I haven't released PDFs, but if you shoot me an email at thegreatermarin (at) gmail.com and I can send you one.
If you are *really* interested, there are posters available, too.
Silver Spring is listed as a stop on several timetables for the Capitol Limited
In a slightly different universe, Alexandria would have sported a large station functioning as a sort of Washington South Station. The area where the Carlyle is now (which used to be a large Southern facility) was ideal for a stub terminal for service south and west of Washington, but not cut off available trackage for through service to points north.
I wish there were a way to download PDF copies of these maps. The renderings on line are not readable and there are blocks against seeing them at some of the links I would be happy to pay for access to them.Most of Metro's lines are expandable. For example, at New Carrollton there is a bumping post after the yard lead. That track could extend to Bowie some day, possibly out US 50. The Glenmont could be extended to Olney.
At the Pentagon, at the outbound end of each level is a tunnel stub for the Columbia Pike line. It was never built but it was planned.
The WB&A right of way is largely intact in some areas. Some parts have become rail trails and other parts are just idle.
The Purple Line could be extended from Bethesda to Georgetown via the same Georgetown Branch line. From there it would be possible to use the Cabin John trolley right of way through Glover Park to reach P and Q Streets and head to Dupont Circle, as trolleys once did years ago.
The Rockville trolley right of way is largely intact, although I suspect the private school and the country club located along that line would not appreciate having it revert to rail transit again. History does repeat itself. The DC Streetcar runs on the same route as the #10 trolley (Kenilworth to Rosslyn) and the #12 trolley (Seat Pleasant to 15 & New York Avenue). The proposed line from Calvert Bridge to Anacostia largely duplicates the #92 line to the Navy Yard. It continues over the 11th Street bridge to Anacostia. I remember seeing the abandoned conduit tracks on the old 11th Street bridge before it was replaced. Some pictures of the Knickerbocker Theater disaster of 1922 show cars with two poles at each end. These used to run to Anacostia. Hopefully they will not use double overhead wire this time.
Unfortunately, I have to agree with this. Eric's responses were mostly an epic fail and not impressive.
OK, it was the wee hours.
I’ve wished for a commuter train from DC to Annapolis (and beyond) ever since I moved here 12 years ago. In fact, I don’t understand why Metro keeps expanding outward when it seems like a more robust commuter/regional rail system would make more sense for destinations like Dulles. Also, while I’m dreaming, it would be nice to have another major train station on the West side of downtown.
Silver Spring must have been added between 1921 and the 1940s, because it was a stop for the Capitol Limited (one of B&O's highest profile passenger trains), Columbian, and Cincinnatian, among other trains. In fact, one of the Columbian's two consists had a car named Silver Spring (crew dorm, baggage, and coffee shop car). The Cincinnatian is also the train where President Truman supposedly would board at Silver Spring instead of Union Station to avoid press; Historic Montgomery even has a big cardboard cutout of Truman to be all proud of the importance of the station.
That's all said to say that (1) there was at least one stop between DC and Martinsburg (IIRC, Harper's Ferry was a stop for the Cincinnatian by the 40s) and (2) that, as Another Nick implied, schedules changed over time (alas, Amtrak's Capitol Limited stops now at Rockville rather than Silver Spring). OTOH, I'd be interested in taking it to Cleveland (wife's family), but it stops there in the middle of the night now.
Supervisor Hudgins' hate of autos - She's closed roads?
more auto accidents near the high school (and maybe more bike accidents as autos swerve to avoid each other). - Is this typically (ever) a problem on two-lane roads? C'mon now.
STILL NEED those sidewalks even if it's so much cheaper just to paint lanes in the road. - I live off South Lakes too and this is a great point! Let's build sidewalks (as well)!
It will be interesting to see how Metro expands after the Silver Line is completed.
Well, what will happen is that we remain stuck in crowded trains and on crowded roads while politicians fight slowly over the solution to the problems in Rosslyn.
