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  #1001  
Old Posted May 31, 2014, 8:10 PM
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Dulles Corridor Metrorail Project progress update e-mail 05 30 2014

Late Summer Opening Anticipated; Finishing Touches, Testing Still Ahead


Testing, Finishing Work and Training All Along The Silver Line: Crews continue to conduct Operational Readiness Testing all along Phase 1 of the Dulles Metrorail Project, including this area atop the platform of the Spring Hill Station on the western edge of Route 7 near the Dulles Toll Road interchange.
Photo by Terry Lowenthal, Dulles Transit Partners

The Metropolitan Washington Airports Authority on May 27 formally transferred control of the 11.7-mile Phase 1 of the Silver Line to the Washington Metropolitan Area Transit Authority (WMATA).

This milestone, known as the "Operational Readiness Date" (ORD), begins up to 90 days of readiness testing of the system and training of staff prior to starting passenger service.

Following Metro's acceptance of the transfer of Phase 1, the Airports Authority thanked its regional, state and federal partners "who have worked together tirelessly to achieve the important milestone of transferring Phase 1 of the Silver Line project to WMATA."

"We look forward to passengers experiencing the great benefits of the Metrorail extension following years of hard work and dedication by the men and women who have made this monumental project possible," the Authority said.

Reaching ORD was the result of on-going cooperation between the Airports Authority, WMATA and Dulles Transit Partners, the Phase 1 design-build contractor. After rejecting DTP's first claim to have reached substantial completion, the Airports Authority in late April announced that many of the outstanding issues had been resolved and accepted DTP's latest substantial completion statement.


Finishing Touches: Contractors from Macerich, owners of Tysons Corner Center, have just about completed the pedestrian bridge that will tie the Tysons Corner Station's pedestrian pavilion directly into Macerich's new commercial, residential and hotel development now rising adjacent to the shopping center. Rail riders will have easy access to the mall via this bridge and elevators and escalators.
Photo by Chuck Samuelson, Dulles Corridor Metrorail Project

USDOT to Provide $1.9 Billion Loan for Dulles Rail

Funding for the Dulles Corridor Metrorail Project got a major boost last month with the approval of a $1.9 billion low-interest loan from the U.S. Department of Transportation.

The Transportation Infrastructure Finance and Innovation Act (TIFIA) loan which was awarded to the Silver Line is the largest in TIFIA history.

TIFIA provides loans and lines of credit to help finance transportation projects. These loans have low interest rates and flexible repayment terms, which helps to advance large ventures.

According to the Airports Authority, the approval is a victory for users of the Dulles Toll Road, whose toll payments help fund construction of the Silver Line extension of the Washington region's Metrorail public transit system.

The Airports Authority's objective has always been to keep tolls on the Dulles Toll Road as low as possible, and the TIFIA loan is a major factor in meeting that objective.

"Thanks to the favorable interest rates the loan provides, as well as $300 million committed by the Commonwealth of Virginia, the Airports Authority will be able to hold tolls at current levels through 2018 and to limit future toll increases," according to the Airports Authority.

In Phase 1, the U.S. Department of Transportation provided $900 million in grants to the project. The federal government had previously stated support for Phase 2 would come in the form of loans, not grants.

The announcement of the approval of the loan is the result of a collaborative effort, led by Northern Virginia's Congressional delegation.

Phase 2 Preconstruction Rolling Along


Phase 2 Caisson Test Shaft Location #3: Excavating and exposing the test caissons four feet below grade in preparation for partial demolition.
Photo by Steven Suddarth

Crews from Capital Rail Constructors (CRC), the Phase 2 design-build contractor, are proceeding with preliminary construction of Phase 2, with most of the current work concentrated at Dulles Airport and along the Dulles Toll Road and the Dulles Greenway.

Phase 2 will extend Metrorail service from the Wiehle-Reston East Station (expected to open when Phase 1 opens later this year) westward through Dulles Airport to Route 772 in Ashburn. Phase 2 includes 6 stations: Reston Parkway, Herndon, Innovation, Dulles Airport, Route 606 and Route 772 in Loudoun County.

Heavy construction is not planned until later this year. However, here is what is currently taking place:
  • Tree relocation is taking place on Saarinen Circle to make way for construction of the Dulles Airport Station.
  • A lot of work is evident along Autopilot Drive where utility relocation work is beginning in front of rental car facilities.
  • Geotechnical testing is winding down.
  • Preparations are beginning for the start of aerial guideway (the bridges that will carry the overhead tracks) with column installations in front of the Cargo 5 building.

Specific details of these efforts will be released to those most affected and to the driving public in advance.

A Phase 2 construction HOTLINE has been established. If you have concerns or complaints, please call
1-844-385-RAIL. For general project information, call
703-572-0506.

