Green Trail at Fenwick Station

October 4th, 2011

Update: Planning Board approves application at its Oct. 13 meeting.

The Gazette reports that the Planning Board has approved the Fenwick Station application, with the stipulation that a bike share station be built with the project.

October 4, 2011

The Silver Spring Post Office at the corner of Second Avenue and Spring Street is being sold. An application is being presented to the Planning Board on October 13 for a six story residential building on this site, called Fenwick Station. The M-NCPPC website has posted the staff recommendation at Fenwick Station Project Plan.

This project plan includes a proposed extension to the Silver Spring Green Trail, a pathway along the future Capital Crescent Trail, and space reservation for a future bike share station.

Project Plan for Fenwick Station
Fenwick Station preliminary plan
(click on image for a larger view)

The proposed Green Trail is along Second Avenue (along the top of the above plan), the future CCT pathway is behind the building, and space would be preserved for a future bike share station at a proposed public plaza (at the corner of Second Avenue and Spring Street, at the upper left corner of the above plan). There is also a connector path planned from the corner of Second Avenue and Spring Street to the future CCT.

From the staff recommendation:

The 2005 Countywide Bikeways Functional Master Plan recommends the Silver Spring Green Trail (shared-use path; SP-10) along Second Avenue/Wayne Avenue between Spring Street and Sligo Creek Parkway/Trail (8-foot wide trail with an adjoining 5-foot wide sidewalk). This trail currently exists between Cameron Street and to the east of Fenton Street, and is on the east side of Second Avenue/north side of the Wayne Avenue. The trail is proposed to be shifted to the west side of Second Avenue between Fenwick Lane (West) and Spring Street, along the subject property frontage as part of this development. Staff has worked with the applicant and MCDOT to ensure that this shift is appropriate given the proposed bike-share station at the intersection of Spring Street and Second Avenue, connection to the future Capital Crescent Trail from Spring Street/Second Avenue at this location, and the number of driveways/curb-cuts that currently exist along the east side of Second Avenue between Spring Street and Fenwick Lane (East). The remainder of the trail between Fenwick Lane and Cameron Street may be accommodated safely and adequately along Second Avenue with a crossing at the Second Avenue/Fenwick Lane (East) signalized intersection.

The Countywide Bikeways Functional Master Plan also recommends the Georgetown Branch Interim Trail (shared-use path; SP-6; the future Capital Crescent Trail), to the west side of the property, within the Third Avenue right-of-way. The applicant is providing an interim trail within the Third Avenue right- of-way that connects to the subject property, which will ultimately be replaced by the future Capital Crescent Trail that will be provided as part of the proposed Purple Line transitway project.

When I first saw the plan for this extension for the Green Trail at a neighborhood meeting last week, I was skeptical. There are two problems with the concept:
1) the trail will switch to the other side of the street at the light at Fenwick Lane, after running only one block in front of the Fenwick Station development, and
2) the configuration of an 8′ wide trail immediately adjacent to a 5′ wide sidewalk fails to strongly define the bicycle space. This configuration is the same as now exists for the Green Trail between Cameron Street and Colesville Road just two blocks to the south, and pedestrians use it as a glorified sidewalk while few cyclists use it. The sketch of the proposed configuration presented in the staff report, and below, inadvertly makes the point by placing a pedestrian squarely in the center of the bike path instead of in the adjacent pedestrian sidewalk.

Profile of Green Trail
Green Trail profile at Fenwick Station

But I can warm up to this Green Trail extension now that I see a bike share station is also proposed. The Green Trail can combine with the bike station at the corner of Second Avenue and Spring Street, and the access path to the CCT along Spring Street, to make a strong statement at a very visible entry point to the Silver Spring CBD about bikes belonging.

Similarly the proposed pathway behind the building and near the future CCT alignment can have an enhanced impact for showing the potential benefit of the future CCT. The pathway, along with the regrading that will occur there, will clean up the littered and badly eroded area there now. The pathway will connect to the Woodside trail to give an attractive footpath continuous from South Springwood in the Woodside neighborhood to Fenwick Lane in the CBD. It will be easier to imagine what the CCT can do for Silver Spring when a significant piece of the alignment can be experienced, even if only as a footpath.

Lyttonsville follow up meeting Oct. 3

September 27th, 2011

The MTA Purple Line project team has scheduled a follow up meeting to address questions raised at the Sept. 13 Lyttonsville Station area work session and reported here.

