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Old February 17th, 2014, 10:19 PM   #321
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Baltimore subway trains were ordered together with Miami, they shared the order so everything went cheaper. These are the only cities that use this type?
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Old February 19th, 2014, 02:01 AM   #322
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Quote:
Originally Posted by Falubaz View Post
Nice, there are not so many pictures and infos about Baltimore system. Do you have more images?

And what about system extention? Still nothing's going on?

The Red line begins construction in 2015
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Old February 19th, 2014, 03:41 AM   #323
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Nice little vid.

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Old April 8th, 2014, 06:45 PM   #324
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From Greater Greater Washington:

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http://greatergreaterwashington.org/...s-for-route-1/

Bus rapid transit, light rail, and a longer Yellow Line are choices for Route 1
By Stewart Schwartz, April 7, 2014

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.
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Old April 9th, 2014, 10:15 AM   #325
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^ That plan is insanely short-sighted. I would extend the Yellow down to Woodbridge, build a Pink Line from King Street to Tysons Corner, build a Brown Line Loop, extend the Purple Line across the Potomac to Tysons and the maybe extend the Orange Line to Centreville, the Green Line to BWI, etc. It's embarrassing that one of the richest cities ($177,000 per capita GDP) in one of the richest nations has a metro system worse than that in developing B-list cities. Yet instead of making needed infrastructure to support a metropolitan area growing by 1,000,000 per decade, we instead get treated to the same cockamamie choice of "BRT" or "Streetcar". Prince William County will, by 2040, have around 750,000 residents. It alone will have the population requisite to support its own internal "Prince William Light Rail" if it wanted to. Salt Lake County has around 1,000,000 now and more than 50 light rail stations. All of that in an area approximately the size of Prince William County with a near equal population. WMATA has been such a failure that even the State of Maryland has decided to start funding and building its own light-rail lines (Purple Line, Corridor Cities Transitway) because WMATA thinks in the next 30 years all that DC needs is the Silver Line and a Loop in Downtown DC. WMATA needs vision. Washington DC is booming, gaining 100,000 people per year yet other cities with 5x slower growth can somehow find the money but DC can't?
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Old April 9th, 2014, 11:21 AM   #326
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Extending the Green Line to BWI is just overkill considering that the MARC Penn Line now operates seven days a week. If anything I would focus on expanding the MARC service on both the Penn Line and Camden Line so that it would run more frequently (similar to the frequencies on the LIRR) and build a people mover system (similar to Airtrain in NYC) to connect the BWI train station to the terminal.

For the other areas I think it would make sense to extend the Orange Line to Centreville in Virginia and to Bowie in Maryland in the opposite direction in addition to extending the Yellow Line to Fort Belvior and the Red Line to Germantown.
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Old April 11th, 2014, 01:22 PM   #327
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Quote:
Originally Posted by Manitopiaaa View Post
^ That plan is insanely short-sighted. I would...
Quote:
Originally Posted by diablo234
For the other areas I think it would make sense to extend...
But outward extensions will be of limited value if the core of the system is hugely overcrowded. That, not any particular desire to increase the number of stations in the core, is the rationale for the loop line and Orange-Silver express line proposal.
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Old April 11th, 2014, 09:33 PM   #328
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Quote:
Originally Posted by lkstrknb View Post
The new trains look really slick. I'm especially excited about the walk-through cars. The walkways between cars doesn't look as wide as subway/metro trains in many other countries, but it is a start! Good job!
When you look again, it resembles two doors you have to open manual, with I guess a sign "no passing while train is in motion". So no articulated train, a missed opportunity for better load spreading.
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Old April 12th, 2014, 08:37 AM   #329
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Quote:
Originally Posted by diablo234 View Post
Extending the Green Line to BWI is just overkill considering that the MARC Penn Line now operates seven days a week. If anything I would focus on expanding the MARC service on both the Penn Line and Camden Line so that it would run more frequently (similar to the frequencies on the LIRR) and build a people mover system (similar to Airtrain in NYC) to connect the BWI train station to the terminal.

For the other areas I think it would make sense to extend the Orange Line to Centreville in Virginia and to Bowie in Maryland in the opposite direction in addition to extending the Yellow Line to Fort Belvior and the Red Line to Germantown.
It's hard to get to BWI on Marc. It's easier just to take a cab. You have to first get into Union Station and then transfer to MARC which can be a pain, especially carrying luggage and given MARC schedules. Dulles is also a pain but once the Silver Line opens should be simpler. At least the Rosslyn express line simplifies everything. Reagan National is the easiest by far but because of Reagan, Rosslyn's skyline sucks and that's unforgiveable lol
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Old April 12th, 2014, 08:41 AM   #330
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Quote:
Originally Posted by Tom 958 View Post
But outward extensions will be of limited value if the core of the system is hugely overcrowded. That, not any particular desire to increase the number of stations in the core, is the rationale for the loop line and Orange-Silver express line proposal.
It will always be crowded though, unfortunately. Mostly because we have a no right-of-way streetcar and BRT fetish that has plagued the DC City Council at the expense of a real transport system. So what DC is embarking on is cosmetic changes. Better than WMATA though which releases report after report and gets nothing of substance done. Washington has a terrible metro system for the price. $4 for the DC metro and I still have to wait 20 minutes in a dark station with graffiti and/or broken fixtures. $2 in Madrid gets me a train every 5 minutes to 300 stations with modern, hi-tech amenities. And DC has 3x the GDP per capita as Madrid.
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Old April 12th, 2014, 08:58 AM   #331
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I only used DC transit a couple of times, but it's pretty good by American standards and way better than what we have.
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Last edited by LtBk; May 19th, 2014 at 07:32 AM.
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Old April 12th, 2014, 07:16 PM   #332
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Quote:
Originally Posted by LtBk View Post
I only used DC transit a couple of times, but it's pretty good by American standards and way better than what we got.
at least you guys are getting the red line
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Old April 12th, 2014, 07:35 PM   #333
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Yeah, but we are still far from developing a comprehensive mass transit in the region. With the way things are going, I'm long dead before that happens.
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Old April 12th, 2014, 07:40 PM   #334
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Quote:
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Yeah, but we are still far from developing a comprehensive mass transit in the region. With the way things are going, I be long dead before that happens.
You be bad @ grammar , still work is planned to start next year.
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Old April 12th, 2014, 09:36 PM   #335
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What is the lenght of the new sections of the silver line? Wikipedia says the line Will be 23mi / 47 km long, but I guess that is including the sections already in service of blue and orange lines.
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Old April 12th, 2014, 11:28 PM   #336
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Quote:
Originally Posted by Tom 958 View Post
But outward extensions will be of limited value if the core of the system is hugely overcrowded. That, not any particular desire to increase the number of stations in the core, is the rationale for the loop line and Orange-Silver express line proposal.
Yeah I do agree with you on the fact that the Blue Line needs to have a separate right of way from the Orange/Silver Lines at least from Rosslyn to Stadium Armory first. Last I heard there was a proposal to reroute the Blue Line to run to Georgetown and along K street but I am not sure if there was any traction on that plan?

