Posts about Arlington
The more riders who use a bus stop, the larger and more amenity-filled the stop should be. That's the message behind this nifty infographic from Arlington, showing the basic types of stops, and when they're appropriate.
Much of the outcry over Arlington's "million-dollar bus stop" seemed to stem from the widespread belief that all bus stops are the same. But while the Arlington stops did benefit from a redesign, the general idea that "a bus stop is a bus stop is a bus stop" is wrong. Actually there are several different kinds, appropriate in different times and places.
For very small stops, used by less than about 40 passengers per day, simple "flag pole" bus stops are perfectly fine.
Bigger stops serving up to a couple hundred people per day need a little extra space for waiting, and at that level it's nice to provide basic amenities like seats and trash cans, so transit agencies step it up with sheltered bus stops.
But what if there's even more passengers? What if you're getting as many riders as a light rail or BRT station, on the order of a few hundred or even a thousand per day?
At that level you naturally need a station comparable to light rail or BRT, bigger with more waiting area. And it makes sense to introduce even more amenities that can speed up service or improve the customer experience, like high curbs for level boarding, off-vehicle fare payment, real-time arrival displays, and bike racks.
Meanwhile, when hundreds or thousands of riders a day are using a single space, it's no longer just a bus stop. At that point, it's a highly-visible civic gathering spot.
And as important it is to provide transit riders with attractive facilities, it's also important even for non-transit riders that our civic spaces be attractive. Thus it's appropriate for large transit stations to look nicer (and cost more, and last longer) than a row of mass produced bus shelters.
The continuum of transit stations doesn't even stop there. For more than 1,000 riders per day you start to need entire buildings with space for multiple vehicles, bathrooms, a staffed information desk, and more. Or you need bus subway stations, which are vastly more expensive still.
What's appropriate on Columbia Pike?
With about 16,000 bus riders per day, Columbia Pike is already the busiest bus corridor in Virginia. Buses on Columbia Pike carry more riders each day than the Norfolk light rail, and about as many as either of VRE's two commuter rail lines. It's a serious transit corridor.
And it's only going to get more serious. With the streetcar, transit ridership on Columbia Pike is expected to approximately double, to over 30,000 per day by 2030.
That's a lot of riders. That's considerably more than any bus route in DC, and about 1/3 the expected 2030 ridership of the Metrorail Silver Line. That many riders need and deserve good facilities.
What's odd about the debate in Arlington is that everyone seems to agree Columbia Pike needs vastly improved transit, but people are outraged about the costs anyway. Opponents to the planned streetcar aren't saying "don't build anything." They're saying "build BRT instead."
Putting aside the fact that full BRT is impossible because Arlington isn't allowed to dedicate Columbia Pike's lanes for transit, these expensive bus stations are exactly what BRT looks like. No matter whether you favor streetcar or bus, big transit stations are necessary.
And no matter where you go, they're expensive. For example, BRT stations in Eugene, OR run $445,000, while in Grand Rapids, MI they're $662,000. Norfolk's light rail stations are $762,000.
Naturally, Arlington isn't building these larger transit stations at every bus stop. They're only going in at a handful of the busiest stops, where passenger capacities meet that threshold of a few hundred per day, or soon will.
For example, according to Arlington Transit Bureau Chief Steve Del Giudice, the eastbound Walter Reed station is currently hosting about 525 boardings per day (that's boardings only, not including alightings). Assume it doubles with the streetcar, and Walter Reed will soon have over 1,000 boardings per day.
That's half as many boardings as the Arlington Cemetery Metro station. Far too many for a simple shelter.
It's a truism in politics that if you repeat a statement often enough, people will believe it, regardless of whether it's true. In Arlington, a cohort of commentators and activists has been chanting that the County Board is full of profligate spenders. Now that claim has started to have currency in county politics, even though it's grounded in little at all.
Fifty years ago, Arlington was an aging suburb that progress had passed by on the way to greener pastures in Fairfax County. Outdated retail strips, struggling businesses and a declining population portended a bleak future. State and federal planners saw Arlington mostly as space to be traversed between home and work, and they proposed cutting up its neighborhoods for commuter roads.
County residents and leaders did not respond to this challenge by spending as little as possible in the vain hope that doing so would attract people and economic growth. Instead, they campaigned to build an expensive Metrorail subway and put it under Wilson Boulevard, with the goal of transforming it from a tired suburban strip into a new downtown. They planned walkable centers with more housing, jobs and retail, plus new streets and sidewalks.
