Posts about WMATA
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.
The Silver Line is opening on Saturday! The Metro system opened in 1976 with five stations on the Red Line. Now, it will have 91 stations on six lines. Here is an animated slideshow of Metro's evolution over 38 years.
Most of this data comes from the nycsubway.org timeline of the Washington Metro and WMATA's history page. The dates of station name changes come from Wikipedia's pages on individual stations and other online sources.
To keep the number of maps manageable, and because many stations' exact renaming dates are not available, station renamings are grouped with the next major service change, even when that takes place years later. For example, WMATA renamed Ballston to Ballston-MU in 1995, but the next map, showing the Green Line Commuter Shortcut, depicts the system in 1997.
From November 20, 1978 to November 30, 1979, and then again from November 22, 1980 to April 29, 1983, some Blue and Orange trains used one color going in one direction, then switched colors heading back. If you lived in Clarendon in 1981, you would board a Blue Line train headed to DC and then catch an Orange Line train to get home.
Metro had to do this in 1978-1979 because trains at the time used physical rollsigns with text printed on a colored background. The New Carrollton sign had an orange background, while the National Airport destination sign used blue. Therefore, the trains had to switch colors for each direction.
Then, in the early 1980s, this started again after the segment to Addison Road opened. At the time, with the Yellow Line not yet built, the demand for service on the Rosslyn to National Airport segment (now Blue) better matched the Stadium-Armory to New Carrollton segment (now Orange), and the demand on Rosslyn to Ballston (now Orange) lined up better with Stadium-Armory to Addison Road (now Blue).
Therefore, Metro ran trains from National Airport to New Carrollton and Ballston to Addison Road. But since the rollsigns didn't allow using the same color for each end of those services, the trains had to switch colors in each direction.
From December 11, 1993 to September 18, 1999, the Green Line had 2 unconnected segments, one from Greenbelt to Fort Totten and the other from U Street to Anacostia.
On January 27, 1997, Metro started using a single-track switch at Fort Totten to send rush hour Green Line trains from Greenbelt onto the Red Line. They ran on the Red Line tracks to Farragut North, where there is a pocket track to turn around. This "Green Line Commuter Shortcut" continued until the Green Line opened through Columbia Heights and Petworth in 1999, connecting the two sections permanently.
This was not shown on Metro maps except for a green box explaining the service. The maps in this slideshow display it using a dashed line to illustrate the service.
To embed it, copy this code to your site:
<iframe src="http://greatergreaterwashington.org/embed/evolution.html" width=515 height=550 style="border: none"></iframe>
Saturday, the Metro system will grow in length by 10% with the Silver Line, first envisioned in the mid-1960s. A lot has changed from the original plans for Metro. Today, DDOT circulated a 1968 map of the planned system.
In the wake of the 1968 riots, DC pushed WMATA to reroute what's now the Green Line through some of the harder-hit neighborhoods. In 1970, the WMATA Board voted to change the "E route" from Massachusetts Avenue and 13th Street and instead run it along 7th Street to Shaw and then 14th Street to Columbia Heights.
The 1970 decision also deleted the "Petworth" station, which would have been at Kansas Avenue and Sherman Circle. The "Georgia Avenue" station would have been under Kansas Avenue at Georgia and Upshur, in the heart of Petworth, but the alignment later shifted south to New Hampshire Avenue.
In addition to the many station name changes (you won't see Ardmore, Voice of America, or Marine Barracks stations on the map today), there have been a few pretty significant changes to alignments and station locations.
At the time of this map, the line we know today as the Blue Line had a split terminus, with some trains running to Franconia and some trains running to Backlick Road (and a potential future extension to Burke).
In the northwestern part of the region, the Red Line was to stop at Rockville, instead of running all the way to Shady Grove. The northern Green Line was also shorter, including a station between Berwyn Road and Greenbelt Road, instead of further north at I-495, where the current Greenbelt station is.
Along the Orange and Blue lines, there were to be two more common stations, one at Oklahoma Avenue and one at Kenilworth Avenue (River Terrace) before the lines split. The Minnesota Avenue station was not in the plan at the time.
The southern Green Line was the subject of lots of controversy between 1968 and its completion in 2001. There were two competing routes planned, one to Branch Avenue and an alternate route to Rosecroft Raceway. The 1968 map here shows the line going to Branch Avenue via Alabama Avenue.
But later, WMATA settled on using the Rosecroft alignment in DC, via Congress Heights, and the Branch Avenue alignment in Prince George's County. This created in the "jog" along the District line where the Southern Avenue station is located.
The map also shows potential future extensions in blue. Today's Silver Line is included, though it stays in the median of the Dulles Access Road instead of detouring through Tysons Corner (which was much smaller then; the mall first opened in 1968). Also shown are lines along Columbia Pike in Virginia and extensions to Bowie, Brandywine, Gaithersburg, and Laurel. The extension to Largo was actually built and opened in 2004.
You can view a pannable, zoomable version of the map here.
On Monday, we posted our fifteenth photo challenge to see how well you know Metro. I took photos of five Metro stations. Here are the answers. How well did you do?
We got 44 guesses on this post. A whopping 26 of you (over half) got all 5 correct. Great job!
The first image shows the escalator shaft at Rosslyn station. This shaft is distinctive because the four escalators are split by an elevator, which ascends through them. When Metro opened the new elevator-only entrance, however, it this elevator was deactivated. A development atop the station site will soon demolish the top of the elevator, but it's not clear if WMATA will remove the remainder of the shaft. 37 people knew this one.
These "County of Fairfax" seals are at Huntington station, next to the tunnel portals at the southern end of the station. There's one on either side of the tracks. The seals line up with the circular holes in the buttresses, which we featured in week 8. One clue there is the "end ATC" sign, which indicates that this is the end of the line. 36 got this one right.
The third image was taken at the eastern entrance to Columbia Heights station. The canopy that's visible here is unique to two stations: Columbia Heights and Petworth. The Kenyon Square building visible through the glass is the clue to narrow it down to Columbia Heights. 35 correctly guessed this one.
The fourth image shows the cramped northern mezzanine at Union Station, looking down from the elevator landing on the commuter rail level. This mezzanine is unique because of its size and shape, necessary to fit it in under Union Station. The four flags show that this is a key station. 38 knew this one.
The final image is a picture of White Flint from 2009. This picture is looking south at the station from above the subway tunnel. The main clue here is the Nuclear Regulatory Commission building just south of the station. 38 correctly guessed White Flint.
Congratulations to the winners!
Next Monday, we'll have 5 more photos for you to identify. Thanks for playing!
Years of anticipation have led up to this weekend: The Silver Line will officially open to passenger service. Don't miss a ride on the first train! On Wednesday, drink to rapid transit in Montgomery County or discuss Pennsylvania Avenue or Arlington's Courthouse Square.
And at long last... it's here!: The first Silver Line train taking passengers on the new tracks will leave at noon on Saturday, July 26. Let's ride together! We'll be congregating at the new Wiehle-Reston East station leading up to the noon train.
We had been organizing carpools, but it's not necessary to drive there any more: Fairfax Connector is running shuttle buses all morning from West Falls Church to Wiehle Avenue, so Metro on out to WFC and hop on a bus (or bike, or drive yourself) to get to the opening.
We'll meet at the north entrance to the station. From the Fairfax Connector bus bays, go up the escalators to the glass enclosed area of the plaza. There's a large space here, and we'll have signs to help you find us. See you Saturday!
The future of America's Main Street: Pennsylvania Avenue is a major symbol of our nation's capitol, but poor urban design and aging infrastructure inhibit activity there. The National Capital Planning Commission and other federal agencies are hosting a workshop to kick off a new study for the street. It's Wednesday, July 23 from 6:00 to 8:00 pm at 401 9th Street NW, Suite 500 North.
Rapid transit happy hour: Join the Coalition for Smarter Growth, Communities for Transit, and Friends of White Flint also on Wednesday, July 23rd at 5:30 pm at Paladar Latin Kitchen (11333 Woodglen Drive, Rockville, 20852) to hear the latest news about the MD 355 corridor and our booth at this year's Agricultural Fair. Did we also mention that Paladar has $5 Mojitos and Margaritas at happy hour? RSVP here.
A new Courthouse Square: Come and get a first look at the future of Courthouse Square. Planners will unveil three draft plans based on input from the public and a working group. See them on (once again) Wednesday, July 23rd at the 1310 N. Courthouse Road Office Building, third floor, from 7:00 to 9:00 pm (Metro: Court House).
Southeast Southwest: Come out of the heat and watch the latest in the Summer in the City Film Series Thursday, July 24th, from 6:00 to 8:30 pm at the Southwest Library (900 Wesley Place, SW). This week's film, Southwest Remembered, follows the effects of urban renewal in Washington during the 1940s. Southwest was one of the first neighborhoods to undergo this effort, which displaced more than 23,000 residents in the process.
Do you know of an upcoming event that may be interesting, relevant, or important to Greater Greater Washington readers? Send it to us at firstname.lastname@example.org.
It's time for the fifteenth installment of our weekly "whichWMATA" series! Below are photos of 5 stations in the Washington Metro system. Can you identify each from its picture?
We'll hide the comments so the early birds don't spoil the fun for the rest of you.
The answers will appear on Wednesday. Good luck!
Can you barely wait until Saturday to ride the Silver Line? Get a sneek peek of the new line with this video from WMATA.
Video from WMATA. The video has no audio, so if you don't hear anything, your sound isn't (necessarily) broken.
This shows the view from a Silver Line train as it travels from Ballston to Wiehle-Reston East.
Silver Line trains began running simulated service over the weekend. Trains carry passengers from Largo to East Falls Church under an Orange Line banner, then offload and continue on to Wiehle without any passengers.
Cross-posted at BeyondDC.
On Monday, we posted our fourteenth photo challenge to see how well you know Metro. Four of our readers took photos of different stations. Here are the answers. How well did you do?
We got 35 guesses on this post. 10 of you knew all five. Great work Aaron, AndrewB, Justin...., yest2kwasi, Sand Box John, Russell, Phil, Peter K, nativedc, and PieSuperPac!
The first image was taken at Brookland. The clue here is that the platform is curved. Only two stations in the system have a curved platform, and the context here is clearly Brookland rather than Silver Spring. 23 of you knew this one.
The second image was taken at Huntington. This is at the south end of the platform, where one regular-sized and two narrow escalators ascend to the southern mezzanine. I believe these are the only narrow escalators in the system.
But the real clue is the funicular on the left. This elevator is unique in the system because it does not ascend vertically. It ascends diagonally, just like the escalators. Only 15 of you knew this one, so it was the hardest to answer this week.
This picture shows the northern entrance to Stadium/Armory. There were three clues visible in this image. The yellow banner at the top is very distinctive, and says "STADIUM THIS WAY," pointing passengers to the correct exit for RFK Stadium.
The entrance itself is a clue, being unique in the system. Instead of ascending to a floating mezzanine, the escalators lead directly from the platform to a mezzanine in a different room. The unique feature here is that the opening for the escalators goes very high above the platform.
The third clue, just visible to the right is the junction indicator above the outbound track. These are present at each of the stations where trains split between lines.
31 people got this one right, the highest total this week.
Image 4: Farragut North. Photo by DC Transit Nerd.
The fourth picture was taken at Farragut North. While many stations have floating mezzanines, the one at Farragut North (for the exit to the southwest corner of Connecticut and L) is unique because of the buttresses that link the mezzanine to the vault wall. The other mezzanines are supported only by columns down to the platform. 18 of you guessed correctly.
The final image shows Grovesnor station. This station is in an open cut, like White Flint, though the context here (no tall buildings visible to the north) demonstrates that it can't be White Flint.
We got a few other guesses for stations in cuttings, but they all have different roof types, which is a key to guessing the correct station. There are only 4 above-ground canopy types in the system (though that will increase to 6 when the Silver Line opens) plus a few unique designs.
26 of you guessed correctly here.
Thanks to Ben Schumin, DC Transit Nerd, Peter K, and Sand Box John for submitting photos! Thanks to all of you for playing.
Next Monday, we'll have 5 more photos for you to identify.
Lengthening all Metrorail trains to eight cars long would add as much capacity to the I-66 corridor as widening the highway by two to four lanes.
If Metro lengthened all trains to eight railcars, it would increase capacity on the Orange/Silver Line through Arlington by 4,740 passengers per hour per direction, according to WMATA's PlanItMetro blog. Comparatively, one new highway lane would be able to carry 2,200 cars per hour.
Even assuming two passengers per car (likely higher than the real average), a new highway lane would only carry 4,400 passengers per hour. Still fewer than 8-car Metro trains.
Then, to account for the reverse direction, double all calculations. Bidirectional Metrorail capacity would increase by 9,480 passengers per hour, equivalent to 4.3 lanes full of single-occupant cars, or 2.15 lanes full of cars with two passengers each.
Eight-car trains would also be cheaper and carry passengers faster than equivalent new highway capacity, PlanItMetro notes.
This week, it's time for a little something different on whichWMATA: Your entries. We picked the best five images from reader submissions. Can you guess the five stations these images depict?
Image 4: Photo by DC Transit Nerd.
In the future, we'll have more reader submissions, so while you're riding Metro keep your eyes (and cameraphones) peeled for unique stations and architectural features.
We'll hide the comments so that the early birds don't spoil the fun for the rest of you.
The answers will appear on Wednesday. Good luck!
- The Metro plan has changed a lot since 1968
- Shepherd Park neighbors tell car2go users to stay out
- Did Rush Plus depress Blue Line ridership?
- Forget the Washington Monument; DC's tallest tower is actually in Ward 4
- Do you know the station? It's whichWMATA week 15
- Watch Metro grow from one short line in 1976 to the Silver Line today
- Montgomery and DC officials start talking about working together on transit