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Events


Events roundup: Streetcars, H Street, bridges, and dead ends

Celebrate the arrival of June by learning something new. Get involved in the DC streetcar planning process, learn about the intricacies of urban housing markets, explore the history of H Street, and more at events around the region.


Photo by DearEdward on Flickr.

Streetcar planning: DDOT is holding its final round of open house meetings for its study of a future north-south DC streetcar. You can see DDOT's analysis of possible streetcar routes and weigh in. All three meetings last from 3:30-8:30 pm, with overview presentations at 4 and 7 pm. The full schedule is:

  • Central meeting: Monday, June 9, at the Banneker Rec Center, 2500 Georgia Ave NW.
  • South meeting: Tuesday, June 10, at the Department of Consumer and Regulatory Affairs, 2nd floor community room, 1100 4th St SW.
  • North meeting: Thursday, June 12, at the Emery Rec Center, 2nd floor community room, 5701 Georgia Ave NW.

Affordable housing panel discussion: Affordable housing has been a popular topic in the news, especially in the Washington area. Possible solutions range from free markets to public housing, but what are the implications of these ideas?

On Thursday, June 5 from 6:30-8:30 pm, Matthew Yglesias from Vox.com, Matt Robinson of MRP Realty, Christopher Bledsoe of Stage 3 Properties, and Chad Ludeman from Post Green Homes/Hybrid Construction will talk about housing costs at Georgetown University's School of Continuing Studies (640 Massachusetts Ave NW). You can RSVP here.

H Street walking tour: There's still one more chance to attend one of the Coalition for Smarter Growth's spring walking tours! This Saturday, June 7, explore H Street NE and learn about one of DC's most rapidly changing neighborhoods. Plus, get the scoop on the DC Streetcar. The walking tour runs from 10-noon. RSVP soon to secure a spot! Update: the CSG tour is now sold out, and their waitlist is at capacity.

Meet the 11th Street Bridge Park designers: The field has narrowed to four teams competing to design a park on the piers of the old 11th Street Bridge across the Anacostia. They haven't actually done designs yet, but each of the four will talk about their approaches and early ideas on Tuesday, June 10, 6:30-8 at THEARC, 1901 Mississippi Avenue SE.

Dead End book talk: On June 12, hear Greater Greater Washington contributor Ben Ross talk about his book, Dead End: Suburban Sprawl and the Rebirth of American Urbanism, at the Tenley-Friendship Library (4450 Wisconsin Ave NW) at 7 pm. A lively discussion on walking and biking in cities will ensue. Please RSVP here.

Do you know an event that should be on the Greater Greater Washington calendar? Send an email to events@ggwash.org with the details and a link to a page on the web which has more information.

Transit


What happened with the streetcar?

Last Tuesday, DC Council chairman Phil Mendelson announced, less than 24 hours before the only vote on DC's budget, that he was proposing slashing funding for the streetcar. The money would pay for, among other things, a package of tax cuts. What does this mean for the streetcar?


Photo by thisisbossi on Flickr.

It's been difficult to answer that question, because Mayor Gray's budget office and the DC Council budget office don't agree. Especially on Tuesday and Wednesday, with little time to understand the change, dueling analyses clouded the picture. It's starting to come into focus, though questions still remain.

There is still funding to build streetcars at a slow pace. And DC could always fund more lines once a few lines get done. But the Gray administration says Mendelson's change may halt exactly the mechanism the District Department of Transportation (DDOT) hopes will get the project to move faster, stop having so many delays, and get out of the mire it's been in: a partnership with a consortium of companies to design, build, operate, and maintain the streetcar.

Does this affect the H Street streetcar?

It doesn't appear so. The first segment of the streetcar will run from behind Union Station, along H Street and Benning Road to Oklahoma Avenue, near the Anacostia River. That is under active construction and will open ... sometime. I'm hearing maybe the end of 2014. That's frustratingly long and disappointing since until the very end of last year Gray was promising it would open in 2013.

DDOT has already done studies to continue the line to the Minnesota Avenue Metro. According to information from Gray spokesperson Pedro Rebeiro, the budget still has funding that would pay for that segment.

What about the rest of the system?

The day of the budget vote, Rebeiro released this side-by-side comparison arguing that the cuts would leave DC about $100 million short of finishing the line from H Street west to K Street downtown and then to Georgetown.

It's worth noting that the K Street part would get a dedicated lane (for streetcars and buses). There has been a fair amount of criticism of streetcars that only run in mixed traffic for their whole length; this would not do that if the "K Street Transitway" gets built.

