Posts about Arlington
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.
The east end of Columbia Pike in Arlington already looks quite different after the 70-year-old Navy Annex was torn down last year, but it may change even more under a proposed 3-way land swap between Arlington County, the Department of Defense, and the Commonwealth of Virginia.
The swap envisions realigning Columbia Pike, removing the old Southgate Road, building a new Southgate Road, and completely reworking the Columbia Pike-Washington Boulevard interchange.
Arlington National Cemetery is running out of land for additional burials. That is largely driving this deal, which will give the cemetery more contiguous land, but it also means beneficial changes for the transportation network.
While the exact parcels have not been fully identified, the swap will likely mostly resemble the map above. The cemetery will get the green area, consisting of old Navy Annex land, the former Southgate Road and former Columbia Pike, South Joyce Street, and portions of the Columbia Pike-Washington Boulevard cloverleaf interchange.
The yellow area will go to Arlington for a proposed Freedmen's Village museum and other public uses. The blue area is DoD property that used to house a gas station and the purple is part of the current cloverleaf.
Columbia Pike gets straightened out and rebuilt. The new portion of Columbia Pike would include 4 general-purpose lanes and a sidewalk on the south side. A 10-foot sidepath on the north side would connect with a similar sidepath planned for this section of Columbia Pike.
The cloverleaf with Route 27 would become a more compact diamond interchange. A new Southgate Road would connect Joint Base Myer-Henderson Hall to Columbia Pike by a shorter route than the road today.
An earlier land swap proposal was authorized in 2008 which would not have realigned the Pike. It would have simply swapped the county's Southgate Road right-of-way for a similarly-sized piece of the Navy Annex, but it was tabled in 2012.
Arlington and the federal government signed a new memorandum of understanding in 2013, and authority to make the swap recently appeared in the proposed Department of Defense appropriations bill.
This map shows every cycletrack in town. In addition to M Street and 1st Street, there's L Street, Pennsylvania Avenue, good old reliable 15th Street, and the diminutive R Street lane near the Metropolitan Branch Trail.
For the sake of completeness I also included Rosslyn's super tiny cycletrack, which exists mainly to access a popular Capital Bikeshare station.
Notice anything missing or wrong?
Cross-posted at BeyondDC.
Last Friday, Fairfax officially approved a new headquarters tower for Capital One in Tysons Corner. At 470 feet tall the new building will be the tallest in the DC region after the Washington Monument.
If that news sounds familiar, it's because in May of 2013
Fairfax approved developers proposed a 435 foot tall building, then the tallest in the region yet. And when Alexandria approved a 396 foot tall tower, that also would've been the tallest. Meanwhile, Arlington's 384 foot tall 1812 North Moore tower recently finished construction, officially taking over the title of region's tallest skyscraper (for now).
There may not be an explicit competition, but the fact is undeniable: Northern Virginia's in a full-on skyscraper rivalry. And Tysons is pulling insurmountably ahead.
At 470 feet tall, this new Tysons building will be the first in the DC region to officially eclipse Richmond's tallest, the 449 foot tall Monroe Building. Baltimore and Virginia Beach each have towers above 500 feet, often considered to be the breaking point for a true skyscraper.
Cross-posted at BeyondDC.
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