Posts about Rosslyn
What does it look like when one of Philadelphia's most prominent skyscrapers becomes a giant Tetris game board?
It looks awesome, that's what.
Last Saturday, organizers for Philly Tech Week temporarily turned the 29-story Cira Centre into a huge game of Tetris. And it wasn't just for looks. Actual people played actual games, with the whole city looking on.
Meanwhile, construction is wrapping up on the DC region's new tallest skyscraper. Just sayin'.
Cross-posted at BeyondDC.
Arlington County wants to create more transportation options in Rosslyn and make it safer and more pleasant to walk or bike there. But the plan the county's working on may undermine that vision by ignoring existing bicycle and pedestrian safety issues.
Realize Rosslyn is a major planning effort; for over a year, Arlington County has been holding meetings, studying travel patterns, examining viewsheds and gathering feedback from all sorts of people who live, work or play in and around Rosslyn.
County planners are currently gathering feedback on a draft policy framework, a sort of vision statement for the plan. Overall it is great policy, calling for things like wider sidewalks, cycle tracks, a better-connected street grid, and connecting Rosslyn to the Potomac. What is missing, however, is any policy for addressing what Arlington cyclists call the "intersection of doom," Lee Highway and North Lynn Street.
This intersection is the most frequent site of bicycle and pedestrian collisions, according to Arlington County Police statistics. In August of 2011, a series of three cyclist injuries occurred within a single week.
The "intersection of doom" forces drivers turning right to cross paths with cyclists going straight. Image from Arlington County and edited by the author.
Pedestrians and cyclists going from the Mount Vernon Trail to the Custis Trail, or waiting to cross Key Bridge have to go through this intersection. Passing through the same space are two lanes of traffic trying to turn right to from I-66 to the Key Bridge.
Both groups have a green light at largely the same time. Cyclists and pedestrians get a "leading interval" where the walk sign has turned, but the light is not yet green for cars. Without a "no turn on red" sign for the cars, however, drivers can still turn right into the crosswalk while people are still in it.
This intersection presents many challenges. Arlington County, the Virginia Department of Transportation, the National Park Service and private individuals all own land right around this intersection. Any construction work in the area has the potential to significantly snarl bicycle, pedestrian and auto traffic.
Meanwhile, simple fixes like a "no turn on red" prohibition for the I-66 cars only address part of the problem and would likely back traffic up onto the highway. And there are viewsheds that people would like to protect, sensitive habitats, mature trees, and significant hills to contend with. That said, the status quo is clearly unsafe and a solution needs to be found.
Arlington is working on several projects that could address this problem. The North Lynn Street Esplanade and Lee Highway/Custis Trail Safety Improvements Project would improve sight lines, shorten crossing distances, and provide some additional space for bicycles and pedestrians at this spot.
But it will not fix the root issue, which is that a large crowd of bikes, pedestrians and cars all have a green light at the same time. In addition, it is LONG delayed. The last time there was a public meeting, construction was slated to begin in 2013. The current schedule has it beginning in 2015.
In 2011, GGW contributor Steve Offutt proposed relocating the I-66 off ramp as one solution. Many folks think the proposal for an air rights development rights over I-66 provides a great opportunity to do that.
Whatever fix is decided on, the Realize Rosslyn framework needs to acknowledge that there is a problem. It is great that the plan calls for new trails and cycle tracks, and it is great that the plan calls for new parks and wider sidewalks, but the plan must also recognize that our current trail is unsafe and include a policy to implement a real, long-term solution.
This Tuesday, March 18, the Arlington County Board will vote on a "request to advertise" the policy framework at their 6:45 pm board meeting at the County Board Room, 2100 Clarendon Blvd #300 in Courthouse. Please consider coming out and letting the Board know that this is an unacceptable oversight in the plans for Rosslyn.
If you're like me, then you're probably pretty excited for the next Captain America movie, The Winter Soldier, coming out in April. Set in a reimagined DC, the film has a very different vision of Arlington's waterfront:
One of the things that piqued my interest was that S.H.I.E.L.D.'s Helicarriers, or flying aircraft carriers, are supposedly manufactured and stored underneath the Potomac right where the Orange and Blue Line tunnels are. That would certainly explain some of the delays on my daily commute!
Science fiction blog io9 screencapped an entire trailer of the film, giving us a better look at what that facility looks like. Above is an overhead shot of the Helicarrier facility.
