Posts about Alexandria
WMATA has chosen a brand for its upcoming Crystal City Potomac Yard BRT line: Metro Way, featuring a flashy new blue paint scheme.
The BRT line will run south from Pentagon City through Crystal City and then into Alexandria. It will have dedicated lanes, with large rail-like stations. The line will run every 6 minutes during rush hour and every 12-15 minutes at other times.
In a few years it will be upgraded to a streetcar line. But in the meantime, it's the DC region's first bona fide BRT.
WMATA selected the Metro Way brand and livery following a survey this past March that considered several options. The blue livery, although clearly unique, reflects the blue Metro uses for its MetroExtra express buses.
Cross-posted at BeyondDC.
The District is building a streetcar system while also studying the potential for express bus lanes in key areas. Montgomery County is looking at building a bus rapid transit (BRT) network. Arlington and Fairfax are planning a streetcar on Columbia Pike, while a BRT line is under construction in the Crystal City-Potomac Yard area.
It's easy to get confused about the differences between these various transit projects. Moreover, it's easy for opponents of certain projects to use this confusion to misdirect residents when comparing different types of transit projects.
Two weeks ago, for instance, Arlington County Board member Libby Garvey wrote in an op-ed that she opposes a streetcar on Columbia Pike and instead favors what she calls "modern bus transit." Unfortunately, nowhere did she define this term, which isn't a real name for a type of transit. Personally, I favor "Star Trek"-style transporters on Columbia Pike, which would be far faster than any car, bus or train, but those are just as nonexistent.
Continue reading my latest op-ed in the Washington Post.
Alexandria's City Council will soon decide whether to expand Capital Bikeshare in the city. Opponents claim that bikeshare is a waste of money that should be spent on other things, but ridership and revenue are exceeding expectations.
On May 6, the council will vote to fund an 8-station expansion, doubling the local CaBi fleet, and add CaBi operating funds to the city budget. However, some say that Alexandria is not getting a good deal. City Council members say privately that these residents have fixated on CaBi as the place to cut the budget in favor of their own causes.
The person leading this charge is Kathryn Papp, who has a history of opposing bicycles in Old Town. Papp argued last year that "adding bikes increases congestion" by slowing down cars. Now, she is presenting straw-man arguments against CaBi expansion.
"Every other city uses dedicated sponsors to cover operating costs, but not Alexandria," she states in a letter to the Alexandria Gazette-Packet on April 12, citing New York's Citibank-sponsored Citibike, which is still under construction. Papp notes that Alexandria also no longer receives federal grants to pay for bikeshare and will instead use $50,000 in development impact fees and $70,000 in revenue from real estate taxes.
In another letter to the Alexandria Times, Papp questions whether the city should pay for a service operated by Alta, a private company, in partnership with Alexandria, Arlington and DC. She claims that a financial dispute between Bixi, Alta's equipment maker, and the city of Montreal and a lawsuit from Bixi's software vendor makes Alta unfit to work with. Instead, she proposes that Alexandria use CaBi funds to reverse a proposed cut in library hours.
Conflating the problems of Bixi with Alta, the private company that operates CaBi, ignores the real question of whether it's actually working for Alexandria.
Alexandria is getting the same deal as Arlington, DC, and other cities with bikeshare systems. Like Denver's B-Cycle and Boston's Hubway, CaBi is a public-private partnership in which the city owns the equipment and contracts out operations to a for-profit company.
As with Minneapolis' Nice Ride system, CaBi lists a number of major sponsors on its website, though Nice Ride covers its operating costs with user fees and sponsored stations. Capital Bikeshare could partner with a corporate sponsor, but it's a regional system, and all of the jurisdictions involved should make that decision together.
Despite what Papp says, Capital Bikeshare also saves money. Capital costs of the proposed eight-station expansion are about that of a single DASH bus. Operating costs per ride are well under a dollar for CaBi, versus over a dollar for Metrorail and over two dollars for DASH. System-wide, CaBi moves about 8,000 people per day, almost as many as the 11,000 that DASH moves.
Papp complains that CaBi will get some financial support from local taxes, but Alexandria recently chose to dedicate 2.2¢ of its real estate tax rate to a Transportation Improvement Program (TIP), including 3 designated transit corridors and supporting infrastructure for biking and walking. Given that 2 of the 4 busiest Alexandria CaBi stations serve nearby Metro stations, CaBi clearly fits in with the program's stated goals.
