The last of the alternatives to the CCT and the last stop along the Red Line's hypothetical extension to Germantown, this beast has a lot of far-reaching lines. Granted, the cost/benefit of some is a bit iffy -- particularly out to the Mouth of Monocacy -- but these lines largely provide recreational outlets moreso than commuter connections. Hence, the National Park Service might actually be a better candidate for funding than the Department of Transportation... granted, I'm not entirely sure how likely either would be.
View Germantown.kmz in a larger map
For reference, I've included the Corridor Cities Transitway (CCT, in light blue) below overlaid with my alignment (yellow):
View CCT-Germantown.kmz in a larger map
(cost, ridership) 1 = low; 5 = high
1, 3 - Damascus Line
Length - 11.25 miles
Maintenance - Old Baltimore, Kingstead, Soccer Plex
Southern continuity - Continues as Poolesville or Clopper Lake lines.
Northern continuity - Terminates at Damascus
Right up to Clarksburg, costs are low and ridership is high. The last two stations steal away a bit of both, but I just couldn't bring myself to leave Damascus unserved -- it's a tiny little burg with a bit of potential if it could clear out its parking lots.
(cost, ridership) 1 = low; 5 = high
2, 4 - Germantown Metro to Germantown Center
I can't help but be annoyed that Germantown's "center" and its MARC station are so separated, with little indication that the MARC station even exists... which is a shame, since I think it's a pretty station. This segment serves to unite these long lost partners. If the commercial properties redevelop with less parking, it wouldn't be a stretch for ridership along this segment to max out at 5.
(cost, ridership) 1 = low; 5 = high
1, 3 - Germantown Center to Century
This station essentially replaces the CCT's Cloverleaf station. It's located in the midst of offices, but residences are also nearby. A grade-separated shared use trail across I-270 could link the area with the CCT alternative that runs east, with the trail connecting into Seneca Meadows Pkwy & possibly extending along the CCT alignment as a shared use trail rather than a transitway.
(cost, ridership) 1 = low; 5 = high
1, 5 - Century to Kinster
To pull off its ridership of 5, there are two key traits necessary. First is bicycle connectivity to the west: that pulls it up from a 1 to a 2, reaching out to people along the Waters Landing loop. Second is an assumed park & ride at this location w/ direct links to I-270.
At the lowest end, the P&R would link from/to the SB ramp to WB Father Hurley Blvd... meaning an easy AM commute, but you'd have to U-turn at Crystal Rock Dr to get back to I-270 in the PM. At a higher end, the P&R might connect to NB I-270 by joining the transitway in the grade-separated I-270 crossing.
(cost, ridership) 1 = low; 5 = high
2, 3 - Kinster to Dorsey Mill
In general, I have the station along Dorsey Mill Rd to get it nearer to the large buildings on Milestone Center Dr. I figure that it's not a compelling difference for the residents on the north side of Observation whether it's on Dorsey Mill Rd or Observation Dr.
(cost, ridership) 1 = low; 5 = high
1, 3 - Dorsey Mill to COMSAT
A part of the CCT I agree with! I follow it spot-on, picking up the COMSAT stop along the way. I believe this is scheduled for some major redevelopment as per the rest of the Clarksburg area. I'm was pretty conservative in my estimate of density when calculating ridership, so there's a good chance this could get a 4 or 5 depending on how it redevelops.
(cost, ridership) 1 = low; 5 = high
1, 5 - COMSAT to Gateway Center
Despite the lack of stuff in this area per Google's satellite views, this stop has quite a bit going for it. On the one hand, I assume a park & ride here: the first of its kind along I-270. On the other hand, there's a high potential for higher-density redevelopment here given Clarksburg's track record. On on the third hand, on the other side of I-270 is a proposed massive-scale redevelopment that just about doubles Clarksburg's size. Shared use trails connecting into both COMSAT & Gateway Center would be critical for accommodating this development (grade-separated across I-270).
