Washington DC: Rail transit

[miketoronto]

Originally Posted by 202_Cyclist

Metro riders’ habits hard to break



By Robert Thomson
4/11/2011
Washington Post

"Metrorail’s peak of the peak surcharge has so far failed to move riders out of the most crowded part of rush hour, the transit authority staff says in a report to the Metro board.

Rush hour rail riders have been less responsive to last year’s fare surcharge than anticipated, according to the report on ridership and revenue, which will be presented to board members Thursday.

Rail riders now pay 20 cents extra for weekday trips that start between 7:30 and 9 a.m. and between 4:30 and 6 p.m., but only 3 percent in the morning and 3 percent in the afternoon moved their trips outside of those ranges..."

http://www.washingtonpost.com/blogs/...rUKD_blog.html

Surcharges are kinda stupid, as people are traveling when they are, because there are specific times people need to be where they need to be.
Not everyone can do flex shift. And even if they can, many still will travel within that period of time.

WMATA should not even have capacity problems, as their rail network carries fewer riders than other smaller METRO systems.

[novawolverine]

WMATA doesn't have capacity issues everywhere in the system.

[VivaLFuego]

Also, total daily ridership doesn't necessarily correlate with peak flow capacity.

[Nexis4Jersey]

Originally Posted by novawolverine

WMATA doesn't have capacity issues everywhere in the system.

I heard somewhere they do and its becoming a major issue.

[novawolverine]

Originally Posted by Nexis4Jersey

I heard somewhere they do and its becoming a major issue.

It's a major issue mainly on the orange and red lines. The silver line and blue line also pose issues in certain areas. Downtown is crowded for sure, but there are things that can be done. The eastern half of the system doesn't face a capacity problem.

[202_Cyclist]

Specific stations are also capacity bottlenecks for WMATA, especially L'Enfant, Gallery Place, and Metro Center. There are plans to connect Farragut North- Farragut West and Metro Center with Gallery Place via a tunnel.

http://www.wmata.com/pdfs/planning/S...Appendices.pdf

Both of these improvements will reduce capacity constraints at stations that can be dangerously crowded at times. David Alpert at Greater Greater Washington has written extensively about increasing capacity at metro's downtown stations:

http://greatergreaterwashington.org/...d-connections/

[jamesinclair]

Originally Posted by miketoronto

Surcharges are kinda stupid, as people are traveling when they are, because there are specific times people need to be where they need to be.
Not everyone can do flex shift. And even if they can, many still will travel within that period of time.

WMATA should not even have capacity problems, as their rail network carries fewer riders than other smaller METRO systems.

Yup, if you work 9-5....you work 9-5. Getting in an hour later is impossible because you need to be in when everyone is in.

What I would do, getting out at 5:30, is just use the office gym a couple of times a week so Id miss the peak fare, but there was no such work-around in the morning.

[Beta_Magellan]

I’d think the government would have tried spacing out work hours so that you could have less of a crunch at peak times—after all, since so many people who work in DC work for the same organization (around 40%, right?), one would think that this would have at least crossed someone’s mind (then again, this is the federal government…).

[ardecila]

Those kinds of arrangements are tough for more than a short period. Suppose you're at the GAO and you need to call someone over at the Dept. of Commerce. If it's 4:30 and Commerce let out at 4, you can't get the numbers you need to file your report, and it takes you longer to do your job: productivity declines.

Or, say you work at Agriculture and they don't let out until 6. You have two small kids in daycare, but the daycare requires everyone to be picked up by 6:30 or they start charging heavy fines.

I'm not saying it can't be implemented in some places, but it has to be a workplace where the work is highly individual, and you're still gonna have to deal with the issues of lost productivity and the employees' external lives, which will still by and large center around a 9-to-5 day.

Of course, you might be able to solve the congestion problem with only 15-minute shifts. (i.e. 8:45-4:45, 9-5, and 9:15-5:15) My sense is that most office workers, bureaucrats included, tend to waste a bit of time at the start of their day, so devoting that time to commute-shifting might work pretty well.

[novawolverine]

Originally Posted by Beta_Magellan

I’d think the government would have tried spacing out work hours so that you could have less of a crunch at peak times—after all, since so many people who work in DC work for the same organization (around 40%, right?), one would think that this would have at least crossed someone’s mind (then again, this is the federal government…).

The gov't already does try some things with respect to work hours. A lot of government agencies (local and federal) and contractors work on an AWS(alternative work schedule). Some are scheduled to work 4 9's and a 4, some are scheduled to do 4 10's, and some are scheduled to work 5 8's. There's a lot of telecommuting, but there are the aforementioned sacrifices when you do this.

