Transit
WMATA fantasy combo map
Many proposals are floating around for Metro expansion. Some have been thoroughly researched by government and are just waiting for funding, like the Dulles extension. Others are just suggestions from activists and bloggers. Many are somewhere in between.
To show the ideas in one place, I've created this fantasy map. Click on the map for a large version, and see below (or click on "read more") for an explanation of all the changes.
Update: I've made a couple tweaks based on comments. You can see the original version here.
What's in this map
In approximate order of how close each item is to reality:
Silver Line. The Silver Line splits off the Orange Line, running through Tysons Corner and then along the Dulles Toll Road to the airport and Loudoun County. This includes a station at Wolf Trap, which according to Wikipedia the current plans call for as a future in-fill station.
Purple Line. This light-rail line is built as currently planned, utilizing the alignment through Chevy Chase to Bethesda. I've placed stations where the current studies show them, and tried to determine appropriate names. Any better ideas for the one at Riverdale Road and Veterans Parkway, currently labeled "BW Parkway"? (It's now Wildercroft. Thanks WashCycle!)
Infill stations in Alexandria. Alexandria gets two new stations, at Potomac Yards along the Potomac, and Eisenhower Valley along the Beltway, both sites planned for new high-density development. The City of Alexandria has looked into requiring the developers to contribute to the stations.
Green Line to BWI. Maryland officials have been talking seriously about this. They want BWI to compete with Dulles for area flyers, and in addition to the growth in the I-95 corridor, DoD is planning to move more operations to Fort Meade. I've added a station at Calverton as suggested by Just Up the Pike and Howard County Blog.
Separate Blue Line. Back in 2001, WMATA proposed creating a new route for the Blue Line through downtown DC. This would allow the Blue Line to avoid sharing track with the Orange and Silver Lines, since once the Silver Line opened, it would be difficult to fit all those trains through the single pair of tracks from Rosslyn to Stadium-Armory.
The suggested route was mostly the same, runing along M Street to Mount Vernon Square and Union Station, but I could find few details. The Blue Line should run to a new set of platforms at Rosslyn, giving people a cross-platform transfer between Blue and Orange or Silver, and preserving track connections for the Blue Line to run over the old route if needed.
The line would stop in Georgetown, then run along M Street stopping in the West End, at the intersection of Connecticut Avenue and Rhode Island Avenue (does this area have a name?), then Thomas Circle (providing better transit access to Logan Circle as well as the offices in this area), and then Mount Vernon Square. It would then turn south on New Jersey Avenue, with a station here to serve the new development in this area, and then east on H Street with a connection to Union Station. Finally, it would continue along H Street where DC currently is planning a streetcar, and then along Benning Road to reconnect with the existing Blue Line.
Due to the WMATA map's existing distortion, the line appears to turn south between Connecticut Avenue and Mount Vernon Square, where in reality that part is straight and the curve is instead between Mount Vernon Square and Union Station. Likewise, the part east of Union Station is due east-west in reality.
The original plan appeared to connect this Blue Line it to the other lines at Stadium-Armory, but Stadium-Armory station is actually south of the Benning Road bridge over the Anacostia that the trains take. This map adds a new station at the eastern edge of the river, between the River Terrace neighborhood and the Pepco Benning Road plant which is slated to be closed and could become a high-density mixed-use development. This station would be very close to Minnesota Avenue on the Orange Line, but seems to be the best option. That station should again have cross-platform connections between the Blue Line and Orange Line, and also a pocket track for the Silver Line to turn around. It should also preserve the track connections for operational flexibility, allowing the Largo trains to still access the tracks through Capitol Hill if necessary.
Connection between Farragut North and Farragut West (and the new Blue Line station at Connecticut Avenue). These stations are all close to each other, and WMATA has studied a pedestrian tunnel from Farragut North to Farragut West. In this map, that tunnel was built, and also extends under Connecticut Avenue another block to M Street.