(cost, ridership) 1 = low; 5 = high
1, 4 - Gateway Center to Clarksburg
Here I leave the CCT behind for good. The CCT's last station is Clarksburg, but it keeps on going for an eventual connection into Frederick. Personally, I feel that even without the meandering in Gaithersburg, a BRT or LRT line all the way to Frederick would be a bit too hefty. Even my Leesburg Line is pushing it, but at least the Leesburg Line forms a new river crossing connection & has only a couple stops before Virginians reach the Metro station. Frederick, in my opinion, is best handled by MARC... or maybe a Red Line extension so long as it doesn't have any other stops, but egads that'd be a long line.
(cost, ridership) 1 = low; 5 = high
2, 4 - Clarksburg to Clarksburg East
A rather short haul across that's now the "center-ish" / "core-ish" area of Clarksburg, if indeed there really is one. It's at least one of the main routes, given Stringtown Road's connection to I-270.
(cost, ridership) 1 = low; 5 = high
3, 2 - Clarksburg East to Oak Ridge
If this line were to ever be realised: it'd more than likely stop at Clarksburg East... unless, perhaps, a park & ride were included in the Damascus area to pick up traffic traffic coming in from Frederick County. It's this long haul which results in a questionable cost/benefit, but as I said before: I just couldn't leave Damascus all alone.
Oak Ridge forms an interim stop, chosen for its proximity to recreational facilities, schools, and a not-too-horrendous distance from residences. Improved bike accommodations could significantly expand the station's reach.
(cost, ridership) 1 = low; 5 = high
3, 2 - Oak Ridge to Damascus
The station brings folks right into (or out of) the core... like I said, there's some potential to Damascus, if only it'd replace its preponderance of pavement.
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(cost, ridership) 1 = low; 5 = high
2, 3 - Leesburg Line
Length - 24.72 miles
Maintenance - Leesburg, Soccer Plex, Old Baltimore, Kingstead
Southern continuity - Loops around Leesburg.
Northern continuity - Continues as Damascus Line to north
Farmers be damned along this alignment... now don't get me wrong, I love farmers & agricultural: I'm from Lancaster County, after all. However, the fact is that rural land is cheap... regrettably cheap. That's what makes it a target for developers, and that's what made it a target for this alignment. I tried to follow contours where I could (take out erosion-fighting trees in the process), or I tried to do clean bisects to segment a field into pieces which could still be efficiently farmed; but in the end it's still taking land from the very people I'd sort of prefer to side with. Dibs on stalls at station-proximate farmer's markets might be a tempting lure, though, in addition to due compensation for purchasing land.
(cost, ridership) 1 = low; 5 = high
2, 2 - Germantown Metro to Germantown South
This segment is shared with the Clopper Lake Line. This continues the run parallel to MD 118 (Germantown Road), with a station near to some higher-density residences, commercial properties, schools, and recreational facilities.
(cost, ridership) 1 = low; 5 = high
2, 2 - Germantown South to Richter Farm
The crossing over both MD 117 (Clopper Road) and MD 118 (Germantown Road) is complicated, and could very likely necessitate at least 3 station platforms. Inbound trains heading toward the Metro would vie for priority in crossing the intersection, with those inbound from Richter Farm likely getting priority as they would have a dedicated phase; whereas vehicles from Northwest could move with MD 118's green. Outbound trains would similarly demand different phasing for crossing the intersection, potentially resulting in stacking.
I'm half-tempted to grade-separate the whole thing, but I don't have much space to bring it back to grade along Liberty Mill Road without wiping out a couple townhomes or significantly encroaching on the building & athletic field on the other side. However, grade-separation would let me nix the 15 MPH curves on each side of the station as well as the operational issues posed by the 117/118 signal. Any ideas?