We need to upgrade infrastructure at the right places and expand coverage as well. Long-term wise, there are major projects that should happen as well as trying to spur development in closer-in areas on the other side of town, but those will take time to execute.

[Cirrus]

Originally Posted by miketoronto

WMATA should not even have capacity problems, as their rail network carries fewer riders than other smaller METRO systems.

That's a very ignorant statement. The size of a system tells you absolutely nothing about its operational characteristics, or its maximum capacity.

Anyway, Metro's capacity constraints are a little overblown. They exist at a few key bottlenecks, but they can (and will) largely be solved by operational changes and additional railcars.

The Silver Line will actually improve capacity in the Rosslyn-Ballston corridor, for example, because some of the trains that are currently Blue line and turn south after Rosslyn will become Silver and continue west to East Falls Church.

[ardecila]

Has there ever been a proposal to build a station on the Yellow Line in East Potomac Park? It seems like East/West Potomac Park are some of the few large-scale recreational areas in the District, yet they're pretty isolated from the vast majority of DC's residential population. The numerous green wedges running through the city are pretty forested and usually pretty rugged terrain, so they're really only good for jogging and cycling and maybe birdwatching. There isn't much space dedicated to baseball, soccer, football fields, lawn space, etc - at least not in residential areas.

I dunno; maybe it's just the Chicago in me that assumes the only valid use for parkspace is team sports... this seems to be a regional attitude in the Midwest.

[orulz]

Originally Posted by ardecila

Has there ever been a proposal to build a station on the Yellow Line in East Potomac Park? It seems like East/West Potomac Park are some of the few large-scale recreational areas in the District, yet they're pretty isolated from the vast majority of DC's residential population. The numerous green wedges running through the city are pretty forested and usually pretty rugged terrain, so they're really only good for jogging and cycling and maybe birdwatching. There isn't much space dedicated to baseball, soccer, football fields, lawn space, etc - at least not in residential areas.

I dunno; maybe it's just the Chicago in me that assumes the only valid use for parkspace is team sports... this seems to be a regional attitude in the Midwest.

NCPC has indeed proposed a station there on the yellow line. Not such a bad idea perhaps, but you can find it right next to realistic, affordable plans such as:

Spending hundreds of millions, or a billion, to putting the metrorail in a tunnel under the river instead of its current above-ground alignment

Spending probably well over a billion to realigning 14th street and I-395 to the south, and putting them in tunnels through the park

Spend hundreds of millions to rebuilding the railroad bridge ("Long Bridge") a few hundred feet to the south, introducing a new, slow curve, in order to allow for more open space.

Read the plan here.


While presumably some of these bridges will all have to be rebuilt at some point, I think the plan is nonetheless too visionary and not grounded in fiscal reality and has little chance of coming to pass.

[VivaLFuego]

Originally Posted by ardecila

Has there ever been a proposal to build a station on the Yellow Line in East Potomac Park? It seems like East/West Potomac Park are some of the few large-scale recreational areas in the District, yet they're pretty isolated from the vast majority of DC's residential population. The numerous green wedges running through the city are pretty forested and usually pretty rugged terrain, so they're really only good for jogging and cycling and maybe birdwatching. There isn't much space dedicated to baseball, soccer, football fields, lawn space, etc - at least not in residential areas.

Hey, then it wouldn't be impossible to actually see the Jefferson monument!

A station like that is the type of thing that would have been a no-brainer in the "old days" of transit, back when a station could go up in a few weeks courtesy of a handful of good carpenters and a single supervising architect. In the modern era, when any station facility will cost at least $15 million (and probably at least 2-3 times that if being built on an active railroad) the threshold for demand has to be pretty high to justify the effort and expense... and recreational-use only stations do very, very poorly in terms of total annual ridership figures. The more practical method is to either inherit such a station from the old days, or just run seasonal bus service.

[ardecila]

^^ Depends on what your construction standards are, though. If WMATA was wiling to accept side platforms instead of a single island platform, and ramps instead of elevators, they could probably build the thing for less than $30 million. Metro stations are palaces, which is great for busy well-used stations, but terrible for this kind of thing.

Of course, WMATA is projecting the beyond-absurd cost of $240 million for an at-grade infill station at Potomac Yards. In New York, they can build and outfit a subway station cavern for that price. If, as you say, the station could be built for anywhere south of $30 million, that would be an incredible bargain.

The East Potomac Park site is challenging, though, mainly because of the grade of the tracks as they transition from subway to elevated bridge.

[Cirrus]

It's much more likely that East Potomac Park will be connected via streetcar. Both DC and Arlington have streetcar plans in the works that end just short of the 14th Street Bridge. Once they're in place it will be a no-brainer (and comparatively inexpensive) to connect them and add a stop at the park.

