Transit
Could Virginia reactivate the W&OD?
Last week, Spencer Lepler called for reactivating the Washington & Old Dominion rail line, currently used as a hiker/biker trail. He posits that the W&OD would make an excellent airport-express-type link between Dulles and downtown Washington. He also argues that it would be an excellent addition to our commuter rail system, ferrying Loudounites to their center-city jobs. Is it physically possible to restore some rail service on the W&OD?
Photo by M.V. Jantzen.
Transforming the trail into a railroad faces several challenges. Even if trail users don't object to reactivation as they are currently doing with the Purple Line, physical hurdles remain.
Between East Falls Church Metro and Leesburg, much of the right-of-way is intact. A few new bridges would be needed, including one over I-66 just east of its intersection with the Beltway. However, reconstruction of the line to either of its former terminals in Alexandria or Rosslyn would be difficult at best.
In Arlington, the line's route to Rosslyn was used for the construction of Interstate 66. With the interstate blocking the direct route toward Downtown Washington, a rail link would have to use the trail alignment parallel to Four Mile Run to Alexandria. There, a connection would be required to CSX's RF&P Subdivision in order for trains to continue to Union Station.
Alexandria Connection: Spencer himself says that a connection to the rail network at Alexandria is absolutely essential. Not only would passengers be unable to have a one-seat ride without it, but rolling stock could not be brought to the line by rail.
Unfortunately, the redevelopment of Potomac Yard presents a barrier to this connection. While it's never too late to build a right-of-way, doing so can be destructive, disruptive, and most importantly, expensive. Alexandria has major plans for Potomac Yard, including the provision of a new Metro stop to serve development. It is unlikely that the city will be in favor of a rail connection that does not serve the city, but jeopardizes redevelopment plans.
Del Ray Encroachment: In Alexandria's Del Ray neighborhood, several structures have been built on the ROW. The structures on the south side of Sanborn Place (off Mt Vernon Ave) and adjacent to the trail between Mount Vernon Ave and Commonwealth Ave are now located where the tracks used to be. The could certainly be purchased and torn down, but that makes the process longer and harder.
Additionally, the railroad grade crossed over Russell Road on a bridge. It appears that this grading has been removed, which could make the grade change too steep for rail. There is more encroachment of structures along Glebe Road west of Russell.
Shirley Highway: When Shirley Highway opened, it was limited access but included a railroad grade crossing in the Shirlington area. This highway eventually became Interstate 95 (and later I-395). In the 1960s drivers traveling 60 miles per hour down the freeway would sometimes encounter a line of freight cars trundling across the highway, even at the height of rush hour. In 1968, trains stopped using the crossing, and the highway has since been widened and the crossing removed. But grade separation was not provided for a railroad unlikely ever to reappear.
And while some of us wouldn't object too loudly to severing the Interstate to rebuild a rail line, many would. Raising the Interstate or constructing a grade change for trains would be disruptive and costly. This is likely the most insurmountable barrier in the corridor.
Leesburg and west: While much of the line between East Falls Church and Leesburg remains without major obstacles, a barrier does exist near Leesburg. The Leesburg Bypass on the east side of town did not include a bridge over the WOD right of way. The freeway would need to be raised. (Or the railroad raised, but that would require a longer incline).
On the west side of town, it looks like the grade is acceptable for a new bridge to be constructed over the Leesburg Bypass. However, at Paeonian Springs, an interchange was constructed between Routes 7 and 9 right where the WOD crosses the freeway right of way. The interchange would need to be removed or reconfigured for commuter rail to operate. And the same scenario plays out again just outside Purcellville. An interchange was constructed where the W&OD crosses the freeway right of way at Berlin Turnpike. It would also need to be removed or reconfigured.
Conclusions: While this line could probably be reopened if political palatability and expense were not considerations, those factors exist in the real world, and make difficult a whole-sale reopening of the line.
It would be easier to construct the line merely between Purcellville or Leesburg and East Falls Church. However, by forcing riders to transfer to the Orange Line at East Falls Church, much of the advantage of the system is lost. After all, the Silver Line, with its multitude of stops still takes travelers all the way downtown. And to add to the disadvantages of that alternative, the line would be entirely disconnected from the rest of America's rail network.
If an airport express to Dulles were a high priority of the region, one could theoretically build a new alignment for trains between East Falls Church and downtown. But a tunnel through Arlington and under the Potomac would not come cheap.