Phase I Stations

Here are specifics about the Phase 1 Silver Line stations.[/b]

McLean Station:
  • Located at 1824 Dolley Madison Boulevard, McLean
  • Near the intersection of Dolley Madison Boulevard and Scotts Crossing Road/Colshire Drive
  • Served by Fairfax Connector routes 721, 724 and 734
  • Access:
    • Kiss & Ride (south side only)
    • 2 bus bays - north side, 3 bus bays - south side
    • Pedestrian bridge over Rt. 123 (connecting south side bus bays)
  • Bicycle facilities: 26 racks, 20 lockers near Kiss & Ride and on Scotts Run side.
  • No parking
Tysons Corner Station:
  • Located at 1943 Chain Bridge Road, McLean
  • Near the intersection of Chain Bridge Road and Tysons Boulevard
  • Served by Fairfax Connector routes 401, 402, 423, 462, 463 and 721
  • Access:
    • *]Bus bays - 3 north side and 3 south side
    • Pedestrian bridge over Rt. 123 connecting south side bus bays
  • Bicycle facilities: 38 racks, 20 lockers
  • No parking
Spring Hill Station:
  • Located at 1576 Spring Hill Road, Vienna
  • Near the intersection of Spring Hill Road and Leesburg Pike
  • Served by Fairfax Connector routes 424, 432, 574 and 724
  • Access:
    • Kiss & Ride - west side
    • 3 bus bays - east side
    • Pedestrian bridge
  • Bicycle facilities 22 racks, 20 lockers
  • No parking
Wiehle-Reston East Station:
  • Located at 1862 Wiehle Avenue, Reston
  • Near the intersection of Wiehle Avenue and Dulles Toll Road (Route 267)
  • Served by Fairfax Connector routes 505, 507 , 551, 552, 553, 554, 557, 558, 559, 585, 599, 924, 926, 929, 950, 951, 952, 980, 981, 985, RIBS1, RIBS2, RIBS3 and RIBS4
  • Access:
    • Park and Ride including covered garage
    • Kiss and Ride - north side
    • 10 bus bays - in covered garage, 5 bus bays - south side
    • Pedestrian bridge over toll road
  • Defined area for 150 bicycles
  • Future Connector Store location
  • 2,300 commuter parking spaces, $4.75 a day
###

Link to PDF version not yet posted at Dulles Corridor Metrorail Project web site.
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  #1002  
Old Posted Jun 3, 2014, 3:08 PM
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Fast ferry option from Alexandria to D.C. receives grant money

Fast ferry option from Alexandria to D.C. receives grant money

By Kathy Stewart
WTOP
June 2, 2014

"WASHINGTON -- Within a year, a fast ferry could bring commuters from the Alexandria, Virginia, waterfront to the Navy Yard.

Prince William County Supervisor Frank Principi says U.S. Department of Transportation has awarded a grant of nearly $4 million to provide assistance to help establish the service.

The money will be used to buy two ferry boats and operate them during commuter hours..."

http://www.wtop.com/654/3633670/Fast...es-grant-money
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  #1003  
Old Posted Jun 4, 2014, 5:27 PM
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A former trolley line could become a walking and biking trail from the Palisades to G

I’ve helped coordinate with Brett Young, who is leading the coalition to get this trail built. If you’re interested in supporting the Glen Echo trolley multi-use trail, email me and I will forward your email address to Brett. This would be a great opportunity to provide a sustainable transportation option to a part of DC that has limited transit service.

A former trolley line could become a walking and biking trail from the Palisades to Georgetown

By Brett Young
June 4, 2014
Greater Greater Washington

"During DC's streetcar era, the Glen Echo line ran from Georgetown to Glen Echo Park along a path through the Palisades. But for 52 years, this land has lain dormant. It could turn into a trail to get people on foot and bike between these neighborhoods.


Image courtesy of Greater Greater Washington.

The right-of-way is 3.11 miles from Georgetown to Galena Road in the Palisades, which is one block north of the Palisades Recreation Center. The District government owns the part west of Foxhall Road, in the map below. Pepco currently uses the land to access utility poles. Some residents use it for jogging, walking, or pet exercise..."

http://greatergreaterwashington.org/...to-georgetown/
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  #1004  
Old Posted Jun 10, 2014, 3:00 AM
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Dulles Corridor Metrorail Project Pictures 01 19 2014

Well it looks like my last post was not the last before opening day of Phase I. If all goes as planed this one will be the last.

Most of what has been done sense I was last out there is touch up work inside and around the stations, pavement work, and error corrections. The touch up work included things such as the inclosing of the third rail cable trays, placing the final lift of asphalt in the Kiss and Ride lots at the McLean and Spring Hill stations. Connecting the down spouts at the entrance pavilions to the storm sewers and replacing parts of concrete apron around the Greensboro station north entrance pavilion.

For those not up to speed on what's delaying the opening, here is a summery.

There were several problems with some of the work done by various contractors that didn’t meet either contract specification or requirements of the building code. Public address speakers lacking required UL fire rating, leaking roofs, elevator and escalator reliability issues to name a few. In one case there was excessive leakage of hydraulic oil in the lift piston of one of the elevators.

There were issues with hardware that allows the monitoring and controlling of the various systems and subsystems from WMATA central control (supervisory control and data acquisition, remote terminal units). There also were some issues with a hand full of track circuits that were not reliably transmitting speed commands to the trains. None of these issues would have effected the safe operation trains, however they would have effected the on time performance of trains running on the branch.

The correction have been made and or are being made.

WMATA took possession of the project from MWAA and their contractors on Tuesday 05 27 2014. Under the contract WMATA has 90 days to do final testing, employee training and simulated revenue operation before opening the line. The end of the 90 days is Monday 08 25 2014. WMATA has not announced an opening date. WMATA by tradition opens new segment on Saturdays, expect the open to happen no later then Saturday 08 13 2014.

The developer building the Vita Apartments, Tysons Tower and the Hyatt Regency on Tysons One Place in front of Lord & Taylor and parking garage E have built a pedestrian bridge over Tysons Boulevard that connects to the south entrance pavilion of the Tysons Corner station. The pedestrian bridge by way of The Plaza between the Hyatt Regency and Lord & Taylor will provide a direct connection to level 2 of Tysons Corner Center.