Meanwhile, what should be happening is that we start separating the OR/SV/BL and the YL/GR lines in DC, while expanding all lines to SV: Leesburg, OR: Warrenton, BL: OR/SV via Fairfax City, YL: Woodbridge/Manassas, GR: Waldorf, BL: not sure, Upper Marlboro?, OR: Annapolis, GR: BWI/Baltimore, RD: Columbia and RD: Frederick with a new line roughly along US-50 from the Mall to South Riding/Aldie.
I doubt the Silver Line will be the end. Based on how the DC area is growing, we should have more lines coming in the future along with more robust light rail and commuter rail.
I am working on a similar piece for Saint Louis. I tried to figure out service levels but, honestly, trains were so damn slow it didn't make much difference. The slowest coal trains in Saint Louis were about 18mph, almost all trains were in the mid-20smph, and a few expresses hit 35mph. I think one got above 40.
As for trips per day, that was also kind of a toss-up. Half-hourly service was exceptionally rare for intercity trains, but hourly hardly seems worth indicating. At the scale of this map - the scale of the Official Guide - intramunicipal rail service was not advertised anyway unless you were PRR and could afford the luxury.
Along Route 1/Richmond Highway there are more and more mixed use places and smart growth while on each side of the route, some pockets of suburbia are slummy.
Maybe a new name will emerge for places like this - neoburbs?
Heck, the only way the passenger lines were actually making money was with milk, mail, and express service, which was just freight rates going into a different column in the accounting ledger.
There's some debate if they were ever profitable, or even could have been in the first place. The regulatory world was a nightmare. For example, a trip of 100 miles counted as a full day's work for a crew, regardless of how many hours that actually took, with overtime on top of that. If you had a crew working a train going 100 mph for eight hours, you'd end up paying out a day's wages for the first hour, then seven hours of time and a half. Are you interested in high speed service and long distance routes with those sorts of labor costs?
The Washington-Alexandria-Mount Vernon Electric Railway was amazing with its regular service. If you were in Alexandria, you could get down to Mount Vernon with ease and it was the first mass transit in the region with a regular am and pm schedule.
Traffic Watchers: The New Healthy Transportation plan, which allows you to walk AS MUCH AS YOU WANT, and also gives you a generous number of auto miles each week.
"I found it easy to save my auto miles for the Sunday drive into the country, while feasting on free walk miles during the week. My collisions are down 20%, and I look and feel better! The weekly meetings were fun too!"
Many rail connections are now considerably slower than half a century ago.
The example one, the Ma & Pa, took four hours to cover 77 rail miles, between two points that were about 45 miles apart in straight line miles. It made 55 stops along the way.
That's practically a dictionary definition of slow and meandering. So:
But some of the rail links here, such as on the H&F, actually saw improved travel times when the day the service was converted to buses traversing public roadways.
Greyhound'll get you there in an hour ten.
Very true - the "named" trains (still running under steam!) , as well as some electric lines like the WB&A eclipse what's common today - I recall a particularly pokey trip back from Charlottesville on the Cardinal a few years back.
How long would you expect it to take to get to the rally site -- let's say 4th & Pennsylvania, since the stage is at 3rd but you're unlikely to be able to get that close?
Even right now, at 130pm on a weekday, Citymapper suggests you'd be at least as well off walking as taking Metro. It's a 15-minute walk, or it'd take 18 minutes to ride the Red line to Gallery Place, the Green to Archives, and walking from 7th St---and that's without dealing with crowding and traffic jams at the escalators and faregates.
The advice that if you're not already in the system you can save time as well as money by just walking along the road that goes directly there is not unreasonable even at normal volumes.
I've lived off South Lakes for over 10 years. I drive, take the bus, bike, run and walk all the time here so I'm intimately familiar with the geography. I have also seen the difference that the Soapstone bike lane conversion has made and would expect similar results for a South Lakes conversion.
Turning Soapstone from a 4 lane road to a 2 lane with bike lanes, has reduced speeding, improved visibility and generally made it safer for all. I can honestly say accidents are down because of the changes. You notice these things when you're stuck in your car waiting for the paramedics to finish up. It's true there isn't a ton of bikes at any given time. Part of that is because roads connected to Soapstone can be treacherous for bikers. The bike lanes have also added the option for pedestrians to span sidewalks gaps avoid wooded paths which are dark at night or detour from the destination.
