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As prepared for delivery

Mutual aid has been a backbone for our communities during the COVID-19 pandemic. These programs have helped many neighbors survive, and in some cases, even thrive.

I’m here today to talk about a mutual aid program specifically focused on transportation: BikeMatchDC. Since we launched on March 30, 2020 BikeMatchDC has been connecting people in DC who have an extra bicycle with people who need a bike to get around.

As our city came to a grinding halt last year, essential workers who had relied on public transit were looking for a COVID-safe way to get to work. Based on a similar idea in NYC, BikeMatchDC was born. Drivers were staying home and our streets were quiet. Essential workers and others quickly discovered biking on our wide-open streets was a quick, safe, cost-efficient way to commute… if these workers could find and/or afford a bike.

As soon as we launched our website, we were connecting people who had working bikes they no longer used with essential workers and others who needed to get around. As soon as somebody submitted a bike, we connected them with a recipient.

We’ve matched bikes with:

•  Hospital staff – nurses, doctors, and importantly, support staff like janitors
• Food delivery workers
• Grocery store workers
• Mutual aid volunteers
• People who live in food deserts that needed a bike to get to the grocery store or run other critical errands

In the program’s first month, we match 60 bikes. This past week, we’ve matched about 10 bikes. To date, we have matched bikes with nearly 200 essential workers, made hand offs in every ward, as well as in Maryland and Virginia. As bikes were flying off the shelves at our local bike shops, we continued to source bikes from neighbors, strangers, some companies pooled together their employees to find bikes, Bikes for the World in Rockville donated upwards of 50 bikes to the program, our friends at BicycleSPACE set up a sponsorship for community members to buy new bikes for our recipients, we even received a grant from the Awesome Foundation to get more bikes. As quickly as we can get our hands on bikes, we’re matching them with essential workers. To put it frankly, we have been busting our butts to get more butts on bikes (and we still have a backlog of requests)!

But, and there’s always a but, the District hasn’t kept up with the bike boom and we still don’t have enough safe spaces to ride. While DDOT has built some protected bike lanes during the public health emergency, connections are sorely lacking. The Crosstown Cycletrack, for example, provides a vital east-west connection and also access to numerous hospitals. However, the western side of the cycletrack dumps you onto Kenyon Street, a two-lane road with speeding drivers, and the eastern side dumps riders on Michigan Avenue – just a few blocks from where a delivery worker on a bicycle was killed earlier this month. And have you tried to bike to any of the other hospitals or essential services like grocery stores or COVID testing sites? In wards 1, 2, parts of 4 and 6, there may be some infrastructure – mostly painted bike lanes which offer bicyclists a false sense of security, and a growing number of protected bike lanes. But biking to these services especially in wards 3, 5, 7 and 8 leaves a lot to be desired.

We, DC, had an opportunity to transform – to reimagine transportation in our city during the pandemic. We knew from the day the public health emergency was declared that biking was going to be one of the safest, accessible ways to get around. Bike shops fought to be declared essential businesses. More than 700 advocates signed a petition begging the Mayor Bowser and DDOT to give us safe spaces to bike, walk and recreate. As cities across the world and North America made space for people – Oakland, Montreal, Bogota, Paris… The District government threw up its hands. Even the National Park Service responded by closing Beach Drive, Anacostia Drive and Fort Dupont Circle to drivers.

Eventually, DDOT spent money on pretty Slow Streets signs that are unclear to users, easily knocked over and often placed where they can’t affect anything. Slow Streets were supposed to be self-enforcing and create safe spaces for people to walk and roll while maintaining social distance. Like our protected bike lane network, Slow Streets a disparately placed. Users are often subject to drivers who don’t understand the concept. Slow Streets should have been a backbone for our BikeMatchDC recipients who were already putting so much on the line just to show up to work every day, and they failed.

As you recall, at the Slow Street Roundtable this committee held in November, DDOT said they were putting up additional signage for drivers. I’m sure by now you’ve seen the flimsy additions of the red map of the District with “Slow Streets Pilot” written on it. This still doesn’t tell drivers, bicyclists, pedestrians – anybody really – what these streets are to be used for. Our neighbors in Montgomery County signed their Slow Streets with yellow diamond with a bike and pedestrian on it.