(cost, ridership) 1 = low; 5 = high
1, 4 - Richter Farm to Soccer Plex
I don't think the maintenance facility surrounding the Soccer Plex's north side would have to be so large, but I highlighted it all, anyway. As for the alignment itself: this stop services a massive array of recreational facilities... all of them don't even fit within the 1/2 mile radius, there are that many. The Soccer Plex lots might potentially double as a permitted park & ride for traffic coming from Poolesville or Whites Ferry (though the former is addressed by the very next stop).
(cost, ridership) 1 = low; 5 = high
3, 3 - Soccer Plex to Poolesville
Round One of my blazing through farmland. There's not much to the alignment other than sheer distance. The Poolesville station is right in its core, and with some good bicycle treatments it could be accessible from every resident in its subrural reaches.
(cost, ridership) 1 = low; 5 = high
5, 3 - Poolesville to Riverside
I initially had this stopping at Poolesville, but while typing this post I figured I might as well make the jump into Leesburg. It's an expensive jump, but hey I'm not playing with real $$$ so why not give it a whirl. However, after dabbling about in Leesburg I came to realise something: this city has an even worse urban shape than Prince George's County. I'll admit I'm not too familiar with Northern Virginia, but I'd had a stereotype built up in my head of a more progressive urban-minded folk; but my two trips to Reston in the past few weeks & now this dabbling with Leesburg have thoroughly led me to wonder just what, exactly, Virginia's planners are aiming for.
The top-tier price for this segment comes from environmental impacts, the cost of bridging the Potomac, and utility impacts given that I follow power line right-of-way almost the full distance.
(cost, ridership) 1 = low; 5 = high
1, 2 - Riverside to Battlefield
Owing to Leesburg's apparent plan of "huge roads everywhere", the right-of-way for this was pretty easy. However, the low density results in low ridership. This station is really just to fill in the gap between Riverside & Outlook Mall... this station could probably be dropped initially.
(cost, ridership) 1 = low; 5 = high
2, 3 - Battlefield to Outlet Mall
I'm kind of saddened by the name I gave this, considering there's a perfectly good historic fort within easy walking distance. However, where's the ridership: the fort with a tiny parking lot, or the shopping center with the sea of asphalt? Bingo.
(cost, ridership) 1 = low; 5 = high
3, 3 - Outlet Mall to Leesburg East
This includes a grade-separated crossing of US 15. The Leesburg East station has the potential to enable lots of businesses to clear out the pavement; or at least redevelop & reorient their buildings. With the Washington & Old Dominion Trail but a short walk/ride away, this area has definite potential.
(cost, ridership) 1 = low; 5 = high
3, 3 - Leesburg East to Leesburg
It took me a bit of effort to locate what I think is the more traditional core of Leesburg: the town just sprawls out so much that the core has almost disintegrated. Perhaps a station such as this could help keep it alive, with this station & the last station providing opportunity to compare both old and new.
(cost, ridership) 1 = low; 5 = high
5, 3 - Leesburg to Cacotin
One caveat of more traditional grids, however, is that turning radii for a transit vehicle can be tricky... hence why I attempted to skirt around it a bit rather than diving right through along Market St or Loudoun St over to King St. The trek past the Madison House could include a shared use trail, improving connection between the Washington & Old Dominion Trail and the Cacotin station.
(cost, ridership) 1 = low; 5 = high
1, 2 - Cacotin to Linden Hill
I assume there must be something to the east of this station, but from only looking at the satellites: my assumptions are that there's nothing here. That means that my ridership is low, the alignment is along the side, and in the next segment I just cut directly across it. ...However, I suspect these assumptions aren't valid, as this area just cries "development".
(cost, ridership) 1 = low; 5 = high
2, 3 - Linden Hill to Schools
A lousy name, I know: Schools; but that does pretty well describe it, as by-and-large that's all that this serves. Non-school ridership is virtually zero, apart from those attending special events or recreating.
(cost, ridership) 1 = low; 5 = high
1, 2 - Schools to Godfrey
Dropping off a couple skips away from the terminal, this provides ready access to shorter-haul flights.