The lack of sufficient sidewalks has always confused me considering how much use the corridor gets. Will the proposed plan for South Lakes improve the corridor over all? From personal experience, yes. Will it be considered an amenity even if some residences never use it? Absolutely! I do see the concern over the ability to pass school and connector buses. This is probably the biggest hurdle to overcome for rational stakeholders. Then again, people shouldn't be speeding past a bus as passengers disembark. As Hellen Lovejoy frequently asks the citizenry, "WON'T SOMEBODY PLEASE THINK OF THE CHILDREN?!"
The Federal Housing Agency would offer a mortgage insurance guarantee — a critical piece of financing — for segregated projects.
It was worse than that. As Rothstein explained in both the book and his talk, the FHA would guarantee only segregated projects. Integrated projects were ineligible for FHA mortgages. He offers examples of integrated projects that failed because they could get FHA guarantees.
Read the book, people, It's one of the most important books of the past few years.
slow and meandering
Certainly, there was more passenger service. Not sure it was "robust" though. Remember, these rail lines went out of service. A key thing to know about this era, and not mentioned in this article, is that railroads were regulated heavily by the Interstate Commerce Commission and could not just shut down a passenger line if they wished. Indeed, one of the main thrusts of regulation was to preserve passenger service, as railroads made more money on their freight lines. (Broad statement, I know, and certainly some passenger lines were profitable.)
Re: the Yglesias quote. It's amazing how in much of America, freedom is seen as exclusionary--freedom from big buildings, the freedom from other people, the freedom from bicycles obstructing your commute. We are a society rooted in fear, which is a sign of a deep sickness.
The obvious solution to overcrowding is to run more trains
Only if the actual solution to overcrowding is capacity on the trains.
Not, say, throughput at the escalators into the station, at faregates, and in general platform loading space. The problem isn't fitting everyone into a given train. The problem is getting everyone into the station.
If the car had driven itself into a fallen rock below a cliff, would we blame the boulder?
That's fairly absurd because the rock has no agency.
Some of DC's most "gentrified" neighborhoods are also some of the most diverse... Columbia Heights, U Street, Shaw, H Street, etc. White gentrifiers are perfectly happy to live near people of other races – it's our artificial scarcity of housing options that forces lower-income (usually minority) residents of those neighborhoods to the suburbs or exurbs.
Serious Question - As we're talking about density, do folks feel there is a maximum density that an area can support? I'm not asking if a particular area is AT that density, but sometimes I get a feeling that folks here are willing to support anything that raises density -- damn the torpedoes, full speed ahead! But in order to support density, an area needs things - roads, schools, appropriate transit, water, electricity, etc. These things aren't a given -- roads can only be widened so much, so many district schools are already overcrowded, if a road isn't big enough a bus can't fit down it, etc.
If what we're arguing about is a matter of degree, sure that's something to disagree about but realize that if we're down to a matter of degree we're not really THAT far apart.
What is admittedly VERY difficult to convey is the direct connectivity from any stop.
Some of these services were quite frequent and of course others were far more anemic, seeing under a half-dozen departures a day.
Yeah, I think this kind of thing is severely overlooked. Its one thing to look at the map and trace a line, but you definitely weren't getting on a train to Chicago at Rockville (oddly, you can do that today though), Gaithersburg, or even Brusnwick. None of those four trains made any stops out of DC until Martinsburg.
Or, like the Ma&Pa you mentioned, you'd have one or two chances a day, if it isn't Sunday.
"Whitehead's testimony was that GGW would support a 1,000 unit building with 600 affordable units on any site in the city"
Yes. He clarified that GGW is in favor of development because it can provide affordable housing and others may oppose development under the guise of wanting more affordable housing but their actual opposition is to new buildings.
That's why the council members are confused and needed clarity. Opposing new buildings ought to stand on its own but yeah people keep bringing up affordable housing.
Trying to tie that into a gotcha keeps muddying the waters. It's not nuance, it's just intentional confusion.
www.flickr.com/photos/52055881@N07/24... (5000×5000 pixels)
They are moving to Tusla and Phoenix and Atlanta?
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