A Metro station will never be built there unless the federal government funds it completely. I wouldn't hold my breath.

[VivaLFuego]

Originally Posted by ardecila

^^ Depends on what your construction standards are, though. If WMATA was wiling to accept side platforms instead of a single island platform, and ramps instead of elevators, they could probably build the thing for less than $30 million. Metro stations are palaces, which is great for busy well-used stations, but terrible for this kind of thing.

Of course, WMATA is projecting the beyond-absurd cost of $240 million for an at-grade infill station at Potomac Yards. In New York, they can build and outfit a subway station cavern for that price. If, as you say, the station could be built for anywhere south of $30 million, that would be an incredible bargain.

The East Potomac Park site is challenging, though, mainly because of the grade of the tracks as they transition from subway to elevated bridge.

You touch on it, but it depends on whether track/structure realignment is required. If so, the costs can escalate very, very quickly on a live railroad with minimal opportunities for prolonged shutdowns.

Even if $30 million were feasible (which it wouldn't be, since as you point out some track realignment would be necessary) that would still be way too much money for a recreational-use station relative to any number of other system priorities.

[202_Cyclist]

You could easily write a book (or several books) about all the experiences while riding metro. It's hard to beat the comical value that can be had three stops before/after Adams Morgan on the Red Line on Friday/Saturday nights.

AU seniors find theatrical inspiration on D.C. Metro


By Jenna Johnson
Washington Post
4/16/2011

"Chatty tourists. A groaning escalator. Confusing signs. A homeless man reciting poetry. A kid climbing on a bench. Drunks laughing. Trenchcoats. Umbrellas. Heels. Sneakers.

This semester, a group of American University seniors turned D.C. Metro stations into their theatrical classroom. They conducted dozens of interviews, studied the mannerisms and created an original docudrama called “See Something/Say Something.”

The play is a funny, crowd-sourced critique of the system’s shortcomings. It’s a rich collection of the sounds and voices that fill the Metro system. And it’s fleeting glimpses into the lives of strangers who huddle together on Metro platforms..."

http://www.washingtonpost.com/blogs/...pEkD_blog.html

[202_Cyclist]

This is encouraging to see. During last year's mayoral campaign, many people doubted Vince Gray's commitment to DC's streetcar plans. Unfortunately, I think it isn't realisting to expect a substantial commitment from the federal government until after 2012.

Hopefully Wisconsin Avenue will also get a streetcar route. This isn't currently on the District's streetcar plan but Wisconsin Avenue is a very dense corridor, the 30s bus is among one of the highest ridership routes, there is additional growth planned for this corridor, and it could help relieve metro-rail capacity issues by providing an alternative to get downtown from Tenley, Friendship Heights, and places in Montgomery County.

D.C. officials to plan for more streetcar lines

By: Ben Giles
04/18/11
Washington Examiner

The D.C. Department of Transportation will forge ahead this summer with its plans to add more streetcars, as officials try to take advantage of the nearly $100 million allotted to streetcars in the mayor's proposed fiscal 2012 budget.

In a chat with D.C. residents on Mayor Vincent Gray's proposed budget on Monday, DDOT interim Director Terry Bellamy said the city would begin planning this summer for a streetcar on M Street, an extension of the Benning Road streetcar to the Benning Road Metro station, and combined bus and streetcar transit lanes on K Street from Union Station to Washington Circle, near George Washington University Hospital.

Gray's proposed budget includes $99.3 million for streetcars over six years in the city's capital budget, with $25 million for fiscal 2012. Officials hope to turn the mayor's investment into a much larger fund for streetcar expansions in every ward of the city..."

http://washingtonexaminer.com/local/...treetcar-lines

[202_Cyclist]

Metro budget deficit shrinks by $6 million


By Ann Scott Tyson,
Washington Post
4/29/2011

"Metro’s budget deficit is expected to be $6 million less than originally projected, down from $72 million to $66 million for the fiscal year that begins in July, Metro General Manager Richard Sarles said Thursday.

The positive financial news will provide Metro’s Board of Directors with greater options as it weighs how to close the gap in Metro’s $1.4 billion operating budget.

Metro will hold public hearings May 16-19 in Maryland, Virginia and the District to solicit comment from riders on possible budget-cutting measures. Those options include reductions in weekend rail service that would save Metro about $6.6 million. The cuts would increase the time between trains on Saturday and Sunday by five to six minutes during the day and up to 25 minutes after 9:30 p.m..."

http://www.washingtonpost.com/local/...38E_story.html