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Transit


Proximity to transit has always been good for DC real estate, even 150 years ago

Today, DC area real estate revolves around proximity to Metro. But transit-oriented development is nothing new here. 150 years ago, owners of boarding houses used access to the city's omnibus lines to appeal to antebellum urbanists.


1854 Line of Washington omnibuses. Photo from the DC Public Library.

This ad appeared in the Daily Evening Star on June 26, 1854. That year, three omnibus lines ran throughout Washington, serving the Capitol, Georgetown and the Navy Yard:

HOUSES FOR RENT.—I have for rent several new convenient houses, with lots of two acres of ground attached to each, situated on a new street parallel with Boundary street, running along the top of the ridge west of the railroad where it leaves the city, a little more than a mile north-easterly from the Capitol.
These houses have from seven to ten rooms each, including a kitchen, with several closets and cellar, woodsheds and a stable, and pumps of excellent water near at hand. The situation is beautiful, overlooking the railroad and a large portion of the city, and having the Capitol in full view. The approach to them is by H street, Delaware Avenue, and M street, graded and graveled. The soil of the lots is generally good, and capable of being made very productive.

An omnibus now runs twice a day between these houses and the President's square, by way of M street, Delaware avenue, H street, 7th street and Pennsylvania avenue; leaving the houses at about half-past eight o'clock, a.m., and half-past two p.m.; returning, after brief stands at the War, Navy and Treasury Departments, the Centre Market, General Post Office and Patent Office.


Daily Evening Star ad from June 26, 1854 mentions proximity to omnibus line.

Like today's Metro, the omnibus was a regular source of commuter headaches. An 18-year-old Samuel Clemens chronicled his disappointment with the city's mass transit system in February of 1854:

There are scarcely any pavements, and I might almost say no gas, off the thoroughfare, Pennsylvania Avenue. Then, if you should be seized with a desire to go to the Capitol, or [somewhere]else, you may stand in a puddle of water, with the snow driving in your face for fifteen minutes or more, before an omnibus rolls lazily by; and when one does come, ten to one there are [nineteen] passengers inside and fourteen outside, and while the driver casts on you a look of commiseration, you have the inexpressible satisfaction of knowing that you closely resemble a very moist [dish-rag], (and feel so, too,) at the same time that you are unable to discover what benefit you have derived from your fifteen minutes' soaking; and so, driving your fists into the inmost recesses of your breeches pockets, you stride away in despair, with a step and a grimace that would make the fortune of a tragedy actor, while your "onery" appearance is greeted with "screems of laftur" from a pack of vagabond boys over the way.

Such is life, and such is Washington!

This post is excerpted from the book "Mark Twain in Washington, D.C.: Adventures Of A Capital Correspondent". Also, this post originally ran in 2013, but since the history hasn't changed, we're sharing it again!

Pedestrians


National links: Ancient ruins that nobody visits

There are ancient ruins in the United States but people don't treat them as tourist destinations like they do ones in other countries. Also, not everyone gets to weigh in on how their city is planned, and Ford Motor Company is trying out a different transportation strategy. Check out what's going on in the world of housing, transportation, and cities around the globe.


Photo by John Fowler on Flickr.

Ancient ruins ignored: The US has a number of ancient cities, including Cahokia near St. Louis and Chaco Canyon in New Mexico. But we don't visit the same way we do places like, say, Machu Picchu. Part of the reason may be that ancient ruins in the US don't exactly mesh with the narrative that this land was uninhibited, waiting for Westerners to simply come and put it to use. (Pricenomics)

Not so representative: Metropolitan planning agencies are notorious for overlooking the opinions of people who live in dense urban areas, especially people of color and women. According to researchers in Austin, Texas, while 63% of their regional population is white, white board members represent 90% of the technical advisory council and 85% of the transportation policy board of region's metropolitan planning organization. Women make up 33% and 30% of these same two boards even though they make up half of the total population. (Streetsblog USA)

