How far apart are Metro’s stations? I think one of the reasons people assume Metro should have express tracks is because the distance between stops varies so much. If you’re a suburban commuter coming in from Franconia-Springfield to Federal Triangle, the long-short-long-short distance must be disorienting. So, even though Metro’s shortest distances barely come close to the New York Subway’s usual local distances.
Matt Johnson has pointed out that Washington’s Metro is a hybrid commuter rail-subway system, most similar to Paris’s RER. With the Silver line opening and the very long gap between Spring Hill Road and Weihle-Reston East, that hybrid nature is only going to get more apparent. The stations in Tysons are fairly close together, but bookended by two of the longest stretches of track.
I wanted to see how this broke down, so with an hour to spare, measured the distances (line-of-sight) between stations. Then I calculated the quartiles and represented them using my base map.
For those railfans out there who will take me to task for erring by inches that I’m less interested in track length than distance between stations. I wanted to look at this from a land-use perspective, not an operations. But, I don’t have ArcGIS, so I don’t have the level of precision Metro’s planning staff has.
Above is what I found visually. Obviously most of the distance is between the longer segments:
- Longest Quartile: 66mi, 28 segments, 52% (Red)
- Upper Quartile: 29mi, 22 segments, 23% (Yellow)
- Lower Quartile: 20mi, 23 segments, 16% (Green)
- Shortest Quartile: 11mi, 27 segments, 9% (Blue)
Nothing really groundbreaking, but fun to look at.
Since redundancy is so important to transportation design, here is another chart showing how much walkability overlap, in increments of ≤.5mi, ≤1.mi, and too damn far:
And below, I’ve broken it down line-by-line.
Continue reading ➞ Metro between stations
Okay, so in the last post
, I mentioned that density seemed to form around destinations and where zoning permitted it. So, it’s worth looking at the transit-accessibility of each of the different localities. Obviously, transit planning, zoning, economics, architectural form and residents all affect each other as a town grows, but mapping is the process eliminating information to make some pattern legible.
So the relation to transit accessibility can offer insights into what makes each place work.
I think you can see that only schools really form places where there is very limited transportation. Otherwise, it’s a significant part of making any location successful. Take a look at the same pattern with the street activity.
Continue reading ➞ Reno Park Update 091213: Transit / Locality
So, in addition to the visible boundaries of the city, there are the invisible ones, ones that are really only legible to a bureaucracy, but have significant effects on the lives of residents. Because it affects individuals so young and even effects the parents, where someone goes to school seriously alters the social geography of cities. They decide where the majority of socialization occurs: in one school, in another school; in private schools, in public schools; in classrooms or in breakfast nooks.
When I was a wee little Flannie, attending Murch and carousing about my block, I had neighbors across the street whom I hardly knew. Why? They went to Janney. We met and played outside occasionally, but by 3rd grade, we both had already formed our social lives, and that was it. Our parents were likewise divided; they knew each other, but that was it. My street was the boundary between two schools and there was a palpable difference between the facing blocks.
In the Reno-Tenleytown-Tobago area, there are seven schools that provide Nursery school through Twelfth Grade education. Obviously, there’s also American University, but that’s not as relevant since its students are not shaped as much by boundaries and divisions. There are also any number of private and parochial schools students could attend, three of which are in the area, but with a minivan or a Volvo, you too can idle your car outside your child’s school. So let’s just do the public schools.
Continue reading ➞ Reno Park Update 091004A: Schools
I’m still working on the buildings and pedestrian maps, but I took a break to chart out the public transportation resources. I’ve included all public transportation resources, but not AU shuttles or the W45/47. Those aren’t accessible to 90% of potential park users, so I’m not interested. So, to start, here’s a route map. Clearly, it gets kind of insane around Tenleytown.
Note: These drawings are in an Adobe CMYK color space, so may look wacky on some computers.
So that’s a good beginning. These are obvious facts. Under the fold is an analysis of the walksheds for each stop, station, and line.
Continue reading ➞ Reno Park Update 090804A: Transit Radii