Why does the Council budget office say the money isn't necessary?

Chairman Phil Mendelson makes a few arguments, but two main ones. One is that the mayor was putting too much money into the streetcar than the budget could sustain. Gray's budget office wanted to basically look at the amount of revenue DC earned in Fiscal Year 2016 and then of whatever goes above that, into the future, one-quarter would go to the streetcar.

Council budget director Jen Budoff says that this is unsustainable, that a lot of that revenue growth is needed just to pay for rising costs in the base budget and within 5 years this financing system would get so big it would cut into the base budget. Gray's budget director Eric Goulet says Budoff is wrong.

Mendelson's second argument, which got a lot of traction with transportation chair Mary Cheh and at-large councilmember David Grosso, is that DDOT hasn't been spending money at nearly the rate this would bring in. It built up a surplus of about $100 million in accounts (or so says Budoff and Cheh's staff; Goulet says that's not real, while the council folks suspect the administration was just trying to hide it).

Mendelson dedicated about $50 million a year to the streetcar, which he argues is enough to keep the program moving forward.

If DDOT isn't spending money very fast, why does it need more now?

Because DDOT wasn't planning to keep on building streetcars the way it had been. Rather, it was going to drop da bomb. I mean, a DBOMa Design, Build, Operate, and Maintain contract.

A number of transportation design, engineering, and construction firms have joined together in several consortia to bid for this contract. DDOT was going to soon narrow the field to about three. Those three would then start an intensive design process to actually work out how they would build the streetcar system on K Street, a north-south line along or near Georgia Avenue, and a line in Anacostia over the river to Buzzard Point where it would connect with the north-south line.

This would include key questions like how to run streetcars without overhead wires. The H Street line will have them and they're now legal outside of viewsheds, but there's no way wires were going to cross the Mall or North Capitol Street or pass by Farragut Square.

The consortia include streetcar makers who have their own wireless technologies, some with batteries, some with a third rail that only activates when the streetcar runs over it, and more.

But these consortia are going to have to sink millions of dollars into just working out the designs and all of the details. That's par for the course in big construction projects (and profits on the other end cover this risk), but they're not going to bid if they think DC might not hire anyone, or will build only a piece and then pull the plug because it doesn't have the money.

The Gray administration says that DC needs this dedicated revenue stream now to persuade bidders that the city is serious, and that they may have to withdraw or at least strongly curtail the DBOM bidding with the current budget. Mary Cheh, who says she doesn't want to see the DBOM go away, is asking whether that's absolutely necessary, or whether DC could still persuade the consortia to bid, then come up with the money once it's actually time to sign a contract.

But Gray argues that it's going to be very hard to come up with the $800 million over 5 years (for the initial 22-mile system) and more (for the rest of the streetcar vision) in the future. DC won't just repeal the tax cuts in a year. Mendelson has spent a lot of the rest of the money on other things, and DC's debt cap limits how much the city can borrow beyond what's in its capital budget.

Who's right?

Probably both are accurate, from the perspective of each side. It does seem that the full concept of hiring a consortium and turning them loose to build a citywide streetcar network is now less likely, or if it does happen, might be smaller in scope. However, not everyone on the council, even those who support building a streetcar system, is entirely comfortable signing off on that just yet.

Mendelson's idea, and that of the Committee of 100, is that DC needs to first plan everything out in great detail, then have public input on the plans, then get council approval, and then it can get funded. This is a common way of doing government projects.

In business, especially in technology, organizations are moving away from this way of doing things. That's because often it takes so long to design things that it delays a project, and once you actually start building, you learn more about what you need. Companies and governments are notoriously bad at figuring out all of the issues beforehandthis was one big factor in the Healthcare.gov fisasco.

Ken Archer epxlained in detail why a design-build process can work better for governments as well as private industry. But it can cut the public and elected officials out of the process somewhat. If the agency is good about getting input along the way, and we can believe they will make good choices as the project proceeds, it can be a big time-saver.

Unfortunately, DDOT has not established this level of credibility in recent years. Far from it. And that meant public understanding was shallow and support was thin, so when Mendelson wanted to take it away and offered something (tax cuts) which had broad appeal, most didn't put up a fight.

Transit


MoveDC plan proposes more cycletracks, transit, and tolls. Will it become a reality?

The latest draft of DDOT's citywide transportation plan, moveDC, calls for a massive expansion of transit and cycling facilities throughout the District, plus new tolls on car commuters. If it actually becomes the template for DC's transportation, the plan will be one of America's most progressive.


