A next generation communications system would expand current communications infrastructure to provide an integrated one-stop communications hub for the region’s transit customers. Proposed improvements will capitalize on efforts already underway to improve the functionality of the rail control software. They include the next generation of the Passenger Information Display System (PIDS), new public address systems, improved station signage, and equipping station managers with mobile devices. Bus and train information will also be integrated, with real-time information displays to well-used bus stops.
Adding new Blue Line connections seeks to restore train frequencies to every six minutes during the peak period between Pentagon and Rosslyn stations, resulting in less waiting time and crowding for Blue Line riders in Northern Virginia. Once the Silver Line opens, the Blue Line service will operate every 12-14 minutes as opposed to the previous six minutes. The feasibility analysis is currently underway and has identified two potential alternatives to create new connections:
Alternative 1: Add rail track that would create a new connection between the Blue and Orange/Silver Lines, or
Alternative 2: A second Rosslyn Station for a new Blue Line with an underground passageway to the existing Rosslyn station, which would connect to the Orange/Silver Lines with a pedestrian tunnel.
Metrobus’ Priority Corridor Network (PCN) Plan will improve bus service, travel speeds, and reliability on 24 regional corridors, which serve half of Metrobus ridership. Improvements include:
Improved operational strategies such as transit signal priority and exclusive bus lanes
Increased frequency and span of service
Improved customer information
Added MetroExtra, Metro’s limited-stop bus service, routes and buses
Expanded fare payment options
Added safety, security and incident response measures
Metro is the nation’s most accessible large transit system. All 86 Metrorail stations have elevators and the new 7000-series rail cars are designed to maximize accessibility. Metrobus operates 1,100 fully accessible buses, most of which are low-floor and ramp-equipped and all of which have automated stop announcements. Numerous other changes have been made by Metro to maximize usability so that many customers with disabilities are able to use Metrobus and Metrorail for some of their travel. However, inadequacies such as the lack of curb cuts, sidewalks and traffic signals impact disabled customers’ ability to use Metrorail and Metrobus. MetroAccess serves these trips and others and presently provides about two million trips per year.
Metro regularly exports all of the data from our Trip Planner into a separate GTFS file which we share with COG/TPB for updating regional transit schedules in their travel demand model. We are working to make this file publicly available. In the mean time, we were able to share it with STLTransit who kindly created the updated fully regional visualization of Washington area transit, embedded above.
As with last time, this visualization is best viewed full-screen and in HD mode.
Some interesting things to note:
Frederick County TransIT service use of timed transfers (or pulse points) at transit centers is very noticeable.
MARC and VRE commuter rail are illustrated as white tadpoles, not to be confused with the colored tadpoles representing Metrorail service.
The expansiveness of the commuter rail network becomes very apparent, as those white tadpoles shoot towards the edges of the map to the northeast, northwest and south.
STLTransit apparently cranks out one or two visualizations of a city or regional transit system every few days. Check out their YouTube channel and subscribe.
Metrorail congestion in 2040 with and without all eight-car trains.
Metro is planning to alleviate these crowded trains and platforms by investigating the potential of running 100% eight-car trains, among other options. This option would require not only planning, but at the very least purchasing more cars, finding places to store and service these cars, and upgrading our power network to power the vehicles. Going “All 8s” is a major capital investment, which includes powerupgrades, vehiclepurchases and storagefacilities. Additional operating (recurring) costs are also associated with running all 8-car trains, including increased car maintenance staff and additional power.
If we can reach this goal, each of the current six rail lines entering the DC core in the peak direction could handle a huge volume — upwards of 20,000 passengers per hour, up from between 14,000 to 17,000 depending on the line. Even with the growth expected through 2040 this would mean much less severe crowding than would occur without those additional cars. The graphic on the right, above, illustrates the additional system throughput provided by running 100% eight-car trains.
To read more about Metro’s future and join the conversation, visit www.wmata.com/momentum.
Just as Metro has standards guiding major policy decisions for its bus services, we are now taking the first steps in establishing a similar framework for its rail service. Service standards are important to define service quality and quantity as well as future capital investment needs, such as increasing core capacity and adding more service. As with any standard, there are constraints. Physical constraints include equipment, system capacity and tunnel throughput. In addition to physical limitations, there are budget constraints for staff, to make system investments or to purchase more rail cars. To begin the formalization of service standards, Metro is starting with three, simple key standards:hours of service, rush hour headway and rush hour capacity. Establishing the foundation for rail service standards now will allow us to add more quality standards in the future. Additionally, these service standards will provide a base for further discussions to come in Board’s strategic planning effort. To ensure we’re heading in the right direction, we’d like your input. Watch this video and then please provide your comments.
system would expand current communications infrastructure to provide an integrated one-stop communications hub for the region’s transit customers. Proposed improvements will capitalize on efforts already underway to improve the functionality of the rail control software. They include the next generation of the Passenger Information Display System (PIDS), new public address systems, improved station signage, and equipping station managers with mobile devices. Bus and train information will also be integrated, with real-time information displays to well-used bus stops.
Just as Metro has standards guiding major policy decisions for its bus services, we are now taking the first steps in establishing a similar framework for its rail service. Service standards are important to define service quality and quantity as well as future capital investment needs, such as increasing core capacity and adding more service. As with any standard, there are constraints. Physical constraints include equipment, system capacity and tunnel throughput. In addition to physical limitations, there are budget constraints for staff, to make system investments or to purchase more rail cars. To begin the formalization of service standards, Metro is starting with three, simple key standards:hours of service, rush hour headway and rush hour capacity. Establishing the foundation for rail service standards now will allow us to add more quality standards in the future. Additionally, these service standards will provide a base for further discussions to come in Board’s strategic planning effort. To ensure we’re heading in the right direction, we’d like your input. Watch this video and then please provide your comments. 
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