Let's just suppose that money is no object -how would you expand mass transit in the DC region?

Here are some of my ideas:

1. Extend the Yellow Line past the Huntington station in an underground cut-and-cover tunnel down the Jefferson Davis Highway.

2. Extend the Blue Line past the Franconia-Springfield station paralleling the VRE tracks until it reaches Lorton. Past Lorton, it would then merge with the Yellow Line in an underground tunnel, until it reaches I-95, where it would then emerge at-grade (think of the segment between Ballston and East Falls Church). The combined Yellow and Blue lines continue down I-95 with stops at Occuquan-Woodbridge, Potomac Mills, and elsewhere before terminating at Dumfries.

3. I would also probably alter the Blue Line, having it terminate at Rosslyn instead of at Largo.

4. Build the Dulles Silver Line, and tunnel through Tysons Corner, and begin plans for extending it to downtown Leesburg up the Dulles Greenway, where it would terminate in an underground station.

5. Extend the Orange Line with stations at Fair Oaks/Fair Lakes and at Centreville. Once leaving I-66, it could be either underground or at grade, going straight down Rt. 28 until it reaches its terminus station in downtown Manassas adjacent to the nearby VRE station.

6. Start a new Purple Line, beginning at Largo Town Center, and running alongside the Orange Line (beginning at the Stadium-Armory station) until it reaches Farragut West. Past the Farragut West station, it would then split off, running west along Pennsylvania Avenue and M Street before turning north on Wisconsin Avenue. It should have at least one stop in Georgetown (particularly at the intersection of M Street and Wisconsin Avenue), and it would merge with the Red Line beginning at the Tenleytown-AU station, before terminating at Shady Grove. Except for the beginning and end of the line, virtually its entirety would be underground.

Extend the green line to Columbia.

Closer access to American University & Georgetown.

DULLES RAIL (from Washington Post)
Metro Extension Plan Revived, But Officials Include Conditions

Officials said U.S. Transportation Secretary Mary Peters was behind the reversal on the Dulles project.
Officials said U.S. Transportation Secretary Mary Peters was behind the reversal on the Dulles project. (Lawrence Jackson - AP)


In a conference call with Virginia Gov. Timothy M. Kaine (D) and Virginia congressional leaders, U.S. Transportation Secretary Mary Peters said that the first phase of the rail line planned between Arlington and Loudoun counties had finally met the Federal Transit Administration's standards for cost efficiency, construction and expected ridership. The project will now move into the final design phase, a major step toward receiving $900 million in federal funding.

Peters's announcement represented a reversal from her position in January, when she and FTA chief James S. Simpson declared the project unfit for federal funding. The decision was hailed by a broad group of business and political leaders who credited Peters and Kaine for pushing tirelessly over the past three months for changes to the project that would qualify it for approval.

Virginia has sought a rail line to Dulles for more than 40 years, not only to connect Washington to its major international airport but also to promote development and growth through the state's most concentrated job corridor.

"I feel good," Kaine said in an interview. "This won't be the last hurdle in the project because it's just big and challenging, but this was a high one. I really applaud the work that we have been able to do with Secretary Peters and the administration to answer their questions and assure them that this is a project that should be moving forward."

Peters, Kaine and others cautioned that much work remains. To receive the entire $900 million, project officials must not allow the cost to escalate further, and they must demonstrate that its schedule, including an optimistic Phase I completion date of 2012, can be met. Toughest of all is a demand that the Metro system's $489 million in unfunded capital repairs be addressed before it takes on operation of a new 23-mile line.

Peters was unavailable for interviews yesterday, but a senior official at the Department of Transportation said: "Everyone recognizes that there is not an easy path forward."

"These issues don't just disappear overnight," said the official, who spoke on the condition of anonymity because he is not authorized to comment on the record. "They've made progress. They really have. Things seem to be running smoothly. They cut some costs. But there's a lot of uncertainty ahead, and they've got to work hard. They've got to work smart. They've got to really buckle down on this."

The cause of Peters's reversal was the subject of wide speculation, but most officials close to the process cited a combination of factors including her willingness to work with Kaine, as well as the governor's early pledge to fix anything "large or small" to make the project work.

The officials said the urgency of the requests from Kaine and others that the project be saved played a role in the department's willingness to reconsider.

"When the governor of a state and the congressional delegation come to a Cabinet secretary and say, 'This is an important issue; can you give us a chance to make this right?' [then] Secretary Peters is going to be responsive to that," the official said. "We had to address all the issues that were laid out on the table."

Simpson noted that the only reason the FTA was so adamant in declaring the project unfit in January was to meet a deadline request made by Virginia to make a decision by Feb. 1, when the state's contract with the project's builder was scheduled to expire. By extending that contract for several months, the state bought itself and the FTA time to more carefully evaluate the project's flaws, Simpson said.