Principle construction has not commenced on Phase II, however preparation work has begun such as removal of trees from the elevated easement along Autopilot Drive on the airport property, installation of a silt fence around the site of the station at Dulles Airport, placement of surveyor stakes at various location along the easement and soil core sample collection.

Test track and Commissioning Facility

The construction of the Commissioning Facility building in Greenbelt Yard looks to be complete. The structural work on the parking garage also appears to be complete. The contractor is sill doing the ground work along the test track right of way in preparation for the grading of the sub roadbed. Surface cable trays and stick rail were delivered to staging area adjacent to south Kiss and Ride lot at the Greenbelt station some time back in April or May. All of the stick rail has been welded up into roughly 600' lengths.


Pictures at picasaweb.google.com/cambronj DCMP 06 01 1014.

Pictures at picasaweb.google.com/cambronj Greenbelt Test Track and Commissioning Facility.

Captioned thumb nails along with the above and past essays can be view at cambronj.blogspot.com DCMP 06 01 1014.

Also got a hand full of pictures of the H Street and Benning Road streetcar line, they are at picasaweb.google.com/cambronj H Street and Benning Road 06 01 2014.
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Last edited by cambron J; Jun 10, 2014 at 3:28 AM.
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  #1005  
Old Posted Jun 23, 2014, 6:22 PM
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07 26 2014 opening date for phase I of the Silver line

For immediate release: 06 23 2014
Metro announces Silver Line opening date
Rail service to begin at noon Saturday, July 26

Me thinks they want to have a captive audience for the opening ceremonies before they let folks ride the trains. After all this is an election year.
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  #1006  
Old Posted Jul 2, 2014, 10:55 AM
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Dulles Corridor Metrorail Project progress update e-mail 07 01 2014

Silver Line Opening Date Announced


A Panorama of Views: The future Tysons Corner, beyond construction of the Silver Line, is captured in these photos taken from the top of the new Tysons Tower office building near the Tysons Corner Station. It is being built by Macerich, the owners of Tysons Corner Center.
Photos courtesy of Macerich

The opening date for Phase 1 of the Silver Line will be July 26, according to Metro's General Manager Richard Sarles.

Sarles said he is confident in choosing a starting date, saying that the Metropolitan Washington Airports Authority and its contractor, Bechtel-led Dulles Transit Partners, have cleared most of the remaining punch list items that need to be done before service can begin. There is an "unlikely possibility that something could pop up between now and then," Sarles said June 23, but he is confident in the selected starting date.

The Airports Authority, builders of the new line, turned the project over to Metro on May 27.

The Airports Authority called the news of an opening date "a welcome announcement for those who continue working together to make this important project a reality. We thank all the project's supporters, who have been key to making the 50-year dream of rail in the Dulles Corridor come true. The Silver Line is already a major boost to the economy of Northern Virginia and the entire metropolitan Washington region, and the start of revenue service will further that economic development and enhance Tysons Corner and Reston, already the state's largest employment center. And, with the start of Silver Line service, Dulles Airport will be closer than ever - just minutes away from the Wiehle- Reston East Station on the new Dulles Airport Silver Line Express Bus."

The Silver Line, the first new Metro line to open in 23 years (not including the Blue Line extension to Largo), will link the area's second largest central business district, Tysons Corner, with DC, and, eventually, when Phase 2 is completed in about five years, will provide service to Dulles Airport and westward into Loudoun County.

Silver Line trains will operate between Reston and Largo and provide service to four stops in Tysons Corner while adding expanding service to existing stops in Arlington and downtown DC. The new line will not serve the West Falls Church Station. There are five new stations along the line: McLean, Tysons Corner, Greensboro, Spring Hill and Wiehle-Reston East.

To finalize employee familiarization and confirm schedules, Metro plans to conduct a week of "simulated service," starting Sunday, July 20. During the service simulation, Silver Line trains will run on the system without carrying passengers to or from the five new stations. However, the "simulation" trains will carry passengers between East Falls Church and Largo Town Center.

As a result of Silver Line service, riders at stations from East Falls Church to Court House will see trains arrive more frequently at all times, and riders from Rosslyn to Stadium-Armory will notice more frequent service outside rush hours. On the Blue Line, trains will operate every 12 minutes at all times of the day, and during rush hours, trains at Vienna, Dunn Loring and West Falls Church will arrive and depart every 6 minutes.

Riders can check fares and travel times, get station information and learn more about the project by visiting silverlinemetro.com.


Towers of Change at Tysons Corner Metrorail Station: As evidence of the positive economic impact of the Silver Line, construction of VITA Apartments, at left, and Tysons Tower office building, near the Tysons Corner Station is nearing completion. Both are part of high-density, transit-oriented development being done by Macerich, owners of Tysons Corner Center, in anticipation of the opening of the Silver Line. Also nearby is a new high-rise hotel being built atop a plaza that will connect directly with the mall. VITA is being built by Kettler. A pedestrian bridge connects the new structures to the entrance pavilion leading to the rail station.
Photo courtesy of Macerich

A Close Look at the Stations

McLean Station

South entrance pavilion.


Station as seen from curve on the elevated above the Dulles Connector Road VA-267.

