Posts about VRE
Virginia Railway Express officials broke ground yesterday on the Potomac Shores station, an infill commuter rail station in Prince William County that will be the centerpiece of a new town center.
The website boasts of "rugged beauty," an on-site 18-hole golf course, and miles of recreational trails. There's no doubt that Potomac Shores is sprawl.
But it's a new kind of sprawl. At its center, a new urbanist town center complete with a new commuter rail station.
Developer SunCal is building the station. When it opens in 2017, and if the town center has enough amenities, Potomac Shores could legitimately be a lot less car-dependent than the typical outer suburban subdivision.
That's great news, even if it's still true that Potomac Shores won't be as urban, diverse, or dense as DC.
New urbanism marries TOD
For decades now, new urbanist communities have used mixed-use and good design to make for better suburbs. Nobody would call Kentlands a true city, for example, but it's a marked improvement over most of west Gaithersburg. And since we'll never fit all the growth in the entire metropolitan region into DC, getting suburbs right is hugely important.
By building around a VRE station, Potomac Shores takes 20th Century new urbanism to the next level. It's not just a traditional neighborhood development; it's a transit-oriented development.
There are other transit-oriented new urbanist communities popping up around the region. But they're mostly in closer-in places like Montgomery County or Fairfax, and nobody has ever built a new VRE station as the centerpiece of one.
Potomac Shores is an experiment. It's obviously sprawl, but maybe it'll prove to be a more sustainable and livable kind of sprawl. Time will tell.
Cross-posted at BeyondDC.
Officials from the MARC and VRE commuter rail systems started discussing how to run trains from one state to the other through DC, instead of stopping all trains at Union Station, NBC reports. This is an important step on a long road (or track?) toward a better regional transit system.
In the segment, reporter Adam Tuss explains that while there are a lot of obstacles, there are also big benefits. "Those improvements could mean as much as two lanes of rush hour traffic on Interstate 95 or 66 could be shifted to the rails," he says.
Commuters from Maryland could ride past Union Station to Crystal City, Alexandria, Fort Belvoir, or other job centers. Or they could transfer at L'Enfant Plaza to the Orange, Blue, Yellow, and Green lines to reach jobs in many parts of Virginia, DC, and Maryland. Meanwhile, Virginia commuters could ride to Rockville, Fort Meade, Baltimore, and more.
The railcars and platforms aren't compatible. VRE uses low platforms and its cars can only access low platforms. MARC has a lot of high platforms and cars that can access both. Over time, VRE could buy compatible equipment, but until then, the only through-running possible is for MARC to send trains to Virginia, and maybe VRE could run on the Brunswick Line. Which is a good start.
The tracks don't line up. The problem with VRE on the Brunswick Line (the one that goes to Frederick) is that the Brunswick Line tracks come into Union Station on the west end, while the tunnel to Virginia is on the east end. Trains can cross over, but they would block all of the other lines as they do, delaying other trains.
There aren't enough tracks. There are 2 tracks on the Long Bridge across the Potomac, and 3 through L'Enfant Plaza. CSX controls the tracks, and lets VRE use some space on them, but only a limited amount. Except for one reverse-direction VRE train and a few Amtrak trains, all of the passenger trains go north in the morning on one track, and south in the evening. There are plans to add tracks (and platforms) at L'Enfant and a study going on for the Long Bridge, but more tracks are years and many dollars away.
There aren't enough platforms. The L'Enfant and Crystal City stations have just one platform, on one side of the tracks. These stations would have to be rebuilt with platforms for both directions for MARC trains to usefully go to Virginia.
But all of these are engineering obstacles which just require some time and money to solve. If the project can substitute for widening I-95 or I-66 and one or more Potomac River bridges by two lanes, that's a huge gain, and the equivalent highway project would be very expensive as well.
With through-running and more trains on MARC and VRE lines, the commuter rail lines could even act as a sort of express train alternative for Metro. Add in some of the new transit projects being proposed, the region's heavy rail system could conceivably one day look something like this map I made five years ago:
While it might take years, it's worth starting now. MARC and VRE (and DC, and Amtrak, and the federal government) should be talking regularly to develop a comprehensive plan for how to make this happen. Then the jurisdictions can start working to fund and design them piece by piece.
MARC and VRE are now stepping up. DC Councilmember Mary Cheh also put $500,000 from the District budget to help develop a regional commuter rail plan. This is a good time, because CSX wants permission to enlarge its Virginia Avenue tunnel through DC; that gives the public leverage to demand CSX also cooperate with projects to add commuter rail service.