Besides, Alexandria can't simply move the funds to support libraries. TIP money must be spent on transportation, and since it's a new program, raiding TIP funds for libraries would only weaken it as a funding source. Just as CaBi is a transportation service that should be evaluated in the context of Alexandria's transportation program, libraries are a social service that should be evaluated in the context of Alexandria's other social services.
Capital Bikeshare has proven its worth to Alexandria, but a few detractors want to discredit this valuable service. The City Council should listen to the facts and support bikeshare funding. They will be voting on the budget next Monday; you can contact them here and voice your support.
Maryland and Virginia will both enact major new transportation funding bills this year. Neither bill says exactly which projects will be funded, but here are the top 10 projects in Maryland and Virginia that most deserve to get some of the funds.
1. 8-car Metro trains: Metrorail is near capacity, especially in Virginia. More Metro railcars and the infrastructure they need (like power systems and yard space) would mean more 8-car trains on the Orange, Blue, and Silver Lines.
2. Tysons grid of streets: Tysons Corner has more office space than downtown Baltimore and Richmond put together. Converting it to a functional urban place is a huge priority.
3. Purple Line: Bethesda, Silver Spring, Langley Park, College Park, New Carrollton. That's a serious string of transit-friendly pearls. The Purple Line will be one of America's best light rail lines on the day it opens.
4. Baltimore Red Line: Baltimore has a subway line and a light rail line, but they don't work together very well as a system. The Red Line will greatly improve the reach of Baltimore's rail system.
5. Silver Line Phase 2: The Silver Line extension from Reston to Dulles Airport and Loudoun County is one of the few projects that was earmarked in Virginia's bill, to the tune of $300 million.
6. Arlington streetcars: The Columbia Pike and Crystal City streetcars both have funding plans already, but could potentially be accelerated.
7. Route 7 transit. Leesburg Pike is the next Rosslyn-Ballston corridor waiting to happen. Virginia is just beginning to study either a light rail or BRT line along it.
8. Corridor Cities Transitway: Gaithersburg has been waiting decades for a quality transit line to build around. BRT will finally connect the many New Urbanist communities there, which are internally walkable but rely on cars for long-range connections.
9. MARC enhancements: MARC is a decent commuter rail, but it could be so much more. Some day it could be more like New York's Metro North or Philadelphia's SEPTA regional rail, with hourly trains all day long, even on weekends.
10. Alexandria BRT network: This will make nearly all of Alexandria accessible via high-quality transit.
Honorable mentions: Montgomery County BRT network, Potomac Yard Metro station, Virginia Beach light rail, Southern Maryland light rail, and VRE platform extensions.
Cross-posted at BeyondDC.
Density is a good thing for urbanism. More density means more shops and amenities nearby, better transit service, and shorter walks. But what qualifies as dense? Overall city density is often reported, but a more telling statistic is neighborhood density.
Thse two maps show DC neighborhood density at the time of the 2000 census (top) and 2010 census (bottom). I made the 2000 map using census.gov sometime after the 2000 census. Michael Rodriguez created the bottom map just recently. Unfortunately the two maps use different scales, but they're still informative.
In 2000 the densest census tract in the DC region was in northern Columbia Heights, between Spring Road and Newton Street. It had 57,317 people per square mile (ppsm). In 2010 that tract is up to 59,209 ppsm, but that's only good enough for 2nd place in DC, and 3rd regionally.
The densest tract is now southern Logan Circle, between Rhode Island and Massachusetts Avenues. It's boomed and is now a whopping 67,149 ppsm.
The rest of central Northwest, from Mount Pleasant down to Massachusetts Avenue, varies from around 30,000-50,000 ppsm. Capitol Hill is in the 20,000-30,000 ppsm range.
Meanwhile, in Alexandria, the tract at the corner of I-395 and Seminary Road is up to 59,886 ppsm, 2nd densest in the region after Logan Circle. There hasn't been any new development in that tract since 2000, but the suburban-style apartment towers in it may have fewer singles and more families, which could account for the increase. Crystal City is 45,448 ppsm, and Ballston is 43,788 ppsm.
Suburban Maryland's densest tract is in Langley Park, at 49,354 ppsm. Downtown Silver Spring is 34,816 ppsm, and downtown Bethesda is around 11,000 ppsm.
