FABB Blog

More than 200 participants from 14 states and two countries came to New York this past weekend to swap ideas, learn bicycle advocacy best practices and build nationwide momentum in the country’s first-ever Youth Bike Summit, sponsored by Recycle-A-Bicycle. The youth spent three days learning everything from map-making techniques to political organizing strategies, participating in roller races and developing an action plan to advance biking in NYC and places beyond.

To kick things off, DOT Commissioner Janette Sadik-Khan acknowledged the event’s female leaders by evoking Susan B. Anthony’s 1896 quote, "I think the bicycle has done more to emancipate women than anything else in the world." She then introduced Kimberly White, an 18 year old intern at Recycle-A-Bicycle as the Summit’s keynote speaker.

Gen Y housing preferences are the subject of at least two panels at this week's [National Association of Home Builders] convention. A key finding: They want to walk everywhere. Surveys show that 13% carpool to work, while 7% walk, said Melina Duggal, a principal with Orlando-based real estate adviser RCLCO. A whopping 88% want to be in an urban setting, but since cities themselves can be so expensive, places with shopping, dining and transit such as Bethesda and Arlington in the Washington suburbs will do just fine.

The new Tysons, in addition to very dense evenly mixed-use development near the three Metro stations, will feature an urban circulator, which could take the form of a streetcar or a rapid bus line. An expanded network of on-road bike lanes and off-road bicycle & pedestrian paths, as well as bike parking minimums, will help increase non-auto modes' share of daily commuters from just three percent today to 36 percent in 2030.

Tysons Corner is poised to become North America's only example of a former sprawling edge city becoming a fully-fledged downtown in its own right. Making it successful — a task to which developers, nearby residents and government leaders are committed — will be a key step on the way to making our fast-growing region more livable and sustainable.

Bicycle Policy

• Prior to the arrival of the new Gallery cars, VRE only permitted collapsible bicycles on board the trains.
• Once the new Gallery cars were in operation, the policy was changed to permit bicyclists to bring full size bicycles on the last three trains on both lines in the mornings and the evenings.
• With ridership increasing and the number of standees growing, there is little room for bicyclists to safely store their bicycles and still provide seating for all riders.

VRE is proposing to limit bicycles once again to collapsible bicycles only.

Senate Bill Still Alive
HB1683 and 2194, the three foot bills sponsored by Delegates Tuscano and Ebbin were killed this morning in a close 4 to 3 vote in  House Subcommittee #2.

Voting in favor were Delegates Jeion A. Ward, Betsy B. Carr, and William H. Cleaveland,.

Voting against the bills were Delegates  Charles W.  Carrico, (Chair), John A. Cox,, G. Glenn Oder, T. Scott Garrett.

Senator McDougle’s bill in the Senate is still alive.

We, as parents of school-aged children and/or those who work and live in Burke Centre, support passage of House Bill 1879 (Senate Bill 768), which would allow Burke Centre to designate the portion of Burke Centre Parkway (BCP) in front of Terra Centre Elementary (TCE) School as a school zone.

Thank you for this opportunity to speak to you tonight. I'm here to ask for your support for encouraging more kids to walk and bike to school through the Safe Routes to School program. Back in 1969, 42 percent of students walked or biked to school. Now that figure is less than 16 percent. More than a quarter of morning traffic is school-related. Getting more children to safely walk and bike to school will benefit our children, our community, and our budget.

That's the goal of VDOT's Safe Routes to School program. Several Fairfax County parent groups are trying to prepare SRTS applications and they need better support. Since the program began in Virginia, there's been over $13 million in non-matching funds available to Virginia schools to encourage kids to walk and bike and to build sidewalks, bike facilities, and other infrastructure to make their trips safer. So far, Fairfax has received only $10,000 of that $13 million.

Meanwhile we're spending millions of dollars on kiss & ride facilities that require our highly-trained school administrators and teaching staff to spend time directing traffic every morning and afternoon. The impact of these kiss & ride facilities extends beyond school properties; the traffic adds to congestion, interferes with school bus service, and creates safety and environmental problems. Sometimes the most dangerous place to walk and bike is in front of a school.