Station entrances are on the north and south side of Route 123, with a pedestrian bridge crossing Route 123. There is a Kiss & Ride on the south side, as well as 26 bike racks and 20 rental bike lockers. On the north side, there are nine motorcycle spaces and a 700-space parking lot which is operated by CityLine.

The McLean Station is along Route 123 next to the Capital One headquarters and across from Northrop Grumman and Mitre.

Tysons Corner Station

Shelter near east end of platform.


Escalators assending from fare collection mezzanine to platform.

The station is on the northwest side of Route 123 at Tysons Boulevard. A pedestrian bridge provides access to Tysons Corner Center. There is no parking at this station but there are bike racks. It is close to Tysons Galleria and is expected to be the busiest of the new stations.

Greensboro Station

West end of station as seen from the terrace behind Ernest and Young.[/i]


Station managers kiosk and faregates as seen from free area of mezzanine.

Greensboro Station is west of the intersection of Routes 123 and 7 and is in the middle of Route 7 near SAIC and Marshalls. Pedestrian bridges provide access to both sides of Route 7. There is no commuter parking at this station but there are bike racks and lockers.

Spring Hill Station

East end of platform canopy


Pedestrian bridge to south entrance pavilion.

Spring Hill Station is the last station in Tysons Corner and lies in the middle of Route 7 near Spring Hill Road. This station can be accessed via pedestrian bridges flanking both sides of Route 7. A Kiss & Ride is available on the east side, and there is no parking available at this station. There are 22 bike racks and 20 rental bike lockers.

Wiehle-Reston East Station

Elevators, escalators and stairs to platform from mezzanine.


East end of station.

Wiehle-Reston East is the terminus station of Phase 1. It features a multi-level, underground transit center and bus service to Dulles Airport on the newly named Silver Line Express. The station can be accessed from the north or south side of the Dulles Toll Road via pedestrian bridges. A Kiss & Ride is on the north side of the station, as well as a 2,300-car garage, with 253 reserved spaces. There are 15 bike racks on both the north and south sides, and bike room for 200.

All photos by Chuck Samuelson, Dulles Corridor Metrorail Project unless otherwise noted.

###

Photo location notation by Sand Box John.

Link to PDF version posted at Dulles Corridor Metrorail Project web site.
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  #1007  
Old Posted Jul 4, 2014, 5:40 AM
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Video of the Union Station in Washington DC, recored 3 weeks ago:


Video Link
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  #1008  
Old Posted Jul 6, 2014, 12:34 AM
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I think the metro to Tysons is detrimental to DC. It will just bring more development to this edge city and more people from the inner and outer suburbs into Tysons' malls to shop/play. This will hurt downtown DC retail and housing development. The area is poorly planned. It is becoming a multi-centric city that lacks a world class core. It will not reach the potential of other world class capital cities because DC's laws on development and high rise construction are so backward. The core is constrained because it can't grow quickly in population or office space and is becoming supply-constrained and too expensive. Much of DC is single family homes and low density development. This is a waste of space. Given that most people live in the suburbs, increasing access to these edge CBD's just gives people less of an incentive to go into DC. People can live near Tysons and commute to downtown rather in DC because of DC's expensive, taxes. Business development will continue to accelerate outside of DC's borders in the Tysons area due to the metro. DC needs to change it's laws, governance, business environment, and allow high rises to increase density of the downtown core and elsewhere. It will never become a world class city if most of the population growth is happening far away in the sprawling suburbs and most of the new development is occuring there too. It needs affordable housing increased and it needs more place to build. Tysons and other edge cities could ecclipse the downtown core as they are places that are cheaper and have lower taxes, better business environments, better schools ,etc... DC is shooting itself in the foot and for an originally planned city, the plan for the region is awful and will leave DC's downtown core as a mere federal and tourist hub without a real city growing up around it.

Last edited by aquablue; Jul 6, 2014 at 1:22 AM.
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  #1009  
Old Posted Jul 6, 2014, 1:42 AM
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There are too many highways around the subway stations and there doesn't appear to be anything around either. Never been but a low-rise zone should not have subways for people to get around.

Last edited by Perklol; Jul 6, 2014 at 6:57 AM.
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  #1010  
Old Posted Jul 6, 2014, 2:28 AM
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Originally Posted by Eveningsong View Post
There are too many highways around the subway stations and there doesn't appear to be anything around either. Never been but a low-rise zone should use subways to get around.
I agree. There are malls and some new office towers. It's also ugly with the concrete tracks above ground. Tysons is awful, and is reston, etc.. . The metro is just bad for DC, it just makes it easier for people to access these ugly edge sterile cities that have no souls. These edge CBDs will soon surpass DC due to lower taxes, better business enviro, better politics, and cheaper land. Blame DC politics for being so backward and not allowing higher density development to take place in the core city and it is now supply constrained and too expensive to live and build there. Also, putting the airport out there was ludicrous. Way too far from DC and just accelerated sprawl to the detriment of DC. Tysons is a godforesaken place and should not exist. DC is constrained while the suburbs boom. That is just wrong. Tysons is a horrible place, really ugly and car dominated and is detrimental to the development of DC as a world class city. DC could have this development inside its borders if it had proper leadership. But no, it forsakes the tax revenues to Virginia all because it can't get its act together and grow up. White flight ruined DC and led to the development of malls and and people started living 20 miles + from DC near new employment poles. DC got it all wrong. It lost it's chance to become a world class city on par with Madrid, Rome, Berlin, etc.

