Arlington - Greater Greater Washington

Korean Embassy offers up land

Thu, 16 May 2013 08:25:00 EDT

As a gesture of goodwill, the Korean Embassy will offer their rarely-used parking lots to Arlington for free for at least two years. What should the county do with it? (ArlNow)

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Then and Now: The former Italian embassy (Jun 10, 2009)
Then and Now: The former Spanish Embassy (Sep 14, 2009)
Lost Washington: the Old German Embassy (Mar 3, 2010)
Food trucks could fill in retail gaps (Apr 22, 2010)
The high cost of free parking in Bethesda (Oct 17, 2010)

Arlington may relax rules

Mon, 13 May 2013 08:40:00 EDT

by David Alpert

Arlington might let food trucks park for more than 2 hours and later at night, but as in DC restaurant owners say trucks' lower costs and no state taxes make competition unfair. (WAMU)

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Crystal City-Potomac Yard BRT will be "Metro Way"

Fri, 10 May 2013 11:45:00 EDT

by Dan Malouff

WMATA has chosen a brand for its upcoming Crystal City Potomac Yard BRT line: Metro Way, featuring a flashy new blue paint scheme.

Metro Way. Image from WMATA.

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.

20 comments

BIDs get real-time

Fri, 10 May 2013 08:24:00 EDT

by Steven Yates

Screens showing real-time transit information are likely on the way for Ballston and Georgetown. Both areas' BIDs have agreed to fund the screens to help visitors find transit and reduce pedestrian crowding. (Elevation DC)

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Should Arlington Cemetery expand?

Thu, 09 May 2013 08:20:00 EDT

by David Alpert

Arlington Cemetery plans to add space for 27,000 graves, but the plan would cut down many trees and affect a streambed. Others say it can't grow forever, so maybe it's time to start on "Arlington Two" now. (Post)

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And...

Wed, 08 May 2013 08:50:00 EDT

by Nick Casey

Arlington and Alexandria are increasing property taxes; Alexandria's will allow the city to fund Capital Bikeshare and libraries. (WAMU) ... David Catania's truancy bill received preliminary approval, without the part about imprisoning parents. (WAMU) ... Retail at Dulles and National airports could get a lot better soon. (WBJ)

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Heavy rail, streetcars or BRT? Transit isn't "one size fits all"

Sat, 04 May 2013 11:55:00 EDT

by David Alpert

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.

Photo by Ian YVR on Flickr.

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.

31 comments

And...

Thu, 02 May 2013 08:58:00 EDT

by David Alpert

Technology won't entirely replace transit maps. (Human Transit) ... ""If you are going to get arrested, do it in Arlington County." (Colbert) ... Who's on the board that decides Virginia transportation policy? (Tysons Engineer)

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Arlington streetcars do pass the cost-benefit test

Thu, 25 Apr 2013 15:27:00 EDT

by Glen Bottoms

Last Sunday, Arlington County Board member Libby Garvey criticized the Columbia Pike Streetcar in an op-ed in The Washington Post, "Arlington streetcars fail the cost-benefit test." Contrary to Ms. Garvey's assertions, Arlington County is on the right track.

Photo by EnvironmentBlog on Flickr.

Ms. Garvey opined that streetcars won't improve transit on Columbia Pike and pointed out that buses can stimulate development as well as streetcars. She also stated that the streetcar does not have a proven track record of success.

Ms. Garvey asserted that the streetcar does not have the capacity needed to adequately serve the Columbia Pike corridor. Finally, she also informed us that she has studied the latest available information regarding streetcars. Unfortunately, Ms. Garvey may have skipped over some information that might clarify her thinking regarding the streetcar.

The streetcar is not a bus

Actually, there is a great deal of difference between a streetcar and a bus.

The streetcar has greater capacity. Ten streetcars do not equate to 10 buses. The current mayor of Toronto, Canada, recently campaigned on ridding central Toronto of its iconic streetcar system. He said they were too slow and got in the way of cars. Once elected, he found that he needed 550 buses to replace those 300 darn streetcars. Guess how far his proposal got?

