Washington DC: Rail transit

[donoteat]

Originally Posted by Cirrus

Why? Is it functionally better or just aesthetically different?

Aesthetically, I think that one Busy Bee posted is rather ugly. The bulbous front looks like some sort of weird animal snout. Not cool at all. IMO, anyway.

Well if they wanted aesthetically pleasing then they ought to have just bought a bunch of PCCs. They'd probably be cheaper, too.

Also it's not like you can't say the PCC is an unproven design- they work just fine in Philadelphia after seventy years of service.

And they're American-made!

[Cirrus]

PCCs are a lot smaller, which would negate the capacity argument, and use of them would open up the project to political attacks calling it a toy.

[SnyderBock]

Well Cirrus, your criticism of my posts in the Denver transportation thread about aerodynamics caused me to look into it deeper. What I found was that trains traveling under 45mph have little benefit from aerodynamics. Trains traveling between 45 and 60mph only benefit slightly from aerodynamics. A train traveling at 100mph with an aerodynamic design will require 50% less energy to maintain that speed, than a blunt nose/rear train. So above 60mph, the benefits grow rapidly.

With long trains, the car skin and under-belly has far greater influence than the front and back ends. So it's possible that something as simple as NASA's micro-pitted F-16 experimental skin surface on a train, could reduce it's drag co-efficient significantly.

As for streetcars, it would seem they are neither long, nor do they travel faster than 45mph. They also already have a low vehicle weight. It would seem aerodynamics on streetcars is less important than it is on Light rail cars and aerodynamics on light rail is less important than on EMU/DMU's and aerodynamics on those is less important than any High speed trains traveling over 90mph.

[202_Cyclist]

WMATA has a very interesting website showing many of the transit-oriented developments planned immediately around the stations. Unfortunately, the stations in upper Northwest (Tenley, Friendship Heights) are conspicuously absent from this list. There is a tremendous potential to further redevelop Friendship Heights by relocating the WMATA bus repair garage located there which takes up several acres of land.

------------------------------------------------------------------------

http://www.wmata.com/business/joint_...rtunities/tod/

"The Metrorail and Metrobus system serves a population of 3.5 million within a 1,500 square-mile area. Together with its development partners, Metro promotes smart growth principles throughout this system by fostering a vibrant Transit Oriented Development (TOD) program.



The links below provide details about current or recently completed TOD projects. You are encouraged to return to this page frequently for updates regarding these important projects.

For more information about Transit Oriented Development, read an excerpt from "TOD Tools for Metropolitan Planning Organizations" by the Center for Transit-Oriented Development."

[202_Cyclist]

ANC 3E meeting (Thurs. July 22) considering resolution to study transit improvements

The ANC 3E (Tenley, American University Park, Friendship Heights) will be considering a resolution about whether to study transit improvements-- including streetcars-- on Wisconsin Avenue. There are many people who are bitterly anti-streetcar and who oppose transit-oriented development within this section of Ward 3. The Tenley NIMBYS are sure to be at this meeting to speak against the improved mobility that streetcars will bring residents along Wisconsin Avenue.

We've had great success in getting the Advisory Neighborhood Commissions to support a Wisconsin Avenue streetcar route that will connect the Friendship Heights and Tenley metro stations with the H Street streetcar route terminating in Georgetown. Specifically, ANCs 3B, 3C, and 2E have supported this.

Here are the details for next Thursday's meeting:

Thursday July 22, 2010
7:30 pm
St. Mary's Church
Fessenden and 42nd Street, NW


Visit the Wisconsin Avenue Streetcar Coalition's page to find out more information: http://www.facebook.com/group.php?v=...d=264242402429

[202_Cyclist]

Why didn't the Metropolitan Washington Airport Authority and WMATA build the first section to Tysons and then start on the extension to Wiehle Ave in Reston after this is completed instead of working on everything at the same time? I assume it is because of financing issues and perhaps political constraints.

If this had been done, the Silver Line to Tysons could have been completed in 2011-12, instead of having to wait to 2013 to get the benefits of the extension.


-----------------------------------------------------------------
Metro's Silver Line possibly delayed?

http://voices.washingtonpost.com/vir...ibly_de_1.html

The construction of the first part of Metrorail's Silver Line into Northern Virginia has been unofficially delayed by three months but officials say their schedule is not falling off the tracks -- yet.

December 2013 has been the target date for when passengers would be able to ride Metro an additional 11.5 miles into Fairfax County, to Tysons Corner and the eastern edge of Reston.

