The Streetcar Is Dead. Now What?

[chris_s]

@sjclaeys 100075 wrote:

Both construction and annual operation costs?

The split on construction was 20%, the split on operating was still under discussion but expected to be tied overtime to ridership (so if 30% of ridership was Fairfax they would pay 30% of the operating costs).

[mstone]

@chris_s 100081 wrote:

My take on this is “Hey, ‘Arlingtonians for Sensible Transit’ got the County Board to change their mind on a ‘done deal’; if they’re really pro-transit then let’s get Streetcar Now together with them, present a united front and get VDOT to change THEIR mind on dedicated lanes.” The agreement with the state says Columbia Pike can’t get below 4 General Purpose lanes without VDOT approval. Let’s get VDOT approval.

Good luck with that.

The really sad part is that the state money that was going to into this will now be moved over to building a bigger road somewhere. Maybe a wider 66?

[PotomacCyclist]

The trail from Long Bridge Drive (near Long Bridge Park but not actually connected to the park) to the Humpback Bridge and the MVT is part of the Boundary Channel Drive interchange project. The plan is to redesign and renovate the interchange among I-395, Boundary Channel Drive and Rte. 1. I’m not sure if Arlington has been able to clear the plans with DOD, who has objected to other trail routes along the Pentagon Lagoon. The new trail route would move the path a bit farther away from the small DOD building on the lagoon. (There is minimal security for the building, and anyone can access that area today, by car, bike or foot, so I’m not sure what the security concerns are.)

The project is in the Planning Phase, Phase 2 of 5. It is not connected to the streetcar projects.

http://www.crystalcity.org/area/transformation/boundary-channel-drive-interchange

http://projects.arlingtonva.us/capital-projects/entry/2/45/

***
As for the Columbia Pike streetcar, VDOT has said that they wouldn’t allow a dedicated transit lane. Unfortunately, Arlington does not have control over that road, unlike most other roads in the County. So I’m still not clear what alternatives the streetcar opponents are going to put forth. (The status quo option won’t address the ongoing bus crowding and road capacity issues, as well as increased travel in the coming years.) The pie-in-the-sky hopes of some commenters about another MetroRail line in Arlington are unrealistic. (If the anti-streetcar folks were opposed to spending X amount on the streetcar, they aren’t going to go for spending multiple times that amount for a new MetroRail line. By the way, opposition to the streetcar was based in the northern-most areas of Arlington, by a wide margin. Voters in areas along the Pike actually voted in favor of Howze by a close margin.)

Without a dedicated lane, the only change I can see is the proposal for articulated buses, but I’m not sure how much that will help. Perhaps if those are tried out and people discover that they cannot handle the transit demands, then there could be a renewed push for a streetcar in the future. But that would likely be years later, and the costs of the project would be much greater than today. Or the articulated buses could prove to be adequate, though the studies for the streetcar project indicated that they would not have the same transportation capacity of a streetcar system.

On a different note, some people had stated in the past that Fairfax would receive much of the benefit of the CP streetcar, because it would let Fairfax develop a transit-oriented center at Skyline, more dense than the existing development. Even though most of the line would have been in Arlington, Fairfax would have received perhaps the majority of the benefit. Certainly a greater share than 20%.

Many of the people traveling along the Pike are headed to the Pentagon or to other federal offices in Arlington and DC, so the federal government should have an interest in the project.

Was the federal gov’t planning to contribute any funds to the streetcar project, before it was halted? If not, could they be persuaded to revive it by helping with the construction costs? Could Fairfax County be persuaded to increase their contribution? If the streetcar would have brought so many benefits to Skyline and Bailey’s Crossroads, would it be worthwhile for Fairfax to pay more? If both Fairfax and the federal gov’t paid more of the costs of the project, could this be enough to lower Arlington’s contribution and revive the project?

I don’t give any of this a great chance of becoming reality, but I thought I’d toss out these ideas and questions. At the very least, it can get some people thinking about it. If nothing happens along these lines, well, it didn’t cost any money to mention them. If development and transportation demands increase along the Pike, something will still need to be done. If the funding and the political will aren’t there for another MetroRail line, then what is the new plan for dealing with these transportation issues? People can campaign on an anti-project platform, but once you get into office, you actually have to govern. Columbia Pike transportation is a major issue for the County, whether or not the streetcar project goes ahead. Merely shutting down the streetcar project is not good enough. That doesn’t actually solve anything in and of itself.

***
A related issue is the ongoing renovation of the Pike to make it more pedestrian-friendly. Bike lanes are not considered feasible on the Pike, but the County still needs to improve the pedestrian infrastructure along the Pike. The sidewalks along the eastern end, at the site of the former Navy Annex building, are horrendous. Pedestrians have to walk just inches away from the speeding traffic (and yes, much of the traffic moves faster than the posted speed limit, surprise surprise). Some work is going on with the western end, but at this pace, it will take years before the County is able to renovate all of the sidewalks and crosswalks (and various signals).

