Greater Greater Washington

Posts about Transit

Roads


Fairfax's answer to neighbors' transit plans: Light rail, streetcars, and BRT

Not to be outdone by its neighbors' aggressive plans for rail and BRT networks, Fairfax County has an impressive transit plan of its own.


Fairfax County's proposed high quality transit network. Image from Fairfax County.

DC has its streetcar and moveDC plans, Arlington and Alexandria have streetcars and BRT, and Montgomery has its expansive BRT network, plus of course the Purple Line.

Now Fairfax has a major countrywide transit plan too, called the High Quality Transit Network. Top priorities are to finish the Silver Line and the Bailey's Crossroads portion of the Columbia Pike streetcar, but that's not the end of Fairfax's plans.

County planners are also looking at several other corridors, including Route 1, Route 7 (both east and west of Tysons), I-66, Route 28, and Gallows Road/Dolly Madison Boulevard.

Both rail and BRT are possibilities for all those corridors. Some may end up light rail or streetcar, others bus. Route 1 and I-66 could even include Metrorail extensions.

In addition to all that, Fairfax County Parkway is slated for HOT lanes, which could make express buses a more practical option there.

As the DC region continues to grow, and demand for walkable, transit-accessible communities continues to increase, these types of plans are crucial. If our major arterial highways are going to become the mixed-use main streets of tomorrow, transit on them must significantly improve.

Fairfax is undeniably still spending a lot on bigger highways. Planners' inability to calm traffic on Routes 7 and 123 through Tysons, for example, indicates roads are still priority number one. But it takes a plan to change, and this is a strong step forward. So good on Fairfax for joining the club.

Cross-posted at BeyondDC.

Events


Events roundup: From Silver Spring to Shaw to Sweden

Talk about transit, walkability, and sustainability in Montgomery County, Shaw, and even Sweden at upcoming events around the region.


Photo by Evil Sivan on Flickr.

Rapid transit happy hour: If you like chatting about transit while enjoying a post-work beverage, join Communities for Transit and the Coalition for Smarter Growth at a Montgomery County transit happy hour on Tuesday, April 15.

Learn about the county's Bus Rapid Transit plans and talk with other transit enthusiasts at the Metro- and MARC-accessible Communities for Transit office, 8630 Fenton Street, Suite 500, in Silver Spring. RSVP here.

After the jump: Walking tours of Shaw and East Falls Church, budgets in Arlington, and zoning in Montgomery County.

Smart growth and sustainability in Sweden: Interested in how other cities handle neighborhood and district planning? Walker Wells, a green urbanism program director at Global Green, will discuss sustainable planning practices in three Swedish cities: Stockholm, Gothenburg, and Malmo. The presentation is at the National Building Museum (401 F Street NW) on Tuesday, April 15, 12:30-1:30 pm. RSVP here.

Tour Shaw and East Falls Church: The Coalition for Smarter Growth's walking tours resume with two great ones this month. On Saturday, April 26 from 10 am-noon, see how new development is bringing a renaissance to the historic Shaw neighborhood in DC. And on Saturday, look at ways the area around East Falls Church Metro could become more walkable and bikeable. Space is limited so RSVP today!

Arlington Capital Improvement Plan forum: Arlington is preparing its 2015-2024 Capital Improvement Plan and needs your input! From streetcar funding to pedestrian projects to street paving, provide your opinions at a public forum on Wednesday, April 16 from 6-8:30 pm in the County Board Room, 2100 Clarendon Blvd at Courthouse Plaza.

Montgomery zoning update open house: Montgomery County planners have been hard at work rewriting the county's zoning code to update antiquated laws and remove redundant regulations. The Planning Department is hosting a series of six open houses beginning next Tuesday, April 22. Planning staff will be in attendance to answer questions. The full open house schedule is below:

  • April 22: Rockville Memorial Library (6-8 pm)
  • April 24: Wheaton Regional Library (6-8 pm)
  • April 29: Park and Planning Headquarters, Silver Spring (5-8 pm)
  • May 1: Marilyn J. Praisner Library, Burtonsville (6-8 pm)
  • May 5: UpCounty Regional Services Center, Germantown (6-8 pm)
  • May 6: B-CC Regional Services Center, Bethesda (6-8 pm)
Do you have an event we should include in next week's roundup and/or the Greater Greater Washington calendar? Send it to events@ggwash.org.

