience. I tried to convince interviewers that I have multimodal planning experience, but my resume is full of bike planning experience so this proved challenging to accomplish. Since most interviewers assumed I was living car-free because I lived in Portland, OR and my resume is full of bike experience, I was also asked during many interviews whether I am comfortable driving an automobile. I believe MetroBike was the only employer who asked me whether I am comfortable with city biking. The interviewer from MetroBike actually saw my bike during our Skype interview so he knew the answer to his question before having me answer it. The lesson I learned is even bicycle and pedestrian planning jobs that don’t directly involve automobile planning still often require driving an automobile. The Bikeshare Planner position at MetroBike may be the only job I was interviewed for that doesn’t require driving an automobile so I am feeling lucky.