The second phase of the Silver Line, slated for 2016, would extend to Dulles International Airport in Loudoun County and beyond.

The $3.27 billion first leg of the Silver Line, to Wiehle Avenue in the median of the Dulles Toll Road, is funded by a federal grant, a special tax district for commercial land owners in Tysons Corner, contributions from Fairfax County and revenue from fee increases on the Toll Road.

The Metropolitan Washington Airports Authority, which is overseeing the Silver Line construction, is now projecting Metro's doors will open March 4, 2014 -- a 90-day delay from the official start date in December 2013.

Marcia McAllister, an MWAA spokeswoman, said that official December date has not changed but that the projected date -- used internally for planning purposes -- has indeed been moved back, noting that "there is more than enough time to make up the difference and open in December."

"That's something that we don't need to worry about at this time," said Fairfax Supervisor John W. Foust (D-Dranesville), chairman of the Board of Supervisors' audit committee. "It's not a screaming whistle yet."

McAllister said the construction timeline is behind schedule primarily due to February's massive snowstorms, which "substantially impacted" the construction work being done by contractors.

Meeting the December deadline had also been thrown into jeopardy because of lingering issues between Metro and MWAA over the cost of rail cars, which are set for delivery in November 2013, a month before the subway's scheduled opening. The rail car purchase was negotiated in May.

[202_Cyclist]

Amtrak launches another round trip to Washington

By ALTHEA FUNG |
Richmond Times-Dispatch
Published: July 21, 2010

ABOARD TRAIN 174 -- Trying to avoid traffic on Interstate 95? Take the train.

That became a little easier yesterday after Amtrak added another round-trip option to its service between Richmond and Washington.

The state-supported addition to Amtrak's Northeast Regional Service gives Richmond-area train travelers five morning departures to Washington and points north and six returning departures from Washington in the afternoon and evening.


Amtrak's Jay McArthur (from left), CSX's Quintin C. Kendall and Kevin Page of Va. Dept. of Rail and Public Transportation talked yesterday while aboard the Amtrak train.

"It's an hour's extra sleep," National Guard Col. Fred Bolton of Hanover County said of the new 7:13 a.m. departure from Ashland, nestled between existing 6:13 a.m. and 8:13 a.m. departures.

Bolton, who lives in King's Charter but was called to active duty in Northern Virginia a year ago, said he usually commutes either by Amtrak or by Virginia Railway Express out of Fredericksburg, depending on his work schedule.

"Having more options is always good," he said.

That is just what Virginia's Department of Rail and Public Transportation wanted to offer with its three-year, $25.2 million pilot project to run two additional passenger trains to Washington -- a new route from Lynchburg that started in October and the new train from Richmond's Staples Mill Station that launched yesterday.

Amtrak now offers trains leaving Staples Mill for Washington at 5:09 a.m., 6 a.m., 7 a.m., 8 a.m. and 11:04 a.m....

http://www2.timesdispatch.com/busine...1599/#comments

[202_Cyclist]

DDOT needs to study the feasibility of a Wisconsin Avenue streetcar route from Georgetown to the Tenley and Friendship Heights metro stations as soon as possible so there are not any unnecessary delays when the H Street/Benning Road streetcar reaches Georgetown in 2015. A Wisconsin Avenue route will help provide a sustainable transportation option and more reliable transit service to the many residents along Wisconsin Avenue who do not live close to a metro station. Additionally, Georgetown and American Univiersities, both near Wisconsin Avenue, are planning on adding over 7,000 students, faculty, and staff according to their 2020 campus plans. A Wisconsin Avenue streetcar will help accomodate their transportation needs without adding more congestion or emisions.


Streetcars may operate on K Street by 2015

By CAROL BUCKLEY
Northwest Current
July 28, 2010

Residents of the Foggy Bottom and West End neighborhoods learned last week that they may see red D.C. streetcars sooner than they think — and that the system may cost them less than they expect.

After the initial Anacostia and H Street NE routes are up and running, K Street NW will host the next stretch of the planned 37-mile network, reported District Department of Transportation director Gabe Klein. It’s “the natural extension” of the H Street line and should be running by the middle of the decade, he said at a recent community meeting.

It’s still uncertain how the line will segue into Georgetown, said Klein. Both M Street and K Street have been mentioned as possibilities....


http://www.currentnewspapers.com/adm...y%2028%201.pdf

[waltlantz]

Hey there, new forum member here!