The moveDC plan summary map. All images from DDOT.

DDOT released the latest version of moveDC last Friday, launching a month long public comment period in anticipation of a DC Council hearing on June 27. Following that, the mayor will determine any changes based on the comment period, and adopt a final plan likely this summer.

What's in the plan

Amid the hundreds of specific recommendations in the plan, a few major proposed initiatives stand out:

  • A vastly improved transit network, with 69 miles of streetcars, transit lanes, and improved buses.
  • A new Metrorail subway downtown.
  • A massive increase in new cycling infrastructure, including the densest network of cycletracks this side of Europe.
  • Congestion pricing for cars entering downtown, and traveling on some of DC's biggest highways.
Transit


Proposed high-capacity transit network (both streetcars and bus). Blue is mixed-traffic, red is dedicated transit lanes.

The plan proposes to finish DC's 22-mile streetcar system, then implement a further 47-mile high-capacity transit network that could use a combination of streetcars or buses. That includes 25 miles of dedicated transit lanes, including the much requested 16th Street bus lane.

Although the proposed high capacity transit corridors closely mirror the 37-mile streetcar network originally charted in 2010, there are several new corridors. In addition to 16th Street, moveDC shows routes on Wisconsin Avenue, both North and South Capitol Streets, H and I Streets downtown, and several tweaks and extensions to other corridors.

The plan endorses WMATA's idea for a new loop subway through downtown DC, but explicitly denies that DC can fund that project alone.

MoveDC also shows a network of new high-frequency local bus routes, including Connecticut Avenue, Military Road, Alabama Avenue, and MacArthur Boulevard.

Bicycles

MoveDC also includes a huge expansion of trails and bike lanes, especially cycletracks.


Proposed bike network. The pink lines are cycletracks.

Under the plan, DC would have a whopping 72 miles of cycletracks crisscrossing all over the city. From South Dakota Avenue to Arizona Avenue to Mississippi Avenue, everybody gets a cycletrack.

Meanwhile, moveDC shows major new off-street trails along Massachusetts Avenue, New York Avenue, and the Anacostia Freeway, among others.

Tolls for cars

Congestion pricing is clearly on DDOT's mind, with multiple proposals for new variable tolls in the plan.


Proposed downtown cordon charge zone.

The most aggressive proposal is to a declare a cordon charge to enter downtown in a car. This idea has worked in London and has been discussed in New York and San Francisco, but so far no American city has tried it.

Meanwhile, some of the major car routes into DC would also be converted to managed lanes. Like Maryland's ICC or Virginia's Beltway HOT lanes, managed lanes have variable tolls that rise or fall based on how busy a road is.

MoveDC proposes managed lanes on I-395, I-295, New York Avenue, and Canal Road.

What will the council think?

DDOT has produced a very strong plan, but is it going anywhere? The DC Council will discuss moveDC on June 27, at which time we'll find out if the same people who pulled the rug out from under streetcar funding are interested in progressive policy-making, at least.

Even if DC does adopt this plan, whether the council will actually provide the funds necessary to build it is anybody's guess.

Correction: An earlier version of this story reported the DC Council will approve or deny this plan. Actually, the mayor has authority to adopt the plan entirely on his own.

Cross-posted at BeyondDC.

Events


Events roundup: Family fun and transit

We just had a beautiful weekend, and another looks to be around the corner. Enjoy the weather with some family-friendly fun, and during the next few weeks, weigh in on transit all around the region.


Photo by tackyjulie on Flickr.

Streetsblog & Greater Greater Washington playdate: On Saturday, May 31, join fellow GGW and Streetsblog readers and their kids for a family playdate at the National Gallery of Art's Sculpture Garden from 11-2 You can RSVP here.

Tour de Fat: One of the region's biggest bicycle festivals is also this Saturday, May 31, at Yards Park. It features live music, local vendors, beer and more. The festival is from 10 am to 5 pm, so there's plenty of time to stop by the playdate and the Tour de Fat.

After the jump: Ride around Greenbelt, transit in Montgomery County, transit in DC, transit in Alexandria, and walking at Pentagon City and H Street!

Greenbelt Roosevelt Ride: The Greenbelt Museum is organizing its second annual Roosevelt Ride on Sunday, June 1 at 11 am. See Old Greenbelt, the New Deal-era planned community, on the free bike ride and enjoy a picnic lunch afterward. More information here.

