Posts about Arlington
Arlington may be a paragon of Smart Growth and sustainable transportation, but if you go to the county offices at Court House, a giant surface parking lot dominates the landscape. That could soon change with recommendations to turn it into a new town green with parking below.
All images from Arlington County.
County planners presented three options last night which incorporated input from a task force and the public. All three options keep most or all of the current parking lot as a new green, with only small amounts of parking at surface level.
Courthouse Square today and the parcels for possible redevelopment.
They mainly differ in minor aspects of the layout. Concept A is oriented more north-south, B diagonal, and C east-west. They all recommend development on the Verizon plaza south of 14th Street, and redeveloping some of the nearby buildings, though with varying options for where to put taller buildings versus shorter ones.
The county would also move office space into one of the new buildings. On Option C, that could include an "iconic wing" at the southern end of the square; in exchange, some of what's now the AMC theater would become open space as part of the plaza, with a small "market shed" near where the theater now stands. The other options would leave all of the current parking lot as open space.
County staff emphasized that, as with many of these studies that create a few options, the options simply illustrate various pieces that planners can ultimately mix and match.
They will seek feedback in person and through an online survey to develop a final plan, which they will show to community groups in September and October, the Planning Commission in November, and bring to the County Board in December.
What do you think would be the best design for the square?
Years of anticipation have led up to this weekend: The Silver Line will officially open to passenger service. Don't miss a ride on the first train! On Wednesday, drink to rapid transit in Montgomery County or discuss Pennsylvania Avenue or Arlington's Courthouse Square.
And at long last... it's here!: The first Silver Line train taking passengers on the new tracks will leave at noon on Saturday, July 26. Let's ride together! We'll be congregating at the new Wiehle-Reston East station leading up to the noon train.
We had been organizing carpools, but it's not necessary to drive there any more: Fairfax Connector is running shuttle buses all morning from West Falls Church to Wiehle Avenue, so Metro on out to WFC and hop on a bus (or bike, or drive yourself) to get to the opening.
We'll meet at the North entrance to the station. From the Fairfax Connector bus bays, go up the escalators to the glass enclosed area of the Plaza. There's a large space here, and we'll have signs to help you find us. See you Saturday!
The future of America's Main Street: Pennsylvania Avenue is a major symbol of our nation's capitol, but poor urban design and aging infrastructure inhibit activity there. The National Capital Planning Commission and other federal agencies are hosting a workshop to kick off a new study for the street. It's Wednesday, July 23 from 6:00 to 8:00 pm at 401 9th Street NW, Suite 500 North.
Rapid transit happy hour: Join the Coalition for Smarter Growth, Communities for Transit, and Friends of White Flint also on Wednesday, July 23rd at 5:30 pm at Paladar Latin Kitchen (11333 Woodglen Drive, Rockville, 20852) to hear the latest news about the MD 355 corridor and our booth at this year's Agricultural Fair. Did we also mention that Paladar has $5 Mojitos and Margaritas at happy hour? RSVP here.
A new Courthouse Square: Come and get a first look at the future of Courthouse Square. Planners will unveil three draft plans based on input from the public and a working group. See them on (once again) Wednesday, July 23rd at the 1310 N. Courthouse Road Office Building, third floor, from 7:00 to 9:00 pm (Metro: Court House).
Southeast Southwest: Come out of the heat and watch the latest in the Summer in the City Film Series Thursday, July 24th, from 6:00 to 8:30 pm at the Southwest Library (900 Wesley Place, SW). This week's film, Southwest Remembered, follows the effects of urban renewal in Washington during the 1940s. Southwest was one of the first neighborhoods to undergo this effort, which displaced more than 23,000 residents in the process.
Do you know of an upcoming event that may be interesting, relevant, or important to Greater Greater Washington readers? Send it to us at firstname.lastname@example.org.
Construction on Alexandria's Route 1 transitway is coming along, in anticipation of its August 24 opening. These pictures show the station at Route 1 and Custis Avenue.
While Alexandria's transitway is just about ready, the second phase of the same project, in Arlington, is still a grassy strip. But preliminary construction work started earlier this year, and Arlington will host an official groundbreaking on Friday, July 18, at 9 am.
Cross-posted at BeyondDC.
The Commonwealth of Virginia will dedicate funding for up to half the cost of the Columbia Pike streetcar project.
Virginia Secretary of Transportation Aubrey Layne announced $65 million in dedicated streetcar funding today, above and beyond state money Arlington and Fairfax had already hoped to receive.
More state funding means Arlington and Fairfax won't have to rely on the cumbersome federal New Starts funding process. That will speed up construction by a year, and save at least $25 million in costs.