Continue reading my latest op-ed in the Washington Post.
Despite being an early leader in bicycle friendliness, Arlington has been slow to join the growing trend of building cycletracks (not counting a tiny 30-foot fragment in Rosslyn). While there are plans for cycletracks on Army Navy Drive in Pentagon City and a re-aligned Clark/Bell street in Crystal City, a new pilot project on Eads Street will likely precede both.
Arlington needs to repave several sections of Eads, and multiple development projects are in the works along the corridor. The time is ripe to re-imagine how Eads Street can function to serve pedestrians, cyclists, cars and buses, and the county is kicking off a South Eads Street Corridor Study.
Right now, Eads functions primarily to move cars, with roomy lanes that encourage speeding (some as wide as 19 feet), more lanes than necessary for the volume of traffic, few street trees, and limited bike facilities. Technically, there are bike lanes on the southern end, but the markings have faded to almost nothing.
Next Wednesday, Arlington will host a workshop to get feedback on options for various segments of Eads, which parallels Route 1 from I-395 to the border with Alexandria. The options vary quite a bit based on the shifting width of the street. They include buffered bike lanes, a street-level cycletrack, and a raised cycletrack at sidewalk level. All would provide continuous bike facilities from the Four Mile Run Trail connection in the south all the way to a connection with the future Army Navy Drive cycletrack in the north.
Options for one section of Eads Street. Image from Arlington County. Click for larger version including cross-sections.
The visioning process and corridor study will set out the long-term plan for Eads, but officials plan to build a short-term pilot project this fall between 23rd Street and 15th Street. This section of Eads is on the paving list for this year, and Arlington is going to take advantage of that to do a cheap pilot.
The roadway will be re-striped from its existing four lanes to become two lanes and a center turn lane. A two-way cycletrack of some sort will be added, pedestrian crossings upgraded, and parking lanes reconfigured.
Arlington will be gathering significant data on how people travel along this section of Eads both before the changes and after, including bicycle, pedestrian and traffic counts, as well as travel time measurements. Analysis of these metrics from the pilot program will inform the ultimate design of Eads Street as well as future cycletrack projects in the county.
South Eads Street has the potential to be a vital cycling connection in Arlington. North-South travel by bicycle in Arlington is notoriously challenging, with few good options. This project will connect the planned Army Navy Drive cycletrack to the Four Mile Run trail and, from there, the Mt Vernon Trail. Someday it may connect to the planned bike/ped bridge over Four Mile Run, taking cyclists to one of Alexandria's main cycling corridors, Commonwealth Avenue.
If you're free, come out the workshop on Wednesday evening, May 21, 7 pm at the Aurora Hills Community Center and provide your feedback. If you can't make the meeting, the county has an online survey you can take instead.
Here's the simplest reason to build a streetcar on Columbia Pike: Absolutely tons of people will ride it. The latest ridership projections show that by 2035 there will be more streetcar riders on Columbia Pike and in Crystal City than there are on VRE or riding buses in Richmond today.
The latest ridership projections for the streetcar are huge. By 2035, 37,100 riders per day are expected to use the combined Columbia Pike / Crystal City line, which will operate as a single through route. Another 22,700 will ride buses daily, for a total of 59,800 riders in the corridor.
For comparison, VRE carries about 20,000 per day, and as of 2011 (the most recent data available), the entire Richmond metropolitan area bus system carried an average of 35,200 riders per day. That's every bus route in the whole region put together.
Granted, comparing 2035 projections to contemporary ridership is not exactly valid. Surely by 2035 VRE and Richmond's GRTC will be carrying more riders than they are now.
But these comparisons are useful nonetheless. They give us a sense of the scale of transit demand on Columbia Pike.