Last edited by aquablue; Jul 6, 2014 at 3:04 AM.
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  #1011  
Old Posted Jul 6, 2014, 4:33 PM
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Quote:
Originally Posted by EMArg View Post
Video of the Union Station in Washington DC, recored 3 weeks ago:


Video Link
Union Station (DC), Grand Central Terminal, Cincinnati, Union Station (Chicago), 30th Street (Phila.), Union Station (L. A.) - last of the great train stations.
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  #1012  
Old Posted Jul 6, 2014, 4:36 PM
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Quote:
Originally Posted by aquablue View Post
This is a mistake to reply again, but Anyway, since i made it I might as well continue.. lived in dc for many years.

The metro to Tysons/Reston/Dulles is just the worst idea possible. It is going to make DC as a city a worse place. Yeah, I said it again because it sucks. More and more people can now live way out in the boring exurbs due to cheap housing and the metro that will ferry them to work in Tysons, DC and other poles. Also, people from DC and the inner suburbs will be able to go and work out in Tysons/Reston/Dulles areas which is again detrimental to the central city. For those of us who hate decentralized cities, this is another awful development. All this while DC is growing very slowly and is losing out on tax revenues and population growth (density required to make it a world class city) because it has restrictive backward laws that won't allow it to add adequate development, housing, reduce costs of living, reduce taxes, etc... The area is just planned for mediocrity.

And, who in their right mind allowed those ugly concrete superstructures to be built above ground in Tysons/Mclean? It makes the area ugly as hell. This isn't a high density concrete jungle, this is a low density suburb of office buildings surrounded by garden suburbs. It looks like Bangkok on Potomac or something now with this concrete monstrosity. How many years of development will it take before these eyesores are somewhat disguised by the planned development of an 'urban' enviornment? I'd say 15+ years. I'd say that didn't go down well with the refined upper class neighbors in the tony suburbs around tysons.
I lived there for over 20 years myself (1967-88). During that time, I went to Reston maybe four times; to Dulles numerous times; to Wolf Trap several times; to Tyson's Corner maybe a dozen times. I lived in town (Capitol Hill and DuPont Circle) and used Metro frequently after it opened and as it expanded. I can't imagine going to the 'burbs any more frequently now that Metro goes there. I suppose it will be good for people who work downtown, but that's about it.
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  #1013  
Old Posted Jul 8, 2014, 3:24 AM
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It allows people from the burbs to go and work in Tysons easier. This gives Tysons, with its better business laws and ability to grow with taller buildings, the advantage over a DC that is restrained and will not upzone or pass better laws that help business.

Last edited by aquablue; Jul 8, 2014 at 3:36 AM.
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  #1014  
Old Posted Jul 8, 2014, 9:50 PM
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Originally Posted by aquablue View Post
It allows people from the burbs to go and work in Tysons easier. This gives Tysons, with its better business laws and ability to grow with taller buildings, the advantage over a DC that is restrained and will not upzone or pass better laws that help business.
As important as Tysons is, it needs the Metro. To Tysons, it's not even a bad idea. Farther flung places already have the Metro.

A lot of your gripes, the ship has sailed already. Many of the newer highrises being built in Tysons would not have gone up if the Metro weren't coming, instead it'd be higher-density but with the same sea of parking there is now. And Fairfax County, in particular, has an economic interest in the Metro coming to Tysons and Reston.

Given that we have what's there already, the only thing you can do is improve it the best you can given the various constraints one might have. Blowing it up and starting anew is not an option.
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Old Posted Jul 9, 2014, 8:27 PM
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Potomac Yards infill metro station

And then there were two: Most expensive options for Potomac Yard Metro site nixed

By Michael Neibauer
Washington Business Journal
July 8, 2014

"In what should come as a shock to no one, federal transit leaders have nixed the two most expensive, least viable options for the location of the future Potomac Yard Metro station, leaving only two in the competition.

"It allows us to focus on what we've known all along are the final alternatives," Alexandria Deputy City Manager Mark Jinks said during the most recent meeting of the Potomac Yard Metrorail Implementation Work Group.

Alexandria officials traveled to Philadelphia in late May, Jinks said, to update the Federal Transit Administration's regional administrator on the environmental impact statement progress, and they left with a pared list of site options. The FTA is the lead agency on the roughly $5 million Potomac Yard Metro EIS, scheduled for initial release this fall and final adoption in 2016..."

http://www.bizjournals.com/washingto....html?page=all
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Old Posted Jul 12, 2014, 1:07 PM
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Virginia will add $65 million to Columbia Pike streetcar project (Washington Post)

Virginia will add $65 million to Columbia Pike streetcar project

By Patricia Sullivan
Washington Post
July 11, 2014

"Virginia will increase state funding for the controversial Columbia Pike streetcar project by up to $65 million, the state transportation chief told officials in Arlington and Fairfax counties this week, allowing the streetcar line to be built at least a year faster and without federal funds.

“From a transportation perspective, it’s the right thing for this area to be doing,” Transportation Secretary Aubrey Layne said of the project. “You can’t get buses big enough to carry the anticipated ridership on that road.”

He warned that the details and timing of the additional funding still need to be finalized but described the letter sent to county officials Thursday as “us saying we want to work with you…"

http://www.washingtonpost.com/local/...353_story.html

Greater Greater Washington also has coverage of this.