The streetcar has greater acceleration and deceleration rates than diesel buses. This means that the streetcar can and does travel faster than the bus. It can do this because the electric motor is more efficient than the diesel engine. When America was fixated on replacing the streetcar in the 1940s and 50s, it was found that time after time it took about 13-15 buses for every 10 streetcars that they replaced, even though they both operated in mixed traffic.

Regardless of the capacity issue, a lesser number of streetcars can better meet the schedule simply because they are faster. The Columbia Pike streetcar will increase connectivity and thereby mobility options by providing better access to shopping, recreation and the Metro at Pentagon City.

Yes, as Ms. Garvey mentioned, people will have to transfer from the streetcar to other modes, principally Metro, if they want to continue their trips to other destinations. But the bus has that same issue.

Streetcars will foster more development

Ms. Garvey claims that there are some that say that only the streetcars can stimulate desired development. I know of no one who makes that claim. However, experts widely acknowledge that streetcars have an advantage over buses in sparking quality development.

While bus lines can easily be re-routed or discontinued, the streetcar represents a permanent investment in the community, something developers really like. The H Street, NE streetcar in the District clearly demonstrates this fact. Developer after developer has stated that the streetcar was a major reason why they decided to invest in that corridor.

The currently under-construction Cincinnati streetcar has already had a measurable effect of stimulating development in the Over-the-Rhine (OTR) community. The city of Minneapolis is planning a city-wide streetcar system. Dallas is building its first streetcar line.

Seattle's first streetcar line connecting downtown with the South Lake Union District has been such a resounding success that Amazon has offered to buy an additional streetcar to alleviate overcrowding. Seattle is also building a second streetcar line and is planning a city-wide network to complement its successful LRT system.

The Sugar House streetcar line will open in Salt Lake City this year. Officials there are especially pleased with the development spawned by the streetcar. Los Angeles voters overwhelmingly approved a downtown streetcar and the LA City Council just approved a long term (30 years) source of funding for operating costs. And in Portland, Oregon, an expanding streetcar network has and is stimulating development in the central city.

Right now across the nation, 10 streetcar lines are under construction (9 are new systems while one is an extension to an existing system). Maybe they are all misguided or, just maybe, they are confident in the evidence that the streetcar can draw quality development, generate significant ridership and integrate into the urban fabric to a much better degree than the bus.

"Modern" Bus Rapid Transit isn't an option, nor a desirable one

Ms. Garvey may have let the cat out the bag when she said that they (streetcars) would make traffic worse. And how would they do that? By impeding the automobile? Arlington County is trying to expand mobility options by upgrading transit and making it a more attractive option than having to use the automobile for even trivial trips.

While I personally would prefer that streetcar get its own right of way, an agreement with the Virginia Department of Transportation (VDOT) prohibits that.

Ms. Garvey identifies Cleveland's BRT Health Line as an example of fostering development with buses. However, the Health Line has its own dedicated lane, an option that's not available to Arlington for either bus or rail. This continues the trend from streetcar opponents of comparing the project to an impossible alternative while citing costs for much cheaper buses.

Besides, a number of analysts have concluded that much of the development along the line would have occurred in any event. The Health Line was built to LRT standards in many places to facilitate easy conversion when ridership justifies an upgrade. The Cleveland BRT line had a price tag similar to many streetcar projects ($30 million/mile). The HealthLine was completed in 2008 and carries about 15,000 per weekday.

Ms. Garvey says that Portland, Oregon and Tampa, Florida were strained by decreasing ridership and ballooning annual operating costs. Tampa's operation was partially funded by a trust fund that took a grievous hit during the recession. Tampa is a tourist operation, pure and simple, primarily geared to transporting cruise travelers/tourists between Ybor City and downtown Tampa. The Tampa streetcar was also recently extended to provide better access to the downtown area.

The Portland Streetcar has been shown to be a proven catalyst for development along both the original route and the recently opened extension across the Willamette River to East Portland. While the abolition of the fareless area in downtown Portland last year (through which much of the Portland Streetcar operated) has caused some adjustments, ridership has held up amazingly well.