MTA map of Lyttonsville Staion area

MTA map of Lyttonsville Station Area

From the MTA email meeting announcement:

“…We wanted to make you aware of a meeting being held on the Maryland Transit Administration’s (MTA) Purple Line Project. Members of the Lyttonsville and Rosemary Hills communities have requested that the MTA come out and provide additional information on the plans proposed for this area. The meeting will be held on Monday, October 3, 2011 at the Gwendolyn E. Coffield Community Center at 2450 Lyttonsville Road, Silver Spring, Maryland 20910 at 7:00 pm.”

“At the MTA’s meeting held on September 13th, information was presented on some design changes that are proposed for the Lyttonsville Station area. These new proposed plans included a change in the layout of the yard and shop, which would result in a change of where the tracks are located and moving the station to along Brookville Road. At this upcoming meeting the Purple Line Project team members will present additional information, requested by the community, which relates to those proposed changes.”

MTA will also be returning to the area two days later, on Wednesday, Oct. 5, to hold a Connecticut Ave./Chevy Chase Lake Station area work session at Bethesda-Chevy Chase High School, 7 p.m.

New Lyttonsville area Purple Line/trail plans

September 15th, 2011

Cross posted at GreaterGreaterWashington and at Washcycle.

MTA has posted the materials it presented at the Sept. 13 Lyttonsville neighborhood work group meeting. The presentation and project maps are on their website at Lyttonsville station area.

The most useful of these project maps for understanding the new plans for the future CCT through this area is the Design Option Roll Map.

Lyttonsville station area Purple Line map
Partial view of the Design Option Roll Map
(Click on image for the full map.)

I will attempt to list the significant changes for the CCT in the area plan, from the Rock Creek Park east to the CSX corridor. I recommend that the Design Option Roll Map be used to follow along.

  1. At Rock Creek: The CCT remains on the north side of the light rail tracks. The prior plans called for the CCT to switch from the north to the south side of the tracks at the Rock Creek trail bridge. The new plan holds the trail on the north side. The trail bridge is simpler since it does not have to twist under the Purple Line bridge. The access ramp from the CCT down to the Rock Creek Trail would be like before, except that it would be built on the north side of the berm. (Note that this access ramp is still under discussion between MTA and M-NCPPC. There are concerns about cost and the impact on the trees on the side of the berm, and a decision could be taken to just continue to use the existing connection on Susanna Lane.)
  2. At Grubb Road: A new bridge will carry the access path across the Purple Line tracks to the CCT on the north side. The drawings show a long switchback ramp to provide the elevation needed for the new access bridge. But the access path is roughly along the same alignment as the old Brookville Road bridge that crossed over the B&O tracks here long ago. The old bridge abutment can still be seen on the north side of the corridor from the Interim CCT. The railbed elevation is already well below the elevation the access path has now, and I believe the extent of the switchback ramp shown in the drawing is grossly overstated. When I asked Purple Line project manager Mike Madden about this, he indicated the ramp in the drawing was only conceptual and was not based on any elevation measurements, so it is likely overstated in the drawing.
  3. Grubb Road to Steward Avenue: An access trail paralleling the main trail. The drawing shows two trails alongside each other along the south side of Brookville Road. The main CCT is the wider trail (to be 12 feet wide) that is next to the Purple Line tracks. It goes under the Lyttonsville Place bridge and under the relocated Stewart Avenue bridge. The access trail is the narrower trail (to be 8′ wide) that is adjacent to Brookville Road and between Brookville Road and the main CCT. It serves as a Brookville Road sidewalk and also gives access to the main CCT between the Lyttonsville Place and Stewart Ave. bridges. The access trail crosses Lyttonsville Place and Stewart Avenue at-grade at the north end of the bridges.
  4. At the Lyttonsville station: The CCT is on the north side. Under the old plan, the Purple Line tracks and station were on the south side of the storage tracks in this area, and the trail was on the south side adjacent to the industrial lots through this area. Under this new plan, the trail and PL tracks are flipped to the north side closer to Brookville road. Note that MTA is considering moving the transit station location further east, closer to Stewart Ave. This would place the station closer to the entrance to the Walter Reed Annex – the area’s largest employer.
  5. At Stewart Avenue: A grade-separated crossing. It is proposed to shift part of Stewart Avenue to line up with the main entrance to the Walter Reed Annex, and to have Stewart Avenue cross over the CCT and the Purple Line on a new bridge. The old plan had both the trail and transit crossing Stewart Avenue at-grade. This change would remove the only at-grade roadway crossing on the CCT between Bethesda and Silver Spring, making the rebuilt trail 100% grade separated.
  6. At the CSX corridor: A relocated trail bridge. The CCT would cross over the CSX tracks on a new bridge similar to the old plan, but the bridge would be shifted to the north closer to Kansas Avenue. This would not be a significant change for the trail, but does reduce the impact of the Purple Line on Talbot Avenue. Talbot Avenue could remain as a two way street as it is now, and much less r.o.w. would need to be taken from the several homes on Talbot Avenue.