Transit


Tennessee's BRT feud shows even modest projects face opposition

Often when a new city proposes its first rail line, opponents who don't like spending money on transit call for BRT instead. So it's tempting to think cities might have an easier time implementing new transit lines if they simply planned BRT from the start. Unfortunately, BRT often faces the exact same opposition.


Two projects that have faced major opposition, the Nashville BRT (left) and Cincinnati streetcar (right). Images from the cities of Nashville and Cincinnati.

Nashville is the latest city to face strong opposition to its first BRT project, called the Amp. The Tennessee state legislature recently passed a bill blocking the line.

The debate mirrors one going on a few hundred miles north, in Cincinnati. There, opponents tried to kill that city's first streetcar line. The state government even tried to block it.

Both Nashville and Cincinnati are among America's most car-dependent and least transit-accessible large cities. Nashville's entire regional transit agency only carries about 31,000 passengers per day. Cincinnati's carries about 58,000.

For comparison, Montgomery County's Ride-On bus carries 87,000, never mind WMATA.

In places like Nashville and Cincinnati, authorities have ignored transit for so long that any attempt to take it seriously is inherently controversial, regardless of the mode.

Arguments may fixate on rails, dedicated lanes, or overhead wires, but for at least some opponents those issues seem to be simply vehicles for larger ideological opposition.

That may sometimes be true even in places with stronger transit cultures. Arlington's streetcar and Montgomery's BRT network are both controversial themselves. Both have plenty of detractors who say the plans are unaffordable or would get in the way of cars.

Ultimately there are many reasons a city hoping to improve transit might choose BRT or rail. The two modes are both useful, and smart cities use them both based on the specific needs of the location.

But either way, expect similar tropes from opposition. It's inescapable.

Cross-posted at BeyondDC.

Government


Mary Cheh wants to break up DC's transportation agency

The District Department of Transportation (DDOT) has gotten too large and unwieldy to carry out all facets of its mission, says DC Councilmember Mary Cheh. Cheh has introduced a bill to reorganize transportation-related functions, create some new agencies, and abolish one.


Cheh's proposed reorganization. Image from Councilmember Cheh's office.

Cheh, who chairs the council committee that oversees DDOT, says there is precedent for slicing large agencies into smaller ones. Before 1998, all transportation-related functions were part of the Department of Public Works (DPW).

The Department of Motor Vehicles (DMV) was formed that year by splitting off driver and car licensing-related functions. Then, in 2002, DDOT was created. Finally, the District Department of the Environment split from DPW in 2006.

Cheh feels that it's time again for a too-large District agency to split into several. She has proposed a possible set of changes, below. But her staff emphasize that this isn't the only possible approach. More than the specifics, they want to put out one option for discussion, and foster a broad conversation about what to do.

The current version of the bill would make a few significant changes.

Centralize parking functions in one place. Today, three separate agencies handle parking issues. DDOT determines parking rules and posts signs. But officers who work for DPW are the ones who actually write tickets. If someone contests a ticket, it's the DMV that reviews the case.

This creates significant confusion when DDOT policymakers want to solve one problem, but information can get lost when trying to get DPW ticket-writers to focus in that area, and DMV hearing officers might interpret rules entirely differently. The bill would form a new agency, the Department of Parking Management, to handle all of these matters: policy, enforcement, and adjudication.

Establish a new transit authority. Cheh says that DDOT seems unable to really manage transit planning amid all of its other responsibilities, and groups like the Downtown BID have been complaining that DDOT does a poor job of with and coordinating with them about transit.

In many cities, the transit system is its own authority with a separate board. Cheh's bill would create such an authority for DC. That authority would supervise the Circulator and DC Streetcar, and be the point of contact between the District government and WMATA. It would also handle taxicab policy (see below) and "multimodal planning," but Cheh's proposal is not clear on what exactly that means.

