This momentous weekend launched a new reality. The city, and our battles, are different now
Here we are. Donald Trump is America's president. The largest protest in American history greeted his first day. Welcome to Washington and the USA in 2017.
Saturday’s Women’s March. Image from Mobilus In Mobili on Flickr.
Our weekend was momentous
Two days, two gigantic events.
As inaugurations go, Friday's was noticably small. But even a small inauguration is big enough to change the tone of city life.
Security fences partitioned blocks of downtown, and an army of police forces dominated the streets. Many locals stayed away to avoid the logistical and emotional headaches. Parts of the city became eerily dead, while others burst with unusual life, as Trump supporters descended to hotels and tourist areas around the White House.
Washington became a foreign city, its own residents outsiders to a security and tourist project to which we didn't belong, nor feel healthy within.
In contrast to Friday, Saturday's Washington felt more ours than ever. The city became strangely joyous, as march-goers spread over downtown and the National Mall to reclaim our public spaces, replacing the inauguration's fenced-off security apparatus with revelry lasting well into the evening.
Trump may be the most urban president in history, but his party and his base are vehemently anti-urban. Administration policy seems to be largely under the purview of Vice President Pence, whose small town Indiana roots are decidedly not urban.
They plan dramatic cuts to many federal departments, including the Department of Transportation, where multimodal infrastructure spending will likely decline in favor of tax breaks for construction firms. The Environmental Protection Agency is likely to be gutted, enabling a new round of urban pollution and ending the fight against climate change. HUD raised prices for first-time homebuyers within an hour of Trump's swearing-in. The Department of Justice will no longer pressure police departments over civil rights.
What will the EPA look like in four years? Image from Paul Fagan on Flickr.
Nationally, the right is emboldened, while the left is beginning to act like a true opposition.
So, here we are. Donald Trump is America's president. The future of our city and our country is uncertain. We face colossal challenges. But GGWash's mission and values are still worthwhile, and our community is as strong as ever. We'll be here.
Public reaction to Metro’s proposed cuts proves the need to be vastly more transparent about rebuilding
Metro has a trust problem that’s impeding the agency’s ability to fix its decaying rail system. Riders and city officials don’t believe the agency’s proposed permanent cuts are necessary. To solve this one way or another, Metro must regain rider trust by precisely reporting exactly what its rebuilding needs are, and whether efforts thus far have been successful.
This series of seven tweets explains why this problem persists, and how being legitimately transparent can only help WMATA achieve its goals.
#WMATA's maintenance needs are huge & real. But public patience & trust are thin bc despite all the work, things get worse every year. 1/7
WMATA has tried to explain its maintenance plans, and has occasionally reported on progress, but there’s no single resource available to riders all the time that compiles all Metro’s needs, both SafeTrack and non-SafeTrack, and reports on progress in detail.
For example, how many feet of track must be rebuilt before Metro reaches a state of good repair? Out of that, how many feet has WMATA successfully rebuilt to date? How many feet were fixed in July?
That’s the kind of information that will help decision makers and the public understand what WMATA needs, and thus support informed decision-making.
If possible, still more detail would be even better. How many rail ties have been fixed, out of how many that need to be? How many insulators? How many escalators and elevators? That level of detail may not always be possible to report (WMATA may not know the full needs until they start doing work), but after so many years of frustration, this is the kind of information the public requires to feel comfortable with Metro’s progress. The data should be specific and be listed for each station or between stations, if possible, so passengers can know exactly where work still needs to be done
If Metro officials hope to get buy-in for extreme measures like permanently cutting late night service, it’s reasonable for the public to demand extreme explanations, and reassurance that sacrifice will result in improvements. Without more frequent and more candid communication about progress, trust in WMATA will continue to erode, political support for sacrifices will be hard to obtain, and the spiral of decaying service will likely deepen.
8 lessons about great transit I learned riding the Paris Métro
Paris has one of the world’s great subway systems. Beyond its truly impressive coverage and service quality, here are eight wonderful details about how it operates that US systems would do well to mimic.
Door knobs on a Paris metro train.
1. Door knobs speed trains
In DC and in many US subway systems, when trains pull into stations passengers wait for the train operator to open the doors. That adds a few seconds to every stop while the train idles on the platform, doors shut. Waiting passengers tap their feet and cross their arms.
All those seconds, at every station, every trip, all day, add up. The result is not only less happy riders, but also slower trains that come less frequently and carry fewer people than the system’s theoretical maximum.