Quote:
Originally Posted by Manitopiaaa View Post
It's hard to get to BWI on Marc. It's easier just to take a cab. You have to first get into Union Station and then transfer to MARC which can be a pain, especially carrying luggage and given MARC schedules. Dulles is also a pain but once the Silver Line opens should be simpler. At least the Rosslyn express line simplifies everything. Reagan National is the easiest by far but because of Reagan, Rosslyn's skyline sucks and that's unforgiveable lol
That' is why I think service on the MARC Penn Line should be extended to run on 30 minute intervals during off peak hours similar to commuter rail systems in NYC such as the LIRR or NJT (which also operate 24/7 in case of the LIRR). Extending the Green Line to BWI would just be redundant when you have existing rail capacity nearby that could be improved and/or expanded.
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Old April 13th, 2014, 02:00 AM   #337
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You be bad @ grammar , still work is planned to start next year.
It was a stupid typo.
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Old April 26th, 2014, 01:07 PM   #338
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Official from WMATA:

Quote:
http://www.wmata.com/about_metro/new...ReleaseID=5703

Metro and Airports Authority agreement moves Silver Line toward summer opening
April 24, 2014

Airports Authority and contractor permitted to continue working after project is turned over to Metro

Metro General Manager and CEO Richard Sarles today announced an agreement with the Metropolitan Washington Airports Authority, the agency responsible for construction of the Silver Line, that will move the line closer to opening day. Under the agreement, Metro will allow the Airports Authority additional time to complete certain items after the project is turned over to Metro, but prior to the start of passenger service. Without the agreement, the Airports Authority would have been required to complete all items before Metro takes control, meaning an opening date that would be later in the year.

The Airports Authority is still required to address all priority items – those that affect reliability or require significant track access – prior to handing the project off to Metro. Some examples include:
  • Resolving items identified during system performance demonstrations, such as loss of speed readouts (a signal problem that affects reliability)
  • Installation of capacitors to resolve interlocking “bobbing” track circuits
  • Improve the reliability of traction power circuit breakers
  • Completion of all work that requires significant track access or single tracking
"While there are still outstanding items for the Airports Authority and their contractor to resolve, today’s agreement allows us to move this project closer to opening day for our customers by allowing certain tasks to be completed after the project is in Metro’s control," said Richard Sarles, Metro General Manager and Chief Executive Officer. "We expect that the Airports Authority will complete the remaining items in a timely fashion, thereby allowing us to open the line this summer."

Later today, the Airports Authority is expected to announce their decision regarding their contractor’s submission of “substantial completion.” Substantial completion is a milestone between the Airports Authority and the contractor that does not involve Metro.

Following substantial completion, the next major milestone is the “Operational Readiness Date” (ORD), which is when the project is turned over to Metro’s custody and control. If the Airports Authority completes all priority tasks in a timely manner, ORD may be achieved in late May, Sarles said.

Following ORD, Metro has up to 90 days for testing, employee training and emergency drills prior to the start of passenger service. With today’s agreement, Metro will permit the Airports Authority to use this time to complete remaining tasks including:
  • Providing to Metro safety certification documentation demonstrating that all open items have been closed
  • Resolving traction power reliability issues
  • Executing a contract for the replacement of track circuit modules
  • Resolving leaks and drainage issues
  • Grounding of tunnel handrails and replacement of coaxial cable in the tunnel
  • Replacing public address speakers to meet Virginia Department of General Services requirements
  • Elevator shaft and piston replacement at Tysons Corner station
  • All work required to obtain permanent certificates of occupancy
Silver Line’s opening date will be set by the Metro Board of Directors after the project is in Metro’s control
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Old April 29th, 2014, 10:20 AM   #339
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Old May 17th, 2014, 08:22 PM   #340
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I drove past the viaduct for the Silver Line in Tyson's a couple of weeks ago. I like the way it looks, and I hope it improves the density of that place. I wonder what the prospects are of the rest of the Silver Line opening before 2018. That would help a lot of people out. I could only imagine how much Rosslyn would grow by then.
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