Posts about Metro
To relieve congestion on the Orange and Blue lines and support future growth in the region's core, Metro is proposing a loop line between downtown DC and Arlington. They've just created a map of what the service might look like.
Detail of Metro's proposed downtown loop from PlanItMetro.
The loop is part of Metro's Regional Transit System Plan, which lays out a vision of how the transit system should expand over the next three decades to accommodate predicted regional growth. It incorporates previously studied ways to expand Metro in downtown DC, including new Blue and Yellow lines.
The loop line would go to areas that don't have Metro service, like Georgetown, while adding new connections to existing transfer points like Farragut Square and Union Station. It's unclear how Metro's service patterns would change to serve the loop. Right now, the map shows the Blue, Orange, Silver, and Yellow lines all running on the loop.
WMATA planners are also considering an express line on I-66.
Metro's also looking at a new express line along I-66 between Rosslyn and East Falls Church, which could give the Silver Line an alternate, faster path to downtown DC. This isn't a new idea, either.
What do you think of Metro's loop line?
Despite years of planning to transform Tysons Corner from a car-oriented edge city into a walkable downtown, some Northern Virginia residents are surprised to learn that Tysons' 4 Metro stations will not be surrounded by parking lots.
The confusion seems to stem from a mix-up about what Metro stations in Tysons Corner are supposed to accomplish. Are they places for DC-bound commuters to board, or are they the destination stations for people working in Tysons? There will surely be some of both, but most users will be the latter, and they're who the line must be designed to best serve.
If stations are surrounded by parking that will reduce the number of buildings within walking distance of Metro. Not only that, it would also make the walk less interesting and more dangerous, since walking through a busy parking lot is hardly a pleasant experience. That in turn would reduce the number of people who could use Metro to commute to Tysons. That would undermine the entire project.
The main purpose of the Silver Line project is to transform Tysons Corner. Tysons is a behemoth, with about the same amount of office space as downtown Baltimore. It can't grow or continue to prosper as a car-oriented place. Nor would it make sense to invest almost $7 billion in a new Metrorail line if it were not going to support a more urban Tysons, or serve easy commuting into Tysons.
Consider other walkable downtown areas, like downtown DC or Rosslyn. Would it make sense if Gallery Place Metro station were surrounded by parking instead of buildings? Of course it would not. Tysons will one day be the same. It may not look like that yet, but it never will if its best land is used for parking lots.
Yes, it's true there should be enough parking along the Dulles Corridor for commuters into DC to use the system. That's why there are large parking lots at the Wiehle Avenue and West Falls Church stations. There's no need for drivers to enter congested Tysons Corner to find parking, when more highway-oriented stations exist specifically for that purpose.
Alternatively, those few drivers who do want to park in Tysons will surely be able to do the same thing they do in Ballston, DC, Bethesda, or anywhere else: Pay to park in a nearby garage, and walk a couple of blocks. As more new buildings are built near Metro stations, there will be more available private garages to pick from.
There may be some small number of people currently living in Tysons who refuse to walk to stations, and will have to drive out of Tysons to find parking. That's unfortunate, but accommodating them with parking lots at urban stations would make those stations less convenient for the larger number of walkers, and future walkers.
Temporary parking isn't a panacea
Some suggest that since it may be a few years before all the land near Metro stations is developed, it could be used as interim parking on a temporary basis. In fact, that's exactly the plan at the McLean station, where 700 parking spaces will be available at first.
That could be a workable idea in a few places, especially at McLean, which is the easternmost of Tysons' 4 stations. But it's less practical than some may assume, because most of the land surrounding these stations isn't currently empty.
For example, Greensboro station is surrounded by strip malls. They will eventually be redeveloped into high-rises, but in the meantime the property owners make more money with retail there than they would with just parking.
In places where Fairfax County or WMATA can strike deals with landowners to let Metro riders use existing parking lots, that's fine. But it does not make sense to tear down functional money-making buildings and replace them with temporary parking lots. Especially when there are better parking options elsewhere for drivers hoping to park and ride.
The bottom line is that Tysons Metro stations were planned correctly. Some interim measures are OK if they're practical, but surrounding Tysons Metro stations with parking would undermine the entire reason for running the Silver Line through Tysons in the first place.
Cross-posted at BeyondDC.
Yesterday afternoon, subscribers to WMATA's MetroAlerts across the region got an alert advising them of dire service impacts that could affect their commute: a discount on tickets to a basketball tournament.
As you can imagine, many found the spam message irritating, and Twitter lit up with snarky responses. MetroAlerts is, of course, a tool meant to alert riders to disruptions in service. These alerts can be valuable in helping riders choose an alternate route or leave earlier or later to avoid delays. What riders don't expect are spam emails, which have absolutely nothing to do with alerting customers to potential problems, and are a waste of time for Metro's customers.
One of the reasons yesterday's "alerts" message generated some angst on Twitter among riders is probably that many riders, especially on the Red Line, faced some delays during the morning rush. Many riders complained that alerts were slow to come out. And then a few hours later, WMATA sent them an "alert" they didn't need.