The short of this is that DC really dropped the ball on the transportation front when it came to responding to the pandemic. The demands and desires were very clear early on. The roads were devoid of cars. Examples of the possibilities were popping up all over the world as we all settled into our new realities. DC let down all the people who took up biking – for transportation and recreation – during the pandemic.

But we can still change and we can still make safe spaces for people to bike as we roll toward re-opening and the new normal. DDOT needs to continue to build out the protected bike lane network and focus on connections – connecting protected bike lanes to one another, connecting bike networks between ward – especially East of the River, connecting bike lanes to essential services, schools and amenities. There’s no reason why people who took up biking during the pandemic should be compelled to drive – especially to school or to work. Study after study has shown: when you build safe spaces for people to bike, they will come on bikes (and scooters and skateboards and other forms of mircomobility!). We’ve seen this in the “before-times” (like Amsterdam, Beijing or Tokyo), and we’ve seen this during COVID-times (like in Paris). Now is our chance to make it a reality here in our beloved Washington, DC.

Testimony of Rachel Maisler, 
Chair and Ward 4 Representative, DC Bicycle Advisory Council
Community Member for Transportation, Age-Friendly DC Task Force
DC Council Committee on Transportation and Environment Public hearing on:
B23-242, the Bicycle Advisory Council Expansion Amendment Act of 2019;
>B23-257, the Mandatory Protected Cycling Lane Amendment Act of 2019;
B23-288, the Vision Zero Enhancement Omnibus Amendment Act of 2019;
B23-292, the Curb Extensions Act of 2019;
B23-293, the Cyclist Safety Campaign Amendment Act of 2019
B23-412, the Ignition Interlock Program Amendment Act of 2019; and
B23-415, the Vision Zero Distracted Driving Amendment Act of 2019
Thursday, October 24, 2019

As prepared for delivery

I’m here today because I don’t smile when I ride my bike in DC. I don’t smile as a pedestrian, I don’t smile as a driver, or even as a public transit user. Instead, I practically cower in fear that this trip could be my last. Will a driver barreling down the street crash into me? Or will I be able to complete another trip unscathed? These aren’t rhetorical questions. Our roads are a patchwork of utility cuts and ambiguous road markings, riding in our bike lanes is akin to a game of Frogger, add aggressive or inattentive drivers to this mix and you’ve got the Washington, DC travel experience. 

My name is Rachel Maisler. Today I’m testifying in my capacity as chair and Ward 4 representative of the DC Bicycle Advisory Council. I also serve as the Community Member for Transportation on the Age-Friendly DC Task Force, and am on the steering committee of the newly-formed DC chapter of Families for Safe Streets. In all these roles, I’m working toward a single goal: eliminating traffic fatalities in the District of Columbia. 

I applaud this Council for introducing sevenbold bills since this spring aimed at helping the District accomplish the goal of zero traffic fatalities by 2024. However, thinking about why we’re sitting here today makes me sick to my stomach and brings tears to my eyes. Not a single day goes by where I don’t think of the vulnerable road users who have been killed by drivers in DC, and one in particular. 

There are many proposals in the today’s bills that the Bicycle Advisory Council supports, and even reflect some of our previous recommendations. However, there are also some gaps in these bills. Because of the time limit, I’ll provide brief insight on each bill. The BAC will submit a formal written testimony as well. 

B23-242: BAC Expansion Amendment Act of 2019

In May, the BAC submitted a comment to Councilmember Todd supporting the addition of DPW to the BAC. We also recommended expanding the legislation to add a scooter rider to our Council. Between bike lane maintenance and parking enforcement, DPW plays an incredibly important role in bicyclist safety. DPW definitely needs to be at our table. 

B23-257: Mandatory Protected Cycling Lane Amendment Act of 2019

The BAC’s most frequent recommendation to Council and DDOT is that paint isn’t protection and we need a connected and protected bicycle network in Washington, DC. This legislation would require DDOT to build protected bike lanes or cycletracks when they engage in road reconstruction, major repair, or curb or gutter replacement on that road segment. We urge Council to strengthen and pass this legislation. 

B23-292: Curb Extensions Act of 2019

Universal design, like curb extensions that reduce crossing distances for pedestrians, makes our roads safer for all users. Curb extensions would also slow down drivers when they’re making turns – which is when bicyclists are particularly vulnerable to conflict. Many members of the BAC, myself included, support this legislation. 