It can be extremely hard to get multiple states to coordinate transit plans, but if officials in the various jurisdictions can agree on a way forward, we can all start pushing to make an intergrated commuter rail system a reality.
Faced with growing ridership but limited capacity, VRE has released a plan to significantly expand commuter rail service in Northern Virginia, including reverse-commute, off-peak, and weekend services and an extension to Gainesville and Haymarket.
The $2.68 billion, 25-year capital improvement plan is split into three phases with modest capacity improvements through 2020. By 2030, it proposes major infrastructure projects including a new Long Bridge over the Potomac River, with further improvements in its last decade through 2040. It is the first new strategic plan for the railroad since 2004.
VRE planners say their vision is delivers a lot for a relatively low cost. "Significant capacity increases can take place almost entirely within the existing right of way, at a cost, and in a time frame competitive with highway and heavy rail construction projects in the region," the plan says.
Expansion is sorely needed. CSX and Norfolk-Southern own the tracks VRE's two lines use, and provide few slots for the commuter rail, limiting its schedule. Chokepoints in the region's rail network, most notably the Long Bridge, restrict the number of trains VRE can run. They also share track with Amtrak regional and long-distance trains.
During the railroad's 2013 fiscal year, which ended in June, VRE's average daily ridership was 18,878, though it regularly spikes above 20,000, according to recent comments by VRE Chief Executive Doug Allen. Capacity is about 19,000 passengers per day.
Under the plan, capacity on the commuter railroad would increase to about 43,000 passengers per day on weekdays, a 24,000 passenger increase. It also allows for about 6,000 passengers per day on weekends.
VRE would not cover the entire cost of the plan. The railroad, local, and regional jurisdictions would only be on the hook for about $1.19 billion under the plan, with the rest coming from project partners, for example CSX or Amtrak, and the federal government.
The VRE operations board unanimously approved the plan during its meeting January 17.
Plan proposes new Long Bridge, through-running with MARC
The first phase of VRE's plan, between 2015 and 2020, includes longer trains, an additional round-trip on both the Fredericksburg and Manassas lines, expanded parking at stations, and improved station facilities. These would cost the railroad $285 million. VRE says that these are cost-effective plans that can occur under its existing agreements with CSX and Norfolk-Southern.
The second phase, between 2021 and 2030, includes arguably the largest, and most important, project in VRE's plan: the Long Bridge replacement. Budgeted at about $1.1 billion, this could involve replacing the existing two-track structure with a new four-track bridge, as well as adding new tracks for four from L'Enfant Plaza to Alexandria.
VRE is participating in the Long Bridge replacement study, which the DC Department of Transportation is leading. The commuter railroad estimates that it would only need to contribute up to $111 million to the project under the plan.
Other projects during phase two include the $295 million extension to Gainesville and Haymarket, initial investments in a third tr
I-95 in Northern Virginia is already one of the nation's most congested corridors, and forecasts predict it will only get worse. A new study by the GMU Center for Regional Analysis lays out the difficult decisions area leaders face regarding the corridor's future land use, economy, and transportation network.
At present, the I-95 corridor in Fairfax and Prince William counties is mainly a low-density suburban area. Most residents work in DC, Arlington, or Alexandria, and existing transit such as the Blue Line and VRE only serve inside-the-Beltway locations. The area's lone major employment center is Fort Belvoir, which is spread out and has limited bus service.
Traffic volume and congestion along I-95 are already very high, and major road investments are not expected to reduce congestion. Furthermore, job growth in the region has been occurring in areas like Tysons Corner and the Dulles Corridor, which are hard to reach from the I-95 corridor, especially by transit.
Development plans along the corridor envision a series of dense urban nodes around transit in places like Springfield, Huntington, and Woodbridge. But the success of those areas depends on carefully planned, and expensive, transportation investments both within the corridor and to other areas.
The situation is already problematic
The 21-mile stretch of Interstate 95 that connects the Capital Beltway and Quantico is one of the busiest highways in the eastern United States. The most heavily traveled segment of the corridor, located just south of Old Keene Mill Road, carries an average of 231,000 vehicles per day. This count includes about 30,000 vehicles per day in the corridor's reversible express lanes and about 14,000 tractor-trailers.
Traffic volumes along the corridor tripled between 1975 and 2000, but have flattened out since then. That's due to the expansion of transit and, more recently, the rerouting of through traffic around the "Mixing Bowl" interchange in Springfield.
