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Computers will start driving Red Line trains again


Photo by jnalexander on Flickr.

Starting in early October, Metro will turn control of six non-peak Red Line trains over to computers. If all goes well, every Red Line train should be under computer control by March 2015.

This marks the first return to automatic train operation on Metro’s original system since WMATA switched all trains to manual control following the 2009 train crash.

Since then, WMATA has fixed the faulty electric systems responsible for the crash, but only on the Red Line. Fixing the rest of the system will take another three years.

When it works, automatic train operation runs Metrorail more efficiently and smoothly as compared to manual control. That means fewer delays, faster trips, higher passenger capacity, and more comfortable rides.

This is great news to riders who have suffered from motion sickness on manually-driven trains. And it’s an important step forward in Metro’s long, painful rebuilding process.

 Cross-posted at Greater Greater Washington.
 
 
 

September 22nd, 2014 | Permalink | {num}Comments
Tags: metrorail, transportation



Two maps that explain what DC might look like as a state

On Monday, Congress considered DC statehood. But what would DC actually look like if it became a state?


Maps by Geoffrey Hatchard for Neighbors United for Statehood.

The most likely path to statehood for the District would shrink the federal city to a tiny section surrounding the National Mall and other federal properties. That section would remain not part of any state. The rest of the city would then become the 51st state, possibly called New Columbia.

Here’s a zoom-in to what would become the remaining federal city.


 Cross-posted at Greater Greater Washington.
 
 
 

September 17th, 2014 | Permalink | {num}Comments
Tags: government, maps



Richmond will have BRT

Bus rapid transit will come to Richmond in 2018. The long-planned Broad Street BRT project won a federal TIGER grant this week to cover half its cost, allowing the project to move forward into final design and construction.


Rendering of Broad Street BRT. Image from the Greater Richmond Transit Company.

Broad Street is Richmond’s most successful transit corridor, and main bus spine. It runs through or near most of Richmond’s densest urban neighborhoods and most important central city hubs. It’s the natural place for rapid transit.

The BRT project will run from the Willow Lawn shopping center in suburban Henrico County, through Virginia Commonwealth University and downtown Richmond, all the way to Rocketts Landing on the city’s east side.

It will use a mix of dedicated curbside bus lanes and a median busway through the busiest sections of the central city, with mixed-traffic operation on either end.


Map of Broad Street BRT. Original image from the GRTC.

Projections say the BRT line will carry about 3,300 riders per day. That’s low compared to the standards of a transit rich metropolis like DC, but it’s huge for a place like Richmond, where there are only about 35,000 total daily bus riders in the entire region.

 Cross-posted at Greater Greater Washington.
 
 
 

September 11th, 2014 | Permalink | {num}Comments
Tags: BRT, bus, transportation



DC Circulator is such a great brand it’s expanded to Ohio

Earlier this year Columbus, Ohio launched CBUS, the Columbus Circulator. It’s a special overlay bus route running along the main street through the city’s densest, most urban neighborhoods. It comes every 10 minutes, has a low (actually free) fare, and limited stops. Sound familiar?

Oh, and here’s a photo:


Photo by Darius Pinkston on Flickr.

Look familiar? That sweeping line, the destinations labeled on the side, “CIRCULATOR” in a modern sans-serif font right in the middle. It looks nothing like Columbus’ standard bus livery, but it is all very reminiscent of the DC Circulator.

In fact, Ohio transit advocates had the DC Circulator in mind during planning for CBUS.

Columbus isn’t alone, either. “Circulator” is spreading as an increasingly common brand choice for short-distance, high-frequency buses in mixed-use areas, especially near DC. There’s a Bethesda Circulator, a Tysons Circulator, and a Baltimore Circulator.

Just how far will this brand spread?

 Cross-posted at Greater Greater Washington.
 
 
 

September 10th, 2014 | Permalink | {num}Comments
Tags: bus, transportation



The biggest bikeshare station in each US city

click to enlarge
New York’s 67-dock station.
Photo from Google.

Throughout 2014, DC and New York have jockeyed back and forth over which city’s bikeshare system has the most stations in the United States. But who has the biggest stations?

DC currently leads in the number of stations race, 335 to 324. But the number of stations only tells part of the story. New York’s stations are vastly bigger than DC’s, and by far the largest in the US.

New York’s biggest station, which is outside of Penn Station, has a whopping 67 docks. It’s almost 50% larger than the next city’s largest station.

Here’s the number of docks at the biggest station in America’s main big-city bikeshare systems:

Largest individual bikeshare station
Rank City Largest station Docks at largest station
1 New York Penn Station 67
2 Boston South Station 46
3 Washington Dupont Circle 45
4 Chicago Michigan/Washington 43
5 Minneapolis Coffman Union and Lake/Knox 32
6 Miami Beach 46th/Collins 31
7t Denver REI 27
7t San Francisco Market/10th and 2nd/Townsend 27

 Cross-posted at Greater Greater Washington.
 
 
 

August 29th, 2014 | Permalink | {num}Comments
Tags: bike, transportation



Why build protected bike lanes, in one happy quote

A father and son comfortably bike down a slow Arlington street. They approach the new Hayes Street cycletrack. The father asks “Want to take the special bike lane?” The son responds with an excited “Yeah!”


The father and son.

I overheard that interaction this past weekend, and had to stop and smile.

That one brief conversation sums up why protected bike lanes are so great: They make city streets safe, comfortable, and fun for even children to bicycle on. Not to mention older people, less-able people, and novice cyclists.