For those students whose parents use the kiss & ride facilities, we’re really paying twice for them to get to school: We pay for the kiss & ride facility and we pay for their empty seat on the school bus, or for kids living nearby, we pay for improving their walking routes. We also pay the unintended costs of congestion, air pollution, more impervious surfaces, and dangerous conditions around the school.

Safe Routes to School funds are a way to start bringing those costs down and bringing some balance back to our community. We can start slowly at a few schools, but I think we need to start now, and we need your support to make it happen.

Thank you.

VDOT Safe Routes to School program
Walk to school stats
Virginia SRTS funding, 2005-2009

There is no coffee cup or Kindle to get Burton Griffith thorough his 45-minute commute from North Reston to Tyson's Corner five days a week.

That is because Griffith, a 32-year-old government contractor, gets there by bicycle. Hot day, cold day, he almost always rides. He rode to work after last winter's huge snowstorms, using special ice tires to get there. He rode to work this week, when it was single digits outside.

Griffith says he made a conscious choice about transportation when he moved to the area from San Francisco three years ago. He and his wife have one car.

"It is a lifestyle choice," he says. "So if I wake up, and it is really cold, there is no really easy other option of getting to work."

Grifith says he commutes by bike for several reasons - he gets exercise while commuting, and being outdoors helps him clear his head before and after a day at the office. And there is less frustration on two wheels than dealing with traffic and angry drivers on four.

"We have the ability to make choices," he said. "This is a choice you can make if you are not happy with your commute."

Apparently the Washington region has bad traffic congestion. That's a bummer.

I say "apparently" because I virtually never experience any of it first hand, since I've opted out of the lifestyle that requires people to sit in traffic. I live in the city, where it's easier and faster to get around by walking, transit, cycling and the occasional taxicab than by driving, so traffic congestion is simply not something I ever have to think about. I can remember exactly one traffic jam that I've been a part of over the past year, and it happened while visiting family one weekend in western Fairfax County. In my normal day-to-day routine, I haven't been in a traffic jam in years.

Traffic jams are a choice. People choose to subject themselves to them based on where they choose to live and how they choose to get around. For me, opting out was an easy decision.

Dan Malouff is an Arlington County transportation planner who blogs independently at BeyondDC.com. The Local Blog Network is a group of bloggers from around the D.C. region who have agreed to make regular contributions to All Opinions Are Local.

Bicycles and books: One exercises the body, the other the mind. Despite those obvious differences, a group of booksellers meeting this week in Washington, D.C., visited a local bike shop. The point of the trip: to find out what they had in common. NPR's Lynn Neary joined the tour.

LYNN NEARY: From a sales perspective, Mike Hammanwright says, books and bikes are not as different as you might think. Both attract discerning customers who care deeply about the products they are buying.

Mr. MIKE HAMMANWRIGHT (President and Chief Executive Officer, Revolution Cycles): To most consumers, our product is a passion product. Well, I think that's true of books, as well. I think people who love to read, they have a passion for books.

brought up a problem of bicyclists creating unsafe conditions on the W&OD Trail when they speed by walkers and other users of the Trail causing near and sometimes actual collisions. Since the W&OD Trail is not a "bike trail" but rather a trail for use by walkers, joggers and others not using two wheel transportation it requires that action be taken to protect the safety and rights of all persons on the trail.

Councilwoman Cole though [sic] perhaps the BACK [sic] might look into a program of education for bicyclists so that the Trail can be used by all people and not, in my opinion, by a select few. This suggestions [sic] goes along the lines of my previous comments to you about bicyclists ignoring traffic control signs and signals creating dangerous conditions throughout Vienna. It is my understanding of that law that when bicyclists are on the public streets they must obey all posted traffic control signs and signals, something that is NOT happening. Please review this matter and perhaps the TSC can request the BAC to come up with some ideas on how to solve these problems.