"We were under extraordinary pressure to give them an answer on where the project stood," he said. "The FTA is the last firewall on projects that cost too much or should not go forward. There is no way that all those issues could have been resolved by the end of January."

Among the issues were cost, the ability of the Metropolitan Washington Airports Authority to manage the construction project, and the Metro system's capacity to operate the additional rail line. Simpson said they resolved those issues in part by agreeing to more than $200 million in cuts identified by state officials. Virginia officials also were persuaded to find $200 million for a contingency fund in case costs rise later.

It will be hard for project managers to avoid that. Because of the delays this year, the contract will have to be renegotiated, probably at a slightly higher cost, several officials said. And the scheduled 2012 completion date for Phase I, which would extend the new Silver Line from the East Falls Church Metro station in Arlington to Wiehle Avenue in Reston, probably would be moved back at least a year. The second phase, expected to be done in 2015, would extend beyond the airport into Loudoun.

One issue that appears to be permanently resolved is the question of whether a tunnel would replace the project's elevated alignment through Tysons Corner. Tunnel backers had hoped that federal rejection of the project would allow state officials to start over and design a rail line with the tunnel, because it would look better and help promote urban redevelopment in Tysons. But with the project officially in final design, those hopes appear to be over.

Staff writer Lena H. Sun contributed to this report.

Let's just suppose that money is no object -how would you expand mass transit in the DC region?

Here are some of my ideas:

1. Extend the Yellow Line past the Huntington station in an underground cut-and-cover tunnel down the Jefferson Davis Highway.

2. Extend the Blue Line past the Franconia-Springfield station paralleling the VRE tracks until it reaches Lorton. Past Lorton, it would then merge with the Yellow Line in an underground tunnel, until it reaches I-95, where it would then emerge at-grade (think of the segment between Ballston and East Falls Church). The combined Yellow and Blue lines continue down I-95 with stops at Occuquan-Woodbridge, Potomac Mills, and elsewhere before terminating at Dumfries.

3. I would also probably alter the Blue Line, getting rid of the segment between the Rosslyn and Pentagon stations, and letting buses handle that part of the route. In the meantime, the Blue Line would run alongside the Yellow Line to the terminus at Fort Totten.

4. Build the Dulles Silver Line, and tunnel through Tysons Corner, and begin plans for extending it to downtown Leesburg up the Dulles Greenway, where it would terminate in an underground station.

5. Extend the Orange Line with stations at Fair Oaks/Fair Lakes and at Centreville. Once leaving I-66, it could be either underground or at grade, going straight down Rt. 28 until it reaches its terminus station in downtown Manassas adjacent to the nearby VRE station.

6. Start a new Purple Line, beginning at Largo Town Center, and running alongside the Orange Line (beginning at the Stadium-Armory station) until it reaches Farragut West. Past the Farragut West station, it would then split off, running west along Pennsylvania Avenue and M Street before turning north on Wisconsin Avenue. It should have at least one stop in Georgetown (particularly at the intersection of M Street and Wisconsin Avenue), and it would merge with the Red Line beginning at the Tenleytown-AU station, before terminating at Shady Grove. Except for the beginning and end of the line, virtually its entirety would be underground.
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Can someone do a map showing what the Washington, D.C. metrorail system would look like if all my ideas were implemented? I tried to do it myself, but either I don't have a clue how to do it, or my computer does not have the necessary program to enable me to do it.

Extend the green line to Columbia.

Closer access to American University & Georgetown.

i second that motion :)

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Can someone do a map showing what the Washington, D.C. metrorail system would look like if all my ideas were implemented? I tried to do it myself, but either I don't have a clue how to do it, or my computer does not have the necessary program to enable me to do it.

I didn't try adding your ideas to the map, but I saw this one at Urbanplaces andspaces (http://urbanplacesandspaces.blogspot.com/) that was worth a closer look...

http://www.dcestonian.com/baltimore/dc/map.jpg

well, if it were up to me, I'd say that gray line looks to be the best to develop since it goes to Georgetown, tyson's corner and dulles airport

3. I would also probably alter the Blue Line, getting rid of the segment between the Rosslyn and Pentagon stations, and letting buses handle that part of the route. In the meantime, the Blue Line would run alongside the Yellow Line to the terminus at Fort Totten.


No. I live in Fairfax, and I often take the blue line from Crystal City to Rosslyn to switch to the Orange Line to go to Dunn Loring Merrifield station. This is often at 2 AM on a weekend. Buses don't run at that time. A lot of people take the same route as me, so it would leave us all stranded if the blue line was discontinued between these two points like you suggest.

