Greater Greater Washington

Posts about Tysons Corner

Transit


These maps show when and where riders use the Silver Line

Ridership is strong at the Silver Line's Wiehle-Reston East and Tysons Corner stations, and over time there should be more riders at the other three stops. You can see this and other facts about Silver Line ridership
from a new data visualization on PlanItMetro.


Silver Line ridership visualization by WMATA.

PlanItMetro's interactive maps and graphs show when and where Silver Line riders are going to and coming from, and allow users to look at riders' entry and destination stations along with the day of the week and the time, in quarter-hour increments.

Last year, Metro posted graphs showing one week of September ridership, but this dataset represent ridership from all of October 2014, including weekdays, weekends, and holidays.

Wiehle-Reston East and Tysons Corner see far more riders than the other three, but the others could catch up as land around the stations develops.

Wiehle-Reston East gets the most passengers overall

Wiehle-Reston East currently handles the lion's share of passengers at new Silver Line stations, partly because it's a hub for transit riders whose bus routes take them there or who use the station's large park-and-ride garage. Wiehle-Reston East's ridership base is a lot like other stations at the end of Metro lines: the overwhelming majority of its riders are inbound commuters who enter on weekday mornings and exit on weekday evenings.

Interestingly, Wiehle is also the largest single commuting destination on the Silver Line. On the average weekday during the morning peak, about 1,000 passengers exit at Wiehle, compared to about 5,000 entries. Even though Tysons Corner is a jobs hub, only about 900 people exit at that station during the same period. At the four stations in the Tysons area, there are about 2,100 combined exits during this period.

The Wiehle number is impressive because more people exit at Wiehle Avenue during the morning peak than exit from any other terminal station. Wiehle's 1,046 average exits trumps the next-best terminal, Shady Grove (with 977 average exits).

Also interestingly, Wiehle's ratio of entries to exits is the smallest of all the terminal stations (meaning it's the most tilted toward exits). At Wiehle Avenue, for every exit, there are 4.9 entries. That compares to 6.1 entries for every exit at New Carrollton, 7.3 at Greenbelt, and 7.5 at Largo.

Some of this ridership is likely due to people connecting to buses bound for Reston, Herndon, and Dulles Airport. But there are some office buildings around the station as well.

Ridership at Wiehle will likely change once Phase Two is complete: many passengers who currently arrive on buses, or take them to destinations like Reston Town Center or Dulles, will instead start boarding the Silver Line farther down the line.

Tysons corners the market on work, evening trips

Tysons Corner's ridership pattern exhibits some unusual features.

Weekday rush-hour exits at Tysons Corner outnumber boardings at the station by three to one, which shows that like stations in downtown DC, Tysons Corner is near where a lot of people work. But unlike downtown DC, PlanItMetro has pointed out that a lot of people travel to Tysons Corner during off-peak and on holidays, probably to use surrounding shopping centers. In the evenings (after 7:00 pm), Tysons Corner is the busiest Silver Line station.

In terms of the ratio of entries to exits, Tysons Corner is a lot like a station on the edge of downtown. At Tysons Corner, there are 1.8 exits for every entry. Next door at Greensboro, the ratio is 1.7 exits for every entry. That compares to Dupont Circle, with a ratio of 1.9 and Rosslyn with a ratio of 1.5.

Tysons Corner and Greensboro are the only stations outside of the Beltway where exits outnumber entries during the morning peak period.

McLean, Greensboro, and Spring Hill, the Silver Line's three other three Tysons stations, see fewer riders than Wiehle or Tysons Corner. That could be because these three have not yet been enveloped by transit-oriented development. McLean, for example, draws a lot of local residents, many of whom ride a bicycle or walk to the station.

Even though Silver Line passengers go all across the region, most of them aren't transferring to other lines, or going to destinations in the eastern half of the metro area. Over 60% of passengers boarding at Silver Line stations on weekdays travel to stations served by the Silver Line between Wiehle and L'Enfant Plaza.

What else do you find interesting from the data visualization?

Transit


If you build it, shoppers will take Metro to Tysons

Now that the Silver Line is open and riders can easily walk to Tysons Corner mall, ridership at the adjacent Tysons Corner Metro station jumps when people are shopping. According to data from PlanItMetro, Black Friday was the busiest Friday for the station since the Silver Line opened.


Friday Metro ridership. Graph by PlanItMetro.