Let's keep going. According to the American Public Transportation Association's 4th quarter 2013 ridership report, here are more total networks that the Columbia Pike / Crystal City streetcar's 37,100 daily riders in 2035 will beat or approximately match:
- MARC commuter rail (34,100 riders per day)
- Regional light rail systems in Baltimore (26,800), San Jose (34,300), New Orleans (20,200), Minneapolis (30,100), Charlotte (15,400), Buffalo (17,400), Pittsburgh (28,300), Houston (38,300), Seattle (33,200), Norfolk (5,000 in 2012)
- Regional bus networks in Indianapolis (35,000), Memphis (28,700), Nashville (31,200)
- Fairfax Connector bus system (36,300)
- Prince William County Omni-Ride bus system (13,400)
- Subway systems such as New York (8,733,300), WMATA (855,300), Atlanta (221,200), and even Baltimore (48,500)
- Light rail systems such as Los Angeles (200,900), Sacramento (46,400), Portland (115,300), Dallas (98,300), and Saint Louis (53,000)
- Bus networks like Baltimore (237,600), Montgomery County Ride-On (86,600), WMATA (441,100), and Norfolk (52,800 in 2012)
- Silver Line Phase 1 (85,700 in 2030, for $3.1 billion)
- Maryland Purple Line (74,000 in 2040, for $2.2 billion)
- Baltimore Red Line (54,500 in 2025, for $2.6 billion)
The bottom line
With 16,000 daily bus riders today, Columbia Pike is already Virginia's busiest bus corridor. By 2035 there will be nearly 60,000 combined streetcar and bus trips on the Columbia Pike / Crystal City corridor, with 42,800 of those coming on Columbia Pike.
Streetcar detractors want you to believe it's practical to move more people on Columbia Pike by bus alone than the entire Richmond or Norfolk regional bus networks move in sum total. They want you to believe it's practical to move more people on Columbia Pike with buses than MARC or VRE move on commuter rail, or that Baltimore, Minneapolis, or Houston move on light rail.
That's ridiculous. The huge transit demand on Columbia Pike easily justifies rail, and it comes at a better cost value than other rail projects around the region. To suggest otherwise ignores reality.
Million dollars no more: What's in and what's out of Arlington's redesigned Columbia Pike bus stations
Arlington has redesigned and value-engineered a series of transit stations proposed along Columbia Pike, after the original prototype drew criticism for costing a lot and not adequately keeping out the weather. The new design is both less expensive and more effective.
Controversy and review
Last year Arlington unveiled the first of a planned series of "super-stop" bus stations along Columbia Pike, near the intersection with Walter Reed Drive. The prototype cost nearly one million dollars, outraging many in the community who felt it extravagantly expensive for "just a bus stop."
But that wasn't the only criticism. The prototype's angled roof and undersized rear and side panels don't offer much protection against the elements.
Arlington heard the outrage and suspended further construction to review the design. The review came out last week, and proposes a new design that's significantly cheaper, but also better in a number of ways.
The new design
Like the prototype, the new design includes a large glass canopy and glass walls, seating, displays with real-time arrival information, and platform-like curbs.
Unlike the prototype, the canopy is a simple boxy shape that's cheaper and easier to manufacture, more flexible to multiple configurations, and better at keeping out rain and snow. The roof is lower and slopes more gently, meaning rain will have to be falling nearly sideways to get in from the front.
From the back, the rear panels extend higher, closer to the roof. They leave a much smaller gap between the wall and roof, adequate for air circulation but much less prone to let in rain or snow.
Likewise, the side panels are more carefully placed, boxing in the waiting area more effectively.
The new design eliminates one of the most controversial elements from the prototype, an underground heating system that melts snow and ice. But with this improved canopy and wall layout, fewer elements will get into the station in the first place.
Another major improvement is that real time information will come in multiple ways: On a large main display to one side, and also on displays hung from the roof. The hanging displays will be easier for waiting passengers to see from afar.
And all of this comes via a relatively inexpensive standardized tool kit.
Since the pieces can fit together any way Arlington wants, they'll use different configurations at different locations. There will be longer stations with more seating at bigger corners, and smaller ones at more constrained sites.
If the new tool kit proves effective, Arlington may even use some of the same pieces elsewhere, such as in Crystal City.
Arlington is planning to move ahead with construction of the new design at 8 locations up and down Columbia Pike, with more coming after that. The county expects the next 8 stations to be open by 2017.
This week, learn about infrastructure and support smart growth advocacy. Next week, weigh in on projects that will make communities better in DC, Arlington, and Alexandria. And enjoy the nice weather, get outdoors, and explore the Washington region with more walking tours.
CSG Livable Communities Leadership Award: The Coalition for Smarter Growth's annual awards ceremony is an important way for all of us to support smart growth advocacy and honor people who have made a difference.
This year, CSG will be honoring Arlington County Board Chairman Walter Tejada for his work supporting transit, revitalization, and affordable housing on Columbia Pike, and upper Northwest's Ward 3 Vision which pushes to make Ward 3's neighborhoods more walkable and sustainable.
Tickets are $125 and go toward furthering the goals many of us share on this blog. The reception is Thursday, May 15, 6:30-8:30 at Epic Studio, 1323 Connecticut Avenue, NW. Buy your tickets here.