Buses don't carry more people

I would take the greatest issue with Ms. Garvey's erroneous comparison of streetcar capacity with bus routes in other cities. She writes, "The best US streetcars carry a fraction of the number of riders carried by the highest-capacity US bus routes, even where the buses do not have dedicated lanes." Comparing the highest-volume US bus routes to streetcars is simplistic and has no relevance to Columbia Pike.

The Toronto example above is a good case in point. The Orange Line Busway in Los Angeles' San Fernando Valley is strangling on its own success. The busway cannot expand capacity without adding another bus (and driver), which means that the busway will reach its full capacity, probably sooner than later.

A rail facility (streetcar or light rail) has the ability to easily tailor service to demand by simply training rail vehicles together, all driven by one operator. This is the reason why Ottawa, Canada, is building a light rail line to replace its existing busway. The number of buses trying to access downtown Ottawa is simply staggering. Simply put, they have a capacity problem and it will be solved by building a rail facility.

As conservatives, we believe that streetcars bring solid economic development, reinforce walkable environments, and encourage and cement cohesive, stable neighborhoods. Providing a viable, attractive alternative to the automobile also strengthens our national defense posture as it further reduces our reliance on foreign oil. The Columbia Pike streetcar will further all of these objectives. I look forward to seeing it become a reality.

54 comments

Columbia Pike streetcar may still get federal funding

Wed, 24 Apr 2013 10:28:00 EDT

by Canaan Merchant

Arlington's plans to use federal funding for the Columbia Pike streetcar hit a snag recently, when the project was not accepted into the FTA's Small Starts grant program. Streetcar opponents took this news as a sign that the project is in trouble, but it's not.

Photo by cliff1066™ on Flickr.

The FTA isn't turning down the project permanently. They are requesting changes and suggesting Arlington reapply later this year. Federal rules changed with last year's MAP-21 transportation bill, and so Arlington has to apply under the larger New Starts program instead of Small Starts.

The delay is good, anyway. Another new rule is that once a project is accepted into New Starts, construction has to begin within 2 years. Even if it had won funding this year, Arlington is 3 years away from construction, so next year is the right time to apply in any case.

County Board chairman Walter Tejada confirmed at a board meeting last night that county leaders are still committed to funding and building the streetcar.

It's not really $410 million

Some reports erroneously claim the that FTA turned down the streetcar because it thinks the project will cost $410 million. That's not what happened, explained Arlington transit bureau chief Steven DelGiudice.

The FTA's report on Columbia Pike does cite a $410 million figure, but that isn't for the cost of the streetcar. Instead, it's an insurance figure that shows the worst-case scenario, if everything imaginable were to go wrong. It shows the streetcar cost, plus the cost of other tangential projects nearby, plus a $70 million contingency figure in case of overruns.

What sort of tangential projects? Things like 12th Street in Pentagon City. 12th Street doesn't exist right now. A private developer will build it as part of a skyscraper development, regardless of whether or not there is ever a streetcar.

Once 12th Street is there, it will be a convenient place to put the streetcar. But since Arlington plans to run the streetcar down a street that isn't built yet, FTA's rules say the total has to include all of the street's costs—even though all of the money comes from a developer. FTA assumes that if the development is delayed, the county might have to build the road itself.

The total cost also has to show an insurance contingency for those tangential projects, like 12th Street. Double whammy. FTA also recommended that the county increase its contingency fund from 18 to 35%.

There are a few new costs the FTA identified that will probably increase the budget. They anticipate very heavy ridership on the route, and recommended that the county look at a larger vehicle to meet these capacity demands.

The result is a slightly higher real cost figure, and another paper figure that's way bigger than what the project will actually cost to build. FTA knows it won't really be $410 million. In fact, their cost range says $255 million is just as likely, with the probable cost somewhere in between.

Because the rules of Small Starts require including everything and cap projects at $250 million, the streetcar project has to go under a different program. The Small Starts program is for small, low-cost, particularly easy-to-accomplish projects. Most new rail lines, and many large BRT lines, go through the New Starts program instead.