No one who visits the MetroAlerts website would expect these spam emails. According to the webpage, MetroAlerts sends out the following information:
- Major Metrorail and Metrobus delays and service disruptions
- Metrobus schedule changes and detours
- Metrorail advisories specific to your line or frequently used stations
- Other changes or enhancements to Metro service and facilities
Why spam riders?
It's not entirely clear what Metro thinks riders get out of this spam. Clearly some MetroAlerts subscribers are basketball fans. Maybe they'll appreciate the discounted tickets to the BB&T Classic. But most riders don't care about the Classic in the least.
These alerts aren't targeted toward anyone, like basketball fans, for example. It's just mass advertising sent out to a large group in the hope that someone will find it helpful.
It doesn't appear Metro gets anything out of it, either. I asked spokesperson Dan Stessel whether the organizations promoted in the alert compensate Metro for the use of their email lists and alert system. He says Metro doesn't get paid for these. According to Stessel, "these are in-kind promotions for the benefit of riders; generally barter only."
Perhaps what Metro ends up getting out of this is some additional ridership. Some of those riders that got the alert that do like basketball might buy tickets (at a discount!) and then take Metro to the event.
But using untargeted alerts like this seems like a very crude way to promote ridership or create value for riders.
After all, what percentage of MetroAlerts subscribers are basketball fans? Even if it's a high number, like 25%, what percentage will actually buy tickets to this event? For the rest of the subscribers, this is an irritant. And it's more likely to make them unsubscribe from MetroAlerts.
I also asked Stessel what discussions Metro staff had about the appropriateness of using the alerts system for promoting unrelated events. He didn't answer directly, but he did point out that people have to opt in to receive the promotions.
It's fairly easy to opt out. Riders just need to log into their account and uncheck the box labeled "promotions." But it's not a matter of opting in. The "promotions" box is checked by default (along with the "alerts" and "advisories" boxes).
Anyone who registered for MetroAlerts before the addition of "advisories" and bus alerts would have registered before Metro added "promotions." Stessel said that subscribers were notified by email of the change at the time.
Alerts are for alerting, not advertising
In the world today, we have many different forms of communication for emergency alerts. Most state departments of transportation have electronic signs, especially in urban areas. They're frequently used to broadcast messages about travel times, traffic accidents, construction, and Amber Alerts. But they're not used to advertise discounted basketball tickets.
Spamming riders with promotions unrelated to Metro service reduces the value of MetroAlerts and it wastes riders' time. It also creates the perception that Metro is out of touch with what riders want. After all, if people liked spam, email services wouldn't have created spam filters.
In the future, transit riders need timely alerts that actually help riders during disruptions so they can have a smooth commute, rather than junk mail.
Following a week of terrible Red Line Metro service, WMATA is offering refunds to riders who were inconvenienced. That's a nice gesture, and perhaps it's appropriate as a special measure when the same customers are hit with so many unexpected delays in such a short time. But in general, refunds are not the answer to Metro's woes.
Yes, customers deserve to receive the service they've paid for, and yes, it's satisfying to hold WMATA financially accountable when it doesn't meet expectations. Those are the arguments in favor of refunds, and admittedly they're compelling.
But if WMATA actually gave refunds every time there was a breakdown (which as we all know is unfortunately frequently), what would the side effects be? As always, follow the money.
For one, it would slow Metro's reconstruction efforts, by diverting funding away from maintenance work. This painful period of single tracking and service interruptions would likely last years longer.
That's bad enough, but consider WMATA's likely response the next time there's an unexpected rush hour breakdown. Instead of allowing thousands of passengers to continue entering the system and paying fares after the breakdown starts, only to be due refunds later, Metro would probably start to simply shut down entire lines. After all, you can't demand a refund if you were never allowed to enter in the first place.
So on days like Wednesday, instead of bad service Metro riders might be left with no service at all. I don't think that's better.
At some point WMATA does need to be held accountable, so perhaps it was appropriate to offer refunds this week. But Washingtonians should neither demand nor expect a refund every time we have to wait for single tracking. Ultimately, improving Metro service back to the point where these delays don't happen so often is what we really want. Frequent refunds wouldn't help that goal.
Cross-posted at BeyondDC.
This map shows every Amtrak, commuter rail, metro, light rail, and tourist rail line from Maine to North Carolina, to scale.
It comes from NortheastRailMap.com, and you can even download it in a fully-editable Adobe Illustrator format.
Cross-posted to BeyondDC.
- Metro maps out loop line between DC and Arlington
- Ask Congress to give DC self-rule on building heights
- It's fine to not build parking at Tysons Metro stations
- Alexandria board rejects King Street bike lanes
- DC sports spaces give short shrift to girls
- Sexist Metro ad asks "Can't we just talk about shoes?"
- Downtown & Georgia Avenue Walmarts open for business