Infrastructure Week, 2014 is this week, May 12-16. Join the US Council on Competitiveness, US Chamber of Commerce, AFL-CIO, and the Brookings Institution for a week-long discussion of our nation's infrastructure. Topics will include transportation, freight movement, and water management. Below are several highlights of the 20 events happening this week:
- Funding and financing America's infrastructure, Tuesday, May 13 from 9-11 am.
- Bridging the financing gap panel discussion, Wednesday, May 14, from 8:30 am to 12:30 pm.
- Forum on high speed train technology, Wednesday, May 14, from 2:30-4 pm.
- Economic impact of transit investment, Thursday, May 15, from 12:30-2 pm.
Great spaces: What makes a great space? Listen to experts from the Urban Land Institute, Metropolitan Washington Council of Governments, Arlington County Center for Urban Design and Research, and the Coalition for Smarter Growth talk about the benefits of "great spaces" at the 2014 State of Affordable Housing talk. The talk is Wednesday, May 14 from 4:30-7:30 pm at the Walter Reed Community Center (2909 16th St South) in Arlington. Go here to RSVP.
CSG walking tours: The Coalition for Smarter Growth is leading three more Saturday walking tours over the next month. Next up: Twinbrook, on May 17, Pentagon City, on May 31, and H Street NE, on June 7. Come hear about the past and future of these changing neighborhoods while enjoying some spring sunshine.
- Saturday, May 17: Visit the Twinbrook Metro station and see how a community is taking shape on an area that used to be an expanse of parking lots.
- Saturday, May 31: Come hear about how recent development projects are transforming Pentagon City into a community that is more than a mall.
- Saturday, June 7: Explore H Street NE and learn about one of DC's most rapidly changing neighborhoods. Plus, get the scoop on the latest addition to the community: the DC Streetcar.
MLK library renovation forum: The DC Public Library is exploring renovation options for its central facility, the Martin Luther King Jr. Memorial Library, and is looking to the community for input. The architect team of Martinez & Johnson and Mecanoo will host a public forum to present preliminary design ideas on Monday, May 19 from 6-7 pm at the MLK library (901 G Street NW).
Arlington Transit forum: Give Arlington's government your input on transit service at a public meeting from 7-9 pm on Monday, May 19 at the Arlington Mill Community Center, 909 South Dinwiddie Street. If you can't make it, you can take an online survey to give your feedback.
Monroe Avenue, a complete street: Alexandria wants to redesign Monroe Avenue in Del Ray to calm traffic and better accommodate bicyclists. Officials will present options and hear from residents on Tuesday, May 20, 6-8 pm at Commonwealth Academy on Leslie Avenue.
Have an event for the Greater Greater Washington calendar? Email it to email@example.com.
Arlington is deploying bike "fix-it" repair and maintenance stands at Metro stations around the county. The stands include all the tools cyclists need to change a flat tire, add air, or adjust brakes and derailleurs. Just hang your bike on the kiosk and go to work, free of charge.
So far there are stands at the bike parking stations in Clarendon and Ballston. Watch for one soon in Pentagon City.
What do you get when you plot onto a single map every known light rail, streetcar, and BRT plan in the DC region? One heck of a huge transit network, is what.
Every planned light rail, streetcar, and BRT line in the DC region. Click the map to open a zoom-able interactive version. Map by the author, using Google basemap.
This map combines the DC streetcar and MoveDC bus lane plan with the Arlington streetcar plan, the Alexandria transitway plan, Montgomery's BRT plan, and Fairfax's transit network plan, plus the Purple Line, the Corridor Cities Transitway, the Long Bridge study, the Wilson Bridge transit corridor, and finally the Southern Maryland transit corridor.
Add the route mileage from all of them up and you get 267 miles of proposed awesomeness, not including the Silver Line or other possible Metrorail expansions.
To be sure, it will be decades before all of this is open to passengers, if ever.
The H Street Streetcar will be the first to open this year, god willing, with others like the Purple Line and Columbia Pike Streetcar hopefully coming before the end of the decade. But many of these are barely glimpses in planners' eyes, vague lines on maps, years or decades away from even serious engineering, much less actual operation.
For example, Maryland planners have been talking about light rail extending south into Charles County since at least the late 1990s, but it's no higher than 4th down on the state's priority list for new transit, after the Purple Line, Corridor Cities Transitway, and Baltimore Red Line. Never mind how Montgomery's expansive BRT network fits in.
