Read our most Frequently Asked Questions (FAQs).

View the Columbia Pike Streetcar Project brochure.

Updated 2/20/2008

Shown below are answers to frequently asked questions about the Pike Transit Initiative. Contact us if you have other questions.

• What area does the Pike Transit Initiative serve?
• How was the “Modified” Streetcar Alternative Selected?
• What is the advantage of streetcars over buses for Columbia Pike?
• Will the streetcar and bus fares be the same?
• How long will I have to wait for a streetcar or bus?
• Where are the stations/stops located?
• Will the stops be in the median or curbside?
• Will the streetcar have overhead wires similar to other rail systems?
• How will streetcars perform in inclement weather?
• What effect would the streetcar service have on traffic?
• Who initiated this project and why?
• When will this happen?
• What is the cost?
• How will the project be funded?

Q: What area does the Pike Transit Initiative serve?

The Pike Transit Initiative serves the Columbia Pike (Virginia State Highway 244) corridor from the Pentagon/Pentagon City area in the east, in Arlington County to the Skyline and Bailey’s Crossroads areas in the west, in Fairfax County.

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Q: How was the “Modified” Streetcar Alternative Selected?

In 2003, the Washington Metropolitan Area Transit Authority (WMATA) kicked off the Columbia Pike Transit Alternatives Analysis (‘Pike Transit Initiative’). Through public input and technical analysis, the project narrowed down a wide range of options for a new high-capacity transit service, to a small set of alternatives. The alternatives included a Baseline Alternative, Bus Rapid Transit, Streetcar, and Modified Streetcar.

After evaluating the potential transit investments, the Pike Transit Initiative recommended the Modified Streetcar Alternative. This alternative – the initial phase of streetcar with supporting bus service – would connect neighborhoods along Columbia Pike, serve the growing number of transit riders between the Pentagon City and Skyline areas, and support Arlington and Fairfax County land use and redevelopment initiatives for the corridor.

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Q: What is the advantage of streetcars over buses for Columbia Pike?

Streetcars have the ability to generate transit ridership and serve transit demand in the corridor. As seen in other cities in the U.S., streetcars serve as a catalyst for economic development, help achieve local urban development goals, and help accommodate transportation demand generated by new development. The streetcar alternative is also more likely to attract private sector funding support.

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Q: Will the streetcar and bus fares be the same?

It is assumed that the fares will be comparable.

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Q: How long will I have to wait for a streetcar or bus?

The initial phase of the Streetcar project proposes using a combination of streetcar and bus service to accommodate corridor transit trips. The streetcar fleet would be sized to run at constant headways throughout the day at 6 minutes. Additional bus service will supplement streetcar service during peak travel periods (5: 30 a.m. to 9:30 a.m. and 3:00 p.m. to 7:00 p.m.) so that there will be a transit vehicle every three minutes along Columbia Pike.

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Q: Where are the stations/stops located?

The project includes 14 proposed station stops spaced ¼ to ½ mile apart. Note that final stop locations will be determined during preliminary design of the Streetcar system. WMATA, Arlington County, and Fairfax County are coordinating Streetcar stops with planned Super Stops along Columbia Pike to make efficient use of the investment in enhanced bus stops. View the Columbia Pike Streetcar Corridor map to find a proposed station stop near you or refer to the following:

Bailey’s Crossroads area

• Skyline station stop –located between Leesburg Pike and George Mason Drive South, this stop would provide direct access to the Skyline office buildings, residential towers, retail areas, sports center, and Northern Virginia Community College’s Alexandria campus.
• Jefferson station stop – located near the existing shopping mall access drives on Jefferson Street. A new parking garage with bus transfer and lay-over areas could be located in the large existing parking area west of Jefferson Street.