Jefferson Memorial station. The National Coalition to Save Our Mall suggests a visitors center, tour bus parking, and Metro Station by the Jefferson Memorial along the Yellow Line route. This would also provide access to possible new memorial sites (reducing pressure for the memorials to go on the Mall itself) and make the Jefferson Memorial less inaccessible.
Brown Line. Michael Schade suggested this line and Richard Layman posted about it. At the New Partners conference, I also spoke to a Price George's County official who wants to run Metro to the National Harbor development, just south of the Woodrow Wilson Bridge on the Maryland side.
In this map, the Brown Line starts at Franconia-Springfield, providing a transfer at Eisenhower Avenue for Yellow Line riders before crossing the Potomac. There are many potential alignments from here to the Green Line, which could run more in the District or more in PG County. I've tried to split the difference, but I don't know the neighborhoods down there. The line should really go through places where the local officials are interested in building dense transit-oriented developments.
The line reconnects to the Green Line at Congress Heights and continues to Navy Yard, providing added service for this growing area and the stadium as well as the potential new development and soccer stadium at Poplar Point. The Brown Line Richard Layman posted split off just east of Navy Yard and ran along the East side of the Capitol, but since the Metro station at Union Station is west of the station, this map shows the line running west of the Capitol, intersecting the Orange and Silver Lines at Federal Center SW and then along Louisiana Avenue to Union Station with a stop at the Mall, called Smithsonian East. Consequently, the existing Smithsonian stop is now Smithsonian West. I've restored the original Schade-Layman proposal, splitting off before Navy Yard to a separate platform under New Jersey Ave SE, then continuing to Union Station under 1st St with a stop between East Capitol and Maryland Ave, right in front of the Capitol Visitors Center and the Supreme Court.
Yellow Line/Green Line wye. To provide more service flexibility and enhance Metro's ability to handle the crowds at the Navy Yard ballpark, this map adds a connection where the Yellow Line northbound can switch to the Green Line southbound. These trains could turn at Navy Yard, or run to Anacostia if there is a future stadium at Poplar Point, or potentially on to Branch Avenue or the Brown Line.
What's not in this map
This map doesn't encompass every suggested transit improvement. Here are some of the top items I'd like to add in the future (also in approximate order of realism):
Water, parks, the Beltway, etc. The WMATA map shows more geographic features of the region, including water and parks, as well as the major federal attractions, the Beltway, and county boundaries. It also has symbols for park-and-rides, MARC, VRE, and Amtrak. I'd like this map to have all that, but it's some work to do.
Corridor Cities Transitway. Montgomery County is already planning a light rail line or bus rapid transit extending outward from Shady Grove. Action Committee for Transit has their own proposals. Once I have time to fully grok the plans I'd like to add this. Perhaps in this fantasy world, the Red Line itself could go beyond Shady Grove with a light rail line hitting the office parks in Gaithersburg that ACT is concerned about.
DC Streetcars. I've said in the past that streetcar lines aimed at visitors from other parts of DC and the region and at tourists should appear on the Metro map. This map has a heavy rail line where the H Street streetcar will go, but it could show the Anacostia streetcar or other proposed routes.
Express service. Some of the outer suburban lines could use express tracks, allowing for a faster ride from some of the high-density transit-oriented destinations while still allowing intermediate stops. For example, a Silver Line express could run from Loudon to Dulles and Reston and then skip the intermediate park-and-rides between there and Tysons, or even bypass Tysons (though that may be less desirable). Same for the Red Line if extended beyond Shady Grove, or the Green Line to BWI.
Metro to Columbia. Howard County Blog suggests running the Yellow Line up the Route 29 corridor to Columbia. Columbia today is pretty low-density, though it is also more walkable than most suburbs and has small village centers, one per village. Extending a Metro line there would be most appropriate if there were a dense area, perhaps downtown where the mall's operator wants to build apartments over the mall parking. Another option might be light rail running around Columbia and over to the Guilford station, or even extending the Baltimore light rail from BWI through Columbia and then back to the Green Line.