(cost, ridership) 1 = low; 5 = high
2, 2 - Godfrey to W-OD Trail
This won't see a huge amount of ridership, but it could capture some Trail users & could also pull in some residents from the neighborhood to the north as well as the more dedicated cyclists in the Ashburn area. That latter one might sound a bit of a stretch, but keep in mind that this provides access to a whole new connection over the Potomac; and being car-free might itself be a draw for a decent share of the Trail-using demographic.
(cost, ridership) 1 = low; 5 = high
2, 3 - W-OD Trail to Riverside
The transitway joins back with the power lines as it finishes the loop by returning to Riverside. Some extra trackage at the Riverside interlocking enables a separate line to be run as a circulator around Leesburg.
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(cost, ridership) 1 = low; 5 = high
3, 3 - Clopper Lake Line
Length - 2.14 miles
Maintenance - Old Baltimore, Kingstead
Southern continuity - Terminates at Clopper Lake
Northern continuity - Continues as Damascus Line to north
This is a tough stub to justify, and the ridership assumes there's a decent chunk of outdoorsy people opting to visit the lake. Nevermind that there's a ring of Gaithersburg stations on the far side... but at least this line takes you right to the waterfront.
(cost, ridership) 1 = low; 5 = high
2, 3 - Germantown South to Northwest
[Copied from G*Town South to Richter Farm]
The crossing over both MD 117 (Clopper Road) and MD 118 (Germantown Road) is complicated, and could very likely necessitate at least 3 station platforms. Inbound trains heading toward the Metro would vie for priority in crossing the intersection, with those inbound from Richter Farm likely getting priority as they would have a dedicated phase; whereas vehicles from Northwest could move with MD 118's green. Outbound trains would similarly demand different phasing for crossing the intersection, potentially resulting in stacking.
I'm half-tempted to grade-separate the whole thing, but I don't have much space to bring it back to grade along Liberty Mill Road without wiping out a couple townhomes or significantly encroaching on the building & athletic field on the other side. However, grade-separation would let me nix the 15 MPH curves on each side of the station as well as the operational issues posed by the 117/118 signal. Any ideas?
(cost, ridership) 1 = low; 5 = high
3, 2 - Northwest to Clopper Lake
Following a stream & terminating at a lake are certainly no help when it comes to environmental impacts... a bit ironic considering this line is intended to bring people closer to the environment in a more environmentally-friendly way. Nonetheless, this drops you off right at the shoreline: a great place for a picnic or recreation.
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(cost, ridership) 1 = low; 5 = high
2, 3 - Germantown East Line
Length - 2.62 miles
Maintenance - Middlebrook, Dickerson
Western continuity - Continues as Dickerson Line
Eastern continuity - Terminates at Germantown East
There's really not too much to this short line: it picks up workers & residents as part of the feeder into the Metro, with little else of interest to others.
(cost, ridership) 1 = low; 5 = high
2, 5 - Germantown Metro to Gunners Lake Village
This affords a rear access to the Dept. of Energy & could also be host to a decent park & ride -- assumed to replace what appears to be a car dealership on the northeast corner.
(cost, ridership) 1 = low; 5 = high
3, 3 - Gunners Lake Village to Middlebrook
I'm not entirely sure what that big facility is on the north side, but this stop helps to serve it. I assume it's probably some federal thingimajig. I'm not completely sold on this station location... I'm thinking of sliding it eastward to get it nearer to the commercial properties. No one likes to lug groceries too far, and it's probably best to keep shopping carts at the stores & not at transit stops. However, sliding it further east only reduces the need for the next stop...
(cost, ridership) 1 = low; 5 = high
2, 2 - Middlebrook to Germantown East
This final stop does a pretty good job of fitting the residents around here within its 1/2 mile radius, and with the widening & extension of Germantown Road on seemingly unending delay: perhaps the right-of-way will continue to be readily available.