Since the New Starts program is larger, that also means that the project can get more total dollars of federal funding. The statute allows FTA to provide up to 80% of the funds for a project, but because there are more projects applying than available funding, the federal share is more likely 50%.

The chances of getting New Starts funding are good

According DelGiudice, the FTA's report is very positive for the streetcar and affirms the county's projections.

FTA believes the ridership will be strong, and even suggested Arlington increase the capacity of the streetcar with more cars and a bigger railyard. That shows FTA believes this is a good place for rail transit.

Despite not being accepted into the Small Starts program this year, FTA's report on Columbia Pike is actually very good news and shows the FTA thinks it's a strong project. Arlington can reapply under the larger program, and since they're 3 years away from construction anyway, doing so is not even a delay.

The decision ultimately lies with the County Board to choose whether to apply under New Starts, but if they do, the streetcar project stands a good chance of winning approval next year.

37 comments

A neighborhood is about people, not buildings

Tue, 23 Apr 2013 10:12:00 EDT

by Ryan Arnold

When opponents of redevelopment say they want to protect the character of their neighborhood, what does that mean? A petition, circulated by activists in Arlington's Bluemont neighborhood who oppose a mixed-use Safeway, suggests it's mainly about the height of buildings.

Preliminary rendering of Safeway's proposed new building on Wilson Boulevard.
Image from Silverwood Companies.

The document, entitled, "Keep Safeway Site at 35 Feet High or Less," says, "taller commercial and residential structures would violate the scope, scale and values of the community."

Why are they wrong? Because the character of a neighborhood is not defined by the height of its buildings, but by the spirit of its people. The real question is this: What kind of neighborhood do Bluemont residents want? Do we want to be an inclusive, welcoming community, or do we want to be the kind of place that tries to keep newcomers out?

The Bluemont Safeway is on Wilson Boulevard, about a ¾-mile walk from Ballston Metro. Last year, Safeway announced their intention to redevelop the decades-old store and its large parking lot. Current plans call for the new building to occupy the entire site, with parking underground and 160 predominantly 1-bedroom rental apartments on top, according to developer Mark Silverwood.

The region needs more housing in the right places

The Washington region has folks who commute to DC from as far as West Virginia. Their daily journey illustrates a variety of serious problems we say we care about: affordable housing, suburban sprawl, oil consumption, high emissions, and traffic. When a commercial landowner seeks to add significant housing to a single-use site, they're offering an opportunity to help solve all those problems.

Bluemont residents are pretty close to the center of our region. As such, we use less energy and produce less pollution per person than people farther out in the suburbs. We're closer to a whole array of cultural and economic resources. We can be proud of those advantages. They're a big part of why people want to live here.

If we say "no" to new housing, the people we've kept out will do one of two things. They'll move further out into the suburbs, contributing to the loss of farmland and wildlife habitat, driving and polluting more to get to the center from way out there. Or they'll bid up prices to move into one of our scarce housing units; less affluent residents will be pushed out over time. That's why Arlington neighborhoods like ours need to provide more housing. We have a chance to do that.

The proposal promotes real community values

If we care about widely shared values like land conservation, energy conservation, pollution reduction, and affordable housing, then Bluemont residents should support Safeway's proposal. It's good for the region, and sets a positive example for others to follow.

It's also good for the community itself. Aesthetically, it will be a tremendous improvement. The existing store presents a featureless brick wall to Wilson Boulevard, and its parking lot is a bleak void in the fabric of the neighborhood.

The existing store on Wilson Boulevard, seen from west (left) and east (right). Photos by the author.

The new store will create a superior pedestrian experience, with ample shop windows and no curb cuts along Wilson. The apartments, a housing type new to the neighborhood, will allow long-time residents to remain active in the community as they outgrow the yardwork and stairs of typical 2-story houses.