Will Ford change urban transportation?: The Ford Motor company is making urban travel part of its business model. The company has bought Chariot, a transit-like company that shuttles people from home to work in large cities, and is paying to bring 7,000 bike share bikes to San Francisco by 2017 (there are 700 now). The company says its goal is to drive down the cost of mobility for everyone. (Medium)

Is "out" the only way forward?: Cities that spread outward have produced more housing than those which have curbed the sprawl, according to a Berkeley economist. More units in sprawling areas has meant lower prices, which means cities will face a hard decision going forward: contain development while production in the core lags and prices go up, or sprawl into the outer areas of the region, a solution that brings high transportation costs and environmental damage. (Wall Street Journal)

Crosswalk, redesigned: A series of crosswalks are being redesigned in San Francisco to promote safety, taking into account the fact that drivers hit three people each day. The idea is to make pedestrians easier to spot by using multiple zebra crossings and raised curbs, but also to make the crossings more park-like. (Curbed SF)

Our transportation habits are wasteful: When writing a book on garbage, Edward Humes noticed that we waste a lot of space and resources on transportation, so he wrote a new book called Door to Door: The Magnificent, Maddening, Mysterious World of Transportation. The fact that vehicles designed for five people ferry around one person, for example, led him to think the car is a social, economic, and health problem that needs to be solved. (New York Times)

Quote of the Day

"If you look at legal requirements on levels of nitrogen dioxide in particular, Oxford Street gets in the first week of January what it should in an entire year. That's one of the reason why there's an urgency to air quality plans."

London Mayor Sadiq Khan, who himself has adult onset asthma, discussing the air quality problems London faces thanks to endless streams of diesel buses. (CNN)

Transit


National links: We'll pay you to avoid rush hour

BART, San Francisco's major transit system, wants to reward riders for avoiding rush hour, drivers have run into a house in Raleigh 6 times in 9 years and the owners can't sell, and an engineer in Oslo has turned kids into "secret agents" in a bid to report street hazards. Check out what's going on in the world of housing, transportation, and cities around the globe.


Photo by Storm Crypt on Flickr.

Frequent rider miles: San Francisco's BART is piloting a rewards program that will give points to riders who use the system at times next to, but not during, peak periods. The program gives riders one point per mile an hour before and after the peak rush hour, with 1,000 points equaling to use toward BART passes. (Curbed SF)

Uber as transit: Altamonte Springs, a suburb of Orlando Florida, is subsidizing Uber rides for residents in lieu of a transit system. The city manager had hoped to create a system of smaller buses that came when called until his project idea was killed last year by the USDOT. The agreement is the first of its kind in the country, and is controversial because it leaves out key segments of the riding population including the the disabled and those without bank accounts. (The Verge)

Stop driving into my house: Speeding drivers that fly around a sharp turn on a big arterial have hit a house in Raleigh 6 times in the last 9 years. The family constantly fears for its safety, but the city won't do anything about the road, where people constantly drive over the speed limit, nor will it help the family move out of the house, which is impossible to sell. (Fast Company Co-Exist)

Housing takes a loss: Small dorm-sized apartments called microhousing have been regulated away in Seattle. One legislative change after another brought higher standards, larger floor plans, and higher costs. Best described as death by a thousand cuts, the fight against microhousing has added up to a loss of over 800 units per year. (Sightline Institute)

Walk to get smart: There is a great "link between mind and feet". According to science, we are able to come up with ideas and think better when we're walking because of our body chemistry. When you go on a walk, your heart pumps faster and and circulates more oxygen to all parts of your body, including your brain. (New Yorker)

Put the kids to work: An app in Oslo called Traffic Agent was created to allow children in the city to report hazards. A local traffic engineer came up with the idea when she realized that it would be tough to complete a traffic report on all city roads and wanted to get more children involved in traffic safety issues. The data and information will be used in the future when the city closes the core to vehicles. (Next City)

Quote of the Week

"We're trying to get back to that great system that we had. Get rid of the debt and get rid of the tolls and have a low-cost system that everybody can benefit from."