Cross-posted at BeyondDC.
Streetcar supporters in Northern Virginia hope to see streetcar lines traversing many of Northern Virginia's cities and counties, linking housing to employment centers within and across jurisdictions, often retracing routes operated decades ago.
To get streetcars across boundaries, however, the many local governments must coordinate their plans and deal with differences in their abilities to fund projects.
The Northern Virginia Streetcar Coalition's top priority this year is supporting Arlington's plans for the Columbia Pike and Crystal City streetcar lines. It also will encourage other cities and counties to consider streetcar options.
Arlington has steadfastly supported a vision of smart growth around transit nodes and multimodal transportation options for a great many years. Thanks to this consistency, their work has paid off in positioning Arlington as a good place to live and work.
By selecting streetcar rather than some variety of enhanced bus service, Arlington is reinforcing its past planning efforts by providing investors and developers along the two corridors with the certainty that only a commitment to a fixed alignment can give.
Arlington and Fairfax counties worked together on plans for high-capacity transit along Columbia Pike for several years, and in July 2012 voted to select streetcar as the preferred option for Columbia Pike and apply for federal funding. Arlington also plans a streetcar line for Crystal City to connect with the Columbia Pike line.
The 5 mile long Columbia Pike line, as currently planned, will cross into Fairfax County, terminating at Skyline. The 2½ mile long Crystal City line, on the other hand, will terminate at Four Mile Run, the boundary between Arlington and Alexandria.
Meanwhile, Alexandria has been studying transit for Route 1 and the Beauregard/Van Dorn transit corridors. NVSC wants to ensure no decisions would preclude using streetcars in those areas.
NVSC also will encourage Fairfax County to expand its streetcar lines beyond Skyline, going either toward Falls Church along Route 7, toward Northern Virginia Community College and the Mark Center east of Skyline, or along Route 1 south of Alexandria. Finally, ongoing studies in various jurisdictions could identify additional corridors suitable for streetcars.
Leaders emphasize need for transit, desire to coordinate
In November, the Northern Virginia Streetcar Coalition hosted a public meeting where leaders from Arlington, Fairfax County, Alexandria, and Falls Church discussed, in a spirited but positive manner, regional cooperation in planning high-capacity transit.
They saw Northern Virginia's future as multimodal, with mixed uses around transit stations. Then-Arlington Board Chair Mary Hynes noted that Virginia commuters to DC must cross Arlington. Without its multi-modal strategy, she said, the county would "become a parking lot."
All of the officials emphasized that the jurisdictions want work together, and have coordinated in many ways. However, due to differences in funds available for transit and each jurisdiction's priorities, it has not always been possible to think regionally in spite of best intentions.
Arlington has been more successful at raising funds for transportation capital projects than its neighbors, partially due to its more balanced ratio of commercial to residential property and its commercial add-on tax for transportation.
Paul Smedberg, a member of the Alexandria City Council, spoke of the need for a streetcar connection to the BRAC-133 building at Mark Center. Fairfax Supervisor Penny Gross said that although extensions to the Columbia Pike line are desirable, it was important to get the first segment built rather than bogging down the whole process by considering alternatives.
Former Falls Church City Council member Dan Maller, standing in for Vice-Mayor David Snyder, noted that he was eager to work with Fairfax on a Route 7 extension to Falls Church. Somewhat reassuringly, Alexandrians learned that they would have continuous transit options to get from their city to Arlington without transferring at Four Mile Run As local and regional plans for high-capacity transit develop, decision-makers must think long-term and regionally. Not every transit route is suitable for streetcars, but where cities and counties want environmentally-sound, reliable, clean transportation that also contributes to local economic development, they should consider streetcar lines and ensure they can interoperate across jurisdictional boundaries now and in the future.
As local and regional plans for high-capacity transit develop, decision-makers must think long-term and regionally. Not every transit route is suitable for streetcars, but where cities and counties want environmentally-sound, reliable, clean transportation that also contributes to local economic development, they should consider streetcar lines and ensure they can interoperate across jurisdictional boundaries now and in the future.
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- O'Malley announces first projects using new gas tax money
- Can Loudoun grow while protecting its rural areas?
- Silver Spring mall could get massive facelift, new name
- ICC losing bus service in classic bait and switch
- Suitland Parkway Trail is a mess. Will leaders seek change?