Arlington County Board Chair Jay Fisette has repeatedly said that Arlington would not finance the project using homeowner property taxes. This new money guarantees Arlington can stick to that promise.
The first bus rapid transit line in the DC region will officially begin service on August 24.
The "Metroway" route will run from Crystal City to Braddock Road, partly in mixed traffic and partly in a dedicated transitway. A later phase to open in 2015 will extend the route to Pentagon City, and shift more of it into dedicated lanes.
Metroway is a joint project between Alexandria, Arlington, and WMATA. Alexandria and Arlington are building the transitway in two phases, and WMATA will operate the buses.
But rather than wait until 2015 to start service, WMATA will begin running buses in August, and simply run in mixed traffic through Crystal City until Arlington's phase is complete.
Metroway will run every 6 minutes at peak times, dropping to every 12 minutes at midday and every 20 minutes on weekends.
Arlington will eventually convert its portion of the route to streetcar.
Cross-posted at BeyondDC.
Problem: The Ballston Common Mall isn't working very well. Solution: Open the mall up to the surrounding streets, so it becomes the center of a lively community rather than a walled-off separate place.
Ballston is one of the smallest malls in the region. It can't compete well against bigger centers with more stores, like Pentagon City or Tysons Corner. Instead, the mall generally only draws customers from a small area nearby, and thus makes less money than other, bigger malls.
Meanwhile, being an enclosed mall that serves mostly local traffic, it saps sidewalk retail away from Ballston's neighborhood streets. Stores that would otherwise be on the sidewalk are instead bottled up in the mall.
To fix this, developer Forest City plans to face more stores to the sidewalk, and give them more inviting storefronts. It will replace nondescript mall doors with open-air plazas that naturally extend the street into the mall. Capping the building will be a new 29-story residential tower.
Forest City still needs to work with Arlington County to finalize and approve plans. For now, these are just concepts. But if all goes well, the 1980s-style Ballston Common Mall will transition to become the contemporary Ballston Center in 2017 and 2018.
Cross-posted at BeyondDC.
Traffic on several Arlington roads is lower today than decades ago, despite huge increases in density and activity.
Since 1996, Arlington has boomed. It's added millions of square feet of new development, some of the tallest high-rises in Virginia, and about 50,000 new residents. And in that time, traffic counts have declined.
The explanation: Virtually all the growth has happened in Arlington's Metrorail corridors, where using transit, biking, and walking are the norm. As mixed-use high-rises have replaced the previous generation's car-oriented retail, the new residents don't have to drive as much.
Traffic goes down
|Street Segment||Street Type||1996||2011/2012||% Change|
|Lee Hwy - Rosslyn||EW 6-lane arterial||37,770||31,951||-15.4%|
|Wash. Blvd. - VA Square||EW 4-lane arterial||20,469||17,500||-14.5%|
|Clarendon Blvd.||EW 2-lane 1-way arterial||13,980||13,292||-5.0%|
|Wilson Blvd. - Clarendon||EW 2-lane 1-way arterial||16,368||12,603||-23.0%|
|Arlington Blvd.||EW 6-lane arterial||55,865||65,259||16.8%|
|Glebe Road - Ballston||NS 6-lane arterial||35,230||31,000||-12.0%|
|Glebe Road - S. of Col. Pike||NS 4-lane arterial||29,000||27,000||-6.0%|
|George Mason Drive||NS 4-lane arterial||20,002||20,518||2.3%|
|Jefferson Davis Hwy - N. of Glebe||NS 6-lane arterial||52,000||44,000||-15.4%
Traffic declined most dramatically on the most urban and high-density streets. Wilson Boulevard, the main street through the Rosslyn-Ballston corridor, saw the steepest reduction, 23%.
The next steepest drops were on Route 1 through Crystal City, and on Lee Highway in Rosslyn, which each fell 15.4%.
Why these streets? They've got the best transit, but that's only part of the story. Thanks to high density and mixed-use, many trips that once required a car now happen on foot. Why drive to the store and fight parking when it's only a block away, and walking there only takes 2 minutes?
Other roads that don't mirror Metro lines saw reductions as well. For example the north-south Glebe Road, which saw 6-12% less traffic.
Traffic did rise on some roads. George Mason Drive traffic increased 2% over the period, and Arlington Boulevard (Route 50) went up 16%.
But George Mason is in the western, more suburban part of Arlington, where there's been less growth and less of a shift to the car-free diet. And Route 50 is a major commuting route for traffic from the outer suburbs, where smart growth is less prevalent, and more growth still means more cars.