Fionnuala Quinn of Fairfax regularly hops on her Trek hybrid bike for many local trips, including visits to the dentist, grocery store and book club meetings. A native of Dublin, Quinn grew up bicycling and using public transportation.

Bruce Wright and his wife, Kerie Hitt of Reston, also use their bikes instead of a car for many trips. For nearly 20 years, they bike-commuted to work on a daily basis.

As active members of Fairfax Advocates for Better Bicycling (FABB), all three hope to make it easier for the other 200,000 bicycle-owners in Fairfax County to get out of their cars and onto the seats of their two-wheelers in the coming year.

"We often hear 'I wish I could ride my bike to work or to school but it's just not safe enough around here,'" said Wright, chairman and co-founder of FABB, which has a core membership of about 30 residents and an email list of 850 area cyclists.

"Since 2006, Fairfax County has become more bike friendly with the adoption of the county-wide bicycle initiative, but cyclists still need better-connected bike routes, secure bicycle parking and education programs to help them travel comfortably and safely," Wright said.

I regret to inform you that NCVC has decided to cancel the 2011 Tysons Corner Circuit Race, originally scheduled for April 3.

Despite extensive work in November and December by former NCVC president and newest life-member Myron Lehtman, we were unable to secure access to the parking areas that we have used since 2004 or to meet with the current or potential new owners of the commercial properties that surround the course. Maintaining good relations with the affected property owners is key to ensuring that an event can return year after year.

We explored another possible venue, but we have been unable to secure a firm commitment to an open date on the April MABRA calendar. Not enough time remains between now and early April to ensure a quality event.

We hope to return to the course in 2012

bill luecke
NCVC 2011 vice-president

Over the history of the mobility report, many commuters have moved farther from where they want to get to each day. "That increase in distance was enough to explain the increase in travel time," said Joseph Cortright, the study's author.

A reexamination of the traffic data in that light shows that commuters' experience nationwide has not been universally bleak, he said. "In some cities, we've seen total travel times at peak hours actually decrease, because people are now driving shorter distances." He pointed to Portland, Ore., as one example. Even the D.C. region dropped from second to 12th place on peak travel time in this reworking of the data from the previous mobility report.

As with the mobility reports, the data Cortright used do not quantify how miserable you are on Interstate 66 at the Capital Beltway in the morning or on the inner loop through Bethesda in the afternoon. But they suggest something individuals can consider: The effect on their travel lives of being closer to work and in a community that offers options that include transit riding and walking.

For policymakers, Cortright suggests, the study asks whether their goal should be to increase road capacity for the sake of increasing peak-period speeds, or instead to concentrate on land-use plans that don't segregate home, office, commerce and entertainment into widely separated zones reachable only by cars.

VDOT hires new Safe Routes to School Coordinator—The Virginia Department of Transportation is pleased to announce that Robert Williams has been hired to serve as our new Safe Routes to School Coordinator. Rob spent his teenage years growing up in Gloucester, Virginia. He returns home to Virginia from the Alan M. Voorhees Transportation Center at Rutgers University, where he assisted in managing Bike/Ped and Safe Routes to School contracts with the New Jersey Department of Transportation.

As a part of those efforts, Rob performed research aimed at promoting safety and accessibility for biking and walking, took part in a successful effort to strengthen and clarify state pedestrian laws and trained law enforcement officials on motorist crosswalk enforcement. He also managed the statewide bicycle and pedestrian advisory group, trained municipalities to conduct walkability audits and contributed to a quarterly ped/bike newsletter. Rob holds a Master of Urban Planning degree from New York University and a BA in Public and Urban Affairs from Virginia Tech.