And with our limited transportation dollars, one must wonder whether an airport express along the W&OD is the best use of transit funding. After all, air travelers who are in a hurry don't fly into Dulles if they can help it. National Airport is only 3 miles from the Capitol. Even a fast rail link from Dulles can't compete with time savings of landing within sight of the Washington Monument.
 | Matt Johnson has lived in the Washington region since mid-2007. He has a Master's degree in Community Planning from the University of Maryland and a BS in Public Policy from Georgia Tech. He has worked in the planning field since 2006 and lives in Greenbelt, where he serves on the city's Advisory Planning Board.    |
Comments
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by Zac on Oct 12, 2009 2:04 pm • link • report
by Reid on Oct 12, 2009 2:11 pm • link • report
A clarification: those trains crossed Shirley Highway at-grade when it was VA-350. By the time the I-95 designation was added, the tracks had been removed.
by Reza on Oct 12, 2009 2:47 pm • link • report
If anything, this is where the Silver Line (with local service) should have been planned (rather than in the Access Road median), as it would have allowed for stations right at Reston Town Center and in downtown Herndon, rather than a 15-25-minute walk away from each.
by Joey on Oct 12, 2009 3:41 pm • link • report
hmm. they when are we spending $4 billion to build metro-to-reston?
by charlie on Oct 12, 2009 3:53 pm • link • report
by Cassidy on Oct 12, 2009 4:07 pm • link • report
We are spending $4 billion to connect upper Fairfax and Loudoun to Metro, not just Dulles Airport. As was pointed out last week, Dulles is not even the main reason the Silver Line is being constructed. It's being built for commuters coming from the Va-267 Corridor and to serve the jobs in Tysons and Reston.
Even if the Dulles Rail Link could travel well over Metro's top design speed of 75 miles per hour, it would still take longer than a DCA arrival. But then Dulles isn't the reason the line is being built.
by Matt Johnson on Oct 12, 2009 4:10 pm • link • report
by Erik on Oct 12, 2009 4:17 pm • link • report
by NikolasM on Oct 12, 2009 4:30 pm • link • report
by Steve on Oct 12, 2009 4:30 pm • link • report
I like that alignment a lot. Putting a station in the heart of Reston Town Center should've been almost as high a priority as having 4(!) Tysons stations in this thing.
by Reza on Oct 12, 2009 5:04 pm • link • report
Continuing up to Old Town Herndon would be very expensive if you have plans to get the line back to Dulles Airport. You'd need a tunnel under a built up area to get back to the Toll Road.
by NikolasM on Oct 12, 2009 5:32 pm • link • report
by Sand Box John on Oct 12, 2009 6:03 pm • link • report
by JAY on Oct 12, 2009 7:17 pm • link • report
When punctuality is so important, a service has to either be completely reliable, or have a backstop such as high frequency.
by Erica on Oct 12, 2009 8:18 pm • link • report
by NikolasM on Oct 12, 2009 8:49 pm • link • report
http://maps.google.com/maps?ll=38.901763,-77.262458&spn=0.003407,0.006899&t=h&z=17
by Craig on Oct 13, 2009 1:38 am • link • report
Changing the WOD trail to any other form would bring on something that is beyond extreme resistance. Backing an idea like this would be political suicide. I am 100% confident that any changes that would change the WOD from anything but a bike trail will never see the light of day. For pure entertainment purposes I would love to see this brought forth, the craziness that would be unleashed will make the “tea parties” look like a Federal Reserve meeting.
by RJ on Oct 13, 2009 8:02 am • link • report
I just moved to East Falls Church/Arlington and my condo is right on the W&OD - a perk as a hike/bike trail I use frequently. This could NEVER go back to a rail line; it runs through so many residential neighborhoods with homes 50 feet from the trail - heavy trains and whistle blowing would not be tolerated, I assure you. Remember the stink Falls Church City made when I-66 was being built? Imagine how they'd react to this running through their front yard. It just would never fly. Not to mention Bluemont park, and others that are centered around the trail -- you'd have to eliminate so much park development around the trail...not to mention strike a deal with Dominion Power (who owns the right of way) to be able to build anyway. Bad idea...
by Matt Glazewski on Oct 13, 2009 8:10 am • link • report
Pretty much the entire corridor between Shirlington and Leesburg has high-tension power lines running along it. In the more constricted parts of the corridor (i.e. Vienna, Falls Church), it'd be difficult if not impossible to run a 2-track rail, a bike/ped path, and the power line supports.
by Froggie on Oct 13, 2009 8:22 am • link • report
by JJ on Oct 13, 2009 8:46 am • link • report
@JJ - Dominion Power owns the right of way, and has a deal with Arlington, FCC, Fairfax, and Loudoun Counties for the W&OD trail portion. Even if we scrubbed the trail, Froggie has a point - it'd still be way too tight through all the residential neighborhoods, accommodating the high-tension power lines as well.
by Matt Glazewski on Oct 13, 2009 8:49 am • link • report
Yes, it is an issue for the rails to trails concept that some trail users do forget the concept that the right of way is being preserved for possible rail reactivation.