- Retired engineer Don Dixon on Texas' plans to look at making all of the state's toll roads free. Doing so would cost $24 billion.

Transit


When a train pass gets you rides on more than just trains, it's good for the region

Did you know that a weekly or monthly ticket for MARC commuter rail and certain types of tickets for VRE commuter rail, during the time when they are valid, are also good for unlimited rides on every many other transit systems in the DC and Baltimore region except for Metrorail? It's a well-kept secret, and an example of a partnership across agencies that should happen more often.


Photo by Ryan Stavely on Flickr.

MARC, or Maryland Area Rail Commuter, is a service of the Maryland Transit Administration that operates daily between DC's Union Station Baltimore Penn Station via New Carrollton throughout the day in both directions (the Penn Line), as well as rush-hour trains on weekdays between DC and Baltimore Camden Yards via Greenbelt (the Camden Line) and DC and Frederick, Maryland/Martinsburg, West Virginia via Montgomery County (the Brunswick Line).

Virginia Railway Express (VRE) is a service of two Northern Virginia regional transit commissions that runs weekday rush-hour trains, in the peak direction of travel, between DC's Union Station and Fredericksburg and Manassas/Broad Run.

You can buy single ride, weekly, and monthly MARC passes, all for a flat fee. That obviously gets you onto a MARC train, but if you show your ticket to the driver, you owe no additional fare on all many of greater Washington's bus services, including Metrobus and RideOn DC Circulator RideOn. Your MARC ticket is also an unlimited pass to all of Baltimore's transit system, including the subway, light rail, and buses. Simply show it to the station agent when entering the subway or to a fare inspector on light rail.

Similarly, a paper VRE ticket (single ride, weekly or monthly) is valid for rides on any bus service that connects with a VRE station (including Metrobus, ART, DASH, Fairfax Connector, FRED (Fredericksburg) and PRTC/OmniLink buses) at no additional fare. VRE riders can also purchase monthly Transit Link Cards, which are like SmarTrip cards, but are good for unlimited rides on both Metrorail and VRE during the month.

These features make MARC and VRE passes a great deal not only for those who travel regularly between DC and Baltimore, but also for commuters who come into DC from places like Rockville, Gaithersburg, Kensington, College Park, Greenbelt, New Carrollton, Alexandria, Crystal City, and Franconia/Springfield. MARC and VRE riders can use buses (and VRE riders with Transit Link Cards can use Metrorail) to cover the first or last mile at either end of their train trip as well as to get around on evenings and weekends, all for no additional cost.


Photo by JanetandPhil on Flickr.

There are precious few other examples of similar interagency cooperation in our region. One notable one is the interchangeability between DC's SmarTrip (administered by WMATA) and Baltimore's Charm Card (administered by the Maryland Transit Administration); either card works on all the greater DC jurisdictions' bus systems (including regional bus passes loaded onto a SmarTrip). However, you can't use a SmarTrip or Charm Card to pay commuter rail fare on MARC or VRE, except for Transit Link Cards (many other regions' contactless fare cards can be used on commuter rail as well as local transit), and you also must have separate form of payment to use Capital Bikeshare, commuter buses, taxis, etc.

Only recently has WMATA introduced a pass that works on both rail and bus (the SelectPass), but it still costs significantly more to add a bus pass to a rail pass and vice versa. WMATA could entice more riders to buy passes and not lose significant revenue by allowing monthly Metrorail passes to also include unlimited bus rides.

VRE should offer its weekly and monthly ticket holders the same connectivity benefits as MARC does—at least for Metrobus and northern Virginia local buses, if not also for Maryland buses. MTA, Loudoun County Transit, PRTC, and other commuter bus riders could also give their monthly pass holders the same benefits as MARC and VRE.

