Posts about Silver Line
Metro's Silver Line isn't the only indication the transformation of Tysons Corner is clearly underway. Further undeniable evidence: The Plaza, a popular new urban-style open space at the front door to Tysons Corner Center mall.
The Plaza (that's its official name) is on the north side of the mall, near the pedestrian bridge from the Tysons Corner Metro station. Three new high-rises are under construction around the plaza, tightly enclosing the space like a genuine city square.
The pedestrian bridge to the Metro station isn't open yet, because the high-rise it connects is still under construction. But when all is said and done, The Plaza will become the main entry point to the mall from the Metro. In a very real sense it will become the center of this emerging urban neighborhood.
Befitting Tysons, The Plaza is a thoroughly contemporary update on the classic city square. There's no marble statue in the middle, no grand fountain like in Dupont Circle. Instead, there are padded couches, small-scale artistic flourishes, and outdoor games.
The first plaza-fronting retail, a Shake Shack, opened earlier this week. More is coming soon.
One crucial difference between The Plaza and a traditional city square is who owns it. This may masquerade as civic space, but it's clearly private property. Security guards patrol the square, and you can bet homeless people aren't welcome to sleep on benches.
But still, The Plaza is a big step forward for Tysons. It's a genuine gathering place, and people are using it. Even without the Metro connection, plenty of other people were hanging out nearby when I visited last weekend. It's not the kind of place that a mere 20th Century office park would support.
Cross-posted at BeyondDC.
Reader (and contributor) Bradley Heard wants to know why Silver Line trains don't have silver lights in their destination signs like other lines do. Why is that?
I noticed the Silver Line Metro trains don't have the silver light preceding the text of the line. Any idea when/if those are coming?The short answer is that they don't have silver lights because they're not capable of showing that color. When the current cars were manufactured or rehabilitated, there were only 5 colored lines, and those are the colors the signs can show.
Right now, trains say "silver" on the front, though without the colored stripes. On the sides, they say either "Wiehle Reston" or "Largo," again without the colored stripe.
However, the 7000 series cars are indeed capable of displaying a color for silver. Those cars have white LEDs that will be used to show the color silver.
But the 7000s won't go into service until this fall (and it will be a slow trickle over the next several years). The older cars, however, will also operate on the Silver Line, and many of them will be around for a while.
WMATA staff is currently looking into the possibility of retrofitting the older cars' signs, but they haven't yet decided whether or not that's going to happen.
The 1000s and 4000s will be retired in the next few years, so they probably won't have retrofitted or new signs. But the 2000s, 3000s, 5000s, and 6000s will be carrying passengers for many years to come, and it might be helpful for those trains to be able to show the silver color on signs. Whenever WMATA decides, we'll be sure to let you know.
If the new Metro map used thin lines and a more contemporary design, this is what it might look like
Designer Cameron Booth won our 2011 contest to redesign the Metro map. Now, he's revised that design to show the Silver Line opened and reflect station name changes since then.
Metro didn't adopt Booth's design, but jury members (which included WMATA's Barbara Richardson as well as people from outside the agency) did like the way he replaced the old "boxy Volvo" parking symbols with a P (though Metro's new map uses a different P icon). And Booth put 90-degree turns on the southern Green Line, which the real map now sports as well.
You can view a large version on Flickr here.
On Monday, we posted our sixteenth photo challenge to see how well you know Metro. I took photos of the five new Silver Line stations. Here are the answers. How well did you do?
We got 46 guesses on this post, and a whopping 43 of you got all five correct. Great work, everyone!
The first image is, of course, a view of the Wiehle station from the mezzanine above the tracks. While it has the same superstructure as Tysons Corner and Greensboro stations, this one is unique for being located in the median of the Dulles Toll Road.
The second image shows Tysons Corner station. While it has the same roof design as Greensboro and Wiehle, Tysons is distinctive because it's the only one of those stations that has anything below the platform.
From this view, the station itself could be either McLean or Spring Hill, since those stations are nearly identical. But the context, including the new residential tower to the left, narrows it down to Spring Hill station.
Image 4 is a picture from the platform at Greensboro. There's not much context in this photo. But since the 3 other Tysons stations are high above the streets, and Wiehle Avenue is in the middle of a freeway, this can only be Greensboro. The entrance structure and the pattern on the wall make it clear that it is one of the Silver Line stations.