Rob's top priority over the next several months will be to collaborate with both internal and external stakeholders to determine how Virginia's SRTS program can be improved and streamlined, as well as initiate the next round of SRTS infrastructure grants. Rob's contact information is as follows:

Rob Williams
VDOT Safe Routes to School Coordinator
804-371-4868
RobertJ.Williams@VDOT.Virginia.gov

Met this morning at 7, with a contingent from Charlottesville present to support HB 1683 (3′ passing of bicycles & do not follow more closely than is reasonable and prudent) being carried by Del. Toscano. Since the bill was heard relatively late on the agenda, Chairman Carrico determined that the witnesses would be heard, but that the vote on the bill would not be taken until next week’s meeting of the Sub-Committee, presumably since HB 2194, the identical bill being carried by Del. Ebbin, will be heard at that time, also.

Testimony seemed to be well received by the sub committee, but we will have to wait a week to see how the vote goes and whether the bill will be reported to the full House Transportation Committee.

This year, the 288-student school has designated nearby Lincoln Park as a gathering spot on Wednesday mornings, and everyone who goes there then walks to school together. "On nice days it's almost the whole community," said the school's principal, Carolyne Albert-Garvey, who is well known for putting on sneakers and going for a walk at the end of her work day.

"Me and my brother rode our bikes to school" on Wednesday mornings, said Jamari Young, 7, a second-grader at Maury who especially liked riding on the bumpy sidewalks. The challenge may be over, but Jamari is looking forward to warmer weather to "start back up."

The House of Delegates Transportation Subcommittee #2 will be reviewing Delegate David Toscano's HB 1683 (3 ft passing) on Wednesday, January 19th beginning at 7am. Approximate duration: 1.5 hours. [The Senate Transportation Committee is also reviewing the identical bill (SB 928). No info yet on when that committee will meet.]

The more cyclists that come to the hearing to stand in support of the bill and, if inclined, offer their testimony, the greater our chances of positively influencing their deliberation. Bring your helmet for strong visual identification. Be mindful, there's no clapping or noise allowed from the audience.

TALKING POINTS - SB 928 & HB 1683

This bill is an effort to help educate Motor Vehicle drivers to pass bicyclists with a wider margin of error and thereby reduce the number of fatalities and serious injuries to cyclists. Current code says Pass by Two Feet, but it doesn't seem to be enough.

11 cyclists were fatally struck by Motor Vehicles in 2009 in Virginia, most of whom were hit from behind. Several were high profile cases: Daniel Hersh in VA Beach, Kevin Flock in Dinwiddie county, Dr. Joe Miranda from Lynchburg, all of whom were hit from behind. 11 were also fatally struck in 2010, but we do not yet have the details on their accidents.

Drivers involved in such cases often state that the cyclist swerved into them as they were passing the cyclist.

Vehicles pulling boats, horse trailers, and trailers with lawn care equipment tend to have extended mirrors on the passenger side which extend further than the driver realizes.

Neither drivers, cyclists, or law enforcement carry measuring devices to know exactly how closely one vehicle is passing another, but 3 feet seems to be a recognizable educational tool to give the drivers the message to give the cyclists a wider berth.

18 states, plus the District of Columbia, have now adopted 3 feet in their codes:

Arizona
Arkansas
Colorado
Connecticut
Florida
Illinois
Kentucky
Louisiana
Maine
Maryland
Minnesota
Mississippi
New Hampshire
New Mexico
Oklahoma
Tennessee
Utah
Wisconsin

and the League of American Bicyclists has adopted this standard as one of the criteria for designating a state or city as “Bicycling Friendly”, which VDOT has unsuccessfully applied for in recent years. Passage of this bill will help the state's application for this designation, which will help attract more cycling tourists, and the City of Virginia Beach has requested that this bill be passed in their 2011 Requested Code of Virginia Changes.

While two feet also leaves little room for error between two motor vehicles, motor vehicle drivers tend to give other motor vehicles a wider berth, particularly at higher speeds, and low speed maneuvering, such as in parking lots, often has vehicles as close as two feet. The driver and passengers in the motor vehicle are protected by the body of the vehicle, so passing by 24 inches seems to work well for motor vehicles.