Virginia commits to fund the Columbia Pike streetcar
http://greatergreaterwashington.org/...ike-streetcar/
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  #1017  
Old Posted Jul 15, 2014, 4:04 PM
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DDOT Best-Case Scenario Targets November Opening For D.C. Streetcar

I support the investment in streetcars but these delays are becoming very frustrating. By the time this begins service, DC's streetcars will have been sitting in storage for nearly a half decade.

DDOT Best-Case Scenario Targets November Opening For D.C. Streetcar

By: Martin Di Caro
July 15, 2014
WAMU

"The H Street-Benning Road streetcar line, Washington’s first in a half century, will open for passenger service the first week of November at the earliest, according to a project source.

Under this best-case scenario, the streetcar would open almost a year after the District had first hoped. Multiple predictions by officials, most notably Mayor Vincent Gray, that the streetcar would open by the end of 2013 proved hollow.

While the District Department of Transportation is providing few details about the streetcar’s timeline publicly and only a vague estimate of when it will carry its first passengers — “by the end of the year,” according to a DDOT spokesman — a source with immediate knowledge of the operational and testing process provided a specific breakdown of the remaining work..."

http://wamu.org/news/14/07/15/ddot_b...r_dc_streetcar
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  #1018  
Old Posted Aug 2, 2014, 8:21 PM
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Took sometime to get everything together, better late then never.

Dulles Corridor Metrorail Project, 07 26 2013 Phase I Silver Line, Opening Day Pictures

5 stations and 11.7 miles of Phase I of the Dulles Corridor Metrorail Project (Silver line) opened on 07 26 2014. These 5 station and 11.7 miles bring the Metrorail system from the previous total of 106.3 miles and 86 stations to 117 miles and 91 stations.

The opening day ceremonies were conducted under a tent shortly after 10:30 AM adjacent to the Wiehle- Reston East south entrance pavilion. A ribbon cutting ceremony was conducted in front of the Wiehle- Reston East south entrance pavilion shortly before noon. An 8 car train of 7k cars made an appearance at the Wiehle- Reston East station for inspection by officials before the opening day ceremonies, the movement of the 8 car train of 7k cars was made between regularly scheduled movement of passengers carrying trains. It was returned to the yard before noon.

The 5 new stations opened their entrances a 11:30 AM, The faregates at Wiehle- Reston East were turned on before noon to allow passengers to board the first inbound train that was scheduled to depart at noon. The faregates at the 4 Tysons Corner station were turn on a noon to allow passengers to inspect the station before the first inbound passengers carrying train from Wiehle- Reston East arrived. No passengers were allowed to board trains until the first inbound train from Wiehle- Reston East arrived. No passengers were allowed to board outbound trains until the first outbound train departed the East Falls Church station. The first outbound train departed East Falls Church after the first inbound train arrived. Trains operating westbound displaying an Orange line East Falls Church destination sign simultaneously changed to Silver line trains with a Wiehle- Reston East destination sign on the fly after the first inbound Silver line train arrived at East Falls Church.

My general impression of the new stations is, meh. That's primarily because I am a Harry Wesse, Massimo Virnelli purest. Wesse gave us the classic 22 coffered arch vault subway station with floating mezzanines and the classic gullwing platform canopy over the platforms of many surface and elevated stations along with many other unique design features exclusive to Metrorail. Massimo Virnelli gave us the iconic back lit M entrance pylon and the way finding mezzanine and platform pylons with vertical station name on them that read like title on the spline of a book.

There are many Wesse design elements that can be found in the stations, 18” granite platform edge with flashing lights that warn of approaching trains, vertical inverted V textured poured in place concrete walls, railings along the sides of the passageway and on top of the mezzanine parapets to aid the sight impaired. The only Virnelli design element that is retained is the iconic the back lit M entrance pylon, The Virnelli mezzanine and platform way finding pylons are no where to be found.

The stations interiors are not as large as one would assume them to be based on their exterior appearance. They are however considerably larger then their older brothers, The larger interiors provide more then enough room to accommodate the smooth flow of passengers through the stations.

One of the design features of the second generation Metrorail stations that opened shortly after the turn of the century that was not used in these stations is glass parapets. However the abundant use of coated sheet metal and painted steel is every where to see. Another element that was not retained from the previous generation of stations is the use of Metro brown on doors, door frames, glazing frames, station manager kiosks, faregates and other non stainless steel or bronze surfaces, the only exception being the fare vendor cabinets. Those surface along with the structural steel are coated with a light gray, the faregates are stainless steel. The floor surfaces have also been updated, the use of hexagonal quarry tile has been abandoned throughout in favor of precast concrete paveres and poured in place brushed concrete. The platforms are finished with concrete pavers that mimic the legacy hexagonal quarry tile. On the mezzanines and in entrances natural concrete color concrete pavers are used. The floor surfaces of the entrance pavilions and pedestrian bridges are finished with poured in place brushed concrete with red granite trim.

All of the stations are served by Metrobus and or Fairfax Connector and have facilitates securing bicycles. The entrance pavilions are laid out in 2 different ways, the layout primarily employed, layout,1 places the elevators behind the escalators at street level with the elevators facing the escalators at the top landing, the pedestrian bridge to the fare collection mezzanine is to the right or left. Layout 1 has the pavilion placed parallel to the street or highway. The other layout employed, layout 2, again places the elevators behind the escalators to one side resulting in the elevators being to the left or right of the escalators at the top landing, in this layout the pedestrian bridge to the fare collection mezzanine is opposite of the escalators at the top landing. Layout 2 has the pavilion placed at a right angle with the entrance facing away from the street or highway.