Transit ridership goes up
During the same time period, Arlington's transit ridership is way up.
|FY1996 Actual||FY2013 Actual||% Growth|
|Metrorail Arlington Stations||45,335,000||59,528,744||31.3%|
|Metrobus Arlington Routes||12,049,000||14,848,036||23.2%|
|VRE||567,000||1,102,076||94.4%||Arlington Transit (ART)||105,000||2,644,000||2,518%||Total Annual Ridership||58,076,000||78,122,856||34.5%
Arlington's local bus operation, ART, went from a very small system to a major countywide network. The Crystal City VRE stop saw its ridership double (VRE service began in 1992). Metrorail and Metrobus grew by 31% and 23%, respectively.
Put it all together and you get one staggering statistic: Fully 40% of all Virginia statewide transit trips either begin or end in Arlington.
It almost didn't happen this way
Arlington has embraced transit-oriented development and walkability for a long time, but in the 1970s and '80s when the county was originally debating its plans, some of Arlington's choices seemed like risky moves.
Building the Metro through the heart of Arlington's business districts rather than in highway medians added huge expense to the project. But it also made possible places like Clarendon and Ballston as we know them today. Without that big initial investment, they'd likely look more like Seven Corners or Bailey's Crossroads.
For the next generation, Arlington hopes to add to its transit-oriented successes with the Columbia Pike Streetcar, the Crystal City-Potomac Yard Transitway, and new Metrorail station entrances, confident that these will put more people on transit and take more cars off the streets.
Anyone who's seen the area around a variety of Metro stations knows that some are very walkable and some are not. Is there a scientific measure of that? Metro planners crunched the numbers to find out.
Metro rider surveys have shown that most people are willing to walk up to about a half mile to get to a Metro station. Research in other cities also has settled on the half-mile zone.
But the land within a half mile of a station is not the same all across the system. You can't walk in any direction; there are things in the way, whether buildings, rivers, or highways. Where there is a good grid of streets near the station, it's possible to reach a lot by walking up to half a mile. Elsewhere, most of that half-mile radius circle actually requires a longer walk.
Landover, for instance, is right next to a highway. There is only one road leading to the station's parking lot, and no connection over the highway to the nearest residential neighborhood. At Takoma, on the other hand, the street grid lets riders reach many commercial streets and neighborhoods with a half-mile walk.
Metro planners calculated the percentage of land within a half mile you can reach by walking a half mile. It's little surprise that the worst stations are mostly in Fairfax and Prince George's, two jurisdictions that did not try to locate their stations in walkable areas or, during Metro's first few decades, work very hard to plan transit-oriented development around them.
Which stations and jurisdictions fare best and worst?
The worst stations in DC appear to be Fort Totten, a station in the middle of a federal park, and Rhode Island Avenue, a station hemmed in by strip mall development and lacking a good street grid on most sides. (The pedestrian and bicycle bridge over the railroad tracks to the Metropolitan Branch Trail may improve that station's score once it opens.)
In Arlington, it's National Airport (no surprise there; you can't walk on most of an airport) and East Falls Church (but the county has a plan for that area). The Rosslyn-Ballston corridor in Arlington, most of DC (especially in the L'Enfant city) and Montgomery County (particularly inside the Beltway) fare well.
Alexandria is very mixed, with two stations hemmed in by the Beltway and in areas with weaker grids. Prince George's stations are generally more unwalkable than walkable, with College Park the biggest exception. In Fairfax, only Huntington gets anywhere close to a good score. It will be interesting to see how the Tysons stations rank once they open, now and in the future.
The planners also found that the walkability rank correlates very strongly with a station's morning peak ridership. This makes sense, because at the vast majority of stations, even when there is parking there is not that much compared to all the capacity of the trains that pass through. The stations which get a lot of use are those with many people living or working nearby.
There's more to walkability
It's important to note that this is one of several measures of walkability. This analysis computes the size of a station's "walk shed," or how far you can physically get by walking. That is a necessary first step to making a place walkable.
While the Metro planners excluded highways, this analysis still treats roads the same, even though some have no sidewalks, or are multi-lane high-speed roads that are intimidating and unsafe to walk on. But since most of the time good street grids go hand in hand with safer streets to walk on, that shouldn't affect the results much.
More significantly, when people talk about walkable neighborhoods, they are generally thinking beyond just the literal ability to walk. Walkability also includes whether there are amenities such as stores, parks, and more that you can reach by walking. The WalkScore tool computes these in its scores for an area.
Some Metro stations are in places which are physically walkable, but where there isn't much to walk to except for the houses immediately nearby. Glenmont or Forest Glen might be good examples. On the other end of the scale, Prince George's Plaza has a terrible walk shed, but there are lots of stores right near the station.
Regardless, this analysis says something important, and something that's most directly under government planners' control. If jurisdictions want their Metro stations to thrive, a critical first step is making sure people can get to them from the immediate area without having to drive and take up a scarce (and expensive) parking spot.
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