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Tenley library PPP
Suggestions:
rename BW Parkway as "Wildercroft" and the Center for Physics as "Calvert Park"
I'm not sure West End has a name, but Jefferson Place or Scott Circle might work. Or you could call it Connecticut Avenue or National Geographic.
Rename Starburst as "Trinidad". Drop Gallaudet U from the NY Avenue station and rename 7th St NE as Gallaudet.
I've seen the River Terrace Station in some plan for the area, but I can't recall which one. I'd also add an Oklahoma Avenue station (as originally planned for metro) to the Orange line east of Stadium-Armory. With RFK to be abandoned that area could be ripe for redevelopment too.
I'd follow the Richard Layman plan for the Brown line. Namely from Navy Yard under 1st street to Capitol South, a stop at Maryland Avenue(Capitol-Supreme Court) and then to Union Station.
And finally, why expand the Green Line to BWI? Would it not be easier and cheaper to expand the Orange line - along the existing rail road right-of-way past Ft. Meade to BWI. The reason the green line expansion has been proposed has everything to do with Konterra Town Center and the power its ownership group exerts and nothing to do with expediency.
Still, cool map.
by washcycle on Feb 19, 2008 12:23 pm
To 1, having a separate station would alleviate platform crowding after games, but for residents it would force them to choose stations if they were going to transfer to, say, the Red Line and didn't care which one. To 2, it's mostly parking and parkland between the Capitol and Union Station anyway. Also, I had forgotten that the Capitol Visitors Center will front on 1st St NE, so this is the right spot for a station to get tourists to the Capitol.
West End is different than Connecticut Avenue (or as you suggest maybe Jefferson Place or Scott Circle). The station currently labeled Connecticut Ave would probably be between 17th and 18th. I considered Scott Circle but it's at 16th and N which could be confusing. West End would be around 23rd/24th and M (near the Trader Joe's), and West End is what the neighborhood is actually called.
I'll go with Wildercroft unless others disagree (I don't know those neighborhoods either). As for Center for Physics, it looks from the map (PDF) that the stop will be at the Physics Ellipse, and Google Maps says Calvert Park is across the railroad tracks, unless I'm missing something. Is that whole area including the Calvert Recreation Center called Calvert Park? What's across River Road from Physics Ellipse (on Google Maps it looks like empty dirt).
Interesting point about the Green Line. Maybe the Orange Line should go to BWI and the Green Line to Columbia or something.
An Oklahoma Avenue station would basically be in what is now the RFK Stadium parking lot? Perhaps that area would be better suited with a Blue Line stop? The Blue Line currently has 3 fewer stops from Rosslyn to River Terrace anyway.
by David Alpert on Feb 19, 2008 1:08 pm
by Justin Krebs on Feb 19, 2008 1:18 pm
Across the street from the Physics Ellipse (and all around it) they're building the M-Square Research Park, which features the new NOAA Building among other things. There may be naming possibilities in that. Calvert Hills (not Calvert Park) is what the area has historically been called. Technically it's on both sides of the track.
http://www.flickr.com/photos/rethinkcollegepark/377791508/
A blue line stop at OK avenue might work as well. The idea of course is to develop the RFK parking lot into mixed use around the station and parkland along the river and further south.
by washcycle on Feb 19, 2008 1:35 pm
1. show walkway between MC and Gallery Place ?
2. One of the suggestions in the comments on the brown line was to loop the line west and add some stations in the heart of the city. I think that's a pretty good idea. Here are two comments about it:
---------
That's a great idea -- make it even better and swing that brown line up across the top and have it meet up with the Red at Tenley Circle Of the District and bring some much need East West congestion relief and connection across the top. This could follow the alignment of Military Road and give stops at Kennedy Street/Military Road and Kansas in Petworth -- which is slated for commercial district improvements -- and a stop at Brightwood which will have a major development at the old Chevy dealer lot break ground soon. Another station could be at Nebraska and Connecticut. There's a lot of the upper part of the District that is not well served by Metorail. And there's a need for better cross town routes.