Another issue is the land swap between Arlington and the DOD in regard to Arlington National Cemetery. DOD wants to take over Southgate Rd. so that the Cemetery can add the former Navy Annex site to the Cemetery and create a contiguous area. In return, Arlington would receive unspecified land, perhaps from the former parking lots on the south side of the Pike. The plans were also complicated by the streetcar project, because Arlington wanted to straighten out the route of the Pike, to the east of the former Navy Annex site.

Is the County still interested in realigning Columbia Pike now? Would they want to do this to future-proof the eastern end of the Pike, in case there is a revival of the streetcar project years later? The Dulles Toll Road and the Wilson Bridge were built with provisions for a future transit system passing through them. Why not Columbia Pike as well?

The decision to realign or not realign will affect the proposed land swap, which still hasn’t taken place. DOD wants to move forward at some point, because they need the extra space for the expansion of the Cemetery. Arlington could still have interest as well, because they would receive land that can be used for a proposed museum or memorial to the old Freedmen’s Village.

***
The aquatics center is also separate from the streetcar. That is on hold, pending a deal to find additional funding, perhaps through a naming rights deal or as part of a DC/Arlington Olympics bid. They have promised an update on the status of the project by next summer or fall.

[PotomacCyclist]

@chris_s 100080 wrote:

Except some WERE anti-transit. Many weren’t, true. But I totally get why some other streetcar supporters paint with a broad brush. When many of the antis are spreading misinformation in snappy soundbites, it’s easy to get frustrated and start getting sloppy yourself to try and make your own argument soundbitey.

And some are anti-any-gov’t-spending. I heard and read a lot of this, so I’m not making this up. Does this characterize a majority of the streetcar opponents? I have no idea, but I know it applies to at least some of them. I also know, from the detailed poll results, that opposition to the streetcar was far greater in the far northern neighborhoods of Arlington, while people who actually live along the Pike voted in favor of Howze this month (by an admittedly narrow margin).

[DismalScientist]

@mstone 100079 wrote:

There are no other viable higher capacity options for the route. The choices are streetcar or the current bus system. Streetcars manage to work in other places, it’s never been clear why opponents were convinced it couldn’t work here. It’s fair to say it’s anti transit because the other options being floated are disingenuous fantasies floated by transit opponents to muddy the waters and give moderates something to latch on to. Metrorail was never going to happen, BRT was never going to happen, and even bus improvements are unlikely and definitely not a game changer. So if this isn’t anti transit, what transit options are left on the table?

Where do street cars manage to work (and be high capacity)? I don’t see how rail in a nondedicated right of way can ever be significantly better than buses when there is significant traffic. (I agree that the BRT comparison is BS.) The current bus system has less average wait times than the streetcar would. Do you think people would wait for a streetcar if the bus arrives first?

The only high capacity system that might work is Metro, either above or below ground.

[chris_s]

@PotomacCyclist 100084 wrote:

The trail from Long Bridge Drive (near Long Bridge Park but not actually connected to the park) to the Humpback Bridge and the MVT is part of the Boundary Channel Drive interchange project. The plan is to redesign and renovate the interchange among I-395, Boundary Channel Drive and Rte. 1. I’m not sure if Arlington has been able to clear the plans with DOD, who has objected to other trail routes along the Pentagon Lagoon. The new trail route would move the path a bit farther away from the small DOD building on the lagoon. (There is minimal security for the building, and anyone can access that area today, by car, bike or foot, so I’m not sure what the security concerns are.)

In addition to the humpback connection that may come about from the Boundary Channel interchange, there is ALSO a planned trail connection directly DIRECTLY into the park from the MVT. It was originally part of the Gravelly Point EA, then it got dumped into the 14th Street Bridge project EA. It is still ostensibly tied to completion of the park which is ostensibly tied to completion of the Aquatics Center. Back when the Aquatics Center supporters were beating the drum hard, the mantra was “complete and connect” referring to building out the rest of the park and connecting it to the MVT. When it got lumped into the 14th Street Bridge study, they said basically ‘why go just across the GW parkway? why not build the connection onto the side of the Long Bridge and connect all the way to DC?’ so who knows where this thing is going to shake out. You can see some renderings at the Long Bridge Study website.

[Drewdane]

@Starduster 100071 wrote:

We who are cycling advocates will have to deal with the same elected officials, who from this point forward, as a whole, might require more convincing that *our* desires aren’t frivolous.

And for the objectives we want, we have to have good relations with our neighbors in the region. The way this decision went down did *nothing* for that.

That doesn’t really answer my question, but thanks.