Fairfax county is still screwed...theres not enough rail going to the places that need it most

although I think building a metro stop near Tyson's corner would ghettofy tyson's, like what happened to Springfield mall when they build the metro station near there

Fairfax county is still screwed...theres not enough rail going to the places that need it most

Do you mean near George Mason and NOVA?

although I think building a metro stop near Tyson's corner would ghettofy tyson's, like what happened to Springfield mall when they build the metro station near there

Do you think Ballston Mall is ghetto? Or the Pentagon Mall?

They're getting there

^^No. Haha. Ghetto-fication has nothing to do with Metro. Springfield Mall wasn't anything upscale before, and even after the Metro came, it was doing well for a while. It was the growth of the immigrant population in the county with the housing and economic boom of the region that displaced lower and lower middle class people that explains why it was ghetto-fied. They had to live somewhere and Franconia was an affordable area. Nearby Lee, Edison and Hayfield High Schools have always been the working class high schools. Tons and tons of commuters use the Springfield stop, it would be in worse shape if it weren't built I'm sure. I have no doubt that the metro station could have been integrated in a better way but Metro is not to blame for the Springfield Mall's decline. When it is razed and something good is built on top, that area will explode given it's good location and it'll be good growth and a lot of displaced poorer people.

Couple that with Tysons Corner and Fair Oaks being better alternatives, there's less a reason to do any decent shopping at Springfield. In the meantime, Potomac Mills has declined but stabilized, it's not where it used to be, but it didn't follow the track that Springfield was, although there are a lot of different factors at play here.

Pentagon City Mall isn't ghettofied at all, it's doing fine while it has expensive condos being built or just completed all over the place in PC. Ballston Mall is just like it's always been for the most part, it was never anything special. But the area is a lot different and in a positive way than it was 15-20 yrs ago.

I agree that FFX could use a good amount of rail that it's not likely to get. Fortunately there are a lot of places that BRT and LRT would work. The middle of the county is pretty much screwed heavy-rail wise. Targeting the future major developments around Chantilly-Herndon, Fairfax-GMU, Springfield and Tysons areas would be a good thing IMO. But everything is so sprawled out, it's hard to concentrate it.

But you gotta admit it seems like more that coincidental that springfield mall started ghettofying right around the time the franconia-springfield metro station opened

http://www.sierraclub.org/dc/sprawl/purple-line/purple-line-map-large.html



Sierra Club version of Purple Line looks about right. Heavy rail (ideally). Also, Red Line extension from Glenmont Station up to Columbia Towne Center.

Expand it?! For what?

hi everyone! I´m going to be in DC just for a day in my way to new york, I´m going to be on the union station, spend the day on DC, and then get back to union station in the nigth, I was wondering if I can leave the luggage in the station, there is any lockers or something like that on that station? Thanks

Nope.

Senate Approves $1.5 Billion Plan For Metro Funding (http://www.washingtonpost.com/wp-dyn/content/article/2008/10/01/AR2008100103403.html)

By Lena H. Sun
Washington Post Staff Writer
Thursday, October 2, 2008; Page A01

The U.S. Senate voted last night to authorize long-sought federal funding for Washington's cash-strapped and aging Metro system, clearing a major hurdle toward providing $1.5 billion over 10 years to help maintain the nation's second-busiest rail system.

The Senate passage is the furthest the measure has advanced since Rep. Tom Davis (R-Va.) began the effort two years ago to secure a reliable source of financial support for Metro.

The bill, part of a major rail safety reform package with billions of dollars for Amtrak, was passed by the House last week and goes to the president for signing. Supporters say a veto is unlikely, partly because of the veto-proof margin of last night's 74 to 24 vote.

Although several other requirements must be met before Congress begins appropriating the funds, last night's vote was critical because the Senate had never voted on the plan. With this step, officials predicted that the federal money could become available next fall.

Metro is the nation's only major transit agency without a significant source of dedicated funding, such as a portion of a sales or gas tax. The money would be used to buy rail cars and buses, and repair leaky tunnels and deteriorating station platforms.

"Metro is back on track," Sen. Benjamin L. Cardin (D-Md.) said in a statement. "Today we have taken a giant leap forward in securing dedicated funding for Metro so that it can meet the needs of the federal government, the millions of tourists who visit our nation's Capital, and the businesses that rely on the country's second-busiest rapid transit system."

The legislation requires that Virginia, Maryland and the District each dedicate $50 million a year for 10 years to Metro. The District has set aside a portion of its sales tax revenue for its share, and Maryland's portion is included in the state's capital transportation budget.

Virginia's lawmakers have failed to come up with a statewide plan for funding transportation. This week, however, Gov. Timothy M. Kaine (D) said the state would provide its share. State law requires the commonwealth to fully match federal transportation funds, Kaine said, adding that Metro funding would be a top priority even if that meant reallocating money from other transportation projects.