To govern this authority, the mayor would appoint four members to a board, including a chair. The directors of DDOT and the Office of Planning, the DC Chief Financial Officer, and the councilmember who oversees transportation would each serve on the board or designate staff members to represent them.

The board would also include the head of DC Surface Transit, a private nonprofit made up of various local Business Improvement Districts, the convention authority Events DC. DC Surface Transit was involved in pushing to launch the original Circulator. The organization now helps market the Circulator, advises DDOT on operations and routes, and is advocating for the streetcar program.

Cheh's staff say that a transit authority, versus just an agency, could also be more transparent about transit planning than DDOT has been, by having a public board with open meetings. Furthermore, they say they have heard feedback that a separate authority could attract higher-caliber people than a mere government agency.

Abolish the Taxicab Commission. The DC Taxicab Commission has an unusual and, many say, dysfunctional structure. It has a board whose members the mayor appoints and the council confirms, but the chairman of the board also manages all of the agency's staff. Under Mayor Fenty, the Taxicab Commission chairman sometimes just ignored the board entirely. The agency has had problems with transparency and more.

Besides, does it make sense for one agency to only consider issues about taxis completely in a vacuum? Taxis are one of many transportation modes. People often choose between taxis, Metro, buses, driving, bicycling, and more. But having a separate agency make taxi policy means there's usually no overarching thought about how to help taxis fill a void other transportation modes leave, or vice versa.

Cheh's proposal would dissolve the Taxicab Commission. Instead, the District Transit Authority would make taxi policy and set taxi regulations, while the DMV would actually handle the day-to-day of registering, inspecting, and licensing the drivers and vehicles, just as it does for other drivers and vehicles now.

Move trees to DDOE. DDOT's Urban Forestry Administration handles street tree issues. Cheh's proposal would make this part of the District Department of the Environment, an agency that split off from DPW in 2006 to handle environmental protection, energy, and similar issues.

Cheh says there isn't a good reason for tree management to be part of DDOT. It's originally there because tree boxes are part of the roadway area, but there's also good sense in putting trees with the agency primarily focused on the District's environmental quality.

With these changes, DDOT would continue to have:

  • Its engineering arm, the Infrastructure Project Management Administration (IPMA) that builds and maintains roads, bridges, sidewalks, alleys, and other infrastructure;
  • The Traffic Operations Administration (TOA), which handles traffic lights, streetlights, crossing guards, and road safety;
  • The Public Space Regulation Administration (PSRA), with oversight over sidewalk cafés and other private uses in public space; and
  • Some or all of the Transportation Policy, Planning, and Sustainability Administration (PPSA) which devises long-term and short-term transportation plans, and works with communities to devise proposals to improve transportation. The pedestrian and bicycle programs are part of PPSA today, and PPSA is also handling the moveDC citywide transportation plan.
PPSA encompasses what Cheh probably means by "multimodal transportation planning." According to Cheh's transportation committee director, Drew Newman, they are considering a number options for transportation planning, including keeping it in DDOT, moving it to the new transit agency, or moving it to the Office of Planning.

Process

Cheh and her staff want to have a series of conversations on the various proposals, through some combination of public forums and a smaller working group. Based on that, hey might decide to change their recommendation, maybe reallocate which functions go to which agencies, or even decide that something shouldn't get split out and should stay where it is.

The forums will take place in June and July. Cheh hopes to then have final hearings in September, mark up the bill, and pass it at council sessions in late September and early October so that it can take effect by January. That would mean that the next mayor, whoever it is, would appoint new agency heads under this new system.

Is this a good idea?

What do you think about Cheh's plan? Tomorrow, I'll give some of my own thoughts.

Roads


No carmageddon at McMillan, says a study

Redeveloping DC's McMillan Sand Filtration site will not choke neighbor­hoods in new traffic as long as the District follows through on transit plans, says a transportation study from the project team.