Montgomery transit candidate forum: Candidates for the Montgomery County Council will discuss their views on the future of transit at a transportation forum on Thursday, May 29 from 7-9 pm at the Silver Spring Civic Building (One Veterans Place). WAMU's Martin Di Caro will moderate the conversation. Come hear the candidates' ideas just in time for the June 24th primary.

Streetcar planning: DDOT is holding its final round of open house meetings for its study of a future north-south DC streetcar. You can see DDOT's analysis of possible streetcar routes and weigh in. All three meetings last from 3:30-8:30 pm, with overview presentations at 4 and 7 pm. The full schedule is below:

  • Central meeting: Monday, June 9, at the Banneker Rec Center, 2500 Georgia Ave NW.
  • South meeting: Tuesday, June 10, at the Department of Consumer and Regulatory Affairs, 2nd floor community room, 1100 4th St SW.
  • North meeting: Thursday, June 12, at the Emery Rec Center, 2nd floor community room, 5701 Georgia Ave NW.
Benning Road transit: The Federal Highway Administration and DDOT are starting an environmental study for transportation along Benning Road over the bridge and east to the Minnesota Avenue and Benning Road Metro stations. The first meeting, a public scoping meeting, is tonight, Wednesday, May 28 from 6-7:30 pm at the Department of Employment Services Building, 4058 Minnesota Ave. For more information, go here.

King Street multimodal transit study: The Alexandria Waterfront Commission is analyzing the effects of converting the 100 block of King Street to a pedestrian plaza, where the public can meet, eat, and shop. Planning for driving, biking, walking, and other forms of transit is a key part of the process. On Thursday, May 29, come hear about the plan for the area and provide your feedback at a public meeting at Alexandria City Hall (301 King Street), Room 1101.

CSG walking tours: The Coalition for Smarter Growth is leading two more Saturday walking tours in the coming weeks. Come hear about the past and future of Pentagon City, on May 31, and H Street NE, on June 7, while enjoying some spring sunshine.

  • Saturday, May 31: come hear about how recent development projects are transforming Pentagon City into a community that is more than a mall.
  • Saturday, June 7: explore H Street NE and learn about one of DC's most rapidly changing neighborhoods. Plus, get the scoop on the latest addition to the community: the DC Streetcar.
All of the CSG walking tours run from 10-noon. These events fill up quickly, so RSVP to secure a spot!

Do you know an event that should be on the Greater Greater Washington calendar? Send an email to events@ggwash.org with the details and a link to a page about the event on the web.

Budget


Mendelson plans to slash streetcar funding, pay for tax cuts

In his proposal for the DC budget, council chairman Phil Mendelson will propose lowering the streetcar's capital funding from what Mayor Gray has proposed. Mendelson will fund other streetcar-related projects like a new bridge near Union Station, while much of the decrease will fund a package of tax cuts.


Photo by Rena Tom on Flickr.

In a phone conversation, Mendelson said the change will devote about $400 million for the streetcar over five years. The mayor's proposal dedicates about $800 million over five years, rising to $3 billion over ten years.

Mayor Gray's budget director, Eric Goulet, says this is not nearly enough to build the streetcar system as planned, and the change would effectively halt the streetcar program. Mendelson disagrees, and says that he'd like to see a clearer plan from DDOT about how it will spend the money before approving it.

Gray had proposed a system where as DC's revenue increases, 25% of that increase beyond the projected level for 2015 would go into the streetcar. This would ensure the streetcar has an ongoing pool of money, and since the streetcar will supposedly generate economic growth, it can capture some of that benefit.

Mendelson's proposal would change the formula so that it's only 25% of the gain in any specific year. In other words, if revenue rises from 2015 to 2018, Gray's proposal would dedicate a quarter of the difference from 2015 to 2018 to the streetcar, while the Mendelson proposal would instead use a quarter of the difference just from 2017 to 2018.

Councilmember David Grosso, who agrees with Mendelson's plan, emphasized that he does not want to see the streetcar program wither, but he also doesn't think it needs the quantities of money that Gray wants to dedicate. He said there is a $100 million surplus in the streetcar account; therefore, there isn't a need for more. "It's been proven that they aren't spending the money," he said. "You should budget according to what you can actually accomplish and get it done right."

The mayor has disputed the $100 million number as well. That number came from calculations by staff for Mary Cheh, who chairs the transportation committee. But in a letter to the council yesterday, Mayor Gray called this an "incorrect financial analysis"; Gray's budget staff have described it in more colorful terms.