B23-293: Cyclist Safety Campaign Amendment Act of 2019

Quizzing drivers about bicyclist safety on their initial driver’s test is a great start, but in my opinion, this bill doesn’t go far enough. Every time somebody transfers their driver’s license from another state to DC, they should have to take a test. Every time somebody gets a moving violation in the District of Columbia, they should have to take a test. 

B23-412: Ignition Interlock Program Amendment Act of 2019

I don’t see any reason not to support this legislation. 

B23-415: Vision Zero Distracted Driving Amendment Act of 2019

I don’t see any reason not to support this legislation, however, recommend Council change “accident” to “crash” on all references. 

B23-288: Vision Zero Enhancement Omnibus Amendment Act of 2019

Better street design makes our roads safer for everybody. The entirety of DC is urban, and there’s no reason why lanes on Florida — or any — Avenue should be as wide as the lanes on the Florida Turnpike. Our policies and road designs should make it impossible for a driver to reach a speed of 68 or 78 miles per hour.  

The Vision Zero Enhancement Omnibus Bill is a good start. There are many policies in this legislation that the BAC has discussed and agreed upon during my tenure, including: 

• Quicker implementation of safety measures at high-risk intersections. Every summer, members of our group stand on street corners with DDOT reviewing why these intersections are so dangerous. For example, in June of 2017, I stood on the corner of 7^thand K Streets NW for one of these meetings. DDOT, the Mt. Vernon BID and other attendees discussed many solutions to help make this intersection safer. As far as my naked eye can see, no changes have been made here since then. 
• We support the pick-up/drop-off zone proposal but recommend said zones should not be directly adjacent to bike lanes as that would increase the risk for dooring. 
• I support the Complete Streets Project delivery process.
• The enhancements to the Multi-modal Long Range Transportation plan, including the goal drastically reducing commuter trips in private vehicles. 
• Lowering the speed limit throughout the District (but we need enforcement to support this change if passed)
• Banning right turns on red – If I had to pick one proposal on the table today, this would be it – second would be lowering speed limits. 
• I support allowing DPW and other enforcement agencies to issue parking tickets based on photos. Far too often, I call 311 to report dangerously parked vehicles in bike lanes and cross walks, and far too often it takes DPW hours to respond. 
• I support stronger efforts to get vehicles with unpaid citations off the road – why 5? Lower it to three. The ride-hail driver that tried to run me over last night has two outstanding tickets from this past month alone. We need to get these cars off the road before their drivers kill somebody else.  

Ultimately, we need Council to enact and fund these proposals so DDOT and other District agencies can start delivering policies, programs and infrastructure that will save lives. Don’t get me wrong, this is a great start. But we can and must do better! Shortly/you just heard from fellow BAC member David Cranor about ways you can strengthen this legislation. 

Vision Zero is very much painted as a transportation and enforcement campaign, but public health plays a huge role. We need to do a better job of quantifying the number of people injured in traffic crashes who do not file police reports. As you’ll hear from fellow BAC member Jeff Johnson, we need the DC Department of Health to establish a trauma registry. 

Residents of DC need you to strengthen, fund and implement the policies that will save lives. While I hope you finalize the provision to lower speed limits throughout the District, I hope that doesn’t slow down the mark-up and final votes on these bills. 

At the end of the day, we all know that to get to Vision Zero, we need to drastically reduce the number of drivers on the roads in DC. Fewer vehicles means fewer opportunities for conflicts with vehicles. While these bills all include valuable safety measures that will protect vulnerable road users, they fail at prioritizing public transportation. Affordable, reliable, efficient, equitable public transportation is what will get people out of their cars and DC to Vision Zero. Thank you. 

Testimony of Rachel Maisler, Chair & Ward 4 Representative, DC Bicycle Advisory Council for the Performance Oversight Hearing: Committee on Transportation & the Environment

February 25, 2019

As prepared for delivery

Good morning Chair Cheh, members of the Committee. My name is Rachel Maisler. I am the chair of the Bicycle Advisory Council and represent Ward 4. The Bicycle Advisory Council is comprised of 13 citizen members – one to represent each Councilmember, as well as representatives from the Department of Transportation, Metropolitan Police Department, Office of Planning, Department of Parks and Recreation, and DC Public Schools. Today I will provide you with an update on the current state of bicycling in Washington, DC.

