Original system proposal map

[mtuandrew]

For your viewing pleasure, DDOT put up this zoomable system map of Metrorail circa 1970. Very close to the system we got, excepting a few reroutes and obviously some line extensions they never happened. http://ddotfiles.com/maps/DCMetroMaps/1970/

Happy 4th, America!

[Sand Box John]

Internal refereed to as the Green Map. WMATA published at least four revisions of this wall map between 1968 and 1974.

[charding]

...here was one line that was not built...from the Pentagon down Columbia Pike toward Bailey’s Crossroad...in fact, if you have a keen eye as you go from the Pentagon to Pentagon City just as you clear the station, you’ll notice what appears to be a turnout...it is...was supposed to be the start of the Columbia Pike line...

[Sand Box John]

charding
...here was one line that was not built...from the Pentagon down Columbia Pike toward Bailey’s Crossroad...in fact, if you have a keen eye as you go from the Pentagon to Pentagon City just as you clear the station, you’ll notice what appears to be a turnout...it is...was supposed to be the start of the Columbia Pike line...

The turnout bell mouth for outbound track N2 is clearly visible from the south end of the lower level platform. The knock out is about 300' from the of the end the platform and 30' to the right. The turnout bell mouth for inbound track N1 has tunnel that pass over outbound track C2 about 300' beyond the bell mouth.


Graphic Peter Dovak Greater Greater Washington

WMATA built future provisions for extensions at the end of every route as well as the two future branches. Though not all are on the map they are all there. If you look closely at the aerial photographs at google maps you can see were the turnouts and or flyovers would be at Shady Grove, Greenbelt and Branch Avenue, Largo and Glenmont have junction turnout provisions that were built. The turnout bell mouth and knockout at Glenmont for outbound track B1 is clearly clearly visible from the north end of the platform.

Not all provision built for the Silver line were used, The junction turnouts provision were under Haycock Road, The junction ended up being built at Great Falls Street adjacent to the substation, The column foundations for the VA I-66 flyover were used.

[blockski]

It's a shame that the station designs weren't made with an eye toward expansion, however. The Pentagon and Rosslyn stations could've been designed in a way to allow for expansion to four tracks (ideally with cross platform connections) in the event that these junctions served as connection points. But alas, that was never contemplated. The Pentagon example in particular is short-sighted because if they ever use the bell mouths for the Columbia Pike extension, the station itself would become the key choke point.

[mtuandrew]

It's a shame that the station designs weren't made with an eye toward expansion, however. The Pentagon and Rosslyn stations could've been designed in a way to allow for expansion to four tracks (ideally with cross platform connections) in the event that these junctions served as connection points. But alas, that was never contemplated. The Pentagon example in particular is short-sighted because if they ever use the bell mouths for the Columbia Pike extension, the station itself would become the key choke point.

It doesn’t help that the Columbia Pike extension would miss Crystal City and the airport. I’ve thought it would do better with splitting south of DCA (turning that station into what West Falls Church was supposed to be, a junction point with a pocket track) and going west to Four Mile Run Drive, Columbia Pike, Leesburg Pike, and on through Seven Corners to West Falls Church to become the new Silver Line.