Now on to the specifics of each station.

McLean

The station is located on the north side between Scotts Crossing road and Capitol One drive at 1824 Dolley Madison Boulevard in McLean Virginia. The south entrance pavilion is located across the street at Dolley Madison Boulevard and Colshire Drive.

The island platform station has its fare collection mezzanine under the platform at a level above street level. A pedestrian bridges connects the south entrance pavilion to the mezzanine. The station has 6 escalator, 6 elevators and 6 sets of stairs. 2 of the stairs are for emergence exit only and are located in the ancillary structures at both ends of the platforms. The fare collection mezzanine is under the center and east half of the platform above.

The south, 1ayout 1, entrance pavilion has 1 set of stairs between 2 escalators and 2 elevators and connects to the fare collection mezzanine at its east end. Adjacent to the entrance pavilion is a taxi stand, Kiss and Ride drop off and pickup area and a small short term parking lot. 3 curb side bus bays are located along Colshire Drive adjacent to the Kiss and Ride drop off and pickup area. The entrance to the drop off and pickup and parking lot is on Colshire Meadow Drive.

The entrance under the station is near the east end with 2 elevators to right and 1 set of stairs between 2 escalators to the left. There are 2 curb side bus bays along Dolley Madison Boulevard in front of the station.

The mezzanine has an opening in it that look like it could accommodate another set of escalators and stair. The station managers kiosk and faregates are located at roughly mid point of the mezzanine. The 2 mezzanine to platform elevators are just inside the faregates with the 2 sets of mezzanine to platform escalator and stair pairs beyond.

Tysons Corner

The station is located on the north side above Tysons Boulevard at 1943 Chain Bridge Road in McLean Virginia. The south entrance pavilion is located across the street at Dolley Madison Boulevard and Tysons One Place.

The island platform station has its fare collection mezzanine above the platform. A pedestrian bridges connects the south entrance pavilion to the mezzanine. The station has 8 escalator, 6 elevators and 6 sets of stairs. 2 of the stairs are for emergence exit only and are located in the ancillary structures at both ends of the platforms.

The fare collection mezzanine is above the west third of the platform above and extends a few feet west of the end of the platform.

The south, 1ayout 1, entrance pavilion has 1 set of stairs between 2 escalators and 2 elevators and connects to the fare collection mezzanine at its west end. The south entrance pavilion also connects to Tysons Tower Development. 3 off street bus bays are located adjacent to the entrance pavilion.

The entrance under the station is at the west end with 2 escalators ascending to the west to an intermediate level then another 2 escalators ascending to the east the remainder of the way to the mezzanine. To the right are 2 elevators with a fire escape type stair case to the mezzanine. 3 off street bus bays are located along Tysons Boulevard in front of the entrance.

East of the escalators, elevators, stairs and pedestrian bridge to the south entrance pavilion are the fare media venders. The station managers kiosk and faregates are located at roughly mid point of the mezzanine. The 2 mezzanine to platform elevators are just inside the faregates with the 2 sets of mezzanine to platform escalator and stair pairs beyond. The structural steel that supports the east end of the mezzanine look like it could support an extension of the mezzanine to allow foe a third escalator and stair pair.

A #10 double crossover is located beyond the west end of the station. The tunnel portals are just west of double crossover with ventilation structure located just beyond the portals along with an set of emergence exit stairs.

Greensboro

The station is located at 8305 Leesburg Pike Vienna Virginia in the median. The south entrance pavilion is located on the south side of Leesburg Pike east of Marshells Way. The north entrance pavilion is located on the north side of Leesburg Pike west of Pinnacle Drive.

The island platform station has its fare collection mezzanine above the platform. Pedestrian bridges connect the both entrance pavilions to the mezzanine. The station has 4 escalator, 6 elevators and 7 set of stairs. 1 of the stairs are for emergence exit only and are located at the east end of the east ancillary structures.

The south, 1ayout 1, entrance pavilion has 2 set of stairs, 1 escalator and 2 elevators and connects to the fare collection mezzanine at its north end. The north, 1ayout 2, entrance pavilion has 2 set of stairs, 1 escalator and 2 elevators and connects to the fare collection mezzanine at its south end. Both entrance pavilions have provision to replace one of the sets of stairs with an escalator.

The fare collection mezzanine is above the east third of the platform above. The fare venders are at the east end of the mezzanine against the end wall at the point where the pedestrian bridges connect to the mezzanine with the the station managers kiosk and faregates located to the west. The 2 mezzanine to platform elevators are just inside the faregates with the 2 sets of mezzanine to platform escalator and stair pairs beyond. The structural steel that supports the east end of the mezzanine look like it could support an extension of the mezzanine to allow foe a third escalator and stair pair.

Spring Hill

The station is located at 1576 Spring Hill Road Vienna Virginia in the in the median of Leesburg Pike. The south entrance pavilion is located on the south side of Leesburg Pike west of Spring Hill Road. The north entrance pavilion is located on the north side of Leesburg Pike west of Spring Hill Road..

The island platform station has its fare collection mezzanine under the platform at a level above street level. The pedestrian bridges connects both entrance pavilion to the mezzanine. The station has 5 escalator, 6 elevators and 7 sets of stairs. 2 of the stairs are for emergence exit only and are located in the ancillary structures at both ends of the platforms. The fare collection mezzanine is under the east half of the platform above.