Inaudible Nonsense (DC1974)
-------------
I like the idea of adding a Military Road cross-town route to the Brown Line - more or less following the E2/E3/E4 bus route. A station near the intersection of Military and Oregon/Glover would have the added benefit of making Rock Creek Park more accessible to a wider segment of the public.
John
------------------
I suggested this:
it could come west as suggested, but then could go south from Tenleytown down Wisconsin Ave. to hook up with the Separated blue line.
But, if it doesn't go down Wisconsin it could go to AU.
And it definitely needs a stop at Poplar Point or "lower" Anacostia -- the distance from the MLK Ave. and Good Hope Road intersection to the Anacostia Metro station is 1.68 miles according to Mapquest.
I agree with your layout including service to National Harbor. I understand Michael's nativism about providing service to Nat. Harbor, but it makes sense.
It also fits in with the Sierra Club efforts to "bring WMATA service across the Wilson Bridge")
-- Wilson bridge graphic http://www.flickr.com/photos/rllayman/368564652/
I agree with David (Washcycle's) suggestion about the Oklahoma Ave. station, that would monetize the RFK lots for redevelopment. I don't agree with calling the Starburst station Trinidad though. Or at the least I would call it H Street-Trinidad (It's at the very edge of Trinidad, really not within it, although the old trolley barn on the 1500 block of Benning Road was called Trinidad.)
The other H St. station, yep, it makes sense to call it H Street-Gallaudet
3. If you note the original Post graphic of the separated blue line, it provides a new tunnel crossing. I think that's key. You can't magically add capacity at the Rosslyn Tunnel for more trains to come through. I don't know why engineering-wise, but I think WMATA says that they can only run trains through about every 2 minutes. (I just looked at notes that I took from a speech by P. Takis Salpeas but unfortunately I didn't write down that number.)
http://www.flickr.com/photos/rllayman/499504849/ -- Post graphic
4. You took off the stop at Arlington Cemetery. This is a tough one. What I would do is have a shuttle between Pentagon and Rosslyn. Like Princeton's Dinky or the shuttle between Penn Station and the Mount royal LR stop in Baltimore.
Then the Silver Line becomes the blue line and the Southern Blue line service is yellow line. Although that screws people from Fairfax, Alexandria and southern Arlington from getting to Rosslyn and Wilson Blvd.
I know this is asking for an awful lot, but are these kinds of changes possible? Then, I could use this map in my revised version of the People's Transportation Plan...
Thanks.
by Richard Layman on Feb 19, 2008 2:49 pm
the connecticut avenue station could be renamed "longfellow", after the statue at 18th, M, and connecticut.
by IMGoph on Feb 19, 2008 2:52 pm
I'm also working on some of Richard's suggestions. To clarify, I definitely would expect the Blue Line to go in a different tunnel. The lines are so thick, though, that I can't see a way to make that clear. Maybe if/when I put the rivers in.
by David Alpert on Feb 19, 2008 3:00 pm
by David Alpert on Feb 19, 2008 3:33 pm
by Christopher on Feb 19, 2008 4:46 pm
For example, here is a realigned blue line I whipped up:
http://i30.tinypic.com/2n8wieq.png
I thought it better to run it farther North (either O or P St in NW) across town than you have it, for a few reasons. First of all, a two-track bridge across the Potomac would be cheaper than a tunnel, and there's a bit of open space where it could enter a hill and head east under Georgetown. Why else? Shutting down M St to do a cut and cover operation would probably be a non-starter for the businesses in G'town. Not the mention concerns about the soil. Moving farther North to go through Georgetown would probably put it on firmer ground.