McMillan Sand Filtration Site. Photo by IntangibleArts on Flickr.

The most important element: better transit

The study says that it's quite possible to avoid burdening busy roads in the surrounding neighborhoods, as long as planned improvements to transit actually happen. The report says is transit is actually necessary regardless of whether the project goes forward or the site remains fenced off.

In the short run, improving the Metrobus 80 bus line on North Capitol Street, which WMATA has already designated a "bus priority corridor," will help the most. Other bus lines also need improvements that previous studies have identified.

The report also calls for building the proposed streetcar line along Michigan Avenue from Woodley Park to Brookland Metro. If these projects get delayed, he report recommends coordinated shuttles to the Brookland Metro station.

Along with some tweaks to surrounding roads, the traffic will be no worse with the McMillan project than if nothing gets built.

The report also calls for better bicycle and pedestrian infrastructure, including completing the street grid through McMillan, multiple pedestrian access points in each building, ample bicycle storage, and space for three Capital Bikeshare stations.


Top: Transit today around McMillan. Bottom: Proposed transit. Images from the report (p. 92 and 97).

Pitfalls remain

While the study demonstrates the redevelopment can move forward without burdensome traffic impacts, it also points to potential problems that the project team will need to take care to address.

There needs to be ongoing pressure on the city and DDOT to move forward on transit. The city has moved slowly to upgrade transportation elsewhere, so project partners need to keep a close eye on progress.

Walking and bicycling conditions on and off the site also need more attention. Busy driveways on Michigan Avenue pose potential new conflict points for pedestrians and bicyclists. As the city reviews this project, it should take every chance to improve access and safety in the area. Also, while it's great to leave space for three Capital Bikeshare stations, the development should pay for at least one.

The transportation plan specifically cites a proposed DC Circulator route from Brookland to Tenleytown, which covers the same ground as the current H buses. Instead of duplicating existing service, DC and Metro could work together to improve existing H bus service. In fact, Metro recently studied the H lines and made several recommendations to make service faster and more reliable through the area.

New traffic signals will help pedestrians and bicyclists, but the added turn lanes and driveways on Michigan Avenue and First Street NW could pose additional barriers and hazards.

The report also recommends incentives to reduce driving, lower vehicle parking ratios, and encourage transit use in later phases. Instead, these efforts should start now.

With a redevelopment as large and controversial as McMillan, it's important to push for the right policy decisions. To voice your support for the right policy decisions regarding the McMillan redevelopment, head over to the Coalition for Smarter Growth to sign up to speak at an upcoming hearing.

Transit


Here are the busiest bus stops on 16th Street, 14th Street, and Georgia Avenue

The map shows where riders are going on Metro's busy 16th Street, 14th Street, and Georgia Avenue lines, plus a couple of smaller routes in the same part of town.

Every circle on this map is one bus stop. The larger the circle, the more riders get on or off at that stop.


Map from DDOT.

It's a fascinating look at transit ridership patterns in DC's densest corridor. And it correlates strongly with land use.

Georgia Avenue is a mixed-use commercial main street for its entire length. Thus, riders are relatively evenly distributed north-to-south.

16th Street, on the other hand, is lined with lower density residential neighborhoods north of Piney Branch, but is denser than Georgia Avenue south of there. It's not surprising then that 16th Street's riders are clustered more heavily to the south.

14th Street looks like a hybrid between the two, with big ridership peaks south of Piney Branch but also more riders further north of Columbia Heights. 14th Street also has what appears to be the biggest single cluster, Columbia Heights itself.

DDOT produced this map as part of its North-South Corridor streetcar planning. It's easy to see why DDOT's streetcar plans are focusing on 14th Street to the south and Georgia Avenue to the north.

Likewise, this illustrates how a 16th Street bus lane south of Piney Branch could be particularly useful.

Cross-posted at BeyondDC.

Transit


Bus rapid transit, light rail, and a longer Yellow Line are choices for Route 1

Better transit could one day come to Virginia's Route 1 between the Beltway and Woodbridge. A transit study looked at transit options and narrowed down the choices to curbside or median Bus Rapid Transit (BRT), light rail, or a hybrid of BRT and extending Metro's Yellow Line.


