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WMATA: Agencies fantasy map |
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Posted by Sand Box John on Tue May 27 10:59:12 2008 Looky what I found in a press release at wmata.com:Metro 2030 from; What WMATA is really suggesting Note: The doted lines on the map. See page 15 of WMATA Rail Capacity Presentation (423 KB PDF file) dated 04-18-2008. Here’s one that's more ambitious from; Greater Washington Transit Future: a multimodal fantasy map Here’s one that's even more ambitious from; Greater Baltimore & Washington Transit Future version 2 The ambitious ones kind of looks like my metrorail only fantasy map John in the sand box of Maryland's eastern shore. |
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Re: WMATA: Agencies fantasy map |
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Posted by Forest Glen on Tue May 27 11:20:15 2008, in response to WMATA: Agencies fantasy map, posted by Sand Box John on Tue May 27 10:59:12 2008. Service to Dulles and Georgetown finally gets Metro service. Union Station has a second line. The only thing that doesn't make sense is that the Yellow Line has two southern terminals. This new route may not benefit Blue Line customers since it circumvents the heart of the city (kinda like the 63rd Connector). Regardless, the majority of the changes are for the better. Another fine job by the WMATA. |
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Re: WMATA: Agencies fantasy map |
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Posted by Mirai Zikasu on Tue May 27 17:46:51 2008, in response to Re: WMATA: Agencies fantasy map, posted by Forest Glen on Tue May 27 11:20:15 2008. Yes, their imagination and skill with Photoshop and MS Word are unlike any other. |
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Re: WMATA: Agencies fantasy map |
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Posted by Mirai Zikasu on Tue May 27 21:24:52 2008, in response to WMATA: Agencies fantasy map, posted by Sand Box John on Tue May 27 10:59:12 2008. It's interesting to see how the different maps approach expansion, though I'm not quite sure if any particular one looks ideal. The WMATA plan seems more likely than the Greater Greater Washington ones as it offers Metrorail expansion rather than counting on MARC and VRE to improve their service and does something productive with the Blue Line given WMATA's plans to reroute some Franconia-Springfield trains to Greenbelt via the Yellow Line bridge. What looks best in WMATA's plan is constructing the new trunk line through the city that would become the new Blue Line. Taking into account that the current Orange/Blue Line is congested and will probably become even more jammed if more people start using public transportation (not to mention what will happen when the Silver Line is finally up and running), a new trunk line through the city--and one that includes both the busy area north of Farragut Square and destinations like Georgetown and the H Street NE Corridor--would hopefully help to alleviate congestion on the current trunk and facilitate travel to those destinations.I just wish WMATA's plan for the Metrorail was more ambitious to complete projects before 2030. Twenty-two years is a long time to complete projects given the current problems regarding energy and the area's horrific traffic. |
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Re: WMATA: Agencies fantasy map 'correction' |
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Posted by Sand Box John on Tue May 27 23:29:20 2008, in response to WMATA: Agencies fantasy map, posted by Sand Box John on Tue May 27 10:59:12 2008. Correction:The Greater Washington Transit Future: a multimodal fantasy map description page was incorrectly linked. the correct page is here, the accompanying map is here. John in the sand box of Maryland's eastern shore. |
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Re: WMATA: Agencies fantasy map |
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Posted by Sand Box John on Wed May 28 00:42:07 2008, in response to Re: WMATA: Agencies fantasy map, posted by Mirai Zikasu on Tue May 27 21:24:52 2008. It's interesting to see how the different maps approach expansion, though I'm not quite sure if any particular one looks ideal. The WMATA plan seems more likely than the Greater Greater Washington ones as it offers Metrorail expansion rather than counting on MARC and VRE to improve their service and does something productive with the Blue Line given WMATA's plans to reroute some Franconia-Springfield trains to Greenbelt via the Yellow Line bridge.The inclusion of MARC and VRE on the Greater Greater Washington multimodal fantasy map are not improvement of the existing services provided by those agencies. They simply added the MARC and VRE lines to the WMATA metrorail map along with the light rail lines proposed by The District of Columbia and Maryland. Version 2 includes MARC improvement discussed in my post MARC: Long range expansion plan (2010 - 2035) along with other improvements light rail/ Bus rapid transit and heavy rail rapid transit in Baltimore. What's mysteriously missing in the first map but included version 2 is the light rail line proposed along Columbia Pike in Arlington Virginia. What looks best in WMATA's plan is constructing the new trunk line through the city that would become the new Blue Line. Taking into account that the current Orange/Blue Line is congested and will probably become even more jammed if more people start using public transportation (not to mention what will happen when the Silver Line is finally up and running), a new trunk line through the city--and one that includes both the busy area north of Farragut Square and destinations like Georgetown and the H Street NE Corridor--would hopefully help to alleviate congestion on the current trunk and facilitate travel to those destinations. I have yet to figure out why I am the lone voice that believes that the Blue Line east west trunk route (M Street subway) should only be considered after WMATA has procured sufficient rolling stock to dispatch 8 car train at 90 second headway (39 TPH in each direction) on the existing trunk segments of the system. The train control and signaling system is designed to accommodate 90 second headway on full length of all routes in the system. WMATA presently advertises 180 second headway (19 TPH in each direction) on the existing trunk segments of the system. The train that are run today at 180 second headways are a