The final image was intended to be a little trickier, but it didn't fool you. There's also not much context in this photo, but the windscreen around the exitfare machine makes it clear this is a Silver Line station. And there's a reflection in the screen of a baseball field, which neighbors McLean station.
Congratulations to the winners!
Next Monday, we'll have five more photos for you to identify. Thanks for playing!
Several years ago, as the Silver line was being planned, there was a debate about whether to build the line underground through Tysons Corner. Eventually, the elevated option was selected, but there's still a tunnel. Reader Dennis McGarry wants to know why.
Why is there a short tunnel on the Silver Line with no underground stops? Why not just build the entire track above ground? It seems like such a huge undertaking with little payback.There are two short tunnels in Tysons (one for each track). They run about 1700 feet between Tysons Corner station and Greensboro station. The reason they exist is to cut through the highest point in Fairfax County, at 520 feet above sea level.
The tracks through Tysons are already high above the streets, and the climb between McLean and Tysons Corner is noticeable, especially from the front of a westbound train. Because trains are limited in the grade they can ascend, crossing this hill with an elevated viaduct would make the stations at Tysons Corner and McLean obscenely high.
In addition to the engineering and aesthetic challenges that a super-high viaduct would have caused, trying to keep the line elevated would have probably been much more expensive. So it was probably cheaper for the contractor to build these short tunnels than it would have been to keep the line elevated over the hill.
As a result, riders at McLean get a soaring view of the Tysons skyline (and in fact, you can see Bethesda, too), but a few minutes later, they find themselves riding underground, ever so briefly.
Metro's new Silver Line is officially open and carrying passengers. Enjoy this photo tour of the new line and opening day festivities.
Metro's star-studded ribbon-cutting ceremony featured US Secretary of Transportation Anthony Foxx, Virginia Governor Terry McAuliffe, and seemingly every other dignitary in Northern Virginia.
Once the gates at Wiehle station opened, riders rushed in to catch the first train. Cheers erupted as the "doors closing" chime sounded for the first time, and the train sped forward.
The first train took off from Wiehle-Reston East station shortly after noon, and moved east through Tysons on its way to Largo. GGW's troop of partiers exited at East Falls Church to double back and tour each of the five new Silver Line stations individually.
The ride between East Falls Church and McLean station offers a champion view of the Tysons skyline, and McLean station itself.
Metro's tracks swoop gracefully into McLean station.
The station is elevated over Capital One Drive, and features an angular starburst-shaped platform canopy. The mezzanine is one level below the tracks. The sidewalk is one level below that.
Construction transforms the landscape outside the station, except a lone ball field.
Looking west, the growing skyline around the Tysons Corner station looms.
Tysons Corner station
Tysons Corner station is situated between Tysons' two gargantuan shopping malls and its tallest buildings (so far). The platform canopy is a futuristic gambrel-like shape.
Tysons Corner station uses the gambrel roof instead of the starburst because the mezzanine is above the tracks, rather than below. That same pattern repeats at other stations along the line. Mezzanine below tracks gets a starburst, while mezzanine above gets a gambrel.
The mezzanine commands an impressive east-facing view.
On the north side, Tysons Boulevard runs perpendicularly under the station. It's so similar to how Colesville Road runs under Silver Spring that it's easy to imagine Tysons Corner one day being just as urban.
On the south side, Chain Bridge Road is a highway that most people will use a bridge to cross.
At sidewalk level below the station, it's reminiscent of Silver Spring.
The south facade includes a prominent public art piece.
Just past Tysons Corner station the Silver Line enters a brief subway tunnel, to pass under the crest of a hill.
The next station west is Greensboro, which also uses the gambrel-like roof.
High walls block out noise from car traffic on Leesburg Pike, to either side of the station.
Like all new Silver Line stations, Greensboro sports updated WMATA branding: More colorful signage and silver fixtures, rather than Metro's original 1970s-era brown.
Looking west, there's a great view of Leesburg Pike and the next station, Spring Hill.
Spring Hill station
Spring Hill uses the starburst roof, like McLean.
Spring Hill is the final station in Tysons. From there, it's a five-mile ride through the Fairfax County suburbs to Wiehle-Reston East.
Wiehle-Reston East station
The terminal station feels like a nicer-looking twin of Vienna, set in the median of the Dulles Access Road instead of I-66.
The gambrel-style roof looks great here.