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(cost, ridership) 1 = low; 5 = high
3, 2 - Dickerson Line
Length - 11.11 miles
Maintenance - Dickerson, Middlebrook
Western continuity - Terminates at Mouth of Monocacy
Eastern continuity - Continues as Germantown East Line
A lengthy line with naught much to show for it, this is more a heritage line focused toward recreation & exploring Maryland's rural tier rather than commuting. ...Although it could support a bit more density around its stops, should those little burgs opt to convert high-priced white dwelling units (HPWDU) into a more diversified village-like atmosphere.
...Though it could also be argued that half of the stations are right next to MARC stations, hence the need for a new transitway may be a bit questionable. What are people's thoughts: could this work together with MARC (lower-capacity but more frequent service at regular hours; and providing a couple new stops), against MARC (outright redundant), or should it replace MARC -- letting the commuter rail continue uninterrupted between larger cities?
(cost, ridership) 1 = low; 5 = high
2, 2 - Germantown Metro to Churchill
Shared use trails would extend in all directions: to Wisteria Dr, Ranworth Ct, Briarwick St, Lullaby Rd, and each direction along the rail lines. Indirect access would be provided to Little Seneca Lake, though the next stop drops people off at a bit more convenient of a location.
(cost, ridership) 1 = low; 5 = high
5, 2 - Churchill to Boyds
Environmental impacts pile on top of one-another in the development of this segment, with wetlands' defenders crying fowl. Heh... fowl... ha ha ha.... sorry.
(cost, ridership) 1 = low; 5 = high
2, 1 - Boyds to Barnesville
Perhaps the long-lost general store in Barnesville (why there are sun-bleached "No Parking" signs along a shoulderless & narrow Old Hundred Road) could return in all its former glory. There's also plenty of history to be had: some areas not far from these stations were important stops on the Underground Railroad.
(cost, ridership) 1 = low; 5 = high
2, 1 - Barnesville to Dickerson
This racks up some more wetlands impacts, but other costs are really quite low -- hence only a 2 instead of a much higher cost. However, ridership in Dickinson -- despite the tasty food at the local convenience store -- isn't particularly astounding: horses may very well outnumber people.
(cost, ridership) 1 = low; 5 = high
3, 2 - Dickerson to Mouth of Monocacy
This last stop is at one of the more beautiful places I've been to in the DC area, hence why I felt the need to take this just a little bit further from Dickerson. However, it's a bit pricey building this segment, and the ridership really isn't quite there. As lovely as it is, it's a long haul for a lot of folk throughout the county.
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Where we are thus far...
Click here for the Google Earth placemark of all the alignments thus far, noting that it may take quite some time to load. Next, I believe I'll return to the Glenmont side of the Red Line by introducing the lines out of Silver Spring. Given my recent preference for western MoCo, I might stick to the eastern side for a couple posts.
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Ir a lateral
A place to share whatever transportation stuff is on my mind...
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What Is This?
These are some conceptual transit lines I thought up for Montgomery and Prince George's Counties, located on the Maryland side of the Washington metropolitan region. They're intended to be at least moderately feasible & worth some serious thought; not just some zany pipedream that will never happen.
Everything I post here consists of little more than my own concepts & ideas. While I work in the transportation industry, that doesn't mean I have diddly-squat of power. If you don't like something here: don't fret, this isn't anything official. "Power" comes from those in charge of the agencies I work for; their power comes from elected officials; and their power comes from you. If you like something here, tell your elected officials.
The reason I post stuff here is to encourage feedback: what's right; what's wrong.
For the residents...
Did I just take your entire yard, bulldoze your house, or locate a maintenance yard on your family farm? Will this improve your commute, boost your home values, or help your kids reach leisure destinations without needing you to cart them around?
For the businesses...
Did I run your business to the ground, raze it entirely, or take away its parking spaces? Will your business see a boom from pedestrian traffic, a chance for redevelopment, or a savings from complying with parking requirements?
For the environmentally-oriented...
Did I flatten a cultural landmark, place rails on top of your favorite lazy-day hang-out, ravage a beloved forest, or transform a pristine stream into a major transportation route? Will the line be context-sensitive, discourage car usage, or provide eco-friendly access to outdoor activities?
