Critics of the long-abandoned plans for a streetcar on Columbia Pike are finding validation in the recent announcement from D.C. Mayor Muriel Bowser regarding the phase-out of the District’s H Street streetcar line.
This 2.2-mile streetcar service, which was once viewed as a pioneering addition to D.C.’s transit network when it debuted in February 2016, is now set to be replaced by an electric bus service utilizing existing overhead power lines.
As Arlington commentators reflect on the circumstances surrounding D.C.’s decision, some are drawing parallels to the former proposal for a 5-mile streetcar system between Pentagon City and Skyline.
John Antonelli, a prominent critic of the Columbia Pike streetcar project during the early 2010s, expressed his views with a hint of schadenfreude.
“It’s never good to say ‘I told you so,’ but guess what — I told you so,” Antonelli stated, highlighting the logistical challenges and high costs of maintaining such transit systems.
The H Street streetcar was once expected to be the first in a series connecting various neighborhoods in D.C., but the nearly decade-long initiative—which included fare-free service—has reportedly cost the city around $200 million.
This marks the second collapse of a streetcar service in the District, with the last service being phased out in 1962.
In the 1990s and 2000s, Antonelli was an influential civic activist in Arlington, asserting that the Columbia Pike streetcar was excessive infrastructure for limited transportation gains.
He remarked, “I just want to say right here and right now that I was right, right, right,” claiming that the original plans were more about increasing density than providing efficient transit.
The Columbia Pike streetcar project initially appeared to be a feasible venture, but its estimated construction costs soared to $350 million, leading to increased opposition.
Once backed by a majority of the County Board, the project lost support after the election of independent John Vihstadt in 2014.
Vihstadt’s win, which provided Libby Garvey with an ally, marked a pivotal shift.
As the community became increasingly divided, other board members also began to reconsider their positions, leading to the project’s ultimate cancellation.
Jay Fisette, who initially supported the streetcar plan, later echoed the sentiment that abandoning the project would prevent prolonged discord within the community.
“In the end, I believe our streetcar plan was solid and could have succeeded,” Fisette told ARLnow.
“But I remain convinced that the debate and controversy would have distracted and consumed our community for many years.”
Vihstadt, reflecting on the matter after D.C.’s decision, expressed gratitude that Arlington taxpayers were spared the financial burden of the streetcar initiative.
He noted, “The District’s action has vindicated our views,” while emphasizing that Columbia Pike continues to develop new housing and remain an affordable corridor in Arlington.
Critics maintain that both the D.C. streetcar and the proposed Columbia Pike streetcar would have faced similar operational challenges, particularly in heavily trafficked areas prone to double parking.
Dave Schutz, another critic of the Columbia Pike proposal ten years ago, remarked, “H Street is heavily trafficked, and drivers are prone to double park or stop for ‘just a minute,’” which led to delays.
Schutz also assessed that neither streetcar could have effectively moved faster than auto traffic.
“Arlington dodged a bullet in cancelling those plans,” he affirmed.
Historically, Arlington featured numerous streetcar lines that connected it with D.C., Alexandria, and Fairfax County.
Since the cancellation of the Columbia Pike streetcar proposal in 2014, local leaders have pivoted to enhancing bus services along the corridor.
Due to physical limitations, creating dedicated bus lanes is not feasible, and thus improvements to bus service might represent the best achievable outcome for the area.
Despite these challenges, planners have not dismissed the idea of pursuing a bus-rapid-transit system for Columbia Pike.
Fisette, who concluded two decades of service on the County Board in 2017, urged current leaders to see the project through.
“Let’s get Columbia Pike and its enhanced transit system finished and fully connected to National Landing,” he encouraged.
Schutz reiterated the importance of long-term investment in transit solutions for the corridor.
He asserted, “The Pike would still benefit from transit which can be faster than traffic,” suggesting the need for dedicated roadways that could be elevated or placed underground.
As a long-time resident of Columbia Pike, Antonelli indicated interest in what future proposals regarding transit in the corridor might emerge.
Overall, the ongoing discussion regarding transit solutions in Arlington illustrates the complexities and evolving perspectives surrounding public transportation planning.
image source from：https://www.arlnow.com/2025/06/02/arlington-streetcar-critics-take-victory-lap-over-d-c-s-plans-to-kill-similar-project/
