Posts by Dan Malouff
|Dan Malouff is a professional transportation planner for Arlington County, but his blog posts represent only his own personal views. He has a degree in Urban Planning from the University of Colorado, and lives car-free in Washington. He runs BeyondDC and contributes to the Washington Post .|
What that really means: Safety certification will continue, but DDOT won't announce any more opening dates until they're sure. And Dormsjo will reorganize DDOT's streetcar management team.
Several times under former Mayor Gray, DDOT announced potential opening dates for the streetcar. But in all cases those dates were goals, and at least some of them were clearly based on political wishful thinking. But the public perceived them as solid deadlines, and missing them has contributed to souring public support for the project.
Now, Dormsjo says that's over. DDOT will no longer make public predictions about the coming opening date. That's probably good news.
On the other hand, there's a lack of trust between DDOT and the public right now, and clamping up entirely will not repair it. It's well and good for DDOT to cease making poor predictions, but "trust us, we're working on it" won't be a satisfactory answer for long.
What sort of reorganization Dormsjo has in mind is not yet public info.
WAMU reporter Martin Di Caro is live-tweeting streetcar news today, and will likely have the full story later.
What if instead of carrying around a hand-held bike lock, your bike was its own lock? That's the premise behind the Yerka Project, an attempt to design an "unstealable" bicycle.
The ingenious design works like this: The bike frame's down tube splits into two pieces, each of which then twists so it's perpendicular to the rest of the frame. Once the two pieces are turned 90 degrees, the bike seat pulls out of its tube and slides into the down tube pieces, like a giant lock.
Thus, the frame of the bike becomes its own lock. The only way for a thief to break the lock is to break the entire bike.
There is a weakness, though: individual components of the bike are still vulnerable. It's only the frame itself that's unstealable.
So far the designers have only produced a prototype, but the concept is straightforward enough that it could easily find its way to an assembly line. There are fewer moving parts than on a folding bike.
Still unsure how it works? Watch this example video:
Cross-posted at BeyondDC.
There is much confusion over what separates streetcars from light rail. That's because there's no single easy way to tell, and many systems are hybrids. To tell the difference, one has to simultaneously look at the tracks, train vehicles, and stations.
San Francisco's Muni Metro runs both in a dedicated subway and on the street in mixed traffic.
Is it a streetcar or light rail system? Photos by Matt Johnson and SFbay on Flickr.
It's hard to tell the difference because streetcars and light rail are really the same technology, but with different operating characteristics that serve different types of trips.
The difference, in a nutshell
Theoretically light rail is a streetcar that, like a subway or el, goes faster in order to serve trips over a longer distance. But what does that mean in practice?
There are several features of tracks, vehicles, and stations that both streetcars and light rail sometimes have, but which are generally more common on light rail. Thus, although there's no single separating test that can tell the two apart with 100% accuracy, it's usually possible to tell the difference by looking at several factors simultaneously.
Image by the author.
Let's look at each of those factors, one by one.
Lanes and tracks
It's a common misconception that streetcars always run in mixed traffic with cars, while light rail has its own dedicated track space. That's often true, and it's such a convenient and easy-to-understand definition that I've been guilty of using it myself. But it's wrong.
There are too many exceptions to that rule to rely on it completely. Sometimes (though rarely) light rail lines run in mixed-traffic, and there are plenty of streetcars with their own right-of-way. Some streetcars even have subways.
Compare Sacramento's mixed-traffic light rail with Philadelphia's streetcar subway, for instance:
Left: Sacramento light rail in mixed traffic. Photo by Flastic on Wikipedia.
Right: Philadelphia streetcar in a subway. Photo by John Smatlak on Flickr.
In fact, practically every mixed-traffic streetcar has at least a short section of dedicated track. That's true in Atlanta, Seattle, Tucson, even DC. Those streetcar lines don't suddenly become "light rail" for one block just because they have a dedicated lane somewhere. It's just not that simple.
Left: K Street transitway. Image from DC Streetcar.
Right: Toronto's Saint Clair transitway. Photo by Sean Marshall on Flickr.
There are too many streetcars with dedicated lanes for that to be a reliable indicator on its own. Too many lines that mix dedicated and non-dedicated sections. Certainly it's an important data point; certainly it's one factor that can help tell the difference. But it's not enough.
An even simpler definition might be to call anything with tracks in the street a streetcar, and anything with tracks elsewhere light rail.
But that's not reliable either, as Portland and New Orleans illustrate:
Left: Portland light rail. Photo by BeyondDC.
Right: New Orleans streetcar. Photo by karmacamilleeon on Flickr.
Salt Lake City muddies the water still further. Its "light rail" mostly runs in the street, while its "streetcar" runs in an old freight train right of way, almost completely off-street.
Left: Salt Lake City light rail. Photo by VXLA on Flickr.
Right: Salt Lake City streetcar. Photo by Paul Kimo McGregor on Flickr.
Vehicles and trains
If tracks on their own aren't enough to tell the difference, what about vehicles?