But that does not make rails to trails a "horrible idea". We would not be having this discussion about possible rail use of the old W&OD corridor now if not for rails to trails. It is rails to trails that saved the corridor for public use. Otherwise, that corridor would have been carved up into thousands of pieces are reverted to adjacent property owners years ago, to be lost forever as a continuous corridor.
And not all trail users are in denial that trails can coexist alongside rails. The Rails to Trails Conservancy website has a page devoted to building trails alongside active rail lines. WABA and the Maryland Bicycle and Pedestrian Advisory Committee (MBPAC) have both endorsed the Purple Line to be built alongside the Capital Crescent Trail between Bethesda and Silver Spring. Many trail advocates understand that sharing the corridor can bring both better trails and better public transit.
by SilverSpringtrails on Oct 13, 2009 9:01 am • link • report
I'm in the awkward position of needing to correct my own post.
I see from the Friends of the W&OD website that the W&OD was purchased by Dominion Power before the Rails to Trails act came into effect, and the W&OD Regional Park commission then bought the right of way from Dominion Power in stages in later years. So, rails to trails cannot take credit for saving this corridor.
But my point is valid for hundreds of other abandoned rail corridors including the Capital Crescent Trail that were purchase using the Rails to Trails.
by silverSpringtrails on Oct 13, 2009 9:12 am • link • report
by dunfarall on Oct 13, 2009 9:37 am • link • report
I am not sure if VA has a rail bank program, but they would be smart to start one. I know NC has been very proactive about acquiring rail ROW and saving it for economic development of future planned passenger service.
At the end of the day, I still do not understand why people think there cannot be a trail next to an active rail line, with all safety measures in place of course so one retard trail user doesnt get run over and ruin the trail and rail service for everyone.
by JJ on Oct 13, 2009 9:58 am • link • report
The so-called "greenies" out there, [ most of whom likely drive or live in far flung suburbs] do not get it that rail transit is by far, the most energy efficient mode of transportation yet devised by humanity.
Keeping a badly needed rail ROW a "park" for recreational purposes also keeps many many thousands of cars on the area roads- the trail only faction are selfish and short sighted.Yes- we need more dedicated and separated bikeways- nut these also need to be alongsied the roads and highways. My bet is that on much of the old WO&D the width would be enough for a bikeway. If it would be a bikeway against rail option- one or the other- I would pick rail.
And if there are a few houses along the trail- for cripes sake- buy out the owners and demolish them- just like they do for all of the darned highways we build.
This is NEVER a problem for raodbuilders.
Why rail is any different I do not know.
Rail should receive TOP PRIORITY for any new transportation funding or projects.
by w on Oct 13, 2009 10:15 am • link • report
It's a nice idea, but the cost of actually building it and creating the grade-separated crossings that would be necessary make it impractical. The connection from Shirlington into the CSX Mainline is trivial in contrast.
by jim on Oct 13, 2009 1:41 pm • link • report
these problems are MINISCULE when compared to what had to be done to build the Wilson Bridge, the Springfield Interchange or the ICC.
For some weird reason, when considering rail projects, folks do not wish to go that extra mile to make it happen. This si sad- because all of the highway and airport people seem to have the nerve that rail proponents have none of.
Until we start thinking of real expansion and multiple rail lines going in the same directions- we may as well give in and just keep building highways and forget about rail.
This will make the Saudis happier anyway, and will be less controversial.
by w on Oct 13, 2009 4:11 pm • link • report
by jonathan st.thomas on Oct 14, 2009 4:18 pm • link • report
But the reality is that DC is less and less the destination. It would make perfect sense to advocate a train or bus service that started in Purcellville or Leesburg and served Herndon and Reston on the way to Tysons . . . where the service would stop. No need to even think about all the extra hoopla you would have to go through to extend it further east. I think Jay and Jonathan St. Thomas have the right idea: implement a bus service using the old W&OD right-of-way until the density is there to justify laying new rails.
by Rich on Oct 14, 2009 6:13 pm • link • report
by David C on Oct 14, 2009 10:15 pm • link • report
by David desJardins on Oct 26, 2009 2:36 am • link • report
by Alex B. on Oct 26, 2009 8:49 am • link • report
by ah on Oct 26, 2009 9:34 am • link • report
Though, oddly, this latest go-around (for New Year's), flying into DCA only ran about $30 more.
by Froggie on Oct 26, 2009 10:20 am • link • report
My point is that choosing to fly out of DCA is more than just a personal preference, as 'people who care to fly into DCA' implies.
It's also a really nice airport, location aside.
by Alex B. on Oct 26, 2009 10:52 am • link • report
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