Eventually, there should be one card that pays fare on all the DC-Baltimore region's public conveyances—Metro, local bus, commuter bus, commuter rail, ferries, taxis, bikeshare, and special buses like Washington Flyer and the YTS New Carrollton-Annapolis bus—to which weekly and monthly passes could be added that could include all these modes, either at no additional charge or at a discount, or as many of them as the user wishes to add.

The simpler it is to determine and pay the fare on transit, and the more people feel like they are getting a good deal by "buying in bulk," the more people will be attracted to use all of these forms of travel and to think of and experience them as one interconnected system. MTA and VRE obviously overcame the hurdle of administrative siloing when it made deals with WMATA and other agencies for MARC and VRE pass holders. There's no reason other agencies can't do the same.

Correction: This article originally said that MARC passes work for the DC Circulator, and omitted facts about VRE tickets working on other transit systems. It has been updated to for accuracy.

Transit


VRE's map keeps getting more diagrammatic

Last year, when Virginia's VRE commuter rail system opened a new extension to Spotyslvania, the agency completely redesigned its map. The new version follows a trend for VRE: Every iteration gets more and more like a subway diagram, and less like a true geographic map.


VRE's system map over time. Original images by VRE, compilation by the author.

The new map is at least the third completely different version VRE has tried since its launch in the 1990s. The original map was purely geographic, and oh-so '90s. The second map was a hybrid with simplified geography. The newest is a pure diagram, with equally-spaced station symbols and only the barest nods to geographic context.

It generally makes a lot of sense for transit agencies, and particularly rail providers, to use diagrams instead of geographic maps. Features like the Potomac River's many inlets, or minor curves on the rail lines, aren't information that riders need to know, but they clutter the original map, making it hard to discern the information that does matter. On the other hand, it's useful to know that the Fredericksburg line roughly parallels I-95 and that the Manassas line roughly parallels I-66.


Image from VRE.

Cameron Booth, the internet's foremost expert on transit maps and author of TransitMap.net, reviewed VRE's new map in December, calling it a "solid" but "unremarkable" effort.

Across the river in Maryland, the MARC commuter rail map remains completely geographic.

Cross-posted at BeyondDC.

Fun


There's a word for that

On a recent post about short bike lanes near intersections, a discussion started up about whether we should use a technical term or simpler ones. To help you learn some transportation lingo, here are some recently-discovered, never-published verses to the Barenaked Ladies' children's song, A Word for That. Listen below first, then read along:

There's a word for that
But I can't quite recall
When cars wait at a corner and I go around them all
The word for that
Some drivers are annoyed
But others say it's safe and isn't something to avoid

There's a word for that
What does it start with?
The word for that
I'd sound so smart if I only knew
The word for that
Perhaps you do

(The word you are looking for is "filtering.")

There's a word for that
It sure is aggravating
To not remember what's the term for how long I am waiting
The word for that
In sun or snow or rain
How far apart arrivals are for any bus or train

There's a word for that
What does it start with?
The word for that
I'd sound so smart if I only knew
The word for that
Perhaps you do

(Do you mean "headways"?)

There's a word for that
It's different every day
Sometimes I walk or ride a bus or go another way
The word for that
When traffic engineers
Ensure the road is safe no matter what your type of gears

There's a word for that
What does it start with?
The word for that
I'd sound so smart if I only knew
The word for that
Perhaps you do

(Are you nuts, it's "multimodal.")

Transit


"Ludicrous" ruling could delay or scuttle the Purple Line

Just four days before Maryland was set to sign a key agreement to build the Purple Line, a federal judge blocked the project, saying declining Metro ridership requires re-studying all of the projections for the light rail line from Bethesda to New Carrollton (which will not be built or operated by WMATA).


This would destroy the environment, right? Image from the State of Maryland. (Governor Hogan has cut the grass tracks and many trees from the plan to save money, in an ironic turn for Purple Line opponents who supported him.)