Also, across 'Downtown,' M st is too close to the existing orange/blue line alignment for me- only 3 big blocks north of it. It seems a bit redundant to add a parallel line so close. The tunnel connecting Farragut West-Farrugut North- and the new "Longfellow" blue line stop would probably be a half a mile long, so it'd cost more than it would be worth, imo. Better to have the blue line connect with Dupont Circle, then follow Massachusetts Ave southeast until it could follow M St east to connect to the Convention Center.
And hey, while we're dreaming, why does the Purple Line have to stop at New Carrollton? It could run above ground in the middle of the beltway through that part of PGC, and connect with the Largo town and Branch ave stations! Hell, it could go across the Wilson bridge if the brown line isn't happening.
by Jason on Feb 19, 2008 4:52 pm
by washcycle on Feb 19, 2008 7:50 pm
What the new Blue does is not just expand the area serviced by a high level of transit (i.e. within a 1/4 mile of a station entrance), but it allows a greater level of service on both the orange and blue lines outside of their currently shared track.
On that note of interlining, the new Brown line concerns me. As we've learned with WMATA's blue line split proposal, the max capacity for a two track corridor is 26 trains per hour, about one every 135 seconds. The Red line currently operates at peak at 24 trains per hour. How will the Brown line fit into that? Or was there going to be another track added? Also, the proposed Brown line travels under 1st street behind the Capitol - remember that there is already a train tunnel there, connecting Union Station to the south.
Expansions within the core should concentrate on separating the interlined sections. The New Blue does that. At some point, separating the Yellow and Green will become necessary.
Great map, though. I've been daydreaming of a similar kind of map for quite some time, myself.
by Alex B on Feb 19, 2008 10:30 pm
Thanks,
Dan Reed
www.justupthepike.com
by dan reed on Feb 20, 2008 12:05 am
What could really make a difference at BWI would be to put the Northeast Corridor in a tunnel under the terminal to make the transfer easier. That too would cost a ton of money, but it could be paid for in part by offering the surface space vacated by the tracks up for development.
by Josh on Feb 21, 2008 4:50 pm
by dcpatton on May 1, 2008 12:50 pm
by Jessica on May 1, 2008 3:55 pm
Some things that might be worth adding (since we're talking fantasy):
1) Extension of the Purple Line from Bethesda to Tysons Corner. I've heard that a full loop was the original goal.
2) An express line to Dulles: I'm thinking from Metro Center to Rosslyn to Dulles? The Silver Line will be a great alternative to driving for commuters from Loudon County to Tysons Corner and the District, but I think will not be ideal for an airport train. The toll road/express is already a great way for people in the suburbs to get out to the airport--I've never seen traffic on it and it is a breeze. An express train would be ideal for those living in the city who don't have cars and may not like to sit on a train for 2 hours...
Anyway, like the blog. Will keep reading.
by Nick on May 2, 2008 11:29 am
by pqresident on May 5, 2008 12:18 am
In fact, the Baltimore-Washington 2012 Olympic bidding proposal included adding either an expansion or additional station to serve the campus center (I believe under Stamp Student Union).
The never ending problem is funding. The various governmental entities in the area will want their portion built first, then not agree to funding for later sections.
by Big Money Tony on May 5, 2008 5:17 pm
by Sean Robertson on May 6, 2008 4:53 pm
by Wriiight on Jun 10, 2008 4:34 pm
All the other Universities in the DC area are metro accesible, why not include Bowie State? It is in the DC area.
by AJ on Jun 14, 2008 1:52 pm
by David Alpert on Jun 18, 2008 12:45 pm
Union Station includes a fairly long pedestrian tunnel that was intended to feed the never-built Eisenhower Arena on H Street. It starts at the North mezzanine, hidden behind a "temporary" wall. This could probably be worked into a transfer scheme to a new blue/brown station.