In Paris, those delays don’t happen. Each door has a manual knob or button that passengers can push to enter or exit at their own pace. For safety, the doors are all locked while the train is moving quickly. But as it comes to a halt the doors unlock, and passengers can immediately open the doors to exit trains.
Here’s a video, showing how the whole operation makes exiting a train noticeably faster than on WMATA:
WMATA did have automatic doors up until 2008, which were faster than the operator-controlled doors of today. But that was eight years ago, and there’s no indication they’ll be fixed any time soon.
Why do WMATA station platforms have so few seats? Especially at side platform stations, why not just line the entire platform with one long bench?
Check out Paris’ Chatelet station, where that’s exactly the layout:
Most Paris stations aren’t like Chatelet. Frankly, with sub-five-minute headways most of the time, a lot of seating isn’t as crucial there as it is in DC. But there’s been many a day I’ve stood for 15 minutes in a WMATA station wishing it had this feature.
3. Flip-up seats add capacity
The first row of seats inside Paris’ train doors flip up. On sparsely-populated trains, riders can sit in the seats comfortably. On especially crowded ones, riders can stand, creating more space on the train.
Yes, riders in Paris sitting on these seats do seem to usually get up and create more space when the train gets crowded. It seems to be part of Paris transit etiquette, like standing on the left on DC escalators. Not everyone does it, but enough do to make a difference.
This arrangement also makes it easier for people in wheelchairs to ride without blocking the aisle.
4. Open gangways really do work
US transit systems are slowly beginning to catch on to the benefits of longer open-gangway trains. If passengers can move from front to back of trains without getting off, that makes trains less crowded and boosts capacity.
All new or recently refurbished lines in Paris have open gangways. And they’re wonderful.
5. Great late night service is possible with only two tracks
Paris’ metro lacks express tracks just like DC’s, and it runs basically comparable hours to WMATA. It’s also decades older than Metrorail. It must have at least similar maintenance needs, and no more time in the day to accomplish them.
Yet somehow Paris manages to run frequent trains late into the night.
A train every 4 minutes at 10:21 pm.
I have no idea how they do it. When do maintenance workers do their work? How do they keep up tracks with trains coming every four minutes?
I wish I knew. If you know, send Mr. Wiedefeld an explanatory note.
And though a bridge over the Seine is a special place, Paris’ els have nice aesthetic touches elsewhere too.
7. Wayfinding can be beautiful
“If you can make something pretty, why not make it pretty?” My wife and I kept coming back to that thought as we explored Paris. These signs, telling riders which direction their metro train is headed are one example of why.
In DC we already put location-specific bus maps and neighborhood maps inside every Metro station. Why not unique maps for destinations to which infrequent riders often travel, like airports and stadiums?
What details like these have you noticed on other countries’ transit systems, that you’d like to see imported to the US?
Closing Metro lines for months could work, but only if the region provides transit alternatives
WMATA may shut down entire rail lines for months in order to catch up on maintenance more quickly (though, officials noted, no decisions have been made yet). If a shutdown does happen, Metro must thoroughly prepare, communicate, and provide riders who rely on Metro with reasonable alternatives.
Special event bus shuttles. Photo by DDOT DC on Flickr.
A months-long shutdown may make sense
For years, WMATA has been struggling to perform maintenance at nights and on weekends. There’s so much work to do that they can’t complete it all.
A months-long shutdown would theoretically put an end to that, or at least significantly reduce the need for weekend track work. It would let WMATA catch up on all its maintenance needs for a line in one fell swoop. We’d be trading a few months of pain for years of happiness.
WMATA GM Paul Wiedefeld says he is indeed considering the idea. He adds, “In the last few years, we’ve been trying to do this [maintenance] in a sort of piecemeal way, and basically we’ve alienated everyone.”
He’s right. Working at night and on weekends is fine when you’re just doing preventative maintenance. But after years of increasingly terrible weekend service, it’s become clear that model won’t work with WMATA’s need for major rebuilding. With no end to the rebuilding in sight, it’s time to try something new.
This is getting old. Photo by the author.
Closing an entire line end to end may not prove necessary. You can rebuild the Virginia section of a line without closing the Maryland section, for example. And closing the core is much harder than closing outer sections. But closing long segments of a line, say four or five stations long, may well make a lot of sense. On the other hand, if a whole line needs work, maybe shutting it down completely is the way to go.