The decision, from US District Court judge Richard Leon, says that the federal government "arbitrarily and capriciously" violated the National Environmental Policy Act (NEPA) by deeming it unnecessary to do another, supplemental Environmental Impact Statement.

Saving the environment, or protecting an exclusive enclave?

The EIS is the way federal law ensures that public works don't harm the environment, or at the very least, that the government analyze their environmental effect. It's an important way to be sure the environment isn't ignored (and that low-income areas don't bear all the brunt of environmental harm), but it's been widely misused as a way for wealthy communities with lots of legal resources to block projects.

Nobody seriously believes that saving the environment is the goal of the wealthy plaintiffs, most of whom are from the Town of Chevy Chase and who have been fighting the project in the courts and in the political sphere for many years. The Purple Line will run along the edge of the town, in an old railroad right-of-way that is now the unpaved Georgetown Branch Trail and will be part of a forthcoming Capital Crescent Trail extension.

The trail will remain, next to the Purple Line, but in a less forested setting. It will, however, finally connect to Silver Spring, making it usable for far more Montgomery County residents than today. That's not a boon to the few wealthy homeowners who have monopolized this transportation-dedicated land for their own semi-private use.

They have, however, repeatedly cast about for environmental excuses to block the project. For a while, that was the Hays Spring Amphipod, an endangered species of tiny, sightless crustacean found only in Rock Creek in the District. Chevy Chase opponents paid a researcher to try to find evidence of the amphipod near the Purple Line's proposed route in hopes that would stymie the line, but to no avail.

Now, they seem to have hit on an argument that worked at least with one judge: that Metro's woes mean the Purple Line, which will connect four branches of the Metro, won't get as many riders. The EIS uses ridership projections to justify the line, including why it should be light rail as opposed to the "bus rapid transit" that Town of Chevy Chase opponents have pushed for (since a bus wouldn't go through their town). About a quarter of the Purple Line's riders are expected to transfer to or from Metro.


Image by Peter Dovak and David Alpert.

Metro is suffering. That doesn't make the Purple Line a bad idea.

Metro ridership has been declining for the last few years thanks in large part to the system's maintenance, safety, and reliability problems. This, the Purple Line opponents argue, calls into question the calculations in the EIS. Leon bought that argument.

The federal government said that Metro ridership isn't sufficiently connected to the Purple Line. Metro won't operate the Purple Line and it uses different technology (light rail versus heavy rail), so there's no reason to believe the Purple Line would have similar maintenance problems. But Leon said Metro's dropping ridership still counts as a "substantial change[] in the proposed action that [is] relevant to environmental concerns" and that dismissing the issue is "arbitrary and capricious" on the agency's part.

This is, as AU Law professor Tony Varona put it, "absurd." Once could as easily, and perhaps more credibly, argue that Metro's struggles will get more people riding the Purple Line as an alternative to Metrorail.

Regardless, the judge is impermissibly substituting his own judgment for experts' when he decided that Metro missteps create a "substantial change." Ben Ross said, "Metro's current problems will have absolutely no impact on a forecast of 2040 ridership made by FTA-approved models. FTA regulations require that the models must be based on COG demographics and the transportation network in the [Constrained Long-Range Plan]." The FTA also argued that Metro should have its problems under control by 2022, and even if the judge thinks otherwise from what he hears at cocktail parties and in the media, that's not a basis for a legal decision.

Finally, even if ridership will drop, the Purple Line will not harm the environment. Quite the contrary, it will move many people from cars to a more efficient, lower-polluting mode of travel, and likely reduce congestion as well. There's no serious argument that this ridership change could harm the environment, and protecting the environment is the purpose of NEPA.

Transit gets held to an unreasonable standard

Sadly, too often, road projects sail through NEPA while transit has to repeatedly justify its value. Some of this is because people used to believe new road projects relieved traffic, and people driving faster pollute less. This is false; instead, new highway capacity induces some driving demand, increasing the total amount of driving and thus pollution.