First, I want to thank the members of the BAC as well as District agency staff who attended our six bi-monthly meetings, as well as numerous committee meetings throughout the last year. Staff from DDOT and the Office of Planning were at the table for every full BAC meeting in FY2018; representatives from MPD attended many meetings as well. I also want to thank the members of the public who attended our meetings. The partnership between the BAC, District agencies and the public has enabled our members to provide informed advice and comments to District and federal agencies when relevant to bicycling in DC.

In 2018, the BAC, as a council and as individual members, submitted comments and testimonies on bicycle regulations, snow removal operations, dockless bikeshare regulations, Vision Zero, and the Long Bridge project.

Now, for the current state of bicycling in Washington, DC. One of the biggest issues bicyclists of all ages, races and socioeconomic backgrounds face is safety. You ask any person biking in DC, and they will regale you with stories of near-misses or worse and the culprit is usually a driver.

As you are aware, 2018 was a deadly year for cyclists in DC. Three cyclists, Malik Habib, Jeffrey Long and Thomas Hollowell, were killed in entirely preventable crashes, compared with two cyclists in 2017. However, the number of reported major and minor crashes in 2018 are lower than in 2017. There were 20 fewer major injuries and nearly 60 fewer minor injuries last year. Beyond these statistics, it’s hard to track whether bicycle safety has improved in the District. Many minor injuries, for example, are not reported.

In 2018, many cyclists routinely took to social media and apps (i.e. Bike Lane Uprising[1]and How’s My Driving DC[2]) to document the dangerous driver behavior and bike lane obstructions they face every day. The reporting via these platforms underscores not only flaws in design, but the important role agencies that have traditionally not engaged with the BAC have in bicyclist safety.

The Department of Public Works is responsible for parking enforcement and the removal of leaves and snow from bike lanes; The Department of For Hire Vehicles oversees taxis as well as the ride-hailing services. Bike lanes that don’t have physical protection offer cyclists a false sense of security from drivers, especially when parking enforcement prioritizes resident parking violations over traffic safety violations. Of the 1.3 million parking tickets DPW issued in 2018, only 1,723 were issued for bike lane violations.[3]Bicyclists filed numerous complaints about taxi and ride-hail drivers. The agency investigated each complaint, and in many cases reprimanded or educated the driver.

The Mayor’s renewed commitment to the Vision Zero initiative is encouraging, but completely reactive to a deadly year for cyclists and pedestrians. This Council submitted a letter[4]to the Mayor, DC Council and heads of agencies responsible for implementing Vision Zero. The letter outlines many recommendations for creating a safer environment for all people traveling in Washington, DC. We continue to stand by what we wrote, and look forward to working together with agencies toward Vision Zero. Additionally, I hope the Vision Zero Enhancement Amendment Act of 2018 will be reintroduced and passed by Council during this legislative period.[5]

For its part, members of the BAC worked diligently to engage with agencies throughout the District government to educate leadership and staff about their role in protecting bicyclist safety. As a group and as individuals, the BAC took an active role in the September Roundtable hearing to examine the state of Vision Zero in the District and how it should be improved. BAC members took part in several councilmember bike rides to examine bicycling conditions in the District. We also traveled with DPW enforcement staff to explain the need to ticket vehicles in bike lanes and to better understand from their point of view the problems these city employees face. We rode along with an MPD Traffic Enforcement Officer to observe their interactions with motorists and other road users, and provide insights on obstructions bicyclists face in DC. The BAC saw a renewed commitment from MPD in working together toward the common goal of Vision Zero. We worked with the Department of For Hire Vehicles to update their complaint form to allow bicyclists to report taxi drivers or ride-hail operators blocking the bike lane, and learned from DFHV about vague laws about taxi drop offs that DDOT has proposed regulations to clarify. We also regularly attended hearings and commented on DDOT proposed transportation plans. We hosted “moving meetings” on bicycle facilities with representatives from DDOT that were consistently informative, impactful and educational. We are confident these activities are helpful in our advisory capacity to improving bicyclist safety in our city.

It is our hope the state of safety for bicyclists in the District of Columbia will continue to improve, and I will be able to report such at this hearing next year. To help accomplish this, the BAC will focus on:

• Building our partnership with the Metropolitan Police Department to improve bicycle safety and traffic control.
• Working with DDOT to improve bicycle facilities throughout all eight wards.
• Advising Council and District agencies on matters pertinent to bicycling through public comments, testimony and letters.