Whether or not WMATA has the equipment and work crew capacity to do such a big job is an open question. But if so, or if it can expand as needed to do so, it may not be a terrible idea.
Leaving riders without options wouldn’t be acceptable
So yes, it’s very possible that closing major segments of Metro lines for months would be the best way to get this painful decade of rebuilding behind us.
But we absolutely cannot simply shut down Metro and hope for the best. Metrorail is not an optional service for the Washington region. Hundreds of thousands of people rely on it every day, including many who don’t have access to cars. Telecommuting saved us for one day, but can’t work for months on end.
If this is really going to happen, WMATA and the affected jurisdictions would have to work together to provide transit alternatives. We’d need special bus shuttles to replace the shuttered Metro line, temporary bus lanes to make longer-distance bus travel fast enough to be practical, greatly expanded transportation demand management, and more. We’d need a comprehensive transportation management plan.
Such a plan might look something like what Matt Johnson suggested in 2013, when WMATA considered closing part of the Red Line for six weeks. That shutdown hasn’t happened, but many of the same ideas would be necessary anywhere.
It wouldn’t be easy, and it would require sacrifice from everyone, including drivers who don’t use Metro. It’s impossible to stop running a transit line that carries a hundred thousand passengers without making life hard. Substitute buses absolutely would not be as good as Metrorail, not for transit riders and not for car drivers who have to share road space.
But the current situation is hard too.
WMATA will need to study this concept in detail. Then they’ll need to share their detailed findings with the public. What are the real options, what are the trade-offs, how much time and money would this save, and what will the Metro system look like when it’s over? If Metro expects the public to buy this idea, they’ll need to be forthright.
But it’s possible. WMATA could do this and it might be successful, if and only if they take the time and money to plan, prepare, and do it correctly.
WMATA’s PlanItMetro blog has released a trove of data on Metro station use. Here’s one snippet: All 91 stations, ranked by the average number of riders who entered the faregates each weekday in February, 2016.
Telecommuting saved us on Wednesday, but that won’t work every day
Traffic wasn’t nearly as bad as it could have been during Wednesday’s Metro shutdown. Telecommuters were a big reason why. That’s fine for a one-time event, but it won’t work every day.
Photo by Elvert Barnes on Flickr.
We don’t know exactly how many people telecommuted during the Metro shutdown, but the number was surely gigantic. Anecdotal evidence suggests there could have been hundreds of thousands of normal commuters who simply didn’t travel into their offices.
Obviously when you remove tens or hundreds of thousands of commuters from the daily rush, that helps a lot with traffic.
But it’s one thing for so many people to telecommute all at once because of a freak one-time event. It would be quite another to see those levels of telecommuting over and over, work day after work day.
When it’s just one day, you can reschedule your meetings, live without your physical files, and put off working with specialized equipment. For just one day it’s easy to focus on email and other things you can do from home.
But at some point, office workers have to go in to their offices. As technology improves, the day-to-day telecommuting rate may well increase, but at least for now it’s not going to be possible for so many people to make telecommuting an everyday option.
Workers can avoid rush hour travel in large numbers for a freak event, but not everyday. If our city didn’t have Metro, the daily commute would rapidly become much worse than what happened on Wednesday.
Say goodbye to Metro railcar number 1013. Along with other 1973-vintage 1000-series railcars, it’s headed to the scrapyard. More aren’t far behind.
Metro railcar 1013 at a scrap yard in Baltimore. Photo by MJofLakeland1 on Flickr.
As new 7000-series railcars enter Metro service, WMATA is now beginning to retire its oldest railcars. So far the agency has scrapped four cars, with more scheduled to head out the door beginning this March.
In the past if WMATA had to permanently take a railcar out of service, they’d either keep it for parts or backup, or it would end up in any number of weird places. That happened rarely for most of WMATA’s first four decades.
That’s now changing. With the impending mass retirement of 400 decades-old 1000-and-4000-series cars, WMATA needed a process to handle getting rid of so many cars at once.
See Metro Center when it was still under construction
In the mid 1970s, Metro’s first stations were under construction and on track for their 1976 opening day. This historic photo shows Metro Center station while it was under construction, circa 1975.
Metro Center circa 1975. Photo source unknown.
In the photo, the basic form of the station is in place. The vault is done, the track bed looks good, and the station’s lights are on. But there’s clearly a lot of work left to do, including most of the finishing touches.
It’s an interesting 40-year-old look at one of our region’s most important transit hubs.