One key difference from Vienna is that Wiehle's commodious mezzanine includes publicly-accessible restrooms. All five new Silver Line stations have them.
South of the station, a pedestrian bridge crosses the Dulles Toll Road and lands in an unassuming bus depot, with office building parking lots beyond.
North of the station, impressive transit-oriented development is already sprouting.
On the north side, the station entrance is set in a plaza atop the roof of a parking garage. The ground floor of the garage is Wiehle's main bus depot, taxi stand, and bike parking room. To access the garage, go through the glass house.
Beyond Wiehle, the Silver Line will eventually extend to Dulles Airport and Loudoun County, but for now it's just a bit of train parking and construction staging. For a tour of the six stations that will make up Silver Line Phase II, check back in 2018.
To make room for new Silver Line trains at the Rosslyn bottleneck, WMATA has reduced the number of Blue Line (and Orange Line) trains and added Yellow Line trains. A group calling itself Save the Blue Line claims that a similar change in 2012 caused riders to stop using Metro. Is that accurate?
In June of 2012, Metro started a new service pattern in Virginia. To make way for more Orange Line trains and more service in north Arlington and Fairfax, the agency started sending some "Blue" Line trains from Franconia over the Yellow Line bridge to Greenbelt, labeled "Rush Plus" Yellow Line trains.
In the two years since, has that lowered ridership?
It's hard to say with any certainty. Ridership at the stations south of Pentagon is lower than it was before Rush Plus. On the other hand, ridership was already dropping before Rush Plus started.
There's actually an error in the Save The Blue Line graph: while the arrow suggests Rush Plus started between the 2011 and 2012 data points, the 2012 data is actually from a count in May, before Rush Plus started. The arrow should actually point one more space to the right, and therefore the drop you can see on the graph began before Rush Plus.
Did Rush Plus contribute to the ridership drop?
We cannot prove causation from correlation, but perhaps we can glean some insight from the numbers.
If we look just at boardings from Van Dorn Street and Franconia/Springfield, we can see a noticeable dip starting in about 2010. It continues into 2013 before leveling off a bit.
From 2011 to 2012 (one year before Rush Plus), ridership at Van Dorn and Franconia declined 3.94%. That drop contrasted with a systemwide increase in ridership of 0.13%. So before Rush Plus the Blue Line (the end at least) was already losing riders compared to the rest of the system.
The May 2013 number is the first data point after Rush Plus started. In the period from May 2012 to May 2013, ridership at Van Dorn and Franconia shrank 7.81%, significantly more than the systemwide decline of 2.57%.
The ridership decrease was somewhat attenuated between 2013 and 2014, where at Franconia and Van Dorn it dropped only 1.17% compared to 0.55% systemwide.
If we look at all the stations most affected by Rush Plus, from Pentagon south, we see similar trends, though they're less strong.
Prior to Rush Plus, average daily boardings at Pentagon and the stations to the south (to Huntington and Franconia/Springfield) declined 3.68% over the 12 months from May 2011 to May 2012. Following 11 months of Rush Plus, ridership on this section had dropped 4.49% (compared to 2.57% systemwide).
So the data do show that ridership on the Blue and Yellow lines south of Pentagon has been lower since Rush Plus was implemented. But the ridership was already shrinking before Rush Plus.
It's certainly possible that Rush Plus exacerbated the ridership loss, but there's no way to tell for sure with the data available.
Even if Rush Plus did cause a significant drop, there's little WMATA can do. The tracks between Rosslyn and Stadium/Armory are operating at their capacity of 26 trains per hour. With Silver Line service starting this weekend, something has to give. With higher ridership in the Rosslyn-Ballston corridor, WMATA has decided to shift some Blue Line trains onto the 7th Street subway.
The number of trains at Franconia and Van Dorn hasn't decreased. Passengers still have the same number of trains going downtown. But fewer of them go to Rosslyn. For getting to the western end of downtown, some riders will now be better off transferring at L'Enfant Plaza.
WMATA planners are hoping to relieve pressure in the future by upgrading the system to handle more 8-car trains and building new Blue Line platforms at Rosslyn. Future phases could take the line across downtown.
Without more railcars, power stations, and core capacity, WMATA has little alternative but to reduce Blue Line service. That's why riders frustrated at losing Blue Line trains can have the best impact by lobbying their elected officials to fund Metro's plans for 8-car trains, a second Rosslyn station, and eventually a new crossing into DC.
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