[Steve O]

@DismalScientist 100086 wrote:

Where do street cars manage to work (and be high capacity)? I don’t see how rail in a nondedicated right of way can ever be significantly better than buses when there is significant traffic. (I agree that the BRT comparison is BS.)

Philadelphia has a 100-year old trolley system. Part of it is underground and separate, but in West Philly they run on the street in mixed traffic. And they have been doing so for 100 years without much trouble.

I once watched a trolley get blocked by a parked car that was just a little too far out. All the streetcar opponents here in Arlington were screaming that this would be a regular occurrence and totally unsolvable. Well, in Philadelphia what happens is all the men come out of the trolley, lift the automobile that is in the way, move it over, and get back on. Takes less than a minute, and off they go. If there aren’t enough on the trolley then passersby chip in to help.
Of course, Philly is more of a blue-collar town. Here in white-collar DC everyone has to “think” of a solution, and they probably wouldn’t be able to think of that one.

[chris_s]

@Steve O 100098 wrote:

Philadelphia has a 100-year old trolley system. Part of it is underground and separate, but in West Philly they run on the street in mixed traffic. And they have been doing so for 100 years without much trouble.

I once watched a trolley get blocked by a parked car that was just a little too far out. All the streetcar opponents here in Arlington were screaming that this would be a regular occurrence and totally unsolvable. Well, in Philadelphia what happens is all the men come out of the trolley, lift the automobile that is in the way, move it over, and get back on. Takes less than a minute, and off they go. If there aren’t enough on the trolley then passersby chip in to help.
Of course, Philly is more of a blue-collar town. Here in white-collar DC everyone has to “think” of a solution, and they probably wouldn’t be able to think of that one.

Nobody who has seen Advance Towing in action has seriously thought that this would be a problem in Arlington.

[mstone]

@DismalScientist 100086 wrote:

The only high capacity system that might work is Metro, either above or below ground.

Metro is too high capacity, there isn’t enough density to support it. It requires separate right of way, which doesn’t exist above ground. So you’re seriously proposing a multi (4?) billion dollar subway for Columbia Pike? And think Vihstadt would support that option?

[PotomacCyclist]

@Steve O 100098 wrote:

Philadelphia has a 100-year old trolley system. Part of it is underground and separate, but in West Philly they run on the street in mixed traffic. And they have been doing so for 100 years without much trouble.

I once watched a trolley get blocked by a parked car that was just a little too far out. All the streetcar opponents here in Arlington were screaming that this would be a regular occurrence and totally unsolvable. Well, in Philadelphia what happens is all the men come out of the trolley, lift the automobile that is in the way, move it over, and get back on. Takes less than a minute, and off they go. If there aren’t enough on the trolley then passersby chip in to help.
Of course, Philly is more of a blue-collar town. Here in white-collar DC everyone has to “think” of a solution, and they probably wouldn’t be able to think of that one.

We did something like this at a local concert way back when. When our group returned to the parking lot, we found the van completely blocked in by cars. It could have been a very long wait for those other drivers to move those cars. So all of us helped to pick up a car or two and move them out of the way. None of us were extraordinarily strong. If you get enough people, it’s possible.

[Raymo853]

As someone that bikes, drives or buses Columbia Pike from Walter Reed into town every weekday morning, I was not looking forward to the street car construction regardless of which mode I was using. It is a mess right now and IMO there is only one way to really fix it and it will cost a lot more than $333 million.

All the businesses, apartments and older houses too close to the road have to taken via eminent domain and razed. (Yes that includes the Arlington Draft House) Then a well thought out corridor with dedicated bus & light rail lanes, bike lanes, proper sidewalks and car lanes be made.

[mstone]

@Raymo853 100124 wrote:

All the businesses, apartments and older houses too close to the road have to taken via eminent domain and razed. (Yes that includes the Arlington Draft House) Then a well thought out corridor with dedicated bus & light rail lanes, bike lanes, proper sidewalks and car lanes be made.

You understand that politics is the art of the possible?

[dasgeh]

@PotomacCyclist 100084 wrote:

The trail from Long Bridge Drive (near Long Bridge Park but not actually connected to the park) to the Humpback Bridge and the MVT is part of the Boundary Channel Drive interchange project.

Correct, but this is a separate project from connection Long Bridge Park to the MVT (and possibly DC) in connection with the CSX bridge renovation/rebuild. This could be really awesome, especially if we get ped/bike facilities all the way to the Mandarin Oriental.

[baiskeli]

@Steve O 100098 wrote:

Of course, Philly is more of a blue-collar town. Here in white-collar DC everyone has to “think” of a solution, and they probably wouldn’t be able to think of that one.

In DC they’d worry about getting sued by the car owner (and that might even happen).

[Author]

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