The proposal isn't perfect, of course. Neighbors have suggested allowing customers of nearby businesses to share the new garage, a move that would help make the area's sidewalks safer and more appealing for foot traffic. Smaller-scale "liner" shops and restaurants along Wilson would also make the place a more vibrant destination for nearby residents.

At a recent public meeting organized by the Bluemont Civic Association, Safeway representative Avis Black explained that the geometry of the rather narrow site precludes additional stores, although outdoor cafe seating appears likely.

Neighborhood group plans to vote this week

This Wednesday, Bluemont Civic Association members will vote, choosing between 3 statements of BCA's position on the redevelopment. The first 2 options oppose Safeway's proposal, essentially on the grounds that it's "excessively tall," according to the group's April newsletter. The third option, revealed in an e-mail over the weekend, states support for Safeway's proposal "under certain conditions."

The Association should work with Safeway in a spirit of cooperation, not conflict. One day, when they write about the character of our neighborhood, let's make sure they say that we recognized a good thing when we saw it, that we found a way to make it even better—and that we were an inclusive, welcoming community.

120 comments

Older suburbs see teardowns

Mon, 22 Apr 2013 08:42:00 EDT

by Steven Yates

Smaller houses in desirable neighborhoods in Arlington and Montgomery once owned by older, long-time residents are getting torn down at a rapid pace to build larger, more modern houses. (Post)

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Highway shoulders can become bus lanes, but it takes work

Fri, 19 Apr 2013 12:41:00 EDT

by Dan Malouff

Why not let buses drive on highway shoulders to get around congestion? According to a regional task force, that can be done, and it does often work, but it's not quite as simple as putting a sign up and saying "let's do it".

Photo from Minnesota DOT.

With pressure mounting to stretch dollars and improve mobility, creative ideas like putting buses on shoulders are getting more attention. Maryland is considering the concept on I-270 and MD-5, and Virginia hopes to have a pilot project on I-66 in Arlington by 2014.

These would add to the handful of locations around the DC region where buses are already allowed to use the shoulder. The most notable example is the Dulles Access Highway inside the Beltway.

The main complicating issue is that highway shoulders are usually too narrow and not free enough from obstructions to immediately open them up to buses. Interstate highway standards call for 9-foot shoulders, but you need at least 10 feet for a bus, and really 11 feet is preferable. So a typical highway shoulder will have to be beefed up in order to be used as a bus lane.

That's a lot easier, and cheaper, than just about anything else you could do. But it's still a construction project that needs to be planned and funded.

Minneapolis has an extensive network of over 300 miles of shoulder bus lanes on highways. But it's taken them over 20 years to get there. They have a continuous program that adds a few miles each year. They started with the low-hanging fruit, and have worked up to more complicated stretches.

That's the idea behind Virginia's pilot project on I-66. At first, the section allowing buses will be short. It won't be a busway so much as a spot where buses can jump ahead of a queue of cars. But over time VDOT could lengthen the segment and provide a larger benefit.

For safety reasons, buses are usually only permitted to go 35 miles per hour when using shoulders. Still, that's enough to get by the worst congestion. If traffic is moving faster than that, buses just stay in the regular lanes.

Cross-posted at BeyondDC.

18 comments

Army Navy cycle track

Fri, 19 Apr 2013 08:33:00 EDT

by Steven Yates

Arlington is considering a cycle track on Army Navy Drive since the current arrangement of the street is "inhospitable" for cyclists. The plan also includes pedestrian improvements and room for a streetcar. (ARLnow)

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Get parking right and many more events

Thu, 11 Apr 2013 14:43:00 EDT

by David Alpert

Spring is here (or maybe it's just an early summer), and that means there's lots to do both inside and outside! Next week is an exciting Coalition for Smarter Growth forum on parking with guest Jeff Tumlin, and CSG has many great walking tours through June.

Photo by elgringospain on Flickr.

You can learn about DC's civil war forts, celebrate Earth Day on April 20 itself or at fairs before or after, go to happy hours and hear speakers on public space.