Transit ridership in the corridor has increased dramatically over the past 15 years, with the average number of daily boardings on the Virginia Railway Express (VRE) tripling and the number of boardings at the Franconia-Springfield Metro station increasing by 48 percent. The corridor also contains more than 15 express commuter bus routes that connect it to the Pentagon, downtown Washington, and Tysons Corner. In total, about 27,000 transit riders per day make use of these rail or bus options to travel to work each day.
Surveys by transit operators show that the majority of these riders work for the federal government and routinely commute by transit four or five days every week. These transit options are becoming increasingly congested: VRE reports that its trains operate at as much as 20 percent over capacity during peak times.
Increased traffic in the corridor has been a function of commuting patterns. Since 1990, the number of people who live in Fairfax or Prince William and work in DC, Arlington, or Alexandria has remained flat, while the number who work in other locations increased by more than 100,000 people.
Nearly all existing transit in the I-95 corridor serves employment hubs located inside the Beltway, so few options exist for these commuters. Traffic has also increased due to additional commuting activity from Stafford, Fredericksburg, and points south.
Lots of growth, little land
The areas of Fairfax and Prince William around I-95 are primarily residential: the Metropolitan Washington Council of Governments (MWCOG) reports that the corridor contained 566,000 residents and 187,000 jobs in 2010. Most corridor residents live in low-density, single-family areas, and there is little undeveloped land remaining in the area. MWCOG forecasts that the corridor will add another 126,000 residents and 85,000 jobs by 2030. Where will they go?
A look at the Comprehensive Plans for the two counties provides some clarity. Each county has designated a small number of areas located directly along I-95 and/or around transit stations for mixed-use development.
Fairfax anticipates high-intensity residential and commercial development around the Huntington and Franconia-Springfield Metro stations. Meanwhile, Prince William is planning intensive growth around the Woodbridge VRE station and a potential future VRE station at Potomac Shores, north of Quantico.
But the county also wants growth at the more auto-dependent Parkway Employment Center, north of Potomac Mills, and Neabsco Mills, south of Woodbridge along Route 1. Since VRE has no immediate plans to expand service on the Fredericksburg Line, additional growth in these areas would further strain the already-crowded system.
Investment in roads and highways isn't enough
The Virginia Department of Transportation (VDOT) is in the midst of completing a slate of "megaprojects" in the corridor. Two of these are already in place: the widening of I-95 between Route 123 and the Fairfax County Parkway, and the completion of the last segment of the Fairfax County Parkway, encompassing a network of new roads, interchanges, and trails around the Fort Belvoir North Area.
VDOT reports that these new facilities have slightly reduced congestion in this segment of the corridor. But these investments have not reduced congestion in adjacent areas and may have even worsened it by allowing more vehicles to enter and exit the highway.
VDOT's most ambitious project in the corridor is a $1 billion expansion of the I-95 express lanes. This project will extend the express lanes nine miles into Stafford County, add a third lane north of Prince William Parkway, and connect the express lanes with the I-495 express lanes. It will also convert the express lanes from HOV to high-occupancy toll (HOT) lanes from Stafford County to Edsall Road, just inside the Beltway. The express lanes will remain as HOV-3 lanes along I-395 north of Edsall Road.
The express lanes project will unquestionably add highway capacity, but will it actually reduce congestion? A serious concern is that converting the existing HOV lanes to HOT lanes will very likely reduce carpooling activity, as people driving alone will be able to pay to use the express lanes. A reduction in carpooling translates to needing more vehicles to move the same number of people, contributing to additional congestion.
VDOT's own Environmental Assessment of the I-95 express lanes concluded that, while the project would improve the overall situation, several currently failing road segments would remain at failing levels. It further concluded that, after completion, the merge areas at the northern and southern ends of the HOT lanes would still operate at failing levels.
Clearly, even this billion-dollar project will not solve the traffic woes faced by I-95 corridor commuters. Additionally, this project is primarily aimed at moving commuters through the corridor, and does not address the need to better connect the emerging urban nodes in the two counties to each other or to the surrounding region.
So what can be done?
To their credit, both Fairfax and Prince William counties have committed to focusing future development around existing infrastructure. However, successfully clustering new development in this manner will create a complex set of challenges.
Improving transit connections to far-flung employment centers can reduce traffic. Photo by Elvert Barnes on Flickr.