Transit alternatives for Route 1. Map from the study.

The study presents a wealth of data and a thorough analysis, but raises key questions, including what speed limit is appropriate for a more transit-oriented Route 1. A new high-capacity transit system would transform the corridor, but there would be challenges to ensure a safe pedestrian and bicycle environment and preserve affordable housing.

Transit alternatives

The study considered 8 transit options before eliminating streetcar, enhanced bus, express bus, local bus, a Yellow Line extension all the way to Woodbridge, and monorail. The 4 alternatives that remain for further study are:

  • Curbside Bus Rapid Transit (including a stretch in mixed traffic from Pohick Road to Woodbridge)
  • Median Bus Rapid Transit (with a shorter mixed traffic section in Prince William County to Woodbridge)
  • Median Light Rail Transit
  • A Metrorail-BRT Hybrid, extending the Yellow Line to Hybla Valley and then switching to BRT.
The evaluation considered ridership, estimated capital, operations and maintenance costs, cost per rider, and land use. All alternatives terminate at Huntington Metro, both to simplify the analysis and because Alexandria has raised concerns about extending transit up Route 1 into the city.


Ridership and preliminary costs. Chart from the study.

The study looked at 3 land use scenarios:

  • A baseline forecast for 2035 from the regional Council of Governments model;
  • 25% more growth based on what a BRT or LRT line would likely generate;
  • 169% more which is necessary to support Metrorail service.
Conceptual illustrations for one development node, Beacon Hill, show how much development would correspond with each level of transit.


The Beacon Hill area now.


Scenario 1: 2035 COG projection.


Scenario 2: Growth with BRT or LRT.


Scenario 3: Metro-supporting density.

For the road itself, the study rejects widening Route 1 to four lanes in each direction, as well as converting existing lanes to transit-only. That leaves a recommendation for three general lanes in each direction as well as transit in a separate right-of-way.

What transit do you think should go in this corridor? In part 2, we'll talk about how to create a sense of place and what this plan means for housing affordability.

You can also give the study team comments through a survey, but because the questions are limited, either add explanatory comments or make more extended comments on their share-your-ideas form.

Transit


Gray boosts transit in his final budget

In his last budget as mayor of DC, Vincent Gray continued to put funding into the DC Streetcar and also will expand the Circulator.


Likely transit projects in the near future. Map by the author.
Purple: streetcar; red: Circulator; green: Park Service Mall Circulator. Thin lines are running today or under construction. Thick lines represent extensions or new lines being studied.
All routes are approximate and don't include every twist and turn or multiple alternatives.

The capital budget devotes significant money on an ongoing basis to the streetcar. One quarter of all extra revenue above the base estimate for 2015 will go into streetcar construction (assuming future mayors keep it going). Over the next 6 years, that will bring in about $810 million.

DDOT is currently working to finish the H Street-Benning Road line, and planning to extend it east to Minnesota Avenue and west to Georgetown. Another line, which is under study, would go from the Southwest Waterfront to Takoma or Silver Spring, and DDOT is wrapping up a study on how to run a line through Anacostia and over the 11th Street bridge.

The budget also includes operating funds to start running the H Street-Benning Road segment once it is ready.

On buses, Gray has budgeted $56.6 million over 6 years to buy new buses for Circulator extensions:

  • The Rosslyn-Dupont line to U Street and Shaw
  • The Union Station-Georgetown line to the National Cathedral
  • The Union Station-Navy Yard to the Southwest Waterfront
There is $41.2 million to build a new Circulator bus garage, though officials have not decided where the garage would go. $9 million more would pay to refurbush older Circulator buses.

The budget does not, however, include any capital projects to design or build new dedicated bus lanes. This continues DDOT's pattern of indifference toward reducing delays in the city's bus lines.

There is $28 million to clear out the backlog of sidewalk rehabilitations and repairs, and money to fix up more alleys.

