The last mile in Tysons Corner, part 1: The problem

Transit

The last mile in Tysons Corner, part 1: The problem

by Steve Offutt • March 3, 2010 12:21 pm

Plans for a transformed Tysons Corner rely not only on four Metro stations but a network of circulator buses to provide service from the new stations to locations throughout Tysons. Unfortunately, circulator buses may not provide the level of service needed to entice many people out of their cars.

Even with the new Metro stations, Tysons will remain a spread-out, edge city with long distances between buildings, large parking lots and uncomfortable walking infrastructure, at least in the short term. It will be at least a generation before Tysons transforms enough to fully take advantage of Metro.

In the meantime, people will need to get from the Metro stations to their destinations that may not be within walking distance or may be difficult to walk to. Hence the proposal to run circulator buses. However, as the Post article also notes, there is no money for the buses.

Without some sort of supplemental transportation, a significant part of the value of building the Silver Line will be lost. Currently there are thousands of reverse commuters from DC, Arlington and Alexandria who work in Tysons. Unless their offices are right near the new stations, many of them will continue to drive. After all, there's no HOV requirement in the reverse direction, most parking is free, and it will be so much more convenient to go right to your workplace.

The buses themselves will be significantly suboptimal. They will need to deal with the same traffic as the cars. Passengers will have to wait for them at both ends. Stops that are later on the route will require sitting through a half-dozen earlier stops.

For a lot of situations, it might take fifteen minutes to get from the Metro station to a building only a mile away. That's as long as it would take to drive all the way from the Potomac River to the building. You could jog there faster.

Some sort of supplemental transportation is needed, but unless they can be separated and given priority, buses will be barely adequate. Most likely the buses would have to be provided for free, since charging for such abysmal service will just drive more people into their cars.

According to the Examiner, the current Tysons lunch shuttle is carrying fewer than one person per trip at a cost of over $1 million per year. When Arlington ran its lunch shuttle, it also experienced abysmally low ridership, even though there is a higher percentage of workers without cars in the Ballston/Clarendon area. Why? because it takes so long to get anywhere.

The Tysons Land-Use Task Force recommends eventually building a grade-separated system:

The vision of a transformed Tysons calls for transit services linking the four future Metrorail stations with the rest of the Urban Center. As described above, these services may begin as shuttle buses serving Metro stations and evolve over time. A second phase may be buses operating in mixed traffic. A third phase may be buses operating on exclusive rights-of-way, followed by a fixed guideway system operating on exclusive rights-of-way.

In 20 or 40 years, if all goes well, Tysons will be transformed into a real city, walkable offices next to stations, and busways to other locations. But in the short run we face this "last mile" problem. What can Tysons do to reduce the likelihood that people will continue to drive, making the transformation harder, since all those drivers will continue to want lots of wide roads?

Matt Johnson and I have some ideas. We'll present and discuss them in upcoming parts.

20 comments

Tags: buses, Fairfax, Silver Line, transit, Tysons Corner, Virginia

The last mile in Tysons Corner, part 3: PRT? (Mar 12, 2010)
The last mile in Tysons Corner, part 2: Busways (Mar 4, 2010)
The last mile in Tysons Corner, part 4: PRT's obstacles (Mar 12, 2010)
Rein's "OMG $15 billion" Tysons costs include transportation far from Tysons (Oct 30, 2009)
Finally: an express bus from Leesburg to Tysons (Jun 3, 2010)

Steve Offutt has been working at the confluence of business and environment for almost 20 years, with experience in climate change solutions, green building, business-government partnerships, transportation demand management, and more. He lives in Arlington with his wife and two children and is a cyclist, pedestrian, transit rider and driver.

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Isn't the Metro project adding an extra traffic lane each way on Route 7 (to a total of four each way)?

I'd never expect it to happen, but signing that new lane as "HOV/Taxis/Buses Only" could help. At opening is the best time to do it, because if it opens as a general-purpose lane, people will start to rely on it, more cars will use it (through inducement), and converting it later would be politically unthinkable.

by Joey on Mar 3, 2010 12:38 pm • link • report

Build a BRT lane in each direction on the major roads. Expensive, yes, difficult, yes, but it would certainly alleviate the issue of buses being stuck in the same traffic as cars.

by Martin on Mar 3, 2010 12:51 pm • link • report

I currently take mass transit from my home in NW DC to my office in Tysons Corner. It's really not so bad, and I arrive stress-free. However, as a pedestrian, you are given the lowest priority. Cars zoom by on 8 lane roads, the sidewalks are not always direct and buildings do not relate to each other is any pedestrian-friendly format. The snowstorms in February and December have added another concern; the sidewalks are not plowed. This forces pedestrians to walk and wait for buses alongside the road with cars speeding past them sometimes no more than a foot or 2 away. Futhermore, with snowbanks several feet high, visibility of pedestrians in the street is impaired. These conditions make it highly unsafe for both drivers and walkers. If Tysons is ever going to remake itself into a Bethesda or Arlington, it needs to rethink the way it treats pedestrians.

by Richard on Mar 3, 2010 12:59 pm • link • report

The answer is bicycles. Under 2 miles you are talking less than ten minutes. The Tyson stations should build bike parking facilities to allow commuter to store a "beater" bike to travel from the station to work.