The south, 1ayout 1, entrance pavilion has 2 set of stairs, 1 escalator and 2 elevators and connects to the fare collection mezzanine at its north side. The north, 1ayout 2, entrance pavilion has 2 set of stairs and 1 escalator and 2 elevators and connects to the fare collection mezzanine at its south end. The south entrance pavilions has provision to replace one of the sets of stairs with an escalator. Adjacent to the north entrance pavilion is a taxi stand, Kiss and Ride drop off and pickup area and a small short term parking lot. 5 curb side bus bays are located along Leesburg Pike west of the north entrance pavilion. The entrance to the drop off and pickup and parking lot is only accessible from the southbound lanes of Spring Hill Road north of Leesburg Pike.

The fare collection mezzanine is below the east third of the platform above. The fare venders are at the east end of the mezzanine against the end wall at the point ware the pedestrian bridges connect to the mezzanine with the the station managers kiosk and faregates located to the west. The 2 mezzanine to platform elevators are just inside the faregates with the 2 sets of mezzanine to platform escalator and stair pairs beyond.

Wiehle-Reston East

The station is located at 1862 Wiehle Avenue Reston Virginia in the median of the Dulles Access Road. The south entrance pavilion is located behind 11400 Commerce Park Drive next to the exit to Wiehle Avenue from the eastbound Dulles Toll Road. The north entrance is located on the south side of the plaza at 11325 Reston Station Boulevard.

The island platform station has its fare collection mezzanine above the platform. The pedestrian bridges connects both entrances to the mezzanine. The station has 4 escalator, 4 elevators and 3 sets of stairs. The fare collection mezzanine is above the east half of the platform.

The south, 1ayout 1, entrance entrance has 1 set of stairs, 2 escalator and 2 elevators and connects to the fare collection mezzanine at its east end. Adjacent to the south entrance pavilion on the eastbound exit ramp is 4 bus bays. The north entrance has no pavilion, as the pedestrian bridge is at same level as the plaza at Reston Station. At the middle of the plaza is a pavilion with 2 escalator and 2 elevators that access the underground 9 bay bus terminal and 3,500 space parking garage. The escalator access the bus terminal, Th elevators access the bus terminal and the 5 level of the parking garage.

The fare collection mezzanine is above the east third of the platform above. The fare venders are at the east end of the mezzanine against the end wall at the point where the pedestrian bridges connect to the mezzanine with the the station managers kiosk and faregates located to the west. The 2 mezzanine to platform elevators are just inside the faregates with the 2 sets of mezzanine to platform escalator and stair pairs beyond. The structural steel that supports the east end of the mezzanine look like it could support an extension of the mezzanine to allow foe a third escalator and stair pair.

At the west end of the platform is a dispatcher office and train crew room. Beyond the station is a pocket track for turning trains an a tail track for storing out of service trains.

Phase II Progress

Principle construction has begun on Phase II along Autopilot Drive at Dulles Airport. The contractor there is excavating the column piles for the elevated along Autopilot Drive. The trees on the site of the Dulles Airport station have been removed and transplanted elsewhere at the airport in preparation for construction of the of the station. No construction activity has begun at the sites of the other stations.

Test track and Commissioning Facility

The new Commissioning Facility building and parking garage in Greenbelt Yard appear to be nearly complete. Grading to prepare for the roadbed on the test track is being done south of Greenbelt Road.

###

Pictures at picasaweb.google.com/cambronj DCMP 07 26 1014 to see the 200 pictures of opening day and Phase II progress.

5 pictures of the progress on the Greenbelt Test Track and Commissioning Facility.

Captioned thumb nails along with the above and past essays can be view at cambronj.blogspot.com DCMP 06 01 1014.
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Last edited by cambron J; Aug 2, 2014 at 9:05 PM.
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  #1019  
Old Posted Aug 6, 2014, 4:03 PM
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Car2Go Will Expand Into Arlington County

This is excellent news! I will now be able to take one of these cars back from Reagan airport to DC after a late-night arrival.

Car2Go Will Expand Into Arlington County

By Lark Turner
Aug. 6, 2014
Urban Turf

"Car2Go, DC’s ubiquitous car rental service that allows any member to pick up and drop a car wherever so long as the car ends up back in the District, will start its expansion into Arlington County soon, according to a statement from the Crystal City Business Improvement District.

That means that for the first time, car2go customers can start making one way trips between DC and Northern Virginia — so long as they drop the car off in the right place in Arlington County.

“Finally, car2go, a highly successful carsharing service in DC, will cross the river and expand into Crystal City in the coming weeks,” the release said. “The expansion, made possible through a creative partnership with the Crystal City Business Improvement District (BID) and Vornado/Charles E. Smith, creates a new ‘home area’ for the service in the heart of Crystal City allowing the region’s more than 33,000 members to begin and end a reservation in Arlington’s largest downtown. The expansion into Crystal City provides the first ‘home area’ outside of DC allowing members to start and end trips on either side of the Potomac River...”

http://dc.urbanturf.com/articles/blo...ming_soon/8832
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  #1020  
Old Posted Aug 11, 2014, 4:34 PM
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Quote:
Originally Posted by 202_Cyclist View Post
This is excellent news! I will now be able to take one of these cars back from Reagan airport to DC after a late-night arrival.
Won't be any more convenient than CaBi (at least for those of us who don't overpack) -- still a 15 or 20-minute walk from DCA to Crystal City's streets.
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