"It's just not sustainable," said Mendelson. Council budget director Jennifer Budoff explained that while the city's revenue increases by about $200 million a year (of which $50 million would go to streetcar under Mayor Gray's plan) the city's budget also increases, often by more than $200 million a year, due to rising costs. Therefore, she said, the streetcar allocation would eat into the base budget after about five years.

Some of the money will go to pay for a new Hopscotch Bridge, the bridge over the railroad tracks north of Union Station which the streetcar will use. That bridge has to be replaced before the line can extend to downtown and Georgetown, and needs about $200 million.

The cuts will also fund a series of tax breaks which will $165 million a year. These are some of the proposals from the Tax Revision Commission which former mayor Tony Williams chaired. Mendelson's budget proposal leaves out a few proposals from that commission, such as a "local services fee" that would charge all DC employers a flat rate per employee (seemingly a backdoor way of getting some revenue from companies that employ out-of-state workers who don't pay any income taxes) and an increase in the sales tax.

The tax breaks will phase in over 5 years. They include a new middle tax bracket for people making $40-60,000 of 7%, then dropping to 6.5%; making single people eligible for the Earned Income Tax Credit; a higher standard deduction; a cut to 8.75% for people making $350,000-$1 million (but not those making more); a cut in the business franchise tax; and a higher estate tax exemption that would rise from the current $1 million up to $2 million and later to the federal level of $5.25 million.

The sales tax would still broaden to more businesses, like health clubs and yoga studios, a proposal that these businesses fought heavily in recent years.

The DC Fiscal Policy Institute, which supports a more progressive tax code, supports most of these changes and notes that cuts for low and middle income families, which will cost $123 million, make up about three-quarters of the $165 million tax cut package.

The business tax cut costs $40 million a year, and the estate tax cut will make DC lose out on about $14 million a year from deceased residents.

Cheh said her staff have not been able to look at the proposal, which won't be released to councilmembers until 5 pm today; she only has spoken to Mendelson verbally about the plans thus far and has not formulated a position on the proposal. She emphasized that, if the cuts go through, she will work to ensure the streetcar gets enough money to continue building, and recognizes that a project like this can build up momentum which could be lost if there are too many budget hurdles.

I will update this story as it develops.

History


A 1912 plan would have built a network of streetcar tunnels around the White House

Tom at Ghosts of DC keeps finding fascinating old plans for downtown. This one, from 1912, proposed a network of tunnels for the streetcars, and an underground terminal at 15th Street and New York Avenue.

Streetcars would have descended into the tunnels as they approached downtown. Part of the purpose was to cut down on traffic on the surface streets; another part, not unfamiliar to any who follow DC federal-local transportation debates, was aesthetic.

The plan said the tunnels' effect would be "relieving the congestion of traffic in that part of the city and adding greatly to the appearance and comfort of one of the most important sections of town, in the neighborhood of the Treasury, White House, and Judiciary square."

This was projected to cost $5 million; Tom notes that equals about $120 million today, though it's dangerous to simply adjust such costs for inflation. According to Measuring Worth, a $5 million project in 1912 equals $88 million (if you use the GDP deflator), $521-747 million (if you use wage growth, or $2.2 billion (if you look at the share of GDP).

But the biggest obstacle was the streetcar companies. The Washington Railway and Electric Company and the Capital Traction Company each had their own streetcar systems. Who would control the tunnels? Leaders proposed consolidating the companies (an approach which had been floated before), and then the single surviving company could operate the tunnels.

Senator Joseph Johnston (D-AL) introduced a bill in 1918 to do just this, but the idea moved no further. Tom writes,

Some letters to The Washington Times from Washingtonians mentioned that putting lines underground would be ill-advised because Washington is a tourist town, and people often ride the streetcars for the enjoyment of the views.
In DC, such arguments often do come down to the views. But depending on the century, that could mean keeping views free of streetcars, or preserving the views from the streetcars.

Budget


Arlington can't forget what made it what it is

It's a truism in politics that if you repeat a statement often enough, people will believe it, regardless of whether it's true. In Arlington, a cohort of commentators and activists has been chanting that the County Board is full of profligate spenders. Now that claim has started to have currency in county politics, even though it's grounded in little at all.


Historic photo of Rosslyn via Arlington Fire Journal.

Fifty years ago, Arlington was an aging suburb that progress had passed by on the way to greener pastures in Fairfax County. Outdated retail strips, struggling businesses and a declining population portended a bleak future. State and federal planners saw Arlington mostly as space to be traversed between home and work, and they proposed cutting up its neighborhoods for commuter roads.