Meanwhile in Virginia, the Gallows Road route seems to be a brand new idea. There's yet to be even a feasibility study for it.
Even if governments in the DC region spend the next few decades building this network, there are sure to be changes between now and the day it's all in place. Metro's original planners didn't know Tysons would become the behemoth it is, and contemporary planners can't predict the future with 100% accuracy either.
Last year the Coalition for Smarter Growth published a report documenting every known route at that time, and already a lot has changed. More is sure to change over time.
Holes in the network
With a handful of exceptions these plans mostly come from individual jurisdictions. DC plans its streetcars, Montgomery County plans its BRT, and so on.
That kind of bottom-up planning is a great way to make sure land use and transit work together, but the downside is insular plans that leave gaps in the overall network.
Ideally there ought to be at least one connection between Fairfax and Montgomery, and Prince George's ought to be as dense with lines as its neighbors.
But still, 267 miles is an awfully impressive network. Now let's build it.
Cross-posted at BeyondDC.
Enjoy the warm weather and learn about area history at events this month. Over the next two weeks, hear about how to plan great communities, help make Montgomery even greater, and hack on tools to help people understand DC laws.
Walking tours: The Coalition for Smarter Growth is leading three more Saturday walking tours over the next month: Twinbrook, on May 17; Pentagon City, on May 31; and H Street NE, on June 7. Come hear about the past and future of these changing neighborhoods while enjoying some spring sunshine.
After the jump: details about the walking tours, a hackathon, and talks about designing better communities.
On Saturday, June 7, visit the Twinbrook Metro station and see how a community is taking shape on an area that used to be an expanse of parking lots.
On Saturday, May 31, come hear about how recent development projects are transforming Pentagon City into a community that is more than a mall.
And finally on Saturday, June 7, explore H Street NE and learn about one of DC's most rapidly changing neighborhoods. Plus, get the scoop on the latest addition to the community: the DC Streetcar.
Each of the CSG walking tours runs from 10 am to noon. These events fill up quickly, so RSVP to secure a spot!
Hack on the DC Code: DC has become a pioneer in making its laws freely available to the public and open in computer-readable formats, thanks to strong support from the DC Council's General Counsel, David Zvenyach. The open data lets anyone write tools to browse and understand the laws of the District.
Coders started building such tools at a "hackathon" a year ago, and this Saturday, they're having another. From 10 am to 5 pm, people will talk about what the "DC Code Browser" can do better and start making it happen. The hackathon is at Mapbox Garage 1714 14th St NW.
Great spaces: What makes a great space? Listen to experts from the Urban Land Institute, Metropolitan Washington Council of Governments, Arlington County Center for Urban Design and Research, and the Coalition for Smarter Growth talk about the benefits of "great spaces" at the 2014 State of Affordable Housing talk. It's Wednesday, May 14 from 4:30-7:30 pm at the Walter Reed Community Center (2909 16th St South) in Arlington. Go here to RSVP.
Urbanism book talk: Urbanism and transit are hot button issues, but should they be? Ben Ross, a Greater Greater Washington contributor and author of Dead End: Suburban Sprawl and the Rebirth of American Urbanism will discuss why these ideas face opposition from suburban value systems in a book talk at the National Building Museum (401 F Street NW) on Monday, May 12, 12:30-1:30 pm. You can RSVP here.
Healthy community design summit: Live Healthy Fairfax is sponsoring the Healthy Community Design Summit, a forum where residents and professionals alike can discuss how economic, environmental, and public health play a role in good communities. Local businesses and industry professionals will present and then discuss topics like planning, urban design, architecture, and real estate. For more info and to RSVP, go here.
Zoning update open houses: The Montgomery County Planning Department's zoning update open houses conclude this week with two chances to ask questions and provide feedback on the proposed changes. Planning staff will be in attendance to discuss the updates. The schedule of remaining open houses is below:
- May 5: UpCounty Regional Services Center, Germantown (6-8 pm)
- May 6: B-CC Regional Services Center, Bethesda (6-8 pm)
- The war on Dana Milbank's car
- David Catania's platform supports Metro, streetcars, bus lanes, bike lanes, transit-oriented development, and more
- Have you been "walkblocked"? Are you "zonely"? New terms sprout in the urbanist lexicon
- 88% of new DC households are car-free
- Gehry trims Eisenhower Memorial tapestries
- When temporary becomes permanent: Why reopening the SE Freeway is risky
- Do you know the station? It's whichWMATA week 23