That hasn't stopped people from (mis)using NEPA and other laws, like California's even tougher CEQA, to block anything that inconveniences drivers. In San Francisco, a judge held up the city's bike plan for four years because bike foes argued that lanes would add to traffic and thus pollution; they similarly tried to stop the city from charging at parking meters on Sundays under a similar chain of reasoning.

Maryland will appeal the ruling, and hopefully the DC Circuit will quickly reverse Judge Leon's ridiculous ruling. The delay will surely cost money; if it's enough to derail the line is yet to be seen, though certainly what the plaintiffs hope.

If the appeals court doesn't smack Leon down rapidly, it seems someone could sue in DC District Court to overturn every single EIS for a road anywhere. After all, it's not just Metro whose ridership projections have fallen; the government has over-estimated the amount of driving nationwide for at least a decade.


Image from Transportation For America.

While flat VMT does counsel against adding or widening highways, it wouldn't mean Leon ought to block every road on this basis. It'd be interesting to see what he'd do if someone tried, though.

Transit


This map shows how easy it is to take transit to work

We spend a lot of time praising neighborhood walkability and proximity to transit. But how valuable is the ability to walk to the grocery store if residents still need to drive a long distance to get to work?


A map of "Opportunity Score" values from Redfin for the DC area, with county boundaries added by the contributor. Scores are based on the number of jobs paying $40,000/year or more accessible by a transit commute of less than half an hour from a given point.

The real-estate company Redfin recently released an online tool called "Opportunity Score" that lets you explore the number of jobs that are accessible by transit from any address in a number of metro areas, including DC.

For any address in an area that the tool covers, the tool can calculate a numerical score between zero (least transit-accessible jobs) and one hundred (most transit accessible jobs). Alternatively, by searching for a metro area without a specific address, you can see a color-coded map of the numerical scores throughout the region, where green corresponds to the highest scores and red to the lowest.

The Transit Score map for the DC area reveals some interesting, if not entirely surprising, patterns. Thanks to Metro and good bus service, nearly everywhere within DC, Arlington, and Alexandria has good transit access to jobs.

Some places farther out are similar: several areas in Fairfax County (particularly in the vicinities of Tysons and Reston) and a large part of Montgomery County (in Silver Spring and along the Wisconsin Avenue-Rockville Pike corridor) have very good access to jobs.

In Prince George's County, however, things are quite different. The relative lack of high-paying jobs in the county and the low density around most of its Metro stations, along with more limited bus service, result in there being very few areas in the county where it is possible to commute to many jobs by transit in under thirty minutes.

Notably, the Prince George's County section of the Purple Line will connect a number of areas with low access to jobs to the employment centers in Bethesda and Silver Spring. However, this will serve only a very small portion of the county. Better bus service as well as increasing density in the more transit-accessible parts of the county are also essential to scaling back the car-dependence of commutes in Prince George's.

The tool might not be as useful for some as it is others

It is worth noting that Opportunity Score, which is based on Redfin's Walk Score tool, has a couple of notable limitations. The list of jobs only includes ones that pay over $40,000/year, so it doesn't tell you anything about the commutes to low-paying jobs (and people with those jobs are particularly likely to use transit).

It also considers some commuting options that only run at rush hour (i.e., I could take the Camden Line from my apartment in College Park, but it only runs at rush hour, so it doesn't do me much good if I have a night shift job, for example).

Most jobs that pay over $40,000 do follow the usual 9-to-5, though, so the fact that some of the transit considered is rush-hour-only will matter less to people looking for those jobs than to service workers looking for lower-paying jobs, but who will need to commute at less standard hours.

Transit


Is a gondola across the Potomac realistic? We're about to find out.

Is it a crazy idea to link Georgetown and Rosslyn by building a gondola over the Potomac? We're about to find out. A study of the idea has begun in earnest, and by the fall we should know more about whether building one is possible and how many people might use it.