It's tempting to think of streetcars as "lighter" light rail, which implies smaller vehicles. Sometimes that's true; a single DC streetcar is 66 feet long, compared to a single Norfolk light rail car, which is over 90 feet long.
But not all streetcars are short. Toronto's newest streetcars are 99 feet long.
In fact, many light rail and streetcar lines use the exact same vehicles. For example, Tacoma calls its Link line light rail, and uses the same train model as streetcars in Portland, DC, and Seattle, while Atlanta's streetcar uses the same train model as light rail in San Diego, Norfolk, and Charlotte. And Salt Lake City uses the same train model for both its streetcar and light rail services.
Left: Tacoma light rail. Photo by Marcel Marchon on Flickr.
Right: Portland streetcar. Photo by Matt Johnson on Flickr.
Left: San Diego light rail. Photo by BeyondDC.
Right: Atlanta streetcar. Photo by Matt Johnson on Flickr.
And although streetcars often run as single railcars while light rail often runs with trains made up of multiple railcars, there are exceptions to that too.
San Francisco's Muni Metro and Boston's Green Line definitely blur the line between streetcar & light rail, perhaps more than any other systems in North America. Some might hesitate to call them streetcars. But they both run trains in mixed-traffic with cars, and some of those trains have multiple railcars.
Meanwhile, many light rail systems frequently run single-car trains, especially during off-peak hours.
Left: Norfolk light rail with a single car. Photo by BeyondDC.
Right: San Francisco streetcar with two cars. Photo by Stephen Rees on Flickr.
Stations offer some help, but no guarantee
Light rail typically has bigger stations, while streetcars typically have smaller ones. A big station can sometimes be a good clue that you're likely dealing with light rail.
For example, look at Charlotte and Portland:
But that's only a general guideline, not a hard rule. Just like tracks and vehicles, there are many exceptions. Light rail often has small stops, and streetcar stations can sometimes get pretty big (especially when they're in a subway).
This light rail stop in Norfolk is smaller than this streetcar stop in Philadelphia, for example:
Stop spacing and route length
Probably the most reliable way to tell streetcars apart from light rail is to look at where the stations are located. Light rail lines typically have stops further apart from each other, on lines covering a longer distance.
This chart explains the difference:
This is the definition transit expert Jarrett Walker favors, and if you have to pick just one or two factors to consider, stop spacing and route length are the best.
But even this is no sure way to categorize all lines as either streetcars or light rail. It might be easy to tell the difference between something with stops one block apart (theoretically streetcar) versus stops two miles apart (theoretically light rail), but what if the stops are 1/4 mile apart? Or what if the gaps aren't consistent? There's no clear place to draw the line.
Furthermore, Walker's graphic itself illustrates exceptions to the rule. The top line shows a light rail route with stops close together downtown, the third line shows a streetcar with some sections that have far-apart stations, and the fourth line shows a very long streetcar.
There are certainly plenty of real-life examples of those exceptions. Before Arlington, VA cancelled its Columbia Pike streetcar, DC and Arlington were considering linking their streetcars with a bridge over the Potomac River. Had that happened, there might have been a mile-and-a-half between stops.
Certainly station spacing and route length provide a convenient general rule, but only that. There's no hard boundary where everything to one side is streetcar, and everything to the other is light rail.
To really know the difference, look at everything
There are seven factors that light rail usually has, but that streetcars only sometimes share: Dedicated lanes, off-street tracks, bigger vehicles, multi-car trains, longer routes, bigger stations, and long distances between stations.
No single one of them provides a foolproof litmus test, because sometimes streetcars have each of them, and sometimes light rail doesn't. But if you look at all seven together and determine which direction the majority of a line's characteristics point, over the majority of its route, then you can usually sort most lines into one category or the other.
For example, DC's H Street line fits neatly into the streetcar category, because it runs in the street almost totally in mixed traffic, with small vehicles on single-car trains, along a short route that has frequent, small stations. Even if DDOT builds the K Street transitway and a dedicated-lane streetcar on Georgia Avenue, the majority of the seven factors will still point to streetcar.
On the other end of the spectrum, Seattle's Central route is squarely light rail. It has a dedicated right-of-way that's often off-street, uses large 95 foot-long vehicles that are usually coupled into multi-car trains, along a long route with infrequent stations.
But even then not every system is crystal clear. San Francisco's Muni Metro, Philadelphia and Boston's Green Lines, and Pittsburgh's T, for example, all have some segments that look like classic streetcars, but also some segments that look like classic light rail. These networks defy any characterization, except as hybrids.
It's a feature, not a bug
The fact that it's hard to tell the difference is precisely why so many cities are building light rail / streetcar lines. The technology is flexible to whatever service characteristics a city might need.
You can use it to build a regional subway like Seattle, or you can use it for a short neighborhood circulator like DC's H Street, or anything in-between. And perhaps even more importantly, you can use it to mix and match multiple characteristics on the same line, without forcing riders to transfer.
That's why many of the most successful light rail / streetcar systems are the hardest ones to categorize as either / or. They match the infrastructure investment to the needs of the corridor, on a case-by-case basis, and thus have some sections that look like light rail, and others that look like streetcar.