In the film, the Georgetown side of the Potomac looks much the same, but the Arlington side looks very different. It looks like the Helicarrier facility has replaced part or all of Roosevelt Island, whose worth as a park and nature preserve is apparently less valuable than our need to have flying ships that can be blown up by demi-gods, possessed archers, and Hulks.
The Rosslyn skyline is missing, as well as I-66 and the George Washington Parkway which have been replaced with shorter office buildings. But maybe those were just moved underground. It's clear that at least one high-rise remains in Arlington, as we see Robert Redford's character looking out of his office window towards the National Mall.
At least fans of DC's height limit can look forward to this film, unlike the disappointment they probably felt at the end of Terminator 2.
When the new Rosslyn Metro entrance opened earlier this week, it became the first in what will be an exciting string of big transit projects opening in the DC region. Still to come: Metro, MARC, streetcars, and BRT.
From left to right: Alexandria's BRT, MARC, Silver Line, DC streetcar.
BRT and Metro photos from Alexandria and Fairfax County.
MARC and streetcar photos from BeyondDC.
The next big event will be on December 7, when MARC trains begin running on weekends between DC and Baltimore. MARC's transition from a commuter railroad to a more general-purpose transit system will open up Baltimore and other parts of Maryland like never before.
After that come streetcars. Sometime in late December, or possibly January, DDOT expects to start running streetcars along H Street. Then in February, the Silver Line will open, and begin carrying passengers to Tysons Corner and Wiehle Avenue.
Finally, sometime in the spring of 2014 Alexandria will open its Route 1 transitway, marking the beginning of the first bona fide bus rapid transit line in the region. All together, it's the most exciting time for transit openings in the DC area since the early 1980s, when Metrorail was opening new segments every few months.
Cross-posted at BeyondDC.
The new entrance combines 3 high-speed elevators with a new track-level mezzanine, complete with more fare gates and a manager kiosk. It expands the passenger capacity of the station, providing room for more passengers to enter and exit more quickly.
Cross-posted at BeyondDC.
Rosslyn is booming with new buildings, new amenities, and new infrastructure. But what's missing? Better restaurants? A more prominent skyline? More lively public spaces? Planners for Arlington's Realize Rosslyn plan hope you'll tell them at public events today and on Saturday.
Rosslyn has historically been an office-heavy counterpoint to the cultural and entertainment destinations in nearby Georgetown. But with strong growth underway, and even more to come, Rosslyn is beginning to come into its own as a cultural destination itself.
In the past 10 years, hundreds of new condos, apartments, and hotel rooms have opened in Rosslyn, plus hundreds of thousands of square feet of new offices. This coming Monday, the Rosslyn Metro station's new second entrance will open. Artisphere is a great gallery and program space, and events like the Rosslyn Outdoor Film Festival and the Rosslyn Jazz Festival provide cultural value and entertainment. Once it opens, the views from Rosslyn's public observation deck will be unmatched in the region.
Yet there is still much to do. The growing number of Rosslyn residents and workers need more and better public spaces. The transportation network must be reconfigured to better serve internal circulation, rather than merely funnel traffic through. And Rosslyn's retail and restaurant offerings need to serve sit-down evening and weekend users as well as they serve fast-casual work day ones.
Realize Rosslyn kicked off in December 2012. Since then, planners have been working to identify issues and outline future alternatives.
Now they're ready to hear back. Planners are hoping to gather feedback at events today and tomorrow. Specifically, Arlington is hoping for guidance on:
- Translating proposed design ideas into an action plan.
- The potential shape of Rosslyn's skyline, and preservation of key view corridors
- Possibilities for a new 18th Street corridor through Rosslyn's core
- Transformation of Fort Myer Drive and Lynn Street into more complete streets
- New destinations for outdoor events, including a re-imagined Gateway Park and an esplanade connecting Rosslyn to the Potomac River
Tomorrow there will be a more organized community workshop in the Artisphere ballroom, at 1101 Wilson Blvd, from 8:30 am to 2:00 pm.
Aimee Custis sent along a great map from Trulia, showing the ratio of single (straight) men to single (straight) women across the region:
The Washington metropolitan area and "Bethesda-Rockville-Frederick," which the Trulia data breaks out separately, have the nation's highest ratio of women to men among the nation's 100 largest metropolitan areas.