But as a volunteer citizen advisory council, there is only so much we can do. We need you, Councilmembers, to prioritize the lives of road users not traveling in cars if we’re going to lower the number of bicyclist injuries and fatalities next year.

We need you to enhance DDOT’s ability to maintain, repair, improve the condition of DC streets, such as removing potholes, promptly filling utility cuts and re-painting current bike lanes.

We need you to hold DDOT accountable for completing critical safety projects that have faced a myriad of delays like:

• Eastern Downtown Protected Bike Lane
• Florida Ave NE Streetscape
• Rock Creek Park Trail Rehabilitation
• DC Streetcar flange filler investigation and H St. traffic calming improvements
• Alabama Ave SE Bike Lanes
• Pennsylvania Ave SE Protected Bike Lanes
• South Capitol St. Trail
• Western Downtown Protected Bike Lanes
• K St. NW and K St. NE Protected Bike Lanes

(We thank our friends at the Washington Area Bicyclist Association for compiling this list.[6])

We need you to continue to allocate funds for the expansion of Capital Bikeshare, especially in Wards 7 and 8, and to support the addition of more e-Bikes to the fleet.

We need to you allocate funding to build adequate bicycle facilities in every Ward of the city.

We need you to provide more funding and resources for DPW to boot, tow and impound vehicles with excessive unpaid tickets.

We need you to pass tougher legislation on distracted driving, fund the Enhanced Penalties for Distracted Driving Amendment Act of 2015[7], and support more stringent enforcement of existing laws.

At the end of the day, anybody who wants should be able to ride a bike in DC without fear of death or major injury. And we need you to continue to hold District agencies accountable for achieving this goal.

Thank you.

[1]https://www.bikelaneuprising.com

[2]https://twitter.com/howsmydrivingdc?lang=en

[3]https://wtop.com/dc-transit/2019/02/d-c-parking-ticket-revenue-declining/

[4]https://drive.google.com/file/d/1edGolsCDIHkKhk33ZdngsGcuMTGodf76/view

[5]http://lims.dccouncil.us/Legislation/B22-1038

[6]https://www.waba.org/wp-content/uploads/2019/01/DC-Delayed-Projects-Update-Letter.pdf

[7]http://lims.dccouncil.us/Legislation/B21-0021?FromSearchResults=true

Testimony of Rachel Maisler,
Ward 4 Representative, DC Bicycle Advisory Council for the
Transportation & the Environment & Judiciary & Public Safety Joint Public Roundtable on the Implementation of the Vision Zero Initiative and the Bicycle and Pedestrian Safety Amendment Act of 2016
September 27, 2018

My name is Rachel Maisler, I’m an avid cyclist, and I represent Ward 4 on DC’s Bicycle Advisory Council[1]. Thank you for taking the initiative to host this roundtable on Vision Zero. However, I’m horrified that we have arrived at the point where this hearing is more than necessary.

We’re here today because the number of traffic-related fatalities has been going up since Mayor Bowser announced Vision Zero in 2015 and not down. We’re here today because Malik Habib, Jeffrey Hammond Long, Carlos Sanchez-Martin, Thomas Hendricks Hollowell, and 23 other individuals[2] have been killed by vehicles on DC this year and can no longer speak for themselves.

As you are aware, the bike community initially called for this hearing after two cyclists were killed on DC roads this summer. The first was Malik Habib. On June 23, he was riding his bicycle home from work on the 300 block of H Street NE when his tire got caught in the streetcar rail and he was crushed by a charter bus. According to the police report, the bus continued on its path, and it’s unknown whether the driver or passengers were even aware of the collision. Mr. Habib was 19 years old and didn’t deserve to die.

Just two weeks later on July 7, Jeffrey Hammond Long was riding his bike to yoga in the protected bike lane on M Street NW when the driver of a refrigerated box truck made a right turn across the bike lane striking and pinning Mr. Long. According to the police report, the driver didn’t see Mr. Long as they made the hairpin turn. Mr. Long was 36 years old and didn’t deserve to die.

After each of these two tragedies, we planned memorial rides, not only to remember those we lost, but to bring attention to the safety issues that plague cyclists every day and cost these individuals their lives. At each of these rides, we called for immediate safety fixes to prevent future crashes, but also for a public hearing: for DC Council to hold the agencies responsible for implementing Vision Zero accountable.