by Randy Kuning on Jul 22, 2008 8:12 am
by Gian Rivero on Jul 30, 2008 9:47 am
This has been in their approved long rage land use plan and transportation plan for some time now. The County's Chairman was about to begin a new study on this extenstion last year until the FTA debacle with the Silver Line funding came up.
by Bernie Suchicital on Aug 25, 2008 4:07 pm
The green line should be extended further out into PG county.
by Lisa & Arlo on Oct 11, 2008 9:00 pm
Archives–Navy Memorial–Penn Quarter
Mount Vernon Square/7th Street–Convention Center
New York Avenue–Florida Avenue–Gallaudet Univ
U Street/African-American Civil War Memorial/Cardozo
I don't know these areas especially well, so I don't have better names. But, I think the simplicity of names like Museum (in Sydney) and Covent Garden (in London) is much more elegant -- and easier for you and WMATA to make your maps.
To minimize confusion, why not shorten the above to:
Archives
Mt Vernon Square
Gallaudet
Cardozo
Thoughts?
by Roger on Nov 5, 2008 3:42 pm
Three other notes on that map:
- I know the official Silver Line corridor extends into Loudoun County, but I don't realistically see it extending beyond Dulles Airport. And even getting it past Tysons Corner will be difficult.
- As another poster suggested a long time ago, there were serious proposals earlier in the decade to extend the Orange Line west to either Centreville or Gainesville. Centreville would be more realistic.
- The transportation component of the Fairfax County Comprehensive Plan recommends extending the Yellow Line south to Fort Belvoir. Surprised you didn't catch this one when you created your map.
by Froggie on Nov 5, 2008 9:23 pm
I'd like to see a map with the Silver Line, M Street Blue and Green to BWI map. That is the 2030 map.
by bobprevidi on Jan 19, 2009 7:15 am
1. Extend the Green Line (or add another line that would be called the White Line)from the Branch Avenue Station all the way to La Plata Md. This line would free up a lot of traffic and Charles County is one of the fastest growing counties in the State of Maryland.
2. Add more parking to Branch Avenue, New Carrollton, and the Vienna Metro stations. All three end of the line stations lack adequate parking.
by Michael on Feb 19, 2009 9:43 am
Another problem with Arlington Cemetery station is that ALL the benches to sit on while waiting for a train are uncovered - i.e. in direct sun. With so many elderly people visiting in the summer, this is a real health hazard.
by Capt. Hilts on Feb 19, 2009 9:54 am
I lived in DC/Arlington from 1994-2000. Throughout this time I refused to own a car and relied on Metro to get me everywhere I needed to go. It's not a perfect system (hub and spoke), but neither is the NYC Subway (with the exception of the G line every line runs through Manhattan..similar hub and spoke).
I would like to see a connection between Georgetown and Tenleytown along Wisconsin Ave. This line could run from Shady Grove through Georgetown and then out to Arlington and Loudon. I would also like to see a spur off the Red Line at Dupont Circle that can run up Columbia Rd. to a station in Adams-Morgan at 18th/Columbia Rd. On the other end it can branch off after the NY Ave. Station and run through NE along NY Ave. and Bladensburg Rd. Another idea is after the Rockville Station, run the Red Line next to the MARC tracks to connect in Silver Spring and then follow the Red Line through the District to a terminus at Farragut North or Adams-Morgan (per my earlier comment).