The station had 10,800 riders entering or exiting over the course of the day, or double its normal weekday volume of around 5,500. Examine the full dataset and PlanItMetro's other data and visualizations here.

Transit


Many Silver Line riders make a long trek from Metro's eastern branches

Fifteen percent of commuters who take Metro's Silver Line to Tysons Corner or Wiehle Avenue come from east of the Anacostia River in DC or Prince George's County. These long commutes result from a growth pattern that puts jobs in far-flung western suburbs and affordable housing in the east. They're part of the price our region pays for sprawl.


Wiehle Avenue station. Photo by Matt Johnson.

Data released last week from Metro shows that 150 of the 983 morning rush hour riders arriving daily at Wiehle Avenue come from the system's easternmost stations. With 126 out of 827 passengers coming from the same area, the new Tysons station has similar numbers. The percentage is even higher at Spring Hill station.

These numbers are particularly noteworthy because only 20% of Metro's morning riders come from east of the Anacostia or Prince George's in the first place.

Silver Line stationAM peak riders
from EOTR/PG
Total AM
peak riders
Percentage
McLean383879%
Tysons Corner12682715%
Spring Hill8440620%
Greensboro343848%
Wiehle Ave15098315%
Total432298714%
Click on a column header to sort.

Some of those arriving at Wiehle Avenue are no doubt well-off homeowners who chose long commutes in order to live near Chesapeake Bay. After years of long car treks around the crowded Beltway, they might well prefer to park at New Carrollton or Largo and take a train trip of 70 minutes or more.

But the most common motivation for Silver Line riders from the east side is surely economic necessity, as most board at stations that draw riders from less affluent neighborhoods nearby.

Going from New Carrollton or Addison Road to Reston is a tough commute no matter how one travels, and if you have to wait for the bus at one or both ends, it's brutal. These ridership figures are a reminder of how painful it is when low wages meet land use policies that separate jobs from affordable housing.

Transit


New Tysons Circulator bus routes get mixed reviews

When the Silver Line opened, Fairfax County also launched three new bus routes to help people get around Tysons Corner. How are they working? Jenifer Joy Madden had a good experience on the buses, but Navid Roshan says that the meandering route makes the bus slow for many trips.


Photo by Jenifer Joy Madden.

Madden writes,

Recently, two family members and I biked from our home in suburban Vienna over quiet streets and neighborhood trails to Spring Hill, the closest of the Silver Line stations. Our final destination was the Tysons I mall, but instead of continuing by bike or Metro, we parked our bikes, walked over the Route 7 Metro pedestrian bridge, and caught Fairfax Connector 423.

For walkers and cyclists, the bus is a great solution for bypassing or crossing the Tysons core. The 423, like the other new Fairfax Connector circulator buses, runs every ten minutes from morning until night. The cost is only 50¢ per ride or free if you transfer from Metro. The ride to the Tysons Corner Metro station bus stop took less than 20 minutes, about the same time it would have taken by bike.

However, Navid Roshan points out that while the bus takes a fairly direct route between Spring Hill and Tysons, it winds circuitously around the rest of Tysons, making it less useful for many trips.


Map from Fairfax Connector.
Unfortunately, the [North Central Tysons] residents who would rely on the 423 would see an approximate 8 to 10 minute bus ride from the Park Run region to Tysons Corner station. That is only 2 minutes shorter than walking. Add in the average headway wait of 5 minutes (half of 10 minutes) and it makes more sense for the thousands of residents in this community to walk instead.

That being the case, it's not shocking that ridership on the 423 is so pathetic, especially considering the very strong ridership from this same neighborhood on the 425/427 series to WFC... which used to take only 4 minutes more than the 423 to get to the Metro station.

That's just the morning. Forget about riding the bus if you want to take it home after work. Due to the 423′s one way loop around Tysons, grabbing the bus from Tysons Corner Station to get to the center of the North Central residential region will take between 14 and 18 minutes. All of this is being caused by the serpentine and over stretched nature of the 423.

Roshan says that initial plans called for four Circulator routes, but Fairfax combined them to save money. He suggests re-dividing the 423 into two routes, one mostly using the north-south roads to and from the Tysons Corner station, and one more east-west to Spring Hill.


Map from Fairfax Connector modified by Navid Roshan.