combination of 6 and 8 car train. WMATA doesn't have enough rolling stock to run all 8 car trains on 180 second headways. Either the promoters of the M Street subway know something I don't know that produced their conclusion that calls for a new east west trunk, or I know something they never bothered to code in to their computer model. I just wish WMATA's plan for the Metrorail was more ambitious to complete projects before 2030. Twenty-two years is a long time to complete projects given the current problems regarding energy and the area's horrific traffic. It took WMATA 35 years to build the existing 106 mile system. During the blitz construction years from the late 1960s to the early 1980s WMATA was putting $1 million a day into the ground. In today's dollars that doesn't seem like much, back then it was a lot. The proposed 23 mile Dulles Corridor Metrorail Project will increase the total route miles of the system by almost 25%. (phase I 11.6 miles East Falls church to Wiehle Avenue, phase II 11.5 miles Wiehle Avenue to VA-772 Ryan Road Ashburn) The largest single opening on the system was the 12 mile long National Airport to Stadium-Armory segment. The M Street subway is roughly 7 miles long. In my opinion the M Street subway will rival the Second Avenue Subway in both cost and engineering. Combined both will increase the mileage of the system 35%, That's a pretty hefty amount when you consider it took 10 years to build and open the first 6 phases that totaled 33.5 miles during the boom construction years. John in the sand box of Maryland's eastern shore. |
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Re: WMATA: Agencies fantasy map |
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Posted by Sand Box John on Sat May 31 20:45:21 2008, in response to Re: WMATA: Agencies fantasy map, posted by Mirai Zikasu on Tue May 27 17:46:51 2008. Yes, their imagination and skill with Photoshop and MS Word are unlike any other.WMATA's desk top computers do not have Microsoft Word installed on them. They have chosen to deploy Corel Office. WMATA does use Microsoft Power Point. John in the sand box of Maryland's eastern shore. |
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Re: WMATA: Agencies fantasy map |
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Posted by Dupont Circle Station on Sun Jun 1 02:03:29 2008, in response to Re: WMATA: Agencies fantasy map, posted by Sand Box John on Wed May 28 00:42:07 2008. There is way more office space between I and P Streets these days than existed/was envisioned when the system was designed. The residential density between Dupont and Logan also has skyrocketed. The only crosstown transit between Georgetown and the business district is the G2 bus on P Street (either transfer to the Red or Green/Yellow for downtown). If you're going between Union Station and a destination North of Metro Center and east of Connecticut Av, your options are either the Red Line (maybe a transfer to the Blue/Orange for McPherson or Farragut) or the D6 or Circulator bus and hoofing it. A new crosstown trunk in M makes sense to reduce the load on the existing lines with a routing that is convenient for where people are going to and from today.I would add a southward continuation from the Red line in Wisconsin Av from where it currently heads east around Van Ness to a junction with the new Crosstown at Georgetown. (Allowing trains to head both to downtown or Virginia). Also include a rail connection between the Red and the Crosstown south of Dupont in addition to the Blue/Orange. |
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Re: WMATA: Agencies fantasy map |
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Posted by Sand Box John on Sun Jun 1 09:47:07 2008, in response to Re: WMATA: Agencies fantasy map, posted by Dupont Circle Station on Sun Jun 1 02:03:29 2008. I would add a southward continuation from the Red line in Wisconsin Av from where it currently heads east around Van Ness to a junction with the new Crosstown at Georgetown. (Allowing trains to head both to downtown or Virginia).Did you look at the WMATA Rail Capacity Presentation (423 KB PDF file) dated 04-18-2008? More specifically page 12 (PDF file page 15). The map on that page shows what look like provision for a future route up Wisconsin Avenue west of the Georgetown station. The provision only allows movements between the Red line and the M Street subway to the east, no provision for movements between Red line and Virginia. I did a search of WMATA's web site for details on that map and came up empty. Also include a rail connection between the Red and the Crosstown south of Dupont in addition to the Blue/Orange. It is my understanding that the Longfellow station on the M Street subway will have a paid area transfer tunnel connecting to the Farragut North station. The middle of the platform of the Longfellow station is under Connecticut Avenue. I am guessing that the transfer tunnel will end up being built under the pocket track north of the Farragut North station and will emerge into Farragut North station through an opening in the north end of the platform. There is no room to build the transfer tunnel above the pocket track north of the Farragut North because of the presents of the chill plant and the traction power substation north of the L Street entrance mezzanine. The full length M Street subway west of 16th Street to Rosslyn will likely be built in the bed rock. The bottom of the existing Red line tunnels at M Street are roughly 10' blow the top of the bed rock line. The line and stations along the M Street subway will likely be built in an island platform configuration leaving little room in the M Street easement for the additional flying junction tunnels between the A route Red line and the M Street subway. It will likely be even more tricky then the building just the flying junction between the A route Red line and the C route Blue Orange lines. There is barely enough room along I Street to put in the Red line south to Blue Orange line east tunnel. There is enough room along Connecticut Avenue for the flying junction tunnels. The interesting thing about the map on page 15 of the WMATA Rail Capacity Presentation is it creates a return loop through the urban core for trains coming from and returning to Virginia (Blue, Orange, Silver and Yellow). I edited my track schematic to show what the system might look like. If you would like to see it I will post it. John in the sand box of Maryland's eastern shore. |
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