While his transportation department has made slow progress on the streetcar and virtually none on speeding up buses, Mayor Gray has shown a sustained commitment to fund transit projects. Will his successor do the same?

Update: It's worth pointing out that the east-west streetcar on K Street will get dedicated lanes for most of the length between Mount Vernon Square and Washington Circle, in the proposed K Street Transitway. Some buses will also be able to use that transitway. However, there are no bus-specific dedicated lane projects, and most designs for the north-south streetcar do not dedicate lanes, though a few do.

Transit


Behold how the Purple Line corridor is changing

When built, the Purple Line could dramatically improve transit commutes in Montgomery and Prince George's counties. To explore that and other changes the line will bring, researchers created a series of maps including this one of the "commute shed" of each Purple Line station, or how far you can get on transit before and after it's built.


All images from the Purple Line Corridor Coalition.

Two weeks ago, the Purple Line Corridor Coalition organized a workshop called "Beyond the Tracks: Community Development in the Purple Line Corridor" to bring different stakeholders together and talk about ways to prepare for changes along the future light-rail line between Bethesda and New Carrollton, which awaits federal funding and could open in 2020.

The coalition is a product of the National Center for Smart Growth at the University of Maryland, which hosted the workshop. Members of the group include nonprofit organizations, developers, and local governments in Montgomery and Prince George's counties. At the workshop, they looked at examples from cities like Minneapolis and Denver, which recently built light-rail lines.

The 16-mile corridor contains some of the region's richest and poorest communities, in addition to major job centers and Maryland's flagship state university. When it opens in 2020, the Purple Line will help create the walkable, urban places people increasingly want. However, rising property values could potentially displace small businesses and low-income households. To illustrate and explore these issues, the Center for Smart Growth produced a series of awesome maps.

Like the DC area as a whole, the Purple Line corridor is divided from west to east, with more jobs and affluence on the west side, and more low-income households on the east side. Many of the estimated 70,000 people who will ride the Purple Line each day in 2040 will come from communities in eastern Montgomery and Prince George's county to jobs in Bethesda and Silver Spring.

But today, getting between those areas can be difficult and time-consuming, whether by bus or by car. It's no surprise that many commuters along the eastern end of the Purple Line have one-way commutes over an hour.

These maps, and the map above, show the "commute shed" of three Purple Line stations, or how far you can get on transit in an hour. In all three cases, the Purple Line opens up huge swaths of Montgomery, Prince George's and DC to each community. While the Purple Line only travels through a small portion of our region, it adds another link to our existing Metro and bus network, meaning its benefits will go way beyond the neighborhoods it directly serves.

But better access comes with a price, namely rising property values. The revitalization of downtown Silver Spring has resulted in higher home prices in surrounding neighborhoods because of the increased demand to live there. But Silver Spring and Takoma Park still have substantial pockets of poverty, meaning that low-income residents may not be able to afford to stay in the area once the Purple Line opens.

There are two ways to ensure that neighborhoods near the Purple Line remain affordable for both current and future residents. One is to protect the existing supply of subsidized apartments. Many complexes near the Purple Line have price restrictions for low-income households, but they will expire before it's scheduled to open in 2020.

The other is to build more new housing near the Purple Line. New homes are usually expensive, but increasing the supply of housing to meet demand can result in lower or at least stabilized prices. We're starting to see this in downtown Silver Spring, where thousands of apartments have been built in recent years. But Montgomery officials reduced the number of new homes allowed in Chevy Chase Lake and Long Branch due to concerns about changing the character of each neighborhood.

There are a lot of great and interesting communities along the Purple Line. But many of them are dramatically different places than they were even 10 years ago. They'll be different in 10 more years, whether or not the Purple Line is built. We can't preserve these places in stone, but we should try to ensure that the people who enjoy and contribute to these places can stick around in the future.

Support Us
DC Maryland Virginia Arlington Alexandria Montgomery Prince George's Fairfax Charles Prince William Loudoun Howard Anne Arundel Frederick Tysons Corner Baltimore Falls Church Fairfax City
CC BY-NC