Columbia Pike

• Gateway station stop – will be placed as close as possible to the intersection of Jefferson Street and Columbia Pike to avoid the steeper grade near the intersection of Greenbriar Street.
• Arlington Mill station stop – will be located between South Frederick Street and South Dinwiddie Street. It will make use of the existing pedestrian crossing signal at South Frederick Street.
• Four Mile Run station stop – will be located along with the existing small parking and bus transfer facility at Buchanan Street.
• Taylor/Thomas station stop – is an optional station stop that will be located between South Thomas Street and South Taylor Street. This station stop is being considered due to the location of a large apartment building at the crest of the hill between Four Mile Run and George Mason Drive.
• George Mason and Monroe/Glebe station stops are located nearly ½ mile apart, with relatively dense housing development in between. The Monroe/Glebe station stop will be located west of Glebe Road between Glebe Road and Monroe Streets to decrease the distance between stops for residents living near the mid-point between George Mason Drive and Glebe Road.
• Walter Reed station stop – will be located near South Walter Reed Drive.
• Barton station stop – is an optional station stop that will be located east of South Barton Street. This station stop is being considered to take advantage of and support plans for future development in this location.
• Courthouse station stop – will be located at Courthouse Road.
• Scott/Rolfe station stop – is a proposed station stop that will be in the median of Columbia Pike between South Scott Street and South Rolfe Street. This is because the transit alignment at this location must be in the center lanes to avoid conflicts with automobiles bound for Washington Boulevard ramps.
• Heritage Center station stop – will be in the median of Columbia Pike between South Ode Street and South Oak Street. It is located near Fort Meyer and the site of the future Arlington County Heritage Center, the future Arlington Cemetery expansion, and the future Air Force Memorial.
• Memorial station stop – the proposed station stop will be in the median of a realigned Columbia Pike north of the intersection with South Joyce Street. This location is based on current planning studies that place Columbia Pike nearer to I-395 in this area and modify the existing cloverleaf interchange to allow for expansion of the Arlington Cemetery.

Pentagon/Pentagon City area

• Army Navy station stop – the optional station stop will be located immediately north of the Fashion Centre along Army Navy Drive.
• Pentagon City station stop – will be located either in the median of Hayes Street or curbside on South 12 th Street. The curbside location on South 12 th Street would reduce the number of pedestrian/automobile conflicts and could provide more direct access to existing Metrorail entrances.
• Conference Center station stop – will be located directly in front of the proposed conference center on South Eads Street or on South 12 th Street east of Fern Street.

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Q: Will the stops be in the median or curbside?

The streetcar will operate in the outside travel lanes on Columbia Pike (curbside) and the stops will be located along the existing sidewalks or in extended curb areas. In the Bailey’s Crossroads and Pentagon City areas the streetcar will operate in the inside travel lanes (median) and the stops will be in the median area.

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Q: Will the streetcar have overhead wires similar to other rail systems?

The streetcar vehicles are assumed to be modern 66-foot electric trams, powered via an overhead contact system. Similar to streetcar investments in other cities, the Columbia Pike system would consist of a single overhead wire for each direction of travel that could be integrated to blend into the streetscape environment. Support poles and wires would be chosen and positioned to minimize visual intrusion.

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Q: How will streetcars perform in inclement weather?

Streetcars are dependable in inclement weather. Streetcar/LRT technology operates in cities such as Boston, Buffalo, Baltimore, Minneapolis, Denver and others that experience winter snow and ice storms. The system will be designed and maintained to allow continuous use in all weather conditions.

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Q: What effect would the streetcar service have on traffic?

According to traffic analysis done as part of the alternatives analysis, the Streetcar project would not increase congestion appreciably. In fact, compared to future conditions with continued bus service, the Streetcar Project would be accompanied by a slight improvement in traffic performance while providing sufficient capacity for future system growth. Arlington County is currently implementing a signal priority system that will improve the flow of transit vehicles as well as automobiles along the Columbia Pike corridor.

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Q: Who initiated this project and why?

The Washington Metropolitan Area Transit Authority (WMATA), in conjunction with Arlington County and Fairfax County, conducted the alternatives analysis and are conducting ongoing technical work. Their goal is to develop an advanced transit system which will increase mobility and serve the strong and growing transit market along the Columbia Pike corridor.

Citizens, planners, and community leaders have expressed desire for a transit system that connects neighborhoods, supports improved pedestrian access, and reinforces the “ Main Street” environment planned for the Pike. A streetcar investment would most clearly advance this set of local objectives, as it would be more broadly recognized as a premium, lasting investment in the Columbia Pike corridor.

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Q: When will this happen?

The Columbia Pike Streetcar Project could be in operation as early as 2012 depending on adoption of a funding plan by Arlington and Fairfax Counties and continued community support of the project.

The existing Pike Ride operation will continue to be enhanced between now and implementation of the streetcar service. Enhancements include implementation of signal priority, design and construction of SuperStops, and provision of real-time passenger information. Before the streetcar project can be operational, project sponsors must complete the following: environmental assessment documentation, preliminary engineering, final engineering design, construction, and system testing.

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Q: What is the cost?

The estimated capital cost for the Modified Streetcar alternative is approximately $120 million (2005 dollars). This estimate was based on planning assumptions for streetcar systems and the cost of streetcar implementation in other cities. As design of the Columbia Pike Streetcar advances these cost estimates will be revised.

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Q: How will the project be funded?

The streetcar alternative will require a combination of funding sources. Potential federal funding sources include the Federal Transit Administration Small Starts program and other grant programs. Potential non-federal funding sources include state and county revenues and innovative funding mechanisms such as value capture, joint development, and advertising and sponsorship.

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