And if you can't wait to do something, tonight is a public meeting on the Union Station-Georgetown streetcar segment. DDOT will brief the public on its analysis of "premium transit" (i.e. streetcar) through downtown to Georgetown. DDOT director Terry Bellamy has also promised to update people on wireless technologies which can preserve clear viewsheds.

The meeting is tonight, Thursday, April 11 (or last night for those reading the daily email), 6-8 pm at the Carnegie Library in Mount Vernon Square, L'Enfant Map Room.

Learn about forts: BF Cooling and Gary Thompson, founders of an effort to preserve DC's civil war circle of forts, will give a talk about the forts and their history on Monday, April 15, 7-8:45 pm at the Tenley-Friendship Library.

Get parking right: Next Wednesday, the Coalition for Smarter Growth (CSG) is hosting national parking expert Jeff Tumlin to talk about ways cities are fix parking policy to match supply and demand and build a system that works better for everyone. Sam Zimbabwe, DDOT planning head, will talk about how DC might use Tumlin's ideas.

The forum is April 17 at the Center for American Progress, 1333 H St. NW. There are refreshments at 6 and then the program from 6:30-8:30. RSVP here before it fills up!

Be green around Earth Day: Saturday, April 20 is Earth Day, and there are a lot of great events to celebrate and learn more about how to help the environment. The Anacostia Watershed Society is having a cleanup and celebration, first helping clean up the river at 20 sites from 9 am to noon, followed by a celebration at Bladensburg Waterfront Park.

The Town of Vienna is having a Green Expo on Thursday, April 18, 6:30-9 pm to show off ways to make your own home and life more sustainable, while Loudoun is having a festival on Sunday, April 28th.

Be happy in Arlington: CSG and the Columbia Pike Revitalization Organization are cosponsoring a happy hour in Arlington on Monday, April 22 from 6:30-8:30 pm at William Jeffrey's Tavern, 2301 Columbia Pike. Ask questions about what's going on down the Pike or just meet people and have fun!

Improve the public realm: That same day, NCPC is hosting a speaker from London, Helen Marriage, to discuss ways that city is making its public spaces better. A panel afterward will talk about how some of the ideas could come to DC. That's also 6:30-8:30 pm on Monday, April 22 at NCPC, 401 9th Street NW, Suite 500 North.

The RAC is listening: The WMATA Riders' Advisory Council wants to hear from more riders, especially about how upcoming Silver Line service and changes to buses and trains will affect riders. To that end, they're holding listening sessions outside WMATA HQ, starting with one on April 24, 6:30 pm in the Charles Houston Rec Center, 901 Wythe Street in Alexandria near Braddock Road Metro.

Walk and tour: CSG's spring walking tour series kicks off April 27 with a tour of White Flint, followed by 14th Street, Fairfax's Route 1, Wheaton, and Fort Totten in May and June. Space is limited, so RSVP for your favorite tour now!

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Will Arlington steal the food trucks?

Tue, 09 Apr 2013 08:58:00 EDT

by David Alpert

Arlington is easing regulations for food trucks to help more operate there. Coupled with more restrictive proposed DC rules, some operators say they will just move across the river. (Patch)

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Cyclists under attack

Fri, 05 Apr 2013 08:50:00 EDT

by David Alpert

Armed men attacked 2 cyclists Tuesday night on the Custis Trail, successfully taking one's cell phone and sending him to the hospital. Police have been increasing patrols after similar attacks on pedestrians. (Post)

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Cyclists, officials inspect dangerous Rosslyn intersection (Sep 13, 2011)
Arlington County installs new bike signal on Custis Trail (May 21, 2011)
Redesign could improve dangerous Rosslyn intersection (Oct 4, 2011)
Cold weather, lack of plowing affects bike commuting (Jan 21, 2011)
Lights out on the MBT? You're on your own, DC cyclists (Dec 5, 2012)

Maryland, Virginia, fund these projects!

Wed, 03 Apr 2013 13:57:00 EDT

by Dan Malouff

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.

Tysons grid of streets, no. 2. Image from Fairfax County.

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.

Corridor Cities Transitway, no. 8. Image from Maryland MTA.

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.

51 comments