For the transportation gurus...
Are curves or meandering routes wreaking havoc on travel times? Is there a frivilous station, or perhaps a forgotten generator in need of one? Is it all just too horrendously expensive? Will a junction or interlocking wreak havoc on operations? Is maintenance borderline impossible?
For everyone!
Let me know! But if you have disagreements, at least offer some alternatives. This isn't a "you're wrong" forum; this is a "here's another idea" forum. Of course, if I managed to get something right, I wouldn't mind similar feedback... The more I know what I'm doing right, the more I can hopefully replicate that.
Everything I post here consists of little more than my own concepts & ideas. While I work in the transportation industry, that doesn't mean I have diddly-squat of power. If you don't like something here: don't fret, this isn't anything official. "Power" comes from those in charge of the agencies I work for; their power comes from elected officials; and their power comes from you. If you like something here, tell your elected officials.
The reason I post stuff here is to encourage feedback: what's right; what's wrong.
For the residents...
Did I just take your entire yard, bulldoze your house, or locate a maintenance yard on your family farm? Will this improve your commute, boost your home values, or help your kids reach leisure destinations without needing you to cart them around?
For the businesses...
Did I run your business to the ground, raze it entirely, or take away its parking spaces? Will your business see a boom from pedestrian traffic, a chance for redevelopment, or a savings from complying with parking requirements?
For the environmentally-oriented...
Did I flatten a cultural landmark, place rails on top of your favorite lazy-day hang-out, ravage a beloved forest, or transform a pristine stream into a major transportation route? Will the line be context-sensitive, discourage car usage, or provide eco-friendly access to outdoor activities?
For the transportation gurus...
Are curves or meandering routes wreaking havoc on travel times? Is there a frivilous station, or perhaps a forgotten generator in need of one? Is it all just too horrendously expensive? Will a junction or interlocking wreak havoc on operations? Is maintenance borderline impossible?
For everyone!
Let me know! But if you have disagreements, at least offer some alternatives. This isn't a "you're wrong" forum; this is a "here's another idea" forum. Of course, if I managed to get something right, I wouldn't mind similar feedback... The more I know what I'm doing right, the more I can hopefully replicate that.
Who Am I?
I'm your typical idealistic 20-something with nothing better to do other than satiate an endless appetite for anything related to transportation. I'm a transportation engineer with a Bachelors of Science in Civil Engineering with an emphasis on transportation as well as water resources, and I have a Masters of Engineering in Civil Engineering with an emphasis on transportation & urban planning.
As far as this site is concerned: that's only relevant in establishing that I at least know a thing or two about the subject. However, by no means do I assert that I know everything... far far from it. Engineering is an endless learning process, and transportation is an ever-evolving field (though the more it changes, the more it stays the same). Many of these alignments really just began as a test to see what sort of constraints I'd discover, with the intent of educating myself... so presenting them publicly only furthers that learning resource.
As far as this site is concerned: that's only relevant in establishing that I at least know a thing or two about the subject. However, by no means do I assert that I know everything... far far from it. Engineering is an endless learning process, and transportation is an ever-evolving field (though the more it changes, the more it stays the same). Many of these alignments really just began as a test to see what sort of constraints I'd discover, with the intent of educating myself... so presenting them publicly only furthers that learning resource.
What Comes Next?
I've been dabbling with several projects:
- A top-down transportation system of the United States starting at the national level, beginning with ports then rail (passenger as well as freight). My next step would be to take it down to a regional level with a focus on rail. Then to a local level such as this, focusing on both bus (BRT) and rail systems.
- I've also been working on a general land use / development plan for Montgomery & Prince George's Counties. This would reflect these transit alignments.
- Continuing this local transit project into Pennsylvania: first southeastern PA; then the rest.
- Any other suggestions... though other local transit projects would take a bit longer if they're not in the northeastern United States or Europe.