Could the iconic Key Bridge get a new neighbor? Images from the Georgetown BID unless otherwise noted.

Here's what we know about the gondola thus far

The notion of an aerial gondola system linking Georgetown and Rosslyn first came to light in the Georgetown BID's 15 year action plan, which was published in 2013.

In theory, a gondola could pick up passengers right at the Rosslyn Metro (even, some have speculated, with elevators right from the Metro station) and take them to spots on M Street and on Georgetown University.

Because the topography is very steep in this area (for example, there's a big change in altitude between M Street and the university), a gondola might be able to offer more direct trips than even one on a roadway.

According to proponents, a gondola could quickly and cheaply provide transit instead of waiting for a Metro line to link Georgetown and Rosslyn, which is likely decades away from happening (if ever).

A gondola system can also accommodate a high capacity of passengers with efficient headways (more than 3,000 passengers per hour, per direction) and efficient travel time (approximately four minutes end-to-end).

Gondolas are a real transit mode in many cities

If a gondola system is to become reality in DC/Northern Virginia, one major hurdle to clear is that of public perception. The idea of a gondola system as a legitimate mode of transit is simply not one that many people take very seriously.

This is due largely in part to the fact that urban gondola systems are still a rarity here in the United States. In fact, there are only two active urban aerial systems in the country which are used for transportation purposes. Those systems are located at Roosevelt Island in New York City and Portland, OR.

That being said, there has been a significant uptick in urban gondola systems internationally since the year 2000, including three systems in Turkey, three in Africa (and a fourth currently under construction), and two in Spain

The Portland, OR aerial system specifically serves as a significant model of success. It's ridership reached ten million only seven years after opening, and it serves over 3,000 riders per day.


Portland's gondola, otherwise known as the aerial tram. Image from Gobytram.

Could a gondola work in Georgetown?

Contributor Topher Matthews, a Georgetown resident who participated in the Georgetown 2028 action plan process, says not to scoff at the idea:

Currently the GU GUTS bus carries 700,000 people from Rosslyn to campus every year. That's just a starting point to what the gondola would expect in terms of ridership. I have no doubt the ridership from GU alone would increase substantially with a gondola. And that's before even considering a single tourist, resident or worker wanting to use it to get to M Street faster.

Lots of the eye rolling comes from supposedly more level headed pro-transit people thinking that a cheaper more effective solution can be found with less exotic technology. But with the exception of Metro (which the plan admits will make the gondola no longer necessary), all the ways to improve the Rosslyn to Georgetown/GU connection go over Key Bridge and through Canal Road. Do you really think transit only lanes on these routes is remotely politically feasible?

A study will answer many questions

We still don't know all that much about how much a gondola would actually help move people between Georgetown and Rosslyn, and there are many regulatory and cross-jurisdictional challenges that some view as difficult (if not impossible) to overcome. This is due in part to the fact that agencies in both DC and Virginia would need to sign off on the project, not to mention the National Park Service, which tends to be jealous about keeping overhead wires away from its parkland.

A feasibility study, which ZGF Architects is leading, will aim to find out how many people might actually use a Georgetown-Rosslyn gondola, as well as to gauge the system's ability to spur economic growth and development.
The study was funded from a combination of grants from DDOT, Arlington, the Rosslyn and Georgetown BIDs, and others. The study kicked off at a public meeting on July 7.

It will attempt to identify any major roadblocks or "fatal flaws" that would make the project a non-starter. These could include regulations or engineering requirements that are just too hard to get around.

ZGF will propose a couple of different layouts for the gondola. It will also study how the system could complement public spaces on either side of the river. From there, the firm will come up with strategies for logistics like funding and operating the system. ZGF will present its findings and recommendations this fall.

The bottom line is that the gondola is at least worth studying. If it turns out to be too costly in any respect, the idea can simply be dropped. But it might not be such a crazy idea after all.

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