On the other hand, the bicyclist has no protection, resulting in small miscalculations or errors having catastrophic consequences for the bicyclist. The wind blast from a truck passing a cyclist by two feet at high speed is far more problematic for a cyclist than it would be for a motor vehicle. The catastrophic results of a collision suggests that a greater passing distance be required when a motor vehicle passes a bicyclist.

Commonly Heard Objections to Such a Bill

It's unnecessary. How many cyclists have been killed or injured while being passed by 24"?

None, but 36" sends the message to give the cyclist a wider berth, more elbow room, in case the motorist misjudges, or the cyclist wobbles. A number of cyclists who have been hit while being passed have been hit by the rear view mirror on the passenger side of the vehicle, particularly the extended mirrors often hung on the passenger side of pickup trucks when pulling trailers or boats.

It's unenforceable. How can law enforcement, or the motorist, tell how many inches they are passing the cyclist by?

They can't, but again, 36" sends the message to the driver to give the cyclist a little wider berth when passing them. Most motorists are very good about this, but some persist in cutting it too close.

Many roads are not wide enough for the motorist to pass the cyclist without crossing the double yellow line in order to do so.

I drive on a street every day where motorists cross the double yellow line in order to pass pedestrians walking on the edge of the pavement (there are no shoulders or sidewalks), cyclists, the mail vehicle making deliveries to the mail boxes, and trash trucks picking up trash or recycling---- All if the coast is clear. If some one is approaching, they do not pass, until the coast is clear.

A lot of discussion last year that this is an educational problem, and DMV was asked to see if they could help. We met with DMV, who were very cordial, and we learned that the motorist taking the driver's exam will have one question out of 20 (rarely a 2nd one, since the questions are selected randomly from a pool of about 200 questions) pertaining to bicycles on the road. In addition there is a small mention of bicycles on the road in the Driver's Manual publication. Neither of these make a significant educational impact on the motorist, in my opinion, and the 36" passing law would be another item to drive home the message to give the cyclist a wider berth when passing them so as to pass them safely before pulling in.

Bills related to following too close and passing cyclists,
The VBF supports with amendments:
SB 928,   Patron:  Sen. Ryan T. McDougle   (R) – Senate District 4
HB1683, Patron:  Delegate David J. Toscano   (D) – House District 57
HB2194, Patron:  Delegate Adam P. Ebbin   (D) – House District 49

Bills related to the  Reckless Driving,
the VBF supports
HB1993, Patron: Delegate Bill Janis   (R) – House District 56

Bills related to the  use of handheld personal communications devices while operating certain vehicles,
the VBF supports
HB1404, Patron: Delegate Algie T. Howell, Jr.   (D) – House District 90

Bills related to traffic lights,
the VBF supports
 HB1981, Patron: Delegate Thomas A. Greason   (R) – House District 32
HB1991,  Patron:  Delegate Bill Janis   (R) – House District 56

Bills related to permitting hunting on Sunday,
the VBF opposes
SB850, Patron:  Senator J. Chapman Petersen   (D) – Senate District 34

Bills related to the  Route 1 Corridor,
the VBF supports, with amendments
HJ603, Patron: Delegate Scott A. Surovell   (D) – House District 44 

Bills related to the  Transportation infrastructure bank,
 the VBF supports with amendments 
HB1582, Patron: Delegate John A. Cosgrove   (R) – House District 78

Bills related  to general powers and duties of the Commonwealth Transportation Board
 the VBF supports with amendments 
HB1957, Patron: Delegate Thomas Davis Rust   (R) – House District 86
SB1135,  Patron: Senator Frank W. Wagner   (R) – Senate District 7

In this case-study, "Estimating the Employment Impacts of Pedestrian, Bicycle, and Road Infrastructure," the Political Economy Research Institute compiled data provided by the city of Baltimore. They found that on-street bike lanes and pedestrian measures created more direct jobs, more indirect jobs, and more induced jobs per dollar than either road upgrades or road resurfacing.

That report was followed last week by a survey released by the Centers for Disease Control and Prevention indicating widespread public support--67 percent--in America's cities for street design activities that increase physical activity.