County residents and leaders did not respond to this challenge by spending as little as possible in the vain hope that doing so would attract people and economic growth. Instead, they campaigned to build an expensive Metrorail subway and put it under Wilson Boulevard, with the goal of transforming it from a tired suburban strip into a new downtown. They planned walkable centers with more housing, jobs and retail, plus new streets and sidewalks.

Continue reading my latest op-ed in the Washington Post.

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Transit


Arlington's streetcars will carry more riders than VRE or the entire Richmond bus network combined

Here's the simplest reason to build a streetcar on Columbia Pike: Absolutely tons of people will ride it. The latest ridership projections show that by 2035 there will be more streetcar riders on Columbia Pike and in Crystal City than there are on VRE or riding buses in Richmond today.


Streetcar and buses in Toronto. Photo by Sean_Marshall on flickr.

The latest ridership projections for the streetcar are huge. By 2035, 37,100 riders per day are expected to use the combined Columbia Pike / Crystal City line, which will operate as a single through route. Another 22,700 will ride buses daily, for a total of 59,800 riders in the corridor.

For comparison, VRE carries about 20,000 per day, and as of 2011 (the most recent data available), the entire Richmond metropolitan area bus system carried an average of 35,200 riders per day. That's every bus route in the whole region put together.

Granted, comparing 2035 projections to contemporary ridership is not exactly valid. Surely by 2035 VRE and Richmond's GRTC will be carrying more riders than they are now.

But these comparisons are useful nonetheless. They give us a sense of the scale of transit demand on Columbia Pike.

Let's keep going. According to the American Public Transportation Association's 4th quarter 2013 ridership report, here are more total networks that the Columbia Pike / Crystal City streetcar's 37,100 daily riders in 2035 will beat or approximately match:

  • MARC commuter rail (34,100 riders per day)
  • Regional light rail systems in Baltimore (26,800), San Jose (34,300), New Orleans (20,200), Minneapolis (30,100), Charlotte (15,400), Buffalo (17,400), Pittsburgh (28,300), Houston (38,300), Seattle (33,200), Norfolk (5,000 in 2012)
  • Regional bus networks in Indianapolis (35,000), Memphis (28,700), Nashville (31,200)
  • Fairfax Connector bus system (36,300)
  • Prince William County Omni-Ride bus system (13,400)
Of course there are plenty of bigger systems out there. Here's a sampling from the same data:
  • Subway systems such as New York (8,733,300), WMATA (855,300), Atlanta (221,200), and even Baltimore (48,500)
  • Light rail systems such as Los Angeles (200,900), Sacramento (46,400), Portland (115,300), Dallas (98,300), and Saint Louis (53,000)
  • Bus networks like Baltimore (237,600), Montgomery County Ride-On (86,600), WMATA (441,100), and Norfolk (52,800 in 2012)
Now let's compare the ridership projections for Columbia Pike / Crystal City with other rail projects near the DC region:Each of those projects will carry more riders than the Columbia Pike / Crystal City streetcars, but each of them also has a price tag in the multiple billions of dollars. Streetcars in Arlington will cost hundreds of millions, but produce great bang for the buck.

The bottom line

With 16,000 daily bus riders today, Columbia Pike is already Virginia's busiest bus corridor. By 2035 there will be nearly 60,000 combined streetcar and bus trips on the Columbia Pike / Crystal City corridor, with 42,800 of those coming on Columbia Pike.

Streetcar detractors want you to believe it's practical to move more people on Columbia Pike by bus alone than the entire Richmond or Norfolk regional bus networks move in sum total. They want you to believe it's practical to move more people on Columbia Pike with buses than MARC or VRE move on commuter rail, or that Baltimore, Minneapolis, or Houston move on light rail.

That's ridiculous. The huge transit demand on Columbia Pike easily justifies rail, and it comes at a better cost value than other rail projects around the region. To suggest otherwise ignores reality.

Transit


A streetcar is more space-efficient than individual cars. And we knew it 70 years ago.

Martin Austermuhle found this 1945 advertisement from DC's Capital Transit Company, the operator of the streetcars. It makes a familiar point:

Read enough about transit and you will almost surely come across a reference to this image, or a variant, from the planners in Münster, Germany. It shows the street space occupied by 60 people in cars, on bicycles, and on a bus.


Photo by the Münster planning office.

Clearly, this isn't a new argument. But it's taken a while for it to gain traction with many state, county, and city departments of transportation. In fact, DC (and many other cities) ultimately made the very tradeoff Capital Transit was hypothetically warning about: we did replace that streetcar with all those cars, to great harm.

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