The counties will need to provide transit that serves private-sector workers, particularly those with irregular hours and/or in dispersed locations. They will also have to improve access to existing and planned transit hubs from nearby neighborhoods and employment centers.
It's also necessary to attract the high-paying office jobs that planned suburban employment nodes will need, and to provide housing that matches up with those jobs' earning potential to allow for shorter commutes.
Once those jobs are in place, Fairfax and Prince William need to create new incentives to encourage carpooling, and to add capacity to the I-95 corridor's already strained and crowded transit systems. The counties will also have to work regionally to help address transportation problems that originate elsewhere but affect the corridor.
Continued congestion of highways, roads, and transit in the I-95 corridor threatens its prosperity. Public and private sector leaders at both local and regional levels will need to understand and address the above issues in order to achieve their bold visions for future development.
For years, leaders in Northern Virginia have been asking Richmond to let Northern Virginia raise its own money to spend on its own transportation priorities. They are finally getting the chance.
When the Virginia General Assembly passed a broad new transportation funding bill earlier this year, it included a section letting Northern Virginia raise and allocate hundreds of millions per year. Those new taxes began rolling in on July 1, with the beginning of Virginia fiscal year 2014.
On Wednesday night, the Northern Virginia Transportation Authority (NVTA) officially approved its first set of projects. The authority allocated about $210 million, split roughly evenly between transit and roads.
The largest projects include the Silver Line's Innovation Center Metro station, new VRE railcars, and widenings along Route 28.
NVTA also approved a bond validation lawsuit that will preemptively ask Virginia courts to rule on NVTA's legality. That process should take 6-9 months, and NVTA will have to wait until it's over to actually start spending money. Taking the issue to court now means NVTA won't have to spend years fending off other court challenges.
The project list is below. For more details, see the project description sheets on NVTA's website.
|Transit and multimodal projects|
|Innovation Center Metro station||$41||Fairfax Co.|
|VRE Lorton station 2nd platform||$7.9||Fairfax Co.|
|WMATA Orange Line traction power upgrades for 8-car trains||$5||Regional|
|Potomac Yard Metro station environmental study||$2||Alexandria|
|Crystal City multimodal center bus bays||$1.5||Arlington|
|VRE Gainesville extension planning||$1.5||Regional|
|VRE Alexandria station pedestrian tunnel & platform improvements||$1.3||Alexandria|
|Herndon Metro station access improvements (road, bus, bike/ped)||$1.1||Fairfax Co.|
|Leesburg park and ride||$1||Loudoun|
|Loudoun County Transit buses||$0.9||Loudoun|
|Route 7 Tysons-to-Alexandria transit alternatives analysis (phase 2)||$0.8||Regional|
|Falls Church pedestrian access to transit||$0.7||Falls Church|
|Duke Street transit signal priority||$0.7||Alexandria|
|PRTC bus||$0.6||Prince William|
|Alexandria bus shelters & real-time information||$0.5||Alexandria|
|Van Buren pedestrian bridge||$0.3||Falls Church|
|Falls Church bus shelters||$0.2||Falls Church|
|Rt 28 - Linton Hall to Fitzwater Dr||$28||Prince William|
|Rt 28 - Dulles to Rt 50||$20||Fairfax Co.|
|Belmont Ridge Road north of Dulles Greenway||$20||Loudoun|
|Columbia Pike multimodal improvements (roadway, sidewalk, utilities)||$12||Arlington|
|Rt 28 - McLearen to Dulles||$11.1||Fairfax Co.|
|Rt 28 - Loudoun "hot spots"||$6.4||Loudoun|
|Chain Bridge Road widening||$5||Fairfax City|
|Boundary Channel Dr interchange||$4.3||Arlington|
|Rt 1 - Featherstone Rd to Mary's Way||$3||Prince William|
|Edwards Ferry Rd interchange||$1||Loudoun|
|Herndon Parkway intersection with Van Buren St||$0.5||Fairfax Co.|
|Herndon Parkway intersection with Sterling Rd||$0.5||Fairfax Co.|
Cross-posted at BeyondDC.
In the DC region we have Metro and commuter rail trains, with light rail, streetcars, and BRT all in the works. And of course, regular buses. But one common mode we don't have is DMU trains, which bridge the gap between light rail and commuter rail.