- A top-down transportation system of the United States starting at the national level, beginning with ports then rail (passenger as well as freight). My next step would be to take it down to a regional level with a focus on rail. Then to a local level such as this, focusing on both bus (BRT) and rail systems.
- I've also been working on a general land use / development plan for Montgomery & Prince George's Counties. This would reflect these transit alignments.
- Continuing this local transit project into Pennsylvania: first southeastern PA; then the rest.
- Any other suggestions... though other local transit projects would take a bit longer if they're not in the northeastern United States or Europe.
The Details...
GENERAL
I'm making approximately 1 post per station or 1 post per line; whichever is more convenient. I will then go back and edit those posts as new info becomes available, providing a changelog at the bottom of each post.
MODE
I generally designed these with LRT in mind. However, various design considerations may render BRT more beneficial -- particularly when consideration is given toward the situating of maintenance facilities for rail vehicles. With rail, maintenance facilities generally have to be in close proximity to the rail line, which can be difficult considering the railway is, inherently, often where all the development is.
Buses can skirt that limitation, as they can easily navigate to a far-removed maintenance/storage facility. Buses also tend to be a better fit when you have a variety of short, unconnected lines, as buses can be easily transferred to other lines (provided their paint scheme isn't line-specific). However, environmental impacts of buses tend to be higher, their passenger capacity is lower, and their speeds (both acceleration and sustained) are lower... so where feasible, rail is generally preferable.
To define acronyms...
LRT = Light Rail Transit. Also often known as trams: these are not large freight trains, nor are these even Amtrak trains. LRT vehicles handle much like a typical bus, albeit on rail instead of being rubber-tired. They are often electric and most frequently use overhead gantries as a power source. If you've been to Europe, you've likely seen the array of wires strung across buildings at around the 2nd floor -- that's what these are for.
BRT = Bus Rapid Transit. These are not your local buses, which stop incessantly, meander about neighborhoods you don't want to go to in the first place, and change routes at the drop of a hat. These are not even express buses, which are often stuck in the traffic that one would have hoped to avoid. These buses are sort of like trains... a fixed route, defined station platforms at larger intervals, and often more political support with regards to maintaining funding. While they can be electrically powered just like LRT, they are more often fueled by diesel engines.
COST & RIDERSHIP
Cost & ridership are each presented on a scale of 1-5... 1 being either low-cost or low ridership; 5 being high-cost or ridership. So ideally you want a cost of 1 and a ridership of 5. Very scientific, I know :) Cost considers environmental impacts (terrain, wetlands, parkland, forest) and facility impacts (right-of-way, maintenance of traffic, utilities, other). Ridership considers densities within a 0.25 and 0.50 mile radius, and also gives consideration of proximity & scale of park & rides, transit centers, special events, and recreational destinations. Ridership also considers transfers, albeit on a rudimentary level.
Ultimately, I think it'd be neat to set up a tool similar to what Portland released in early 2009. That is, the user has a set budget & "draws" the transit lines they want... depleting the budget as they do so. For example, let's say you have $10 and each point costs $1. You can then draw two expensive lines of 5 point each... or 10 cheap lines of 1 point each, and then sum your ridership between alternatives. Not an exact science, but public outreach never is.
OTHER TRANSPORT LINES
These lines DO consider the presence of the officially-proposed Purple Line, but they DO NOT consider the presence of the officially-proposed Corridor Cities Transitway (which I believe to be a prime example of politics meddling way too much with transportation).
These alignments DO NOT consider Councilmember Elrich's BRT proposals, simply because there's too much overlap; and my interpretation is that Elrich's proposal is intended to be relatively temporary (in the timeframe of a couple decades).
DRAFT VERSIONS
My transitways come in several drafts...
- 1st Draft - Solely to plot general alignment & anticipated stations. No consideration of geometrics, terrain, operations, maintenance, or right-of-way.
- 2nd Draft - Gives consideration of geometrics and right-of-way. Does not consider terrain, operations, or maintenance.