I live in the Mount Vernon section of FairCo and always use Metro to get into the district for funsies.

I'm looking on with great interest at the proposed Tysons Corner development. It's success would DRASTICALLY improve the perception of mass transit funding and TOD nationwide IMHO.

Metro expansion and construction seems to be continuing nicely, WTOP radio constantly talks about delays on Orange Line (due to track work for the new line) and I saw construction a few times when driving out towards Tysons Corner.

Still, the wholesale redrawing of the Tysons map seems tricky (haven't read the whole plan).

Does anyone think that in the near future, VRE and MARC would warrant off peak service in lieu of Metro expansion? Like the Metra in Chicago or Philly's SEPTA?

[ardecila]

I'm not a resident of the DC region, but there seems to be one reason why VRE and MARC will never be able to have the frequencies of Metra or SEPTA...

The DC region simply doesn't have enough through connections for goods movement, either on highway or rail. However, it is a bottleneck, as it sits between the huge ports and manufacturing areas of the Eastern Seaboard and the huge consumption areas of the growing South. Freight traffic on these lines is heavy, and a dense schedule of commuter trains requires virtually no freight interference, except in the middle of the day and late night.

Cities like Chicago and Philadelphia have incredibly dense rail networks, and many of the lines have a second, third, or fourth track. This provides for lots of flexibility in routing freight trains around commuter trains. DC has a very minimal rail network, since it was never a manufacturing hub or major port - it only has ONE crossing of the Potomac. The only way to get around DC currently is to go far, far west to Norfolk Southern's line through the Shenandoah Valley.

The solution is either to construct a rail line around the DC area (incredibly costly, including a new Potomac crossing) or to add many miles of additional track to the existing lines.

Regardless, though, I think it will eventually become a security and livability concern to shift the freight trains out of the District itself.

[waltlantz]

Good insight,

I remember my Grampa in Phllly saying that DC was a podunk town until the 60s-70s.

I didn't know that frieght rail goes THROUGH the district.

Still do you think that cities like DC and Los Angeles can get away with NOT bulding additional rail lines? How does the rate of rail construction compare with that of Western European Metropolises? I know that they still had SOME investment in rails after the war.

People have pointed out that we can't rely on Metro to solve all our transpo problems.

[novawolverine]

DC peaked in population at over 800k in the 50's, so it was more than a podunk town in the 60's and 70's. That's actually when the city started to decline. Part of this podunk stuff is based on how cities the midwest and northeast were relative to DC. A lot of cities have either declined, stagnated or grown more modestly over the years while the DC region has been pretty consistent. FDR expanded the gov't substantially, so that's probably when you can say the city fundamentally became more significant.

There needs to be more of a political awareness about commuter rail. So many people are sold on metro that they don't understand how beneficial commuter rail can be in lieu of metrorail, so it doesn't get enough attention, politically or financially. It's not on the radar of most people and doesn't attract votes. There are obviously issues with rights-of-way and having to lease tracks and whatnot, but I think something could get done if it were seen as a higher priority. I think there does need to be a new Potomac crossing, for Metro and for commuter rail, it would be expensive, but it would be great if they could both get done.

I think in the intermediate term, if the areas served by commuter rail could get more TOD, that would warrant more off-peak service.

I think the region can get by w/o more rail lines, but it won't grow as fast. A part of infrastructure planning is for relieving things as they are, and some of it is for growth and that part of things may be limited if there isn't more attention given to rail.

[waltlantz]

Well one thing is I don't see how transit agencies can effectively get the word out without them advertising.

Short of being a seismic shift in infrastructure spending priorities, I think that agencies need to market themselves better.

[Cirrus]

Freight capacity is a major issue in DC, but that's not necessarily a deal-breaker, especially for MARC, which has a little more freedom with tracks than VRE.

MARC actually has a long term plan to become more like Metra or SEPTA.

[202_Cyclist]

Dulles may shift Metro station plan

By Derek Kravitz
Washington Post
Wednesday, August 11, 2010; B04


The long-planned Metrorail station at Dulles International Airport could be moved away from the main terminal to a location next to one of the parking garages, potentially saving millions of dollars in construction and insurance costs but also leading to longer walks for passengers, airport officials say.

The alternative spot is between Daily Parking Garage No. 1 and Saarinen Circle. The discussion is reminiscent of deliberations in the late 1970s concerning the construction of the Metro station at Reagan National Airport.