Overall I consider flipping the CCT from the south to the north side to be roughly an even trade for trail users. Access will be slightly more inconvenient from neighborhoods to the south, but easier from the neighborhoods and businesses on the north. The trail will be closer to Brookville Road – with more traffic noise. But it will also have a new grade-separated crossing at Stewart Avenue. Much like the lengthy discussion of north vs. south in Bethesda/Chevy Chase, your preference will be determined largely by whether you live or work on the north vs. the south side of the corridor. As always, much will depend on the details to be developed during the next design phases.

The MTA map of the Impact Comparison shows that the overall footprint of the project is little changed through this area. A few feet of r.o.w. would be taken on the north side, but a comparible area is spared on the south side. The notable exceptions are the parking structure for the Purple Line maintenance yard employees that would be built where the car storage lots are now, and the realigned section of Stewart Avenue that would be built where the landscaping stone storage yard is now.

Some residents from neighborhoods on the south side of the project are making claims that the new plan will impact them much more than the older plan, Proposed Purple Line stop for Silver Spring raises residents’ eyebrows. But I don’t buy it. The most active part of the project, the Purple Line main track and station, are moved farther from the south side neighborhoods. The storage tracks and maintenance building are only a few feet closer to the south side residences than in the older plan, and still have good separation from the residences. The parking structure will be closer to the Claridge House high-rise, but will a parking structure used by the approx. 200 employees really be that much worse than the car storage lots and landscaping business lots that are there now? Detailed noise studies have been promised by MTA.

New plans for CCT at Lyttonsville

September 15th, 2011

Updated with a gmaps aerial photo at 6 pm on 09/15/11

I haven’t posted to this blog recently because the summer has been a quiet period for trail development in the Silver Spring area. But planning activity is picking up now that summer is over.

The MTA briefed local residents on new plans for the Purple Line and CCT in the Lyttonsville area at a neighborhood work group meeting this Tuesday, Sept. 13. The Gazette reports on this meeting at Proposed Purple Line stop for Silver Spring raises residents’ eyebrows. The new plans are significanly different than shown before – the future CCT and the Purple Line work yard are flipped in their positions, so that the CCT is proposed to run along the north side of the Purple Line transit/trail corridor from Rock Creek to the CSX corridor.

I was at the meeting, and my first impression is that this change is roughly neutral for the CCT. The Gazette report mirrors the very negative reaction of the local residents, and is very inaccurate. For example, the Gazette reports the CCT will be moved to the north side of Brookville Road, but the new plan does NOT put the trail on the north side of Brookville Road at all. The new plan has a few benefits for the trail and community that the Gazette does not mention, for example providing a new grade-separated crossing of Stewart Avenue for both the Purple Line and CCT.

MTA promised to post the drawings on their website in a week or so. I will revisit this issue here as soon as the drawings are available, and will show then point-by-point what the changes are for the proposed CCT. You will see why I am so critical of the Gazette report – the drawing shows the Gazette is just so wrong on some of the big “facts” they reported.


I am being taken to task by local residents for my assertion that the local area is so industrial that the proposed changes will not detract seriously from the back yards of the south side residents. While we wait for the MTA Purple Line plans to be posted on the web, I offer the Gmap aerial view below to support my claim. The nearest residential back yards are on the Albert Stewart Lane cul-de-sac, the yards seen below in the lower right corner. They are now separated from the Interim CCT by the landscaping storage yard seen in the center, and will still be separated from the Purple Line storage tracks and Purple Line transit by most of that industrial area after the project is built. Claims that these back yards will be harmed by the Purple Line are gross exagerations.