- 3rd Draft - Gives consideration of maintenance. Does not consider terrain or operations.
...At this time I don't anticipate necessarily going beyond this stage. My attention span only lasts so long, and I'd rather get more locations up to 3rd draft before going any further into the details.
I'm making approximately 1 post per station or 1 post per line; whichever is more convenient. I will then go back and edit those posts as new info becomes available, providing a changelog at the bottom of each post.
MODE
I generally designed these with LRT in mind. However, various design considerations may render BRT more beneficial -- particularly when consideration is given toward the situating of maintenance facilities for rail vehicles. With rail, maintenance facilities generally have to be in close proximity to the rail line, which can be difficult considering the railway is, inherently, often where all the development is.
Buses can skirt that limitation, as they can easily navigate to a far-removed maintenance/storage facility. Buses also tend to be a better fit when you have a variety of short, unconnected lines, as buses can be easily transferred to other lines (provided their paint scheme isn't line-specific). However, environmental impacts of buses tend to be higher, their passenger capacity is lower, and their speeds (both acceleration and sustained) are lower... so where feasible, rail is generally preferable.
To define acronyms...
LRT = Light Rail Transit. Also often known as trams: these are not large freight trains, nor are these even Amtrak trains. LRT vehicles handle much like a typical bus, albeit on rail instead of being rubber-tired. They are often electric and most frequently use overhead gantries as a power source. If you've been to Europe, you've likely seen the array of wires strung across buildings at around the 2nd floor -- that's what these are for.
BRT = Bus Rapid Transit. These are not your local buses, which stop incessantly, meander about neighborhoods you don't want to go to in the first place, and change routes at the drop of a hat. These are not even express buses, which are often stuck in the traffic that one would have hoped to avoid. These buses are sort of like trains... a fixed route, defined station platforms at larger intervals, and often more political support with regards to maintaining funding. While they can be electrically powered just like LRT, they are more often fueled by diesel engines.
COST & RIDERSHIP
Cost & ridership are each presented on a scale of 1-5... 1 being either low-cost or low ridership; 5 being high-cost or ridership. So ideally you want a cost of 1 and a ridership of 5. Very scientific, I know :) Cost considers environmental impacts (terrain, wetlands, parkland, forest) and facility impacts (right-of-way, maintenance of traffic, utilities, other). Ridership considers densities within a 0.25 and 0.50 mile radius, and also gives consideration of proximity & scale of park & rides, transit centers, special events, and recreational destinations. Ridership also considers transfers, albeit on a rudimentary level.
Ultimately, I think it'd be neat to set up a tool similar to what Portland released in early 2009. That is, the user has a set budget & "draws" the transit lines they want... depleting the budget as they do so. For example, let's say you have $10 and each point costs $1. You can then draw two expensive lines of 5 point each... or 10 cheap lines of 1 point each, and then sum your ridership between alternatives. Not an exact science, but public outreach never is.
OTHER TRANSPORT LINES
These lines DO consider the presence of the officially-proposed Purple Line, but they DO NOT consider the presence of the officially-proposed Corridor Cities Transitway (which I believe to be a prime example of politics meddling way too much with transportation).
These alignments DO NOT consider Councilmember Elrich's BRT proposals, simply because there's too much overlap; and my interpretation is that Elrich's proposal is intended to be relatively temporary (in the timeframe of a couple decades).
DRAFT VERSIONS
My transitways come in several drafts...
- 1st Draft - Solely to plot general alignment & anticipated stations. No consideration of geometrics, terrain, operations, maintenance, or right-of-way.
- 2nd Draft - Gives consideration of geometrics and right-of-way. Does not consider terrain, operations, or maintenance.
- 3rd Draft - Gives consideration of maintenance. Does not consider terrain or operations.
...At this time I don't anticipate necessarily going beyond this stage. My attention span only lasts so long, and I'd rather get more locations up to 3rd draft before going any further into the details.
Copyright © 2009 Philatransport
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