DMU stands for Diesel Multiple Unit. DMU trains are intended to operate on routes that look like commuter rail, but at almost light rail frequency. They go over long distances, with infrequent stations, usually on or adjacent to freight tracks. But instead of coming only at rush hour, trains come all day long, as often as every 15-20 minutes.
That's a great service model for suburban corridors that need something better than rush-hour MARC or VRE service, but are too far away for light rail and don't have the density to justify the costs of Metrorail.
One big advantage of DMUs over traditional commuter trains is that DMUs can operate on-street, like light rail. That makes integrating them with downtown areas much easier, because it frees DMUs to go anywhere, rather than only to a city's main rail hub.
All MARC and VRE trains to DC must go to Union Station, because all the long distance tracks through DC go to Union Station. Not only does that constrain route planning, it's also a limit on capacity, because there are only so many platforms at Union Station. But a DMU could go anywhere.
There are not currently any plans for DMU lines in the DC region, but there could be. DMU would be a great solution for Maryland's proposed Charles County corridor or Fairfax's Route 28. Officials are looking at light rail for those corridors, but they're far out in the suburbs and wouldn't have very frequent stops, so DMU might be more appropriate.
In the long term it might also make sense to convert some of MARC and VRE's existing lines to DMU, or to supplement them with more DMU trains. That would give them more operational flexibility, and could increase service. But MARC and VRE are established as traditional commuter rail, and may be uncomfortable with anything else.
MARC and VRE also have to use tracks owned by freight companies. DMUs can be used in mixed company with freight, although that requires federal approval. But if the freight lines are already using their tracks to capacity, which is common in the DC area, then there's no room for more trains no matter what they look like.
DMU isn't Metro, and it isn't light rail. DMU trains can't do all the things those modes can do. It's not an appropriate mode where frequent stops are necessary. But for long corridors with infrequent stops and moderate capacity needs, it's ideal. We should keep in mind as we continue to advocate for new transit lines.
Cross-posted at BeyondDC.
Maryland and Virginia will both enact major new transportation funding bills this year. Neither bill says exactly which projects will be funded, but here are the top 10 projects in Maryland and Virginia that most deserve to get some of the funds.
1. 8-car Metro trains: Metrorail is near capacity, especially in Virginia. More Metro railcars and the infrastructure they need (like power systems and yard space) would mean more 8-car trains on the Orange, Blue, and Silver Lines.
2. Tysons grid of streets: Tysons Corner has more office space than downtown Baltimore and Richmond put together. Converting it to a functional urban place is a huge priority.
3. Purple Line: Bethesda, Silver Spring, Langley Park, College Park, New Carrollton. That's a serious string of transit-friendly pearls. The Purple Line will be one of America's best light rail lines on the day it opens.
4. Baltimore Red Line: Baltimore has a subway line and a light rail line, but they don't work together very well as a system. The Red Line will greatly improve the reach of Baltimore's rail system.
5. Silver Line Phase 2: The Silver Line extension from Reston to Dulles Airport and Loudoun County is one of the few projects that was earmarked in Virginia's bill, to the tune of $300 million.
6. Arlington streetcars: The Columbia Pike and Crystal City streetcars both have funding plans already, but could potentially be accelerated.
7. Route 7 transit. Leesburg Pike is the next Rosslyn-Ballston corridor waiting to happen. Virginia is just beginning to study either a light rail or BRT line along it.
8. Corridor Cities Transitway: Gaithersburg has been waiting decades for a quality transit line to build around. BRT will finally connect the many New Urbanist communities there, which are internally walkable but rely on cars for long-range connections.
9. MARC enhancements: MARC is a decent commuter rail, but it could be so much more. Some day it could be more like New York's Metro North or Philadelphia's SEPTA regional rail, with hourly trains all day long, even on weekends.
10. Alexandria BRT network: This will make nearly all of Alexandria accessible via high-quality transit.
Honorable mentions: Montgomery County BRT network, Potomac Yard Metro station, Virginia Beach light rail, Southern Maryland light rail, and VRE platform extensions.
Cross-posted at BeyondDC.
Constantine Hannaher has made a hobby of using Legos to build models of DC-area buses and trains.
See more in Hannaher's Lego set on Flickr.
- No bike racks? Just park it in the car lane
- How did Silver Spring get its boundaries? And how would you define them?
- Reassign students before improving school quality, not the other way around
- This federal building is missing a corner. Here's why
- Why build protected bike lanes, in one happy quote
- Alexandria's Metroway BRT: Open and carrying passengers
- Do you know the station? It's whichWMATA week 20