If Americans ever hope to make cycling for transportation a mainstream activity, cycling must feel comfortable for everyone. Getting bikes out of the path of speeding cars is a big part of that.

 Cross-posted at Greater Greater Washington.
 
 

August 27th, 2014 | Permalink | {num}Comments
Tags: bike, transportation



Photos of Alexandria’s Metroway BRT, open and carrying passengers

The DC region’s first Bus Rapid Transit line opened this weekend. Metroway runs from Crystal City to Braddock Road, using a transitway along Route 1 in Alexandria.

> Continue reading at Greater Greater Washington
or
> See the full flickr set

August 25th, 2014 | Permalink | {num}Comments
Tags: BRT, bus, transportation



Protected bike lanes could fit in DC’s traffic circles; here’s how

London is adding protected bike lanes to one of its traffic circles. Could the same design work in DC? Would we want it to?


London traffic circle, with protected bike lanes in green. Image by London.

London city workers recently began rebuilding the Queen’s Circus traffic circle to include protected bike lanes. Since central DC has so many traffic circles, it’s worth considering whether the Queen’s Circus design could work here too.

DC’s big traffic circles are notoriously difficult places to bike. They have multiple lanes of intimidating and zig-zagging car traffic, and sidewalks too packed with pedestrians to be good bike paths. Most of the circles lack bike lanes, and those that have them (Columbus Circle and Thomas Circle) are still far from comfortable places to bike.

But the traffic circles are key destinations. People want to use them. Making the circles more bike friendly would be great for DC.

Would we want to do this?

This is sort of a good design. It’s better than nothing. But with so many crossings, it’s still pretty confusing what’s the bike lane and what’s for cars. It seems likely there will still be a lot of intimidating cross traffic.

In fact, the actual design doesn’t even have the green paint; I added that to make the rendering clearer.

The other big problem with the London example is that pedestrians are mostly absent. Unlike DC’s circles that typically have popular parks in the middle, this London circle is just a road. The central grassy section isn’t a useful park, and there are no pedestrian crossings into it. That obviously changes how the entire thing functions.

Look to the Dutch

Perhaps a better example might come from this traffic circle in Rotterdam, where in typically Dutch fashion the bike lanes are much more well protected.


Rotterdam traffic circle, with protected bike lanes in red. Image by Google.

Rather than fight with cars, the Dutch put the bike lanes up on the sidewalk. That’s more ideal from a cyclist perspective, but it’s also much harder to accomplish.

The sidewalks around DC’s downtown circles are too narrow in many places to accommodate bike lanes. DDOT could theoretically rebuild the circles to have wider sidewalks and narrower roadways, but that would be controversial to say the least, not to mention a lot more expensive than striping a bike lane on the street.

The Dutch example is better, but the British example is more achievable.

 Cross-posted at Greater Greater Washington.
 
 
 

August 21st, 2014 | Permalink | {num}Comments
Tags: bike, transportation



A cycletrack appears in Pentagon City

Arlington’s first significant protected bike lane quietly popped up last week in Pentagon City. It runs on South Hayes Street from 15th Street to Fern Street, next to Virginia Highlands Park.


South Hayes Street cycletrack. Photo by Darren Buck.

There are actually two cycletracks. There’s a grassy median in the middle of Hayes Street, so in order to serve bicyclists going both directions, each side of the street has its own one-way cycletrack next to the curb.

The cycletrack connects to the new green-painted bike lanes on Hayes Street further north, forming a spine for cycling through Pentagon City.

Technically speaking this is Arlington’s second cycletrack. The first one, in Rosslyn, is so short that it hardly counts. Hayes Street is the first significant one.

It’s great to see such high quality bike infrastructure appearing in more jurisdictions. Who will be next? Maybe Montgomery?

 Cross-posted at Greater Greater Washington.
 
 
 

August 19th, 2014 | Permalink | {num}Comments
Tags: bike, transportation



With its new plaza, Tysons begins to feel urban

Metro’s Silver Line isn’t the only indication the transformation of Tysons Corner is clearly underway. Further undeniable evidence: The Plaza, a popular new urban-style open space at the front door to Tysons Corner Center mall.

The Plaza (that’s its official name) is on the north side of the mall, near the pedestrian bridge from the Tysons Corner Metro station. Three new high-rises are under construction around the plaza, tightly enclosing the space like a genuine city square.


The Plaza and its surroundings. Original photo from Macerich.

The pedestrian bridge to the Metro station isn’t open yet, because the high-rise it connects is still under construction. But when all is said and done, The Plaza will become the main entry point to the mall from the Metro. In a very real sense it will become the center of this emerging urban neighborhood.

Befitting Tysons, The Plaza is a thoroughly contemporary update on the classic city square. There’s no marble statue in the middle, no grand fountain like in Dupont Circle. Instead, there are padded couches, small-scale artistic flourishes, and outdoor games.

Couches (left), and sculpted birds (right).

Ping pong (left) and corn hole (right).

The first plaza-fronting retail, a Shake Shack, opened earlier this week. More is coming soon.

One crucial difference between The Plaza and a traditional city square is who owns it. This may masquerade as civic space, but it’s clearly private property. Security guards patrol the square, and you can bet homeless people aren’t welcome to sleep on benches.

But still, The Plaza is a big step forward for Tysons. It’s a genuine gathering place, and people are using it. Even without the Metro connection, plenty of other people were hanging out nearby when I visited last weekend. It’s not the kind of place that a mere 20th Century office park would support.

 Cross-posted at Greater Greater Washington.
 
 
 

August 14th, 2014 | Permalink | {num}Comments
Tags: development, fun, parks, urbandesign



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