Bicycle and pedestrian activists have been very successful at achieving valuable safety gains for their stakeholders. Now is the time for advocates of cycling and walking to get into gear once again.

Armed with the powerful arguments of energy conservation, environmental and health benefits, public demand, and--now--job creation and economic development, I am confident they will succeed.

"About two out of three adults are willing to take civic action to support local street-scale urban design policy changes that make walking and biking easier in their neighborhoods, according to a new CDC study published in the January 2011 issue of the Journal of Physical Activity and Health.

Street-scale design changes were recommended by the Task Force on Community and Preventive Services based on studies that showed physical activity increased by an average of 35% following such changes in neighborhoods.

As I discussed earlier, improving mobility in Fairfax County that incorporates multi-modal options for our workers and residents will be a top priority for 2011.

Transportation is not just about roads. We must also plan for and invest in pedestrian and bike routes, light rail, Metro, the VRE and transit. And most importantly, these various modes need to be developed in a way that they connect and create an efficient system for those of us who live, work and play in Fairfax County.

During the months ahead, I will work with my colleagues, our staff and with the Commonwealth and our Federal partners to flesh out our multi-modal transportation plans.

History is being made as what has been a sprawling (albeit highly successful) retail and commercial center, amid a sea of impervious parking lots, is being transformed into a compact, walkable, transit-oriented, mixed use urban community – a new development pattern for Fairfax County, offering a new lifestyle choice for our residents.

Fostering a stronger relationship with the School Board, in particular exploring how we might align our respective goals

§ 46.2-816. Following too closely.
The driver of a motor vehicle shall not follow another motor vehicle, trailer, or semitrailer more closely than is reasonable and prudent, having due regard to the speed of both vehicles and the traffic on, and conditions of, the highway at the time.

§ 46.2-838. Passing when overtaking a vehicle.
The driver of any motor vehicle overtaking another vehicle proceeding in the same direction shall pass at least two feet to the left of the overtaken vehicle and shall not again drive to the right side of the highway until safely clear of such overtaken vehicle, except as otherwise provided in this article.

§ 46.2-839. Passing bicycle, electric personal assistive mobility device, electric power-assisted bicycle, moped, animal, or animal-drawn vehicle.

Any driver of any vehicle overtaking a bicycle, electric personal assistive mobility device, electric power-assisted bicycle, moped, animal, or animal-drawn vehicle proceeding in the same direction shall pass at a reasonable speed at least two three feet to the left of the overtaken bicycle, electric personal assistive mobility device, electric power-assisted bicycle, moped, animal, or animal-drawn vehicle and shall not again proceed to the right side of the highway until safely clear of such overtaken bicycle, electric personal assistive mobility device, electric power-assisted bicycle, moped, animal, or animal-drawn vehicle.

B. Notwithstanding any other provision of law, if a driver of a motorcycle or moped or a bicycle rider approaches an intersection that is controlled by a traffic light, the driver or rider may proceed through the intersection on a steady red light only if the driver or rider (i) comes to a full and complete stop at the intersection for two complete cycles of the traffic light, (ii) exercises due care as provided by law, (iii) otherwise treats the traffic control device as a stop sign, and (iv) determines that it is safe to proceed.

B. Notwithstanding any other provision of law, if a driver of a motorcycle or moped or a bicycle rider approaches an intersection that is controlled by a traffic light, the driver or rider may proceed through the intersection on a steady red light only if the driver or rider (i) comes to a full and complete stop at the intersection for 120 seconds, (ii) exercises due care as provided by law, (iii) otherwise treats the traffic control devices as a stop sign, and (iv) determines that it is safe to proceed.

Be it enacted by the General Assembly of Virginia:
1.  That the Code of Virginia is amended by adding in Article 12 of Chapter 8 of Title 46.2 a section numbered 46.2-908.1:1 as follows:

§ 46.2-908.1:1. Reckless operation of a bicycle.
Any person who operates a bicycle in willful or wanton disregard of the safety of persons or property shall be guilty of reckless cycling. No demerit points shall be awarded by the Commissioner for violations of this section.