I also invite everyone interested in this topic to walk or bike the trail here, see the existing uses, and judge for yourself.

View Larger Map

a nature trail

July 19th, 2011

The Washingtong Post has an article on community development around future Purple Line stations, at Lack of money doesn’t stop Purple Line station development plans. The article only discusses the impact of the Purple Line on the trail very briefly, with this quote from Purple Line opponents:

“It would change the trail from what it is today — a nature trail through a quiet community — into a strip of asphalt through an urbanized area,” said Bill Schulz, a board member of Friends of the Capital Crescent Trail.

The Post article does not quote any trail users who support the Purple Line. But the Post print version of the article has a good photo that would have helped Purple Line supporters make their point if they had been asked, available online at: a stretch along Connecticut Ave.

The photo shows trail users at Chevy Chase Lake looking toward the pedestrian barrier at Connecticut Avenue, and watching the many automobiles stream by. This is the “nature trail” to be saved at Chevy Chase Lake? And when did asphalt become a bad thing to have for the Capital Crescent Trail?? Many trail users would agree that a trail bridge and asphalt paving would be welcome here.

Bikes on light rail

July 10th, 2011

The Washington Post has a feature article Phoenix offers lessons for Purple Line that is well worth reading. A photo album and video are with the article that provide a good look at what a modern light rail looks like.

Check out the video to see how well the Phoenix light rail accommodates bicyclists – you can see cyclists boarding about 45 seconds into the video. Smooth!

The future CCT at Chevy Chase Lake

June 11th, 2011

Cross posted at WashCycle and GreaterGreaterWashington.

Chevy Chase Lake is where the Interim CCT crosses Connecticut Avenue. It is now a collection of small shops including Starbucks, two gas stations, a supermarket, a lumber yard, and the 13 story Chevy Chase Land Company office building that has City Bikes at the ground level. HOC residential buildings along Chevy Chase Lake Drive are also part of the sector. Parking lots cover much of the area.

View Larger Map
Interactive Google Map of Chevy Chase Lake

Trail users know Chevy Chase Lake for the long waits
at the traffic light to cross Connecticut Avenue.

Two big projects are coming that will change the trail and Chevy Chase Lake – the Purple Line and the Chevy Chase Lake redevelopment.

The Purple Line – with a CCT bridge over Connecticut Avenue:

The safety and convenience of crossing Connecticut Avenue on the CCT will improve greatly when the Purple Line is built. The plans call for the CCT to cross Connecticut Avenue on a trail bridge alongside the Purple Line light-rail bridge. The trail will have a direct connection to the elevated station platform on the east side of Connecticut Avenue. The MTA aerial photograph below shows the route of the Purple Line and CCT through Chevy Chase Lake, and the location of the station platform. More aerial maps are available at MTA’s Purple Line website that show better detail.

Future CCT bridge crossing of Connecticut Ave.
(source: MTA Purple Line aerial photograph)

The CCT will be elevated through much of the Chevy Chase Lake sector, on the bridge over Connecticut Avenue and at the transit station platform, and on the trail ramps that approach from both sides. This may become important, because future development may bring much local pedestrian activity to the sector. The trail elevation will allow us to keep trail/local pedestrian conflict areas limited to the designated trail access points.

The Chevy Chase Lake redevelopment – two competing visions:

On April 27, 2011 the Chevy Chase Land Company (CCLC) presented its vision for Chevy Chase Lake to the public at the National 4-H Youth Conference Center. That presentation is available as a YouTube video. Several illustrative drawings from that presentation were also shown in the Purple Line Progress Report that PLN President Ralph Bennett presented to the Affordable Housing Conference of Montgomery County on May 9, 2011.

Chevy Chase Land Company Illustrative Site Plan
(click on image for a larger view)

The CCLC vision is for transit oriented development of up to 4,000,000 sq. ft. of mixed commercial/residential uses, with about 3/4 of the development being residential (up to 3000 residential units). Building heights transition from 6 stories high at the edges to up to 19 stories high near the center. The plan features a local street grid with extensive public spaces, a public plaza at the Purple Line station, and neighborhood oriented ground level retail.

CCLC illustrative drawing of proposed Main Street public spaces

Looking west on the proposed Main Street
(the arrow at the left side marks the CCT ramp up to
the light rail station and bridge over Connecticut Ave.)