The developments mark the most progress so far in providing $300 million a year for 10 years in federal and state funds to keep trains, buses and stations working.

"This could not come at a better time," said a statement from Davis, who will retire from Congress in January. "As we have learned in recent weeks, Metro is in dire need of . . . an infusion of funding. Train cars and buses must be replaced. Platforms are crumbling. . . .We need to stabilize the future of Metro, and this goes a long way toward addressing its long-term needs."

More than 1.2 million train, bus, and paratransit trips are taken on Metro on an average weekday. About 40 percent of rush-hour riders are federal workers, or almost 200,000 people, and officials have long argued that Metro is vital to the federal government and therefore deserves more federal dollars.

Oh brother

Has there been any resolution to the Purple Line debate over the portion that will cross through the University of Maryland? Officials there didn't want it to cross through the heart of campus, while the student organizations seemed to be supporting it.

Has there been any resolution to the Purple Line debate over the portion that will cross through the University of Maryland? Officials there didn't want it to cross through the heart of campus, while the student organizations seemed to be supporting it.

More recently the university senate has been more receptive to the idea of the campus drive route, though they're still pushing for a Preinkert/Chapel Dr route (which I personally think wouldn't be any good)... there was a recent article about it in the student paper, the Diamondback - link (http://media.www.diamondbackonline.com/media/storage/paper873/news/2008/10/17/News/Mta-Winning.Over.Univ.Senators-3492738.shtml)

Also, what I found really interesting, was concerns over vibration and electromagnetic radiation interference from light rail trains on the labs in the various buildings (the above article references a study which was made public in this (http://media.www.diamondbackonline.com/media/storage/paper873/news/2008/10/21/News/Locomotion.Commotion-3497000.shtml) article)... Though no studies have actually concluded what will actually happen if rail is used that close to the labs.

According to the Dulles Corridor Metrorail website (http://www.dullesmetro.com/), the first phase of the project is nearly two-thirds done.

Does anyone have any pictures showing how much progress has been made so far?

Re: Dulles Metro. I thought about taking a few photos when riding the Fairfax 505 bus recently, but it's tough since most of the construction is along the highway. There are some photos from January at VDOT's site: http://www.vamegaprojects.com/faqsdocuments/gallery/dulles-metrorail/

Also, everyone should chime in on this quick surveys about Silver Line station names, to keep Fairfax from naming all of them "Tysons XYZ": http://www.wmata.com/silversurvey/

Re: Dulles Metro. I thought about taking a few photos when riding the Fairfax 505 bus recently, but it's tough since most of the construction is along the highway. There are some photos from January at VDOT's site: http://www.vamegaprojects.com/faqsdocuments/gallery/dulles-metrorail/

Also, everyone should chime in on this quick surveys about Silver Line station names, to keep Fairfax from naming all of them "Tysons XYZ": http://www.wmata.com/silversurvey/

I did the survey and basically did the exact opposite of what you said. It's much easier to tell what is where.

Would you have preferred "Arlington Rosslyn," "Arlington Court House," "Arlington Glebe Road," etc.?

As places like Tysons Corner become denser and more walkable, the size of its recognized sub-areas will shrink. There won't be a need to identify everything as just "Tysons," since each of those sub-neighborhoods will develop its own identity -- and because of the sheer size of the place (and since many people going there won't have cars and thus can't just zip over), it will become necessary to identify such sub-neighborhoods for specificity's sake.

Think about how you'd describe the location of a restaurant in conversation:
"It's in Ashburn." (assuming you'd drive there, hence anywhere within 27 square miles isn't all that far once you get there)
"It's by Court House." (assuming you wouldn't drive there, so being specific down to a few blocks is necessary)

Compare the low density of neighborhood names in the suburban San Fernando Valley, where a single name refers to many square miles, to Downtown LA's districts, where a few blocks has a distinct toponym:
http://projects.latimes.com/mapping-la/neighborhoods/
http://www.downtownla.com/4_07_neighborhoods.asp
Indeed, the same effect has even been noted in hunter-gatherer societies: higher population density means more place names:
http://www.persquaremile.com/2011/08/05/the-curious-relationship-between-place-names-and-population-density/

Interesting look with UMCP

Any word on when the H street streetcars will begin service?

Any word on when the H street streetcars will begin service?

According to their website (http://www.dcstreetcar.com/), DDOT hopes to begin service in the summer of 2013.

Does anyone have any pictures showing how much progress has been made so far?

The newsletters on that site also have a lot of photos in them:
http://www.dullesmetro.com/stayinformed/newsletters.cfm

A new set of Silver Line station names were approved by the Fairfax and WMATA boards, and I'm pleased to say that the approach that I favored won out:
http://www.tbd.com/blogs/tbd-on-foot/2012/04/the-silver-line-receives-eight-fairfax-approved-station-names-15063.html