That would mean the bus wouldn't serve the specific trip Madden took. but since that was between two Metro stations, the train is available except during rush hours when bikes are prohibited on Metro. Meanwhile, she has her own suggestions to improve the circulators:

It would be useful if a circulator route could ferry cyclists and pedestrians past the dangerous Beltway/Dulles Toll Road interchange. Also, the circulators should have their own design and colors. Right now, they are indistinguishable from the external buses and their purpose isn't clear. I think that's why the 423 isn't being used as much.
Have you used the Tysons buses? What do you think of the routes?

Transit


DC Circulator is such a great brand it's expanded to Ohio

Earlier this year Columbus, Ohio launched CBUS, the Columbus Circulator. It's a special overlay bus route running along the main street through the city's densest, most urban neighborhoods. It comes every 10 minutes, has a low (actually free) fare, and limited stops. Sound familiar?

Oh, and here's a photo:


Photo by Darius Pinkston on Flickr.

Look familiar? That sweeping line, the destinations labeled on the side, "CIRCULATOR" in a modern sans-serif font right in the middle. It looks nothing like Columbus' standard bus livery, but it is all very reminiscent of the DC Circulator.

In fact, Ohio transit advocates had the DC Circulator in mind during planning for CBUS.

Columbus isn't alone, either. "Circulator" is spreading as an increasingly common brand choice for short-distance, high-frequency buses in mixed-use areas, especially near DC. There's a Bethesda Circulator, a Tysons Circulator, and a Baltimore Circulator.

Just how far will this brand spread?

Cross-posted at BeyondDC.

Events


Events roundup: Walking tours, zoning, and microbrews

Now that September is here, calendars are filling back up. The Coalition for Smarter Growth's walking tours are back in session, our own monthly happy hour is around the corner, and the DC Zoning Commission is hold its (hopefully) final round of public hearings on the zoning update. Mark your calendars - it's going to be a busy month!


Photo by Fairfax County on Flickr.

The Silver Line, Reston, & Tysons: A New Chapter: Join the Coalition for Smarter Growth for a walking tour of the Silver Line and big changes at the Wiehle-Reston and Tysons Corner Metro stations. The tour will visit new mixed-use developments, look at bicycle, pedestrian, and bus links, check out new public plazas, and hear about the opportunities and challenges of retrofitting the suburbs. CSG tours are free and open to the public, but RSVP is requested. Planners, AICP credit for this tour is pending.

After the jump: the DC Zoning Commission hears more public input on the zoning update, and there are a whole lot of events happening on September 10.

Testify for the DC Zoning Update: The DC Zoning Commission has scheduled additional public input hearings on the proposed DC zoning update starting Monday, September 8. Even if you have already given in-person testimony, you can testify again as long as you focus your remarks on the proposed amendments. Signups are on a first-come, first-served basis. CSG has a handy signup tool and other resources for people who want to testify here.

Grab a local microbrew and BBQ with GGW: With summer coming to a close, it's time to resume our regular happy hour series. Join us at Denizens Brewing Company in Silver Spring for drinks, food, and conversation on an outdoor patio within sight of the Red Line next Wednesday, September 10 from 6 to 8 pm. You'll find Denizens at 1115 East-West Highway, one block west of Georgia Avenue. Here are more details on how to get there.

Metro art exhibit opening: Is art more your style than beer and BBQ? Also on September 10, join Boston Properties at The Heurich Gallery for the opening of Roberto Bocci: Metrorail, an exhibition featuring recent work by the Washington-based artist. Metrorail, Roberto Bocci's newest body of work, is a multidisciplinary project that explores urban environments in and around the Metrorail system. Head over to the calendar for more info.

Tour Dunbar High School: Not a fan of microbrews or art? Join CSG at Dunbar High School for another of their popular walking tours. While NW DC's Dunbar HS has a reputation as one of the region's best known historically African-American high schools, for many years the school's design and layout were far from an urban gem.

All that changed last year, with the unveiling of the new Dunbar—with a green design more welcoming to the community, abundant natural light, a LEED platinum rating, and a much smaller footprint on a reconnected street grid. Hear from the building's designers and local school and community representatives about how smart growth design principles can transform not only a building but the surrounding neighborhood as well.

Do you know of an upcoming event that may be interesting, relevant, or important to Greater Greater Washington readers? Send it to us at events@ggwash.org.

Public Spaces


With its new plaza, Tysons begins to feel urban

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.


All photos by Dan Malouff except where noted.

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 Plaza and its surroundings. Original photo by Macerich.

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.


Couches (left), and sculpted birds (right).


Ping pong (left) and corn hole (right).

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.

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