On H Street, we called for:

• Rubber flaps on the streetcar rails.
• A speed plan and enforcement on the H street corridor.
• Protected bike lanes on the parallel G and I Streets.

On M Street, we called for:

• Parking to be removed at the intersection of M Street & New Hampshire Avenue.
• The intersection to be repainted.
• No turns on red in the Central Business District and Golden Triangle.

To their credit, the District Department of Transportation responded to some of the action items we called for: they removed parking spaces that were blocking sightlines on M Street and put “traffic calming” flexiposts at the intersection of 3^rd and H NE. At the BAC meeting earlier this month, DDOT said they discovered there were no speed limit signs on H Street and were in the process of installing news ones. By the way, the speed limit on H is 25 miles per hour. We haven’t heard from MPD.

This past Thursday, the Bicycle Advisory Council sent a letter to Mayor Bowser, Deputy Mayor for Public Safety Kevin Donahue, DDOT Director Jeff Marootian, DPW Director Christopher Shorter, Police Chief Peter Newsham, Department of Motor Vehicles Director Lucinda Babers, and Interim Chief Technology Officer Barney Krucoff. I had intended to talk about the recommendations in that letter here today, but unfortunately since Friday, two more individuals have lost their lives on DC roads.

I had thought the events this past summer and the letter would serve as the tipping point for the DC government to redouble their efforts in reducing traffic fatalities. I thought this roundtable would lead us to an updated Vision Zero action plan and help us citizens continue to hold our government agencies accountable for protecting all road users.

Silly me.

On Friday, Carlos Sanchez-Martin was struck, pinned, and killed by an SUV driver as he rode a rented scooter around Dupont Circle.

We held a memorial ride for him last night. We called for:

• Protected infrastructure around Dupont Circle for scooters, bicycles, and other personal mobility devices.
• Raised crosswalks and crossing times long enough for pedestrians to make it across all travel lanes without getting stranded on an island.
• Improved way-finding signage and road markings for motorists.

Mr. Sanchez-Martin was 20 years old and didn’t deserve to die.

And I can’t even believe I have to say this, but as I was literally writing this very testimony, Thomas Hendricks Hollowell was riding his bike to work on Monday when he was struck and killed by a driver running a red light at 12^th and Constitution NW. The driver fled the scene. Dr. Hollowell was 64 years old and didn’t deserve to die.

Road safety is an issue that affects all users – from daily commuters to the nearly 20 million tourists that flock to DC each year. Whether on foot, on bicycle, on scooter, skateboard, moped or car, every single road user should be able to travel safely in Washington, DC.  Yet given the statistics[3], I’m asking you, as well as the DDOT, Metropolitan Police Department, Department of Public Works, and other agencies: What do we need to do to keep people from getting killed on our roads?

I realize I’m one of the lucky cyclists. I’ve had my fair share of near misses and only sustained minor injuries from being doored once. But my ability to travel safely shouldn’t be a matter of luck. Almost every time I ride my bike, I encounter cars parked in bike lanes forcing me to swerve into traffic, impatient drivers looking for their first opportunity to wiz past me on narrow streets, oblivious drivers making turns across the bike lane. I’m forced to make split-second decisions that can prevent a trip to the ER or worse without the protection of a steel cage. Sure, I wear a helmet and use bike lights, but those aren’t going to save my life if I get run over by a box truck or struck by a speeding vehicle. My protection is attentive drivers who respect the rules of the road. My transportation choice shouldn’t be a death sentence. But, I also realize how lucky I am that using my bicycle as transportation is a choice. There are many people who ride bikes as transportation because they can’t afford other options.

After hearing of Dr. Hollowell’s death on Monday, I sent this haiku to Jeff Marootian:

There are no more words
Two traffic deaths this week alone
We need to save lives

I wish we didn’t have to be here today. I wish that traffic fatalities were declining, rather than increasing in our city. I wish I didn’t have to plan two memorial bicycle rides for the cyclists killed by drivers over the summer, yesterday’s scooter memorial ride, and yet another memorial ride for Dr. Hollowell. When will these senseless deaths end?

[1] http://www.bikedcbike.org

[2] as of 12 p.m. on September 25, 2018

[3] https://mpdc.dc.gov/page/traffic-fatalities