The zip code with the most male-heavy singles is Rosslyn; the most female-heavy, upper Connecticut Avenue.
Trulia economist Jed Kolko writes:
Billy Joel was right: in most metros, the neighborhood with the highest ratio of men to women is in or near downtown, as well as in recently redeveloped neighborhoods. ...What do you notice in the map?
The neighborhoods with the highest ratio of women to men tend to be more residential, like San Francisco's Marina and Seattle's Queen Anne, and more upscale (and safe), like the Upper East Side and Upper Connecticut Avenue.
When WMATA released its Momentum plan last week, it reopened the conversation about dealing with core capacity. By 2025, the plan seeks to address one of the biggest chokepoints in the system: Rosslyn.
Metro has to juggle service at Rosslyn, where the Orange and Blue lines merge entering the District from the west, because it faces a structural limit to the number of trains per hour (TPH) that any given section of track is capable of handling. That limit is 26 TPH, or about one train every 2.3 minutes.
The reason for Rush Plus last year was to deal with capacity issues at Rosslyn without undertaking any capital projects. Essentially, Rush Plus was a stopgap measure to get a little more capacity out of Metro. But Rush Plus hurt many Blue Line riders, and without major changes at Rosslyn, even Rush Plus won't be enough.
As ridership increases, Metro has to either find creative ways to move more people throughout the system, without crossing 26 TPH on any segment of track, or expand capacity.
Before Rush Plus
Before Rush Plus started, during peak periods, exactly 26 TPH (the maximum) passed through Rosslyn. Those 26 TPH consisted of 10 Blue and 16 Orange trains.
At Pentagon, those same 10 Blue trains were passing through in addition to 10 Yellow trains. In total, 36 TPH were entering the District from Virginia during the morning rush via Rosslyn and Pentagon combined.
But this left some capacity unused. The Yellow Line bridge was carrying only about 40% of the trains it could carry. As you can see in the diagram below, there was also extra capacity in the Yellow and Green Line tunnel.
This map shows the frequency of service for every line during the peak period. Every track segment is the same width, corresponding to 26 TPH. If 26 TPH pass through at peak, it's "full" with colored lines; if there are fewer trains, there is black space.
After Rush Plus
Once Rush Plus took effect, those numbers increased slightly. At Rosslyn, the numbers are now 19 Orange and 7 Blue, which is still 26 trains per hour. But at Pentagon, in addition to the 7 Blue trains running via Rosslyn, there are now 13 Yellow trains. That means a total of 39 TPH are entering the District from Virginia during the morning rush.
Since the number of trains is the same at Rosslyn as it was before, Metro could have kept the number of Blue and Orange trains the same, and just added new Yellow trains. But adding trains from Virginia was only part of the equation. Metro was also attempting to address the severe crowding on the Orange Line and paving the way for the Silver Line. As a result, Metro traded some Blue Line trains for Orange ones.
When the Silver Line begins operating, some of the Orange trains will have to become Silver trains, in order to keep the total number passing through Rosslyn at 26 TPH.
Cross-Potomac capacity will be maxed out
One of the biggest constraints with Metro is getting trains between Virginia and DC. There are 2 Metro crossings of the Potomac: a tunnel for the Blue/Orange lines and a bridge for the Yellow Line.
Each of these crossings has a capacity of 26 trains per hour, for a total of 52. However, because the Yellow shares with the Green Line, the Yellow Line bridge can only carry 26 TPH minus however many trains per hour are running on the Green Line (at present, 12 TPH).
This means that there are 14 slots available for the Yellow Line to cross the Potomac. Right now, the Yellow Line is taking 13 of those slots during rush hour: 10 for trains running between Huntington and Mount Vernon Square and 3 for trains running between Franconia and Greenbelt.
When the Silver Line opens, Metro's plan will be to redirect one more Franconia train to Greenbelt. This will mean cross-Potomac capacity will be maxed out at 26 TPH through the Rosslyn tunnel and 14 TPH over the Yellow Line bridge, for a total of 40 TPH between Virginia and DC.
Through 2025, those 40 trains are probably enough. But there's another problem: now there aren't enough trains running between Pentagon and Rosslyn. Riders from south Arlington, Alexandria, and southern Fairfax have long waits to get a train to Rosslyn, the Orange and Silver corridors, or to reach stations like Foggy Bottom without a transfer.