Montgomery County planning staff released a narrated video to present their very different recommendations for the new Chevy Chase Lake sector plan on June 8, 2011. That video is available on their Chevy Chase Lake webpage. The planning staff is recommending to the Planning Board that a smaller portion of the Chevy Chase Lake Sector be rezoned to allow slightly over 1,000,000 sq. ft. of mixed use (commercial/residential) development, 250,000 sq. ft. now and another 800,000 sq. ft. to be allowed when Purple Line construction begins. This is only slightly greater than that approved now under the current zoning. Building heights would be limited to 65 feet, only about six stories. (The CCLC building already on the site is 13 stories high, and a residential building now stands immediately south of the site alongside the Columbia Country Club that is 18 stories high.)

The CCLC and the Montgomery County planning staff visions differ greatly on the density to ultimately be allowed at Chevy Chase Lake – with the planning staff recommending only a marginal increase in the number of residential units over that already approved. The Montgomery County planning staff will hold a public meeting to present its recommendations at 10 a.m.-noon Saturday, June 18 at the Chevy Chase Village Hall, 5906 Connecticut Avenue.

Does the density at Chevy Chase Lake matter to trail users?

The major features of the CCT itself will not be impacted much by the different levels of density being proposed for the Chevy Chase Lake redevelopment. The trail ramps and bridge will not change, and most of the trail will be separated from the local pedestrian activity by being on elevated structure. Both the CCLC and the planning staff visions call for a public plaza at the Purple Line station, and the CCT would pass through that plaza area. A higher density would make this a more pedestrian active area. But careful design of the pedestrian crossing paths in this plaza will be mandated by the need to keep pedestrians clear of the light-rail activity that parallels the CCT. Pedestrian crossings will likely be focused to only one or two points and this will minimize the trail/pedestrian conflict areas.

A higher density at Chevy Chase Lake will have a bigger impact on trail users when they leave the primary trail in this area. Higher density with taller buildings makes it more likely we will have a good local street grid with public spaces, like that envisioned by CCLC. If the building height is limited to 65′ as called for by planning staff, then a developer must cover more available land with low buildings to get up to the FAR (floor-area-ratio) allowed by the zoning. A smaller project will also give less economic justification to set aside space for wide streets and public spaces, and the County will have less leverage to require these amenities as a condition for the project. There may be less local pedestrian and motor vehicle traffic in a smaller project, but the local street grid may be more limited, streets may be narrower, and space set aside for public use may be smaller so biking conditions could feel congested even with less traffic. Smaller may not be better for bicycle friendly conditions overall.

Trail users don’t have a strong reason to enter the discussion of density at Chevy Chase Lake to protect or advance the CCT. We have other reasons to join the discussion about how our region will grow, however, as members of the community. Trail users are likely to have diverse views about “smart growth” and “transit oriented development”. I’m joining the discussion as an individual in support of a higher density at Chevy Chase Lake. Opportunities for transit oriented development are very limited. We have a strong need for more residential housing to balance with jobs in the Bethesda area – especially for housing close to the National Naval Medical Hospital where up to 2500 new staff positions are coming with BRAC. If we won’t allow more residential housing units here, then where else should it go that is better?

And besides, I want to have one of those residential units. I’d love to live in a place like this.

Running in circles for Chevy Chase (again)

May 31st, 2011

The “Save the Trail” group held another 5K race on May 28, 2011 – much like the one last year. There is a one sided article on the event at the Chevy Chase Patch. There is little new to say about this race – it is still mostly about keeping the Interim Trail as it is, a local neighborhood walking trail that falls far short of being a complete regional trail.

Below is my post about last year’s event. I guess I will just recycle this post each year, since “Save the Trail” keeps singing the same old tune each year.

Posted on May 28, 2010:

Running in circles for Chevy Chase

The “Save the Trail” race has returned for a second year – a 5K race and neighborhood walk will be held at Elm Street Park on Saturday, May 29.

Last year the runners literally ran away from the trail they were claiming to “save”. The race has been changed this year, so the runners will actually use part of the Interim CCT. The race course has been moved to start at Elm Street Park, will be on local streets in the Town of Chevy Chase for a while, then will take runners down a short section of the Interim CCT to Connecticut Avenue and back.

The race has been shortened from last year, to be only 5K. If the race is to showcase a trail the runners wish to “save”, why not have a full 10K race and stay on the Interim CCT for its length, or at least to Rock Creek Park, to showcase it properly? Because any race on the trail that begins in the Town of Chevy Chase has a huge problem: Connecticut Avenue.