That's not muddied. That's smart. That's matching the investment to the need, which is after all more important than a line's name.
Cross-posted at BeyondDC.
Washington's I-495 beltway is a 64 mile long loop. London's M-25 orbital motorway is 117 miles. They seem big, but they're practically microscopic next to the greatest ring road on Earth, Australia's 9,000-mile Highway 1.
The Australian government created Highway 1 in 1955, by compiling a network of existing local and regional highways under a single banner.
Unlike American Interstates, Highway 1 isn't fully limited access for its entire length. Near big cities like Sydney or Melbourne it looks like an Interstate, but many sections in rural areas are simple two-lane roads, and some extremely isolated sections are even more basic.
All hail the king of ring roads.
Cross-posted at BeyondDC.
Today's snow made for at least one happy side effect: The H Street streetcar got an opportunity to test operations in challenging weather. So far, it seems to be working smoothly.
Of course, the real test will come when the streetcars begin to carry passengers, hopefully around January 19.
Cross-posted at BeyondDC.
As of last week, rubber parking stops called "Park-Its" now protect a half block segment of the Pennsylvania Avenue bike lanes, between 9th and 10th Streets NW.
The Park-Its are supposed to protect cyclists from drivers making illegal U-turns across Pennsylvania Avenue's bike lanes, which are in the middle of the road.
DDOT crews installed the first Park-Its last week. Workers will add more in the coming days, until Park-Its line the bikeway for the two block stretch from 9th to 11th.
Full installation of Park-Its all along Pennsylvania Avenue could eventually happen, but for now DDOT hopes to determine if this initial installation works. According to DDOT's Darren Buck, the Park-Its on 1st Street NE sometimes pull up out of the pavement.
Park-Its succeed the zebras that DDOT installed in 2013, but which proved only partially effective. For now, the zebras between 12th and 13th Streets will remain in place.
Cross-posted at BeyondDC.
Remember #bikeinbloom, when Capital Bikeshare dressed one of its bikes up in cherry blossom regalia? Every Christmas, Amsterdam does the same thing with one of its famous streetcars.
Amsterdamers call it the "kersttram", or "Christmas tram."
How about it, DDOT? Maybe next year, when H Street is fully up and running?
Cross-posted at BeyondDC.
A public art installation on San Francisco's Market Street will add animated lights following the movement of subway trains running directly below.
The project is called "LightRail," and according to its sponsors it will be the world's first "subway-responsive light sculpture."
Two LED strings will stretch above Market Street for two miles through downtown San Francisco. Using real-time arrival data, the strings will visualize movement of BART and Muni trains directly underneath the street.
Sponsors hope LightRail will open in 2015, and will remain in place until at least 2018. If it proves popular, officials may decide to keep it up longer.
Without a doubt, this is one of the coolest public art projects I've ever seen.
Cross-posted at BeyondDC.
Metro's third rail is eight inches high. It was fully covered by water.
The flood drained after DC Water shut off water flow. As the water receded, the tracks slowly became visible once more.
Hopefully that's not an experience we'll have to go through again any time soon.
Cross-posted at BeyondDC.
For most its history, Capital Bikeshare's busiest individual station has been at Dupont Circle. Not anymore. As of this summer, the Lincoln Memorial station is the new king.
This animation shows trips coming and going to the Lincoln station.
Video from Mobility Lab.
Capital Bikeshare's most recent usage data is from its third quarter report, and covers the period from July 2014 through September.
During that period, the station at Massachusetts Avenue and Dupont Circle NW (historically the busiest) served 42,237 total trips. That's an average of 459 per day.
But the Lincoln Memorial station served 44,177 total trips over the same period, averaging 480 per day.
Follow the tourists
Dupont Circle is usually the busiest station because it combines a nearly perfect storm of bikeshare ridership ingredients: Lots of nearby bike lanes, a Metro station feeding transfers, high job and population density, and a busy nightlife. It's hopping at nearly all hours.
The Lincoln Memorial has virtually none of those things, but does have its own advantages. It's one of the most popular parts of the National Mall, and is a far walk from convenient transit. For tourists who don't want to drive and aren't part of a group with a tour bus, bikeshare is an obvious way to access the Lincoln.
The animation shows how tourists drive most of the station's usage. Blue lines show trips from regular members, while red lines are trips from short term users more likely to be tourists. Aside from a spike of blue around rush hour, the animation is a flood of red lines.
It probably won't last
Will the new champion hold its spot, or will the Lincoln's dynasty prove fleeting?
Tourists flock to Washington in the summer, but there are far fewer of them in the winter. When data for autumn comes out, it's extremely unlikely the Lincoln will still be the busiest station. Odds are that honor will return to Dupont.
And next summer, bikeshare will face added competition from the new DC Circulator route scheduled to run along the National Mall beginning in 2015.
So this may well be the Lincoln's only moment in the sun. It will be interesting to follow.
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- Mercedes imagines passengers in driverless cars never interacting with the world outside
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- A green wave gives cyclists a stop-free trip
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