Oh, of course they would have to take some real estate from the cars to provide bike ways.

I don't agree with your premise that it will take 15 minutes to travel one mile. If it does, the stops are way to close together.

by Tom on Mar 3, 2010 1:11 pm • link • report

As someone who does the "reverse commute" to Tysons daily, I'm looking forward to reading this set of articles. Not having any background in urban planning myself, I'm very interested to see how it all ends up working out.

by LAS on Mar 3, 2010 1:14 pm • link • report

I remain very optimistic about Tyson's, but I think a lot of people are going to be disappointed because it's not going to be the new utopia idea that some people have in their heads.

But it will be vastly better than it is now.

by spookiness on Mar 3, 2010 1:18 pm • link • report

Ok, this is no rocket science. The solutions exist. In Japan and Europe. Just reserve lanes for buses, make queue jumpers, and traffic lights that react to approaching buses. Bus stops do not need to be on every single block. People can and will walk a block or two. Furthermore, integrate the bus stops with safe side walks. Lastly, companies that run shuttles themselves should be encouraged to open them up to the general public. In fact, the Fairfax Connector (and metrobus) should keep an eye on where those shuttles go and replace/supplement them with transit buses. Employers will be happy to abolish their own shuttles. Some might be happy to set up agreements for free rides for their employees.

As a Dutchman, I'd also recommend implementing plenty of bike lanes and require bike storage facilities. If every company gives up 5-10% of their parking spots for some bike racks, there is no problem.

http://barcelonaaaaa.files.wordpress.com/2009/05/utrecht.jpg

BTW: These solutions are *not* expensive. They are way cheaper than building and maintaining more roads.

by Jasper on Mar 3, 2010 1:43 pm • link • report

One thing that would help is physical integration of the bus stops with the Metro stations. E.g., something on the order of the bus lanes outside the Silver Spring metro station.

by MattF on Mar 3, 2010 1:53 pm • link • report

I wonder if a quick and fairly easy fix would be to extend the route 23 Metrobuses so that they go farther into Tysons--or add another branch in addition to A, B, and C. They could even do an express bus along the line.

Here's a good map: http://www.commuterpage.com/art/metrobus/23.htm

BTW, walkability is so bad there at Tysons that it's almost laughable. E.g., the Marshalls and the TJ Maxx are right next to each other--but they're divided by a huge embankment with trees, so that you have to drive from one to the other. I think stuff like this has to be fixed early.

by JB on Mar 3, 2010 2:00 pm • link • report

I have to agree with Richard. Metro to Tyson's isn't too bad now. I take the Orange line to WFC station then hop on Fairfax Connector which basically drops me off at my office. Those buses are almost always full and generally speaking are pretty efficient. Once the Silver line stations go in, I think it would be pretty easy to just transfer the 425 and 427 lines to the stations in Tysons proper.

I also agree that, right now, people would be more inclined to drive to work than walk from a station to the office because the area is just SO anti-pedestrian.

While I support making bus transit in the area more efficient, what Tysons should do first when the new stations are put in is widen sidewalks, put in bike lanes, and introduce traffic calming measures. These minor changes (compared to putting in the metro stations or tearing down and redesigning buildings) would at least make the idea of getting around Tysons on foot at least a little more appealing.

And based on the comments so far, I'm not the only one who thinks Tysons would be ripe for a bike share program. A lot of the distances around there are just a little too far to walk comfortably, but it feels silly waiting 10-15 minutes for a bus to take you there. If you installed some bike infrastructure like lanes and signage and had bikes available for use in most buildings, youÂ’d probably see a lot of people take advantage of the opportunity.

And if you donÂ’t want bikes on the roads, especially the major through-ways, provide access routes between parking lots to make de-facto parallel off-street routes. Cyclists would feel safer and it would have a minimal effect on traffic.

If itÂ’s going to take 20 to 40 years to turn Tysons into another Arlington, these interim measures could significantly help in the transition process.

Steve, I look forward to reading this series.

by Barry on Mar 3, 2010 2:02 pm • link • report

>It will be at least a generation before Tysons transforms enough to fully take advantage of Metro.

That's OK. It took Arlington that long too. We're in this for the long haul.

