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A new heavy rail line is currently underconstruction connecting the existing orange line at Falls Church with Tysons and then out to reston, dulles and just beyond.
There is consideration being given to LRT on Columbia Pike in Arlington, which is a much more natural LRT corridor. Thanks good stuff; I used to spend a lot time in Reston and imagine the Metro speeding past the cars stuck in traffic on the Dulles tollroad will make quite an impression. 4 stops in tysons (and yeah, it is that big, though the stops wont be that far from each other) two I think at Reston, one at Herndon, one at the airport, and several in Loudon county past the airport. Sorry to bug but one other question; it seemed in reading this line would either link with the orange line for transfer or then express into DT DC; is that the plan?
I believe the main reason Dulles wants an underground station is that it can be built closer to the terminal than an above-ground station can be. They keep throwing around the idea of linking the Norristown High Speed line (which I believe is technically light rail) into a new spur to funnel into KOP and integrate with some of the higher density mixed use development being constructed. To me this is where faster and slower options linked could help really integrate and tie transit firmly into these newer more dense satalite CBDs that are doing a better job at mixing in residential etc.
But something seems wrong with this picture – the experience of actual transit operations doesn't seem to jibe with the predictions and the claims. However, forecasting procedures for Alternatives Analysis studies for totally new major transit investments (New Starts) are prohibited from doing so.
Even before initiation of the MetroRapid "BRT", for example, Los Angeles's Wilshire transit bus corridor routinely experienced daily flows of more than 50,000 rider-trips per weekday. But consistently repeated examples of transit mode performance can suggest patterns helpful in planning analysis and decisionmaking. 135 million per year to 270 million, mainly because of the introduction of the MetroRail system. In 1996, ridership on the Route 18 Shirley Busway buses had plunged to 2,350 weekday rider-trips.

Taken as a whole, Pittsburgh's three busways were forecast to attract a total of approximately 165,000 weekday rider-trips. In reality, only 55,000 daily rider-trips have actually materialized some 25 years from the opening of the region's first busway. LA's Harbor Transitway "BRT" service parallels Blue Line LRT in similar corridor, providing fast bus service with much shorter peak-period headways.
In terms of cost-effectiveness, the Harbor Transitway "BRT" has been distinctly unsuccessful.
For comparable length and level of service, LA's Blue Line LRT attracts more than four times the ridership of the parallel Harbor Transitway "BRT". However, it must be emphasized that the two lines serve corridors with dramatically different characteristics. The Orange Line busway operates in a much more mature transit corridor with a population within 0.5-mile of the line 42% greater than that along the Gold Line. In addition, the Orange Line serves at least 40% more major activity centers than does the Gold Line. Gold Line, with its denser and more transit-favorable corridor features factored in, the Orange Line busway should have been carrying about 24,500 rider-trips by April 2006.
In Dallas, ridership on a new rail line was three times greater than ridership on an express bus that used the same route.
The performance records of numerous examples of LRT and "BRT" systems in actual operation should speak for themselves. With over 31,000 daily rider-trips, Minneapolis's Hiawatha LRT line has exceeded ridership forecasts 15 years early. American Bus industries), about to be operated on the new "Orange Line" busway of the Los Angeles County Metropolitan Transportation Authority (LACMTA) in the San Fernando Valley.
One of these NABI buses was used as a backdrop for an MTA Earth Day press event this past spring, which I attended. It will utilize the Dulles Toll Road median, except at Tysons, where the line will be elevated (to save money vs a tunnel) with four stops.

Its called the Silver line, and actually only phase one (to Wiele avenue in Reston) is UC now. But then again the planning commision thinks there will be a Tysons population of 200K by 2050; seems agressive but would be impressive and if it gets to that population and with all the offices they would get used.
4 stops is a lot right now, but they're thinking that in the future, all 4 will be built up and the area will be walkable.
They can't express into DC because Metro was built with only one track in each direction, and upgrading that would take billions more dollars. This could really help eleviate traffic on the Dulles Tollroad and Leesburg pike too; even from folks commuting into Tysons. But THAT would have meant building a tunnel, and would have made the whole project much more expensive. This line would link with commuter rail closer into the city along the main line of Philly but to me the DC developments seem like they could benefit more to use a modest length LR system to connect the developments in places where the Metro is expanding (ie Tysons, Gaithersburg, maybe even Reston). It has a low floor except the rear of the trailer, with a slight floor hump over the articulation joint. Crowding is frequently a problem on even the most advanced buses because of limited interior space. Given the distances and need for speed, the lack of continuous pedestrian oriented comm development along any particular commercial artery, the high density of the whole corridor, the availability of the highway median, and the lack of an arterial with space for an LRT line, the decision to go heavy rail with relatively few stops seems like a no brainer.
Phase 2 (reston to Loudon) is controversial - the counties have threatened not to fund it if an extra 300 million is spent for an underground station at the airport, but the airports authority (which is actually building the thing - they are providing the righ of way in the toll road, which they own) is insisting on an underground station at the airport.
Will the Reston station be walkable into the town center as well; am curious how far the walk would be if the station is in the Tollroad median.
As more recently, has been the Tysons elevated vs tunnel issue - there were folks with Tysons tunnel lawn signs and all that - it was a big fight.

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Comments to «Light rail vs cars»

  1. Smack_That writes:
    -27 gauge track or the new.
  2. PARTIZAN writes:
    Trains get a Class 1 air brake and other transit-related.