Crosstown and intercounty connections are important given the development outside of the District and the shift in commuting patterns. I really miss Metro. I wish San Francisco had a similar system. The MUNI system is pathetic. 5 light-rail lines converge in one tunnel. These lines (with the exception of the T and Embarcadero section of the N) do not have dedicated lanes so delays are common. BART is a glorified commuter rail system connecting several counties. So sad given that parts of SF have density rates similar to NYC.
by sf4fun66 on Mar 1, 2009 2:55 pm
I also think that the I-95 highway should be re-routed completely off the circular Capitol Beltway in order to dramatically reduce traffic and congestion. There should be a bypass highway from Woodridge, VA -to- Laurel, Md. In my opinion, this is an even bigger issue to resolve than adding more metro stations.
by john a. saah on May 5, 2009 5:55 pm
The rest of the route: the Blue follows Rhode Island until it reaches North Capitol and turns south. It follows North Capitol south to Massachusetts and tunnels under Columbus Circle in front of Union Station. Have it turn to the north under 2nd St NE and make a sharp right onto H St NE. Have it follow your path of H St NE to Benning to the bridge over the Anacostia and into your River Terrace Station.
The route follows major boulevards/avenues except in the very short stretch on the east side of Union Station.
This route allows stations at Logan Circle, LeDroit Park at the Florida/RI/NJ intersection, Bloomington, Eckington at probably the Lincoln Rd/Florida intersection along N Capitol, south of New York Ave along N Capitol, and another stop around Gonzaga College as it reaches the cross transfer with the Red & Brown Lines at Union Station.
It also permits Metro to consider a extension of a line under Rhode Island all the way into Maryland. Every neighborhood along Rhode Island would benefit tremendously from direct Metro access (Woodridge to name one in particular), and the inner suburbs of Mount Rainier, Cottage City, North Brentwood, and the Hyattsville Art District would be natural stops. If Metro was smart, a turn under the railroad would give access to Edmonston and Bladensburg. The line's terminus makes sense at the site of the demolished Capital Plaza Mall. If Metro is not smart, then the line can follow the tracks until the junction with the Green Line.
Last point: Extend the Green Line past Branch Ave with one final stop at Andrews AFB. The main population center is very close to 495 and the Branch Ave terminus sits within a short distance (I'd guess ~2 miles).
Otherwise, OUTSTANDING fantasy map!
by ja_losie on May 12, 2009 5:05 pm
I suggest a Metro station along the green line that extends past the current terminus of Branch Avenue headed in the general direction of Brandywine, Md. Along the way, I would suggest the folowing stops:
1) Camp Springs / Rte 5 (a south-southeasterly direction from Branch Avenue, with the idea of continuing towards Charles County / Waldorf Corridor)
2) Woodyard Road (a southerly direction from Camp Springs, [IVO Route 223 and Rte 5 intersection] further lending to the Waldorf idea)
3) Brandywine / U.S. 301 (close to a new development of bustling and rapidly developing communities and could alleviate a considerable amount of traffic congestion along 301)
4) Waldorf Marketplace (idea actualized [sort of, since it just a wish list], heading south-southwesterly from Brandywine along Rte 301 and would be a welcome addition as opposed to the controversial "Waldorf Bypass")
by Wheatfield on Sep 28, 2009 8:42 pm
by Wheatfield on Sep 28, 2009 9:12 pm
There two reasons to do this. First, as soon as the silver line is operational, three lines will share the tracks from Rosslyn to Stadium-Armory. Routing the silver line on single-line tracks will help with congestion. This is a relatively simple solution (three short connector tunnels) that can be implemented quickly and cheaply.
Second, it would reduce the trip time to Dulles from downtown DC. It could cut out 5-7 stops from L'Enfant plaza, depending on exactly how it's implemented. Adding express service is difficult when there are only two tracks in any given direction and much of the track is in tunnels (difficult to add tracks).
by Ambs on Oct 11, 2009 1:11 am
by Michael Perkins on Oct 11, 2009 9:48 am
Then you could either pop down for a proper Adams Morgan stop and then Woodley, or over to Cleveland Park.
From Cleveland or Woodley the line could go over to National Cathedral or the big development planned near the Cactus Cantina.
Then a proper stop for the AU kiddies and then... Sibley?
Dunno, but lots of density and underserved places.
by Jay on Oct 24, 2009 12:51 pm
by Jack Bleiberg on Jan 1, 2010 4:46 pm