How can Metro fix Rosslyn?
Metro wants to address the Rosslyn chokepoint soon. It's one of 7 capital items in the "Metro 2025 recommendations of the Momentum plan.
Planners haven't decided on a specific solution yet, but are studying 2 options. One would build a "wye" at Rosslyn, a track connection so that trains from Tysons or Vienna could turn south and head for Arlington Cemetery, and vice versa. The other option is to build a new station at Rosslyn with separate platforms for the Blue Line.
The wye at Rosslyn would also let Metro add rail service between the Blue-Yellow corridor and the Orange-Silver corridor. Some trains going through Arlington Cemetery would go toward downtown, as the Blue Line does today, while some trains would turn west and run through Ballston and Tysons.
This approach would likely mean a good deal of disruption for Orange and Silver line riders, since Metro would need to build new underground connections to the line between Rosslyn and Court House. It would also permanently limit the number of trains between Court House and downtown DC, because some of those slots would go to the Blue Line and the new north-south all-Virginia line.
But this would also give riders a one-seat ride from Tysons to Pentagon and points south. It would also build a little more redundancy into the system, allowing trains to divert to the south in the case of track work, a disabled train, or other disruptions.
The real issue, though, is that this project only allows for a small increase in the number of trains, and does not increase the number of trains between Virginia and the District. It also would mean that some trains wouldn't stop at Rosslyn, forcing those actually heading there to wait for a later train or transfer.
Under the wye scenario, the service pattern would probably look something like this: 14 Yellow trains crossing the 14th Street Bridge (4 of them from Franconia) each hour during the peak; 5 TPH on the Blue Line between Franconia and Largo via Rosslyn; 10 TPH on the Orange Line from Vienna into DC; and 11 TPH on the Silver Line from Tysons. This still adds up to 40 TPH between Virginia and DC. In addition, the wye would enable 5 completely new TPH between Pentagon and Court House.
A new Blue Line terminal at Rosslyn involves building new, separate tracks at Rosslyn, possibly in a new station next to the old one, that would become the new end of the Blue Line. Blue Line trains could stop and turn around without interfering with the Orange and Silver trains going to Foggy Bottom, and Blue Line riders could transfer to either direction of those trains at Rosslyn.
A new Blue Line station at Rosslyn would allow even more trains between Pentagon and north Arlington
It would require passengers to transfer to the Orange or Silver lines to get to downtown or west toward Ballston and Tysons. But it would also form the first step toward a separated Blue Line through downtown. If and when Metro is able to build that, it could simply extend the new tunnel under the Potomac and beyond. If WMATA thinks a separate Blue Line will be the long-term approach, this solution might be more attractive.
Another advantage to a Blue station at Rosslyn is that it reduces the amount of interlining in the system. That should have a positive effect on reliability, because a delay on the Blue Line won't affect the Orange or Silver lines, or vice versa.
Note that we don't know which trains will go to Franconia or Huntington under this or any other future plan, or how many and which trains will go to New Carrollton vs. Largo vs. turn at Stadium-Armory. Since all trains to those destinations come from the same track, it's not an operational issue, just a question of balancing simplicity with convenience and being fair to riders on each branch.
Transferring can be painless
If Metro does go with the new Blue Line station at Rosslyn, they can help make transferring painless by getting the design of the new station right.
Cross-platform transfers are more commonplace in some cities. Montreal, for example, has 2 in their Metro system, Lionel-Groulx and Snowdon. New York has many, especially between local and express services on each line.
A 4-track stacked Rosslyn station would allow passengers from an inbound Blue Line train to simply walk across the platform to board an inbound Orange or Silver train. To transfer from an inbound to an outbound, the passenger would just have to go downstairs or upstairs.
The station could look something like this:
It would be more expensive, but in terms of simplifying riders' ability to transfer, it could be worth it to build a new Rosslyn station with 4 tracks.
On the other hand, such a station would cost more, and would disrupt all service through Rosslyn during construction, just as the wye would, while a separate station could avoid interfering with Orange and Silver service.
But any new station will be there a long time, and riders may regret making it more difficult to transfer. After all, many riders still suffer from the lack of a direct connection between Farragut North and Farragut West (a tunnel that Metro proposes to complete as part of their 2025 plan).
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