The 3 1/2 -mile segment of the rail line running through Dulles airport would require about two miles of tunneling; new hangars to replace those that would displaced; a short-term parking lot in front of the terminal; and extra roadways. The projected costs of that portion of the planned Metrorail extension have not been released.

The original design, approved by the Metropolitan Washington Airports Authority in 2002, is shown on the airport's current master plan.

The alternative Metro station location is being evaluated by consultants, and airport officials are to consider it in the fall. "We're looking to identify the costs and see if there are any potential benefits with moving the station," said Tara Hamilton, an airports authority spokeswoman.

Officials said that although the alternative location is farther from the main terminal than the underground spot, it is near airport offices and would be convenient for workers and would support development along Aviation and Autopilot drives...

http://www.washingtonpost.com/wp-dyn...?hpid=newswell

[202_Cyclist]

Herndon starts preparing for the coming of Metro

By Jonathan O'Connell
Monday, August 30, 2010
Washington Post

"Next stop on the transit-oriented planning train: Herndon.

Fairfax County officials have already completed the task of amending a master plan for Tysons Corner, where four Metro stops are under construction and set to open in 2013. Now town officials in Herndon are beginning to consider zoning changes to guide development around the Herndon-Monroe station, set to open in 2016 along with five other stations.

Herndon commissioned a study of about 150 acres around the planned Metro station by Vanasse Hangen Brustlin, a transit and land-use consulting firm based in Watertown, Mass., to determine what densities and uses will be permitted when Metro arrives.

Once the study and a public vetting process is complete, proposed changes could go before the town planning commission by December and go before the town council in early 2011..."


http://www.washingtonpost.com/wp-dyn...082704704.html

[202_Cyclist]

Here's the link for a document providing information for Phase II of the Dulles Metro extension. Phase II will be from Reston Parkway to Loudoun County, including Dulles airport. I haven't had a chance to review this document but a quick look shows too much parking around the stations. I hope FFX and Loudoun Co. planners reconsider the quantity of parking right next to the stations.

http://www.dullesmetro.com/phase_2_u...%20-%20PDF.pdf

[M II A II R II K]

Metro Dulles extension to cost $3.83 billion


http://voices.washingtonpost.com/loc...n-to-cost.html

Phase 2 of the Metro extension to Dulles International Airport and into Loudoun County will cost $3.83 billion, according to a preliminary estimate from the regional airports authority, which is managing construction of the extension.

Phase 1 of the project, from the East Falls Church Metro station through Tysons Corner to Wiehle Avenue in Reston, which is under construction, has a price tag of $2.76 billion, the Metropolitan Washington Airports Authority said. Phase 2 includes six stations, one at Dulles airport, and stations near Reston Parkway, the Herndon-Monroe area, Route 28, Route 606 and Route 772.

The airports authority is finalizing preliminary engineering on Phase 2 and earlier this week held two public meetings to discuss plans for the project. Phase 1 of the rail extension, commonly referred to as the Silver Line, is scheduled to open in 2013, with Phase 2 opening three years later.

[202_Cyclist]

Development a hot-button issue for town residents

Concerns regarding Metro expansion in Herndon center on protecting town's identity

by Gregg MacDonald
Fairfax Times
12/8/2010

"A miles-wide mass of underground bedrock that promises to give any potential developers a tough time in Herndon might not be the most impenetrable element in their path toward transit-oriented development.

As Herndon staff continues to host community dialogs in hopes of discussing development plans to accompany the implementation of the Herndon-Monroe Metro station in 2016, more and more concerned residents are making their voices heard.

The station will be built in the median of the Dulles Toll Road, with a pedestrian bridge that will connect the station to Herndon. A study area that includes a 188-acre core area north of the new station is targeted for infrastructure and future commercial development..."

http://www.fairfaxtimes.com/cms/story.php?id=2667

[202_Cyclist]

Potomac Yard tax district approved

By Christy Goodman
12/18/2010
Washington Post

"Alexandria City Council unanimously approved a 20-cent special tax district for the proposed $240 million Potomac Yard Metro station.

The station would serve the proposed 7.5 million square feet of development planned for the northern end of Potomac Yard.

The special tax district will take effect on January 1 on new developments within Potomac Yard, which sits south of Crystal City between Route 1 and the George Washington Parkway. The revenue from the tax district will be added to developer contributions and a soft tax increment financing area, or TIF, to pay bond debt financing over 30 years..."

http://voices.washingtonpost.com/loc...=moreheadlines