Working to ease traffic jams in the steadily urbanizing suburb, the county's Transportation Department is drafting proposed rules that would limit parking in new developments near Metro lines. Such parking limits have already been adopted by the Board of Supervisors as part of the plan governing Tysons Corner's transformation into an urban hub.

But imposing maximums in other parts of Fairfax where transit-oriented development exists would represent a significant departure in a suburb where generations of planners drew up plans around the automobile.

"We often like to say that too much parking can be a traffic magnet," said Stewart Schwartz, executive director of the Coalition for Smarter Growth. "If we're going to address traffic and make a walkable community in Fairfax, it's important to get the parking right."

"You're really talking about not allowing developers to build parking spaces? How can you limit the number of cars somebody owns?" Cook said.

He and other skeptics wonder what would happen to people who purchased a townhouse with limited parking but then switched jobs or encountered some other circumstance affecting their ability to commute to work by Metro.

"They can't take the Metro if it goes the wrong way," Cook said.

true costs of free parking are rolled into the cost of a house or office building. If anything, Shoup said, Fairfax has promoted cars for too long.

"If you look at it from the air, it looks like a parking lot," Shoup said.

An analysis by real estate consulting firm Robert Charles Lesser & Co. found that, compared with the rest of the Washington metropolitan area, Fairfax attracted a smaller percentage of the fastest-growing segment of householders - those with one or two people per dwelling - in the past decade. Many of them prefer walkable communities, Schwartz said.

"The millennials, in particular, are sort of the Zipcar generation," Schwartz said.

Anonymous User: What are the real odds that the county will take over roads from the state?
Sharon Bulova: Essentially, all roads in Fairfax County are maintained by the state. The prospect of taking over the maintenance and operation of the roads would be extraordinarily expensive. While we would like to improve on the maintenance and have more control over operation, we need to be very careful about the cost implications of doing so for our taxpayers. County staff presented an initial analysis of the proposal, and we have asked for a more in depth look at the options we discussed. The General Assembly has not provided sufficient funding to maintain the roads at a level that our constituents expect. Taking over the roads at this point would be equivalent [to] the car being run out gas, failing its safety inspections, and being rolled into the driveway for us to take over.

AC Chen: I live less than two miles from Tysons Corner in Vienna. There are no safe ways to either walk there or ride my bike. Considering the large population that works and visits the commercial area surrounding Tysons, that seems to be a real shame.

Sharon Bulova: County staff continues to engage with stakeholders (particularly people like you) to conduct the Tysons Metro Station Access Management Study (TMSAMS). Once complete, the study will identify the most effective ways to connect the bike and pedestrian trails that are part of the redevelopment of Tysons Corner to the surrounding neighborhoods allowing people to safely get in and out of Tysons on foot or on their bike. We feel it's critical to the success of mixed-use developments that they be walkable and bikeable, which will relieve congestion and protect the environment. For more information on the County's Bicycle Master Plan, visit: http://www.fairfaxcounty.gov/fcdot/bike/county_bike_master_plan.htm The Bicycle Master Plan encompasses a 3-mile radius from the Tysons Metro stations.

With the frequent calls for cyclists to "start behaving," it's clear that a number of people driving and walking are unsettled by the conduct of at least some people on bikes. But people in cars speed all the time, and people walking cross against the light, and neither generates as many newspaper letters to the editor. What is the difference?

One explanation is that people naturally notice infractions by others on different modes more than those on the same mode. People driving tend to see misbehavior by people walking and cycling rather than from other people driving, for example. Since relatively few people ride bicycles while a great many drive, the outraged letters would skew toward misbehavior by those on bikes and away from that by people in cars.

Felix Salmon proposed another interesting explanation a while back. Basically, he argues that we've developed a clear understanding of what to expect from people walking and driving generally, but lack that consensus for people bicycling: