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Transit


West of Union Station, no overhead streetcar wires

When (and if) DC extends the streetcar from Union Station to Georgetown, it almost certainly won't use overhead wires, except at stations. Connections in the stations' canopies will charge supercapacitors for power, according to the latest plans.


Those wires? They won't be farther west. Photo by Dan Malouff.

This is part of the information the District Department of Transportation (DDOT) will present at a meeting Tuesday night and which we got an exclusive early look at. Earlier, we talked about how using almost entirely dedicated lanes was a new (and better) option.

DDOT has also been studying power systems. Wires were banned in the part of DC originally designed by Pierre L'Enfant during the old streetcar days, so streetcars used "plows" that ran in grooves in the ground. These systems were very failure-prone, and modern technology can do better.

On H Street, the streetcars now use overhead wires, a tried-and-true (and not so ugly as all that) power system. However, federal planners and local preservationists have opposed wires on major "viewsheds" and, if the streetcar ever crosses the National Mall, there as well.

A possible solution is a hybrid system, where the streetcar connects to wires in some places but runs on batteries elsewhere. Jamie Henson, who's in charge of the Union Station to Georgetown study, and his team at DDOT believe that the technology is fast reaching the point where the wires only need to be at the stations themselves.

Under the plan DDOT is currently studying, the "wires" would be "rigid catenary" that look like they're part of a station canopy. When a streetcar pulls into a station, its pantographs would contact these canopy elements and start drawing power.

How the power would work

Charging batteries is slow, but supercapacitors can charge very fast. The streetcar could charge the supercapacitors in 20-30 seconds, Henson said, which can include some of the time the streetcar is finishing pulling in or starting to pull out. The supercapacitors then would more slowly discharge into the batteries.

The vehicles would also use regenerative braking, which charges the batteries when a vehicle brakes. There could also be wires where the streetcar line is underneath a roadway like the Whitehurst Freeway or Washington Circle.

According to an analysis by the project team, this would generate enough energy to power the streetcars even when heavily loaded, on a very hot or cold day with heat or air conditioning at full blast.

While this is the leading edge of streetcar technology, said Henson, other cities such as Dallas have hybrid off-wire segments and there are proposals for hybrid systems in Detroit, Oklahoma City, and Milwaukee. Henson said streetcar technology is building on bus technology, which is slightly farther ahead.

DC is still 3-4 years away from the point of actually ordering more streetcars. Henson said he believes it is "reasonable to expect" the technology would be developed to a sufficient level by that time.

I hope so. Making this project depend on as-yet-unproven technology seems risky. While some people have long been fighting overhead wires, many far more historic European cities have trams with wires and it doesn't destroy their beauty.

It was clear that federal interests wouldn't allow wires across viewsheds (rightly or wrongly), but DDOT could accommodate that with shorter gaps in wires. That puts a lot less demand on a vehicle's batteries and thus demands less of a technological leap. If the tech works, that'd be great, but what if not?

What about the current line?

Hybrid vehicles could use the current wires on H Street/Benning Road and the future eastward extension to Benning Metro (assuming that extension ends up using wires, which is still an open question).

The existing streetcar vehicles wouldn't work on the hybrid line. According to Henson, part of the upcoming work in the Union Station to Georgetown study will include analyzing whether to have some vehicles only run east of Union Station, retrofit them to use hybrid technology, or replace them entirely.

However, this was going to be necessary regardless—full wires to Georgetown was never in the cards. The team seems to have a promising approach, but will have to be very vigilant to ensure that DC takes advantage of current technology, maximizing the benefit, while also guarding against buying cars that turn out to be lemons or investing in technology that leaves the cars stranded.

But if DC chooses dedicated lanes for the extension, that has a big benefit for the wireless technology: Not having to worry about traffic congestion makes it easier to go off-wire, knowing the batteries don't have to have enough power for very long stints in traffic.

Ask for dedicated lanes using the form below.

Read more from today's streetcar mega-feature:

Weigh in

Tell DDOT what you want for the Union Station to Georgetown streetcar study. (I suggest asking them to put as much dedicated lane into the study as possible.)

First name:    Last name:

Email address:

Where you live:    ZIP code:

Transit


DC's streetcar may go to Georgetown with dedicated lanes

You read that headline right—dedicated lanes! After lots of transportation experts and pundits said DC's streetcar needed dedicated lanes if it's to be valuable, DC transportation planners designed an option for extending the streetcar which devotes a lane for almost all of the length from Union Station to Georgetown.


Streetcar in the K Street Transitway. Image from DDOT video.

Tuesday night, planners from the District Department of Transportation (DDOT) will present options to extend the existing H Street streetcar route to Georgetown. Greater Greater Washington has gotten an exclusive sneak peek at the proposals.

Besides a no-build option, there are now two: one in a dedicated lane from Mount Vernon Square to Washington Circle but in mixed traffic the rest of the way, and a new option to use dedicated lanes for almost the whole length.

The piece along K Street downtown has been slated for dedicated lanes since 2009, when DC finished an environmental study of plans to move K Street's medians over one lane. Instead of four lanes in the center and two on each side (one for parking), there will be a 2-lane transitway in the middle and one three-lane road on each side, which could have parking in one lane outside peak periods.

Segment of K Street transitway design.

Until now, that was the only dedicated lane being contemplated for the streetcar. But more and more people argued that without dedicated lanes, the streetcar would not offer a faster ride, making it no more appealing, transportation-wise, than existing bus lines.

Therefore, the project team added a new option which has a dedicated lane under the Whitehurst Freeway, along K Street to Washington Circle, under Washington Circle, and over to Mount Vernon Square.

New dedicated lane alternative from DDOT. Click for a larger version.

The streetcar would share the road with other vehicles around the square itself, but then go back into its own lanes to New Jersey Avenue, where the route turns to get down to H Street. The two blocks on New Jersey would be shared, as that road isn't wide enough (some parts of that area are just three lanes).

Finally, along H Street from New Jersey Avenue to the Hopscotch Bridge behind Union Station, DDOT is studying a dedicated lane or possibly shared lanes. According to project manager Jamie Henson, this will depend on another study going on about how to allocate space on the Hopscotch Bridge (H Street's bridge behind Union Station) between the various needs of Amtrak (as it plans for a major expansion of Union Station), Akridge (which will be building offices atop the railyards north of H, and other needs.

If the streetcar can't get a dedicated lane on the bridge, Henson said, it wouldn't make sense to give it one on the short stretch from there to New Jersey Avenue, since each time it crosses in or out of a dedicated lane there has to be a special phase for traffic signals.

Where the planning stands

This is actually the third meeting in an ongoing Environmental Assessment which began in 2014. DDOT held two meetings that year, but with the change in administration and a halt to an ambitious Public-Private Partnership effort, the study went on hold as the Bowser Administration re-evaluated the streetcar program.

Ultimately, they decided to commit to opening the H Street-Benning Road line (done) and then extending the line east to Benning Road Metro and west to Georgetown. The Tuesday night meeting focuses on the Union Station to Georgetown end; another meeting Thursday will consider the Benning Road end (and we'll have a post later today on that).

In 2014, there were three options:

  1. No-build; don't build a streetcar here.
  2. Dedicated lanes along the K Street transitway, but mixed traffic everywhere else.
  3. Run the streetcar in the existing outer lanes of K Street instead.
The team has now jettisoned Option 3, concluding it wouldn't work, but added the new, more exciting Option 4, with as much dedicated lane as possible.

Option 2. Click for a larger version.

DDOT has also started involving the Federal Transit Administration more closely as a partner agency in this study. That might make it possible for DC to get federal Small Starts or other funding for some of this project, said Sam Zimbabwe of DDOT (though there is no guarantee). Zimbabwe said the FTA also may help improve the project through its expertise.

What's next

Planners will hear from the public at a meeting Tuesday night, May 17 (tonight, if you're reading the post the day it's first posted). They will then study the options in more detail before presenting in the fall, with a final public hearing in early 2017.

I like Option 4, with dedicated lanes, and would like them dedicated on the H Street portion as well. You can tell DDOT you agree (or express a different opinion) using the form below.

The rest of the study will fill in many of the open questions, including things like traffic operations around Mount Vernon Square (a thorny issue), cost, and more. A 2013 analysis put the approximate price tag for the section to Union Station in the ballpark of $325 million.

After the study wraps up next year, the streetcar line will open six months later. No, just kidding. DDOT will have years of engineering design, procurement, and more ahead of it. The current budget provides funding for actual construction starting in 2022, so a line would open at the earliest in the early- to mid-2020s, said Henson. (And nobody at DDOT wants to commit to any dates yet.)

There are some more details in DDOT's presentation about the streetcars' power systems and the area west of Washington Circle, which we'll talk about in upcoming posts.

Read more from today's streetcar mega-feature:

Weigh in

Tell DDOT what you want for the Union Station to Georgetown streetcar study. (I suggest asking them to put as much dedicated lane into the study as possible.)

First name:    Last name:

Email address:

Where you live:    ZIP code:

Transit


Now that it's open, 7 takeaways from the H Street streetcar

DC's H Street streetcar has been open two and a half months. With two extensions on the horizon, now is a good time to look back at what's worked and what hasn't. Here are seven takeaways from the streetcar's first season running.


Photo by StreetsofWashington on Flickr.

1. Dedicated lanes matter for reasons beyond congestion

Streetcars on H Street are too slow. Not nearly as slow as walking, but too slow nonetheless. But H Street isn't a particularly congested road compared to many in the region. Were it only for congestion, the streetcar should be faster than it is.

Parking is a big part of the problem. Streetcars are rarely seriously delayed due to actual lawbreaking double parkers, but have to slow to a crawl frequently for drivers legally pulling into or out of parking spaces.

Even when every car is parked correctly within its space and nobody seems to be coming or going, there's so little room between tracks and the parking lane that streetcar drivers have to poke along, for fear of driving into an opening door or for scraping a slightly wayward mirror. If the tracks were better separated from the parking, streetcars could move faster.

On Benning Road where the streetcar runs in the middle rather than along the outer curb, parking isn't a problem. There's still friction from turning cars, but it's not as bad.

2. Traffic signals need special attention

The biggest cause of delay on almost every streetcar trip I take is the 3rd Street traffic light. That's where the streetcar crosses over traffic to get from the curbside along H Street to a dedicated lane in the middle of Hopscotch Bridge.

Getting into that dedicated lane takes forever. The streetcar can't simply go with the green light because it's crossing over traffic. It needs a dedicated signal phase. But because of how the signals are timed, waiting for that phase can take forever.

DDOT is looking at changes to that light to help speed streetcars through. That's great. But signal priority for streetcars where they need it should be the rule, not the exception.

3. The streetcars are legitimately more comfortable than buses

The streetcars really are are comfortable, smooth, and quiet. Rumbling over broken asphalt in a crowded diesel bus is a loud, uncomfortable prospect. Not only are the streetcars noticeably smoother and quieter, but their spacious interiors rarely feel cramped, even when there are a lot of riders.

That matters. Not as much as basic operations, but it does matter. It draws riders and it helps make transit a nicer place to spend time.

4. The streetcars bunch way less than the X2

It could just be because the line is short, or maybe it's because DDOT does a fantastic job with headway scheduling. It could also be that although the streetcar is slow, it's fairly predictable.

Whatever the reason, I have yet to see streetcars bunched closely together.


Photo by Malcolm K. on Flickr.

5. Streetcar stops and bus stops would be better together

With both buses and streetcars on H Street, many riders would theoretically be happy to take whichever comes first. But streetcars and buses have different stops, usually a block apart. Depending on the location, riders sometimes have to commit to a stop before knowing which mode will arrive first.

Meanwhile, since bus stops and streetcar stops are staggered, buses and streetcars get in each others' way all the time, while one is at a stop and the other moving. Buses can go around, but obviously streetcars can't.

If they shared stops, long enough for both a bus and a streetcar to pull in at the same time, there'd be fewer delays and riders would have more freedom to choose their ride.

6. It's nice to have a stop on Hopscotch Bridge

The connection from the streetcar's Hopscotch Bridge stop to Union Station is hardly wonderful. But it is present, which is more than can be said for the X2. It makes connecting to longer distance transit easier on the streetcar.


Photo by mariordo59 on Flickr.

7. We need more trams

15 minutes headways aren't good enough, given the short length of the line, the slowness of the streetcars, and the frequency of the X2. Unfortunately, DDOT needs more railcars before they can increase the frequency, and getting those is not a quick process.

DDOT could add Sunday service, though. More riders use the streetcar on Saturdays than any other day. Meanwhile, the X2 runs least often on Sundays. There's clearly a niche for weekend streetcar.

Given the vehicle limitations, adding Sunday service might require cutting back some other day, either not running at all one weekday, or running for fewer hours on weeknights. It's probably worth it to try and see how things go.

What would you add?

Are you a regular streetcar rider? What would you add? What works, and what doesn't?

Read more from today's streetcar mega-feature:

Transit


National Links: Seattle is all right

When Seattle shut down a major highway that runs through the city, congestion didn't get worse. How come nobody clamors to close roads after traffic deaths? Kansas City just got a streetcar, and Milwaukee is going to expand the one it has. Check out what's happening around the world in transportation, land use, and other related areas!


Photo by Oran Viriyincy on Flickr.

No doom today, Seattle: Some predicted doom and gloom would follow Seattle's closing of the Alaskan Way Viaduct—one traffic data company, Inrix, expected 50% more traffic. After a week, however, and there wasn't been a problem, which is what other local traffic engineers say they expected. (Crosscut)

Shut down the roads!: Roads have always been far more dangerous than riding Metro, but you don't hear any public officials clamoring to shut down roads until all drivers are safe. The disparity between fatality rates on Metro versus those on American roads is so big that the idea of closing down Metro due to safety concerns is worth satirizing. (City Observatory)

America's new rails: Kansas City has finally opened its streetcar line. Officials expect the 2.2 mile line to attract 2,700 riders a day and be the first segment of a much larger system. At the same time, Milwaukee announced that the extension to the system they are currently building will have dedicated lanes and run without wires. (Kansas City Star, Milwaukee Journal Sentinel)

London's transportation transformation: Even when Transport for London came upon the money needed to build transit projects, it stalled on taking action. Arguments about how transit leads to social inclusion, however, along with ones saying transit can help centralize important business operations, got the ball rolling on London's Crossrail. (Eno Center for Transportation)

California code: California has a development problem. Much of which stems from constant updates and additions to local development codes. Mark Hogan argues that to fix the issue, we need a complete rewrite of the system that governs development in the state. Only then will we be able to address the housing and climate change emergencies threatening our wellbeing. (Boom Journal)

Street data: An app called Strava allows cyclists, runners, and walkers to trace their routes using GPS. As more and more people use the app, planners are starting to use the data in transportation and city planning. While some believe there are limitations based on the demographics of users, the company says users made up 5-10% of all bike movements in London. (Guardian Cities)

Quote of the Week

"They removed the immediacy of their own experiences from the world and looked at how the environment affected human perspectives. They found that mankind's centuries-old suspicion that architecture, for instance, effects decision making is likely true." Jon Carmichael in Inverse on a recent research paper that comes to the conclusion that our built environment alters how we think.

Transit


DC Streetcar ridership is... actually not bad

The DC Streetcar is drawing a decent number of riders, so far. Compared to other US light rail and streetcar systems, it ranks near the middle in terms of riders per mile of track. It's slightly above average, neither horrible nor spectacular.


Photo by BeyondDC on Flickr.

According to DDOT's latest streetcar ridership report, the H Street line carried an average of 2,285 passengers each weekday in April. It carries more on Saturdays, but weekday ridership is the standard measuring stick nationwide.

In raw terms, 2,285 riders per day is pretty low. But for a line that only carries passengers for 1.9 miles, it's actually not bad.

Middle of the light rail pack

Obviously, the 1.9 mile DC Streetcar isn't going to carry nearly as many passengers as, say, the 90-mile-long Dallas light rail system. And if you rank all US light rail and streetcar systems by total ridership, DC's 2,285 passengers per day is indeed near the bottom, at 31st out of 37. Dallas is 7th with about 105,000.

But to get a sense of how successful these lines are at attracting riders, we need to compare them on an apples-to-apples basis. To do that, divide the total daily ridership by the number of miles, to get ridership per mile.

And in those terms, DC Streetcar's 1,203 riders per mile is a respectable 18th out of 37. It's just barely in the upper half nationally. And it doesn't even go downtown yet.

Dallas is actually lower at 1,164 riders per mile. Other regional light rail systems that are lower than DC Streetcar include Baltimore (691 riders/mile), Norfolk (784), Sacramento (1,056), Saint Louis (1,035), Pittsburgh (850), and Cleveland (467).

On the other hand, DC is far below the number one system on the list: Boston's Green line light rail, which carries a whopping 7,126 riders per mile. Other systems near the top include San Francisco's Muni Metro (4,370 riders/mile), Minneapolis (3,275), New Jersey's Hudson-Bergen light rail (2,852), and the Portland streetcar (2,075, which is interestingly higher than Portland's MAX light rail at 2,048).

Compared to H Street's X2 bus

What about buses?

In terms of raw riders, the X2 bus on H Street is the 3rd busiest bus line in the WMATA system, with 17,400 riders per day as of 2015. The X2 is almost exactly 5 miles long, pegging it at 3,480 riders/mile.

So the streetcar is attracting about one third as many riders as the X2 was before the streetcar started, mile for mile.

But the X2 is a tall order to match. If it were light rail or a streetcar, the X2's 3,480 riders/mile would make it the third best system in America, after only Boston and San Francisco. That's one of the reasons a bigger and nicer vehicle makes sense there in the first place.

Plenty of room for improvement, but riders are there

Clearly the streetcar isn't perfect. Getting it open was a saga, and its lack of dedicated lanes or traffic signal priority continue to hurt. Future lines absolutely need to be better, and can be better.

And who knows what will happen if DDOT ever starts charging a fare. Atlanta streetcar ridership plummeted when it went from free to $1, but Portland's streetcar ridership remains high despite adding fares after 11 years of free rides. So that's hard to predict.

But in terms of attracting riders, DC Streetcar isn't doing particularly badly.

You can help make sure the next extensions are indeed better by attending upcoming planning meetings, May 17 for the Georgetown extension, and May 19 for Benning Road.

Cross-posted at BeyondDC.

Links


National Links: From Florida to California

Miami is moving forward with big transit plans, Connecticut towns have a unique model for building affordable housing, and many have trouble seeing LA as urban because of how car-centric its past is. Check out what's happening around the world in transportation, land use, and other related areas!


Photo by Humberto Moreno on Flickr.

Sunshine State expansion: Six rapid transit projects are now part of Miami's Metropolitan Planning Organization's long range plan. Many of these lines have been in previous plans, but they're now being made top priorities, which bodes well for their future completion. (Miami New Times)

New Affordability, CT: Cities in Connecticut are required to have 10% of their homes be affordable. If that isn't the case, developers can effectively ignore the zoning code as long as they build 30% affordable. This has led wealthier communities pushing for affordable housing. (New York Times)

Dirge for dingbats: The "dingbat," an infamous Los Angeles architecture form that's basically just a box-like apartment stuck on top of an open carport, is slowly disappearing for more aesthetically pleasing, dense, and safe structures. Are they worth restoring and preserving? (LA Weekly)

Edge City redux: Outside of Miami, the Atlantic Ocean and the Everglades make it so there isn't space to keep sprawling out, so buildings are going upward. Translation: Urban city centers are going up in the suburbs. (The Economist)

LA through #nofilter: Many still see Los Angeles as an ugly ode to cars and endless concrete, even as the city shifts toward becoming more traditionally urban, dense, and walkable. Why? It's hard for people to see beyond LA's built origins as a car-centric city. (Colin Marshall)

Uber exit: Uber is threatening to leave Houston if the city does not repeal regulations that require drivers get fingerprints taken and go through a licensing process. The company has already left three cities in Texas and is threatening to leave Austin as well. (Texas Tribune)

Tashkent trams: The capital of Uzbekistan, Tashkent, is shutting down its tram system. Opened in 1912, it is one of the oldest in central Asia. A lot of locals say the city is losing both a convenient and green form of transport, and a piece of its charm. (BBC)

Quote of the Week

"The idea is that by using a cryptographically secured and totally decentralized authority that can work at the speed of a computer, we should be able to keep power distribution, water treatment, self-driving transportation, and much more from ballooning beyond all practical limits as cities continue to grow." Graham Templeton on using Bitcoin Blockchain to run smart cities. (Extreme Tech)

Transit


Lisbon is a rail transit mecca

Lisbon has just about every type of rail transit out there. Streetcars, funiculars, a metro, and commuter rail all provide a dense, interconnected transit system for the Southern Europe metropolis.


A streetcar in Lisbon. All photos by the author.

Lisbon's streetcarstrams, as they refer to them—act as both transportation for the city's residents and a popular way for visitors to see the city, with streetcar line 28 connecting many of the main sights of the city's old city.

Many of the streetcar lines share the city's narrow streets with car traffic. However, some stretches have dedicated lanes, including along Avenue 24 de Julho, next to the commuter rail tracks approaching the Cais do Sodré railway station.


A vintage streetcar in a dedicated lane alongside a commuter train in Lisbon.

Complementing the streetcar network are three funiculars and an elevator that climb some of the city's steep hills.


The Gloria funicular in Lisbon.

The Lisbon metro has four lines stretching 26.8 miles across the city and providing the backbone of the transit network.


A map of the Lisbon metro with commuter rail services in gray.

Lisbon has two commuter rail operators: state-owned Comboios de Portugal (CP) and the private Fertagus line. While more frequent and metro-like than Washington DC's commuter rail services, CP's services are not as extensive as those in most European cities with overlapping lines connecting four terminals in central Lisbon and one south of the Tagus River with five different suburbs.


CP's Lisbon commuter rail map.

Fertagus provides the only commuter rail service that crosses the Tagus River, running on the lower deck of the 25 de Abril bridge.


The 25 de Abril bridge in Lisbon.

Lisbon is a good example of how a dense transit network with a variety of interconnected modes can work.

The Washington region is slowly moving towards a similarly dense and varied network, with Metro forming the backbone and other modes like the Metroway bus rapid transit line Virginia, the DC Streetcar in the District and, when it opens, the Purple Line light rail in Maryland filling in the gaps and complementing Metro. However, we have a long way to go to match Lisbon's network.

For more on transit developments in other cities and around the world, check out Greater Greater Washington's articles about Adelaide, Cape Town, Dallas, Hartford, Johannesburg, Oakland airport, San Diego, and San Juan.

Transit


Taking the streetcar is, in fact, way faster than walking

When the DC Streetcar launched in late February, there were a few claims from media around town that it was barely faster than walking. That isn't true, and it's important to set the record straight.


Faster than walking. Photo by Kevin Mueller on Flickr.

"On the day the back-to-the-future transit system launched passenger service," wrote Post reporter Michael Laris just after the streetcar opened, "it took the streetcar 26 minutes to make its way end-to-end on the two-mile line. It took 27 minutes to walk the same route on Saturday, 19 minutes on the bus, 10 minutes to bike and just seven minutes in a Uber."

Media all over the region sang a similar tune about how the streetcar is slow and walking is fast:

The immediate thing to point out with that first Laris article is that of course the streetcar ran slowly on opening day‐ there were hundreds of onlookers at the celebratory kickoff, clogging the streets and the tracks. Times from that day shouldn't be considered typical.

But beyond that, nobody walks from Union Station, where the streetcar route's western edge is, to its eastern terminus at Benning and Oklahoma in 27 minutes! Doing so would require walking at an average of 4.5 miles per hour; the average walking speed is about three miles per hour, while the average jogging speed is about six miles per hour.

I'm an avid walker who lives less than a block from the Oklahoma Avenue station, and I've walked from my house, up Benning and H Streets, then to western the terminus at Union Station, probably 25 times. It usually takes about 40 minutes. Google Maps says it should take 38, which is actually a little generous—stop lights, like at Starburst Plaza (the intersection of 15th Street, Maryland Avenue, and Bladensburg Road) as well as those along H Street, often make trips take longer than mapping apps predict.

As for the streetcar's speed, more recent articles say it's taking an average of 18-20 minutes to get from end to end. In fact, in the inaugural "Running of the Streetcar", many runners couldn't outpace the Streetcar, even when starting with a small lead.

I should acknowledge that I'm writing this slightly after the fact—the articles quoted above came out when the streetcar opened in late February. But this is still important because if we don't correct the inaccuracy, people will keep saying it.

The fact of the matter is that people have underestimated how much time it would take to walk the streetcar route, and overstated how much time it takes the streetcar itself to travel it. Really, taking the DC Streetcar is about twice as fast as walking.

In the inevitable future political battles over the Bowser administration's promise to extend the line both east and west, the public should be aware of the facts, both good and bad.

The mismanagement leading up to the opening of the route has been well documented, which is appropriate. However, now that the streetcar is up and running, we should be aware that it is providing a functional and efficient alternative mode of transportation on one of the city's busiest transportation corridors.

Transit


The Purple Line will have America's longest railcars

According to the latest plans for Maryland's Purple Line, it will have the longest transit railcars in America. Each train will have a single 136-foot-long five-segment railcar. They'll practically be open-gangway trains.


A Purple Line railcar compared to Metro and DC Streetcar. Image by the author.

Purple Line trains will be Urbos model trams, built by Spanish company CAF. Urbos trams are modular; you can make them as long or as short as you want. These will be unusually long ones.

At 136 feet long, they'll be 2 feet longer than the closest US competitor: Austin Metrorail's 134 foot cars. But Austin's cars are DMUs, a sort of commuter rail / light rail hybrid, built for longer distance and fewer stops compared to the Purple Line.

The next biggest US light rail cars are Dallas' 124 foot cars.


Dallas light rail car. 12 feet shorter than the Purple Line's cars. Photo by Matt' Johnson on Flickr.

Longer is better

Having one long railcar rather than multiple short ones has a lot of advantages. There's less wasted space between cars, less expense per rider, and passengers can move back and forth inside the train to find the least crowded spot. Overall, having one long open interior increases the capacity of a train by about 10%, and it costs less.

The downside is you can't pull individual cars out of service if something goes wrong. It's all or nothing. But as long as everything works, long railcars are great.

Since the Purple Line will be operated by a private company that faces penalties if it doesn't meet service requirements, the onus is on them to keep trains in service.


An open interior train on the Paris Metro. Photo by BeyondDC on Flickr.

In transit jargon, these open interior trains are called "open gangway," and almost everyone else in the world uses them, except the United States. For the Purple Line to move in that direction makes it a national model.

Using these long trains was one of the changes project officials made in response to Maryland Governor Hogan's demands to reduce the Purple Line's costs. One long railcar rather than two short ones coupled into a train saves money and keeps train capacity high enough to work.

Hogan's other changes made the Purple Line a lot worse. They reduced train frequency, eliminated the direct transfer to Metro at Silver Spring, and reduced the electrical power of the line, limiting its capacity. But the move to longer railcars with open interiors may be a silver lining.

Cross-posted at BeyondDC.

Meta


Thank you for a great 8th birthday party!

Thanks to all of you—our readers, friends, and donors—who celebrated our 8th birthday last week!


Our 8th birthday bash crowd interacting with founder David Alpert and managing director Sarah Guidi as they say "thanks" to everyone at the party. All photos by Aimee Custis unless otherwise noted.

More than 100 of us gathered last Tuesday evening at Vendetta Bocce Bar and Tavern on H Street NE for cake, drinks, trivia and mingling.


Randall Keith Benjamin and Aimee Custis.

We were so excited that the streetcar opened in time for our party! Many of our guests arrived in streetcar style.


The only possible way to roll to a @ggwash meetup on H Street: @DCStreetcar, preceded by @bikeshare.—<wbr>Rob Pegoraro (@robpegoraro)

Thanks to all the local elected officials, agency heads, and planners who came out to support Greater Greater Washington, including DC councilmembers Elissa Silverman, Brianne Nadeau, and Charles Allen, DDOT director Leif Dormsjo, and WMATA General Manager Paul Wiedefeld!


Lynn Bowersox, David Alpert, Paul Wiedefeld, and Dan Stessel.


Shaun Courtney, Jess Zimbabwe, and Karina Ricks.

While the party was on H Street in DC, we had representatives from across the region, like some of our Montgomery County friends including Planning Board chairman Casey Anderson.


Pete Tomao, Casey Anderson, and Joe Fox.

About 20 people participated in trivia. Winners went home with Capital Bikeshare memberships, smart growth books, as well as transit-themed books and mugs. Thank you to all of our sponsors who donated these prizes and made contributions to help keep Greater Greater Washington going strong this year.


Trivia winners went home with awesome prizes generously provided by goDCgo and Capital Bikeshare, Island Press, and Transit Oriented.

If you weren't able to join us for this year's party, we hope you can join us at an upcoming Greater Greater happy hour. In the meantime, thank you for being a part of our eight years (and counting)!

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