Not that I don't agree that it would be good to try and improve things in the interim period. Good point. Just that I don't see it as a huge problem that it's going to take time for Tysons to be fixed.

by BeyondDC on Mar 3, 2010 2:20 pm • link • report

Raise the toll to enter Tysons from 267 (Route 7 and Spring Hill) during peak times
Current: $1

Future: Peak-$2.50, Off-Peak-$1.00

by JCP on Mar 3, 2010 2:43 pm • link • report

I think that it will take Tysons less time that it took Rosslyn-Ballston. Rosslyn-Ballston was new. It took time for the market particpants to understand what was going on. The plan had to prove itself. There was many, many skeptics.

For Tysons, the blueprint is already there. The landowners want to do it. It's just a matter of their amortization schedules. It's not a matter of convincing people this time around.

by Cavan on Mar 3, 2010 2:45 pm • link • report

Just to add to BeyondDC's point, Clarendon only became modern Clarendon in the late 90s, about twenty years after the Metro moved in. Prior to that it wasn't nearly as fancy as it is now. Even worse, parts of Virginia Square might as well have been in coal country West Virginia until 2001 or 2002. I'm guessing that Tyson's will probably change too.

by Max D. on Mar 3, 2010 3:21 pm • link • report

Bus lanes would make sense and so would keying stops to the clustered pattern of development rather than making it conveninet for the few who can't decide if it will be Marshall's or the impossible to reach place next door. It would be useful to create a business improvement-type organization to raise funds and consider ways to make the area more walkable and friendly to cyclists. There also may be areas where flyovers (which have few fans here) would make sense. Again creating some local development mechanism would facilitate that.

by Rich on Mar 3, 2010 4:19 pm • link • report

I do that reverse commute now. I keep a bike in a locker at Dunn Loring and ride to the office. I'll probably do the same if I still work out here once the silver line is done. It'd be nice if they had a smartbike program, though, so I don't have to lug my bike home on weekends.

During the winter, I actually keep a car at Dunn Loring and use it to get back and forth. The bus is just too slow for me.

by jcm on Mar 3, 2010 4:27 pm • link • report

I'd like to echo those saying the mass transit in Tysons now is not as bad as generally thought. I commute from Ballston to Tysons via Metro and Fairfax Connector. The 425 and 427 busses are great. Because of their dedicated lane, onramp, and offramp on 267 it is actually faster for me to take the bus home than to drive.

by db on Mar 3, 2010 7:21 pm • link • report

The last mile problem is exactly what bike share is for. Stations at every metro stop and stations outside every office building.

And yes, I'd love so see an automated elevated people mover system, like the Miami metromover. Contrary to popular belief, the miami metromvoer is very popular, although it wasn't when it opened. It would be even more popular if the metro rail system was more useful (30 minute weekend headways!!!)

by J on Mar 3, 2010 7:38 pm • link • report

The clever placing of the Silver Line's four Tysons stations ensures that most of area's presently constructed office buildings, as well as the two shopping malls are easily within walking distance. For those properties that lie outside of these walkable circles, shuttles buses can (and will) provide more than adequate access to the stations.

Tysons Corner can be divided into three distinct sub-areas: (1) the North, bounded by Route 123 on the south and Route 7 on the west; (2) the West, encompassing the area west of Route 7; and (3) the South, comprised mainly of Tysons Corner Center and the Towers Crescent buildings, south of Route 123 and east of Route 7. If three shuttle bus routes are instituted--one for each sub-area--and the crossing of either Route 123 and Route 7 is avoided, frequent, rapid shuttle service can be provided to nearby stations.

Shuttle bus service can be funded by Tysons property owners through an organization, such as a business improvement district. In fact, many land owners with holdings not within walkable distance to a station will be anxious to see some sort of shuttle service set up and operating. Quick access to the Silver Line is certain to enhance property values.

Small, efficient bus shuttles, like the ones used by the hospitality industry to transport customers between airports and hotels will be more than adequate. Larger types like the kind WMATA uses won't, in all likelihood, be needed. The smaller buses are more thrifty to operate and are more pleasing to riders, as they are usually outfitted with comfortable high back seats.

Yes, it will take a decade or two for Tysons to fully flower. Will what Tysons eventually evolves to be pleasing to everyone? Probably not. But bringing Metro out that way is the right idea. Now its up the urban planners and property owners to create a lively, livable new city environment.

by Anon on Mar 3, 2010 8:52 pm • link • report

They don't have the money? That's funny because I read in a report that basically the existing 425/427 service would be turned in to a circulator.

Some details here: http://www.fairfaxcounty.gov/fcdot/pdf/tdp/chapter_7.pdf
See page 27 for the group that says "Silver Line (Dulles Rail)."

by Joshua Davis on Mar 4, 2010 2:00 pm • link • report