View Larger Map
Interim CCT where it crosses Connecticut Avenue

Race organizers cannot stage a competitive race across six lane Connecticut Avenue without shutting it down, and that is a bigger deal than they can take on. But a race from Elm Street Park to Connecticut Avenue and back will only be a 4K race, and who does 4K races? So, race organizers have little choice but to make up some extra distance by having runners go in a circle on the streets of Chevy Chase to beef the race up to a whopping 5K.

If the Purple Line is built, the trail will be finished into downtown Silver Spring, will be paved, will be wider than it is now in many places, and will be given bridges and underpasses for grade separated crossings of all major highways, including Connecticut Avenue. See MTA Fast Facts for more on the plan to finish the trail.

The runners are running in circles to help the Town of Chevy Chase preserve the trail in its unfinished form – best suited for the Town as its own local walking trail. They are running against their own best interests.

A Minneapolis rail-with-trail

May 19th, 2011

Those who follow this blog know I have some interest in rail-with-trail. I had to check out the Hiawatha while in Minneapolis.

Hiawatha light rail and trail.
(Photo taken from the trail bridge over Highway 55,
near the Hiawatha Trail/Midtown Greenway Trail junction.)

A typical Hiawatha Trail section.
A simple fence is all that separates the trail from rail.

Pedestrian crossings of the light-rail tracks are simple,
typically at-grade crossings with warning signals.

I’m revealing no secrets to report on the compatibility of the Hiawatha light-rail and trail. The blog rails-With-trails has photos and video at railswithtrails/hiawathatrail.

The Hiawatha Trail is safe, attractive and well used even though it has only a simple fence for separation from the light-rail. Consider what is planned for the Capital Crescent Trail alongside the Purple Line, a rendering is at

The CCT will have more horizontal and vertical separation, more landscaping in the buffer, possibly green treatment for the tracks, more attractive fencing. The Hiawatha clearly demonstrates that claims the Purple Line will destroy the trail are hyperbolic.

NiceRide, and yet another CCT

May 16th, 2011

I’m in Minneapolis for a convention – my wife’s convention, I’m the spouse free to explore the city while she works. It is ironic that I have traveled 900+ miles to get my first experience with bike share when we have the best bike share system in the nation right next door to my Silver Spring home, in the D.C. Capital Bikeshare.

Nice ride station at the University of Minnesota East Bank Campus
The Washington Ave. Bridge is in the background

The Nice ride system appears to be the same as our own Capital Bikeshare system, except that the bikes are lime green. I’m impressed with how well the system works, at least for a tourist just trying to see the sights. I’ve taken 10 rides in two days, and have found the system to be very easy to use. I’ve never found a bike station that had no bikes or no empty spaces. The only glich so far has been one station kiosk that balked briefly when I tried to exchange a bike that was nearing its 30 minute free limit for a fresh bike – and that was quickly resolved by a phone call to the trouble number displayed at the kiosk. I’m impressed, and I’m starting to think our own Capital Bikeshare system can work in Silver Spring if it has the right distribution of stations.

The east end of the two deck Washington Ave. bridge
The upper deck has an enclosed pedestrian walkway and a bike path,
Light rail construction is underway on the lower deck, left (south) side

And I’ve found yet another CCT in Minneapolis, to confuse acronyms with our own Capital Crescent Trail and the Corridor Cities Transitway. Minneapolis will soon have its own CCT in the Central Corridor light-rail Transit now under construction. Minneapolis already has the Hiawatha light-rail that extends from downtown Minneapolis south through the airport to the Mall of America. This new light-rail line will share the rail and stations with the Hiawatha line in downtown Minneapolis, then will head east across the Mississippi River on the lower deck (south side) of the Washington Ave. bridge, through the center of the University of Minnesota, and continue on to Saint Paul.

Looking west on the Washington Ave. Bridge bike path
The enclosed pedestrian walkway is on the left

Looking north from the Washington Ave. Bridge

If you are ever in Minneapolis, you should explore the Mississippi River bridges by bike. Almost all the bridges are very accessible by bike, and several have full width bike paths. The views are spectacular. We talk about “complete streets” that provide for bike and ped traffic. Minneapolis has “complete bridges”.

Looking west across the Stone Arch Bridge.