Bring back the Clocker

While more people take the train (13%) than fly in the Northeast Corridor (2%), far more people drive (81%) instead. Bringing back the Clocker could boost rail’s modeshare.  

Background

Amtrak has two intercity services on the Northeast Corridor. The high-speed Acela Express is targeted at business and first-class passengers and is Amtrak’s most profitable train. The slower Northeast Regional targets economy passengers and carries more passengers than any other service. However, Amtrak has a profit mandate and as a result, fares are high for both services. Furthermore, the company makes more money carrying passengers to more distant points than New York to Philadelphia or Washington to Philadelphia.  

Amtrak uses locomotive-hauled trainsets with single-level cars for the Northeast Regional which typically hod 422 passengers (7 cars) to 638 passengers (10 cars). Due to high demand, the company is short on railcars which limits trainset length. Similarly, the Acela trainsets seat up to 304 people and are often full. Limited capacity is another reason for high fares.

Source Amtrak's Clocker in 1975

Conceived by the Pennsylvania Railroad, the original Clocker used to run between New York City and Philadelphia on the hour. Amtrak took over the service in 1971 but stopped the trains in 2005. Some of the service from New York City to Trenton has been replicated by New Jersey Transit. However, there is no dedicated service for the largest intercity rail market in the country and as a result, rail has just 18% of the 14.6 million passenger market, far less than auto's 80%.

Source

Solution

Why not boost modeshare by bringing back the Clocker with far more frequency, high capacity trainsets, and to more stations. Done right, the Clocker could double rail’s modeshare to 33% and attract an additional 12 million passengers. 

Amtrak runs 2-4 trains per hour between New York City and Philadelphia, about 51 daily roundtrips, with about two-thirds continuing to Washington while the other trains go to Harrisburg or Pittsburgh. New Jersey Transit runs 47 daily roundtrips between New York City and Trenton while SEPTA runs 30 daily roundtrips between Trenton and Philadelphia. Initially, the Clocker should run 2 trains per hour and eventually build to up 4 per hour which is light rail frequency. While Amtrak trains make 2-4 stops between New York City and Philadelphia, the Clocker will make more stops. A proposed schedule is forthcoming and works around existing constraints such as Penn Station at rush hour. 

Amtrak’s current services use Philadelphia's 30^th Street Station which requires a transfer to another train, trolley, or subway to get to the City Centre. The Clocker would use the City Centre Commuter Tunnel serve downtown Philadelphia without requiring a transfer. To return to the Northeast Corridor, the trains could initially reverse at Wayne Junction. Later, a six mile track from the West Trenton Line to New Jersey Transit’s Morrisville yard could be electrified to allow trains to loop back, saving time and providing direct connections to New York City from Philadelphia’s northern suburbs. 

While the Clocker could just serve New York City's Penn Station, extending it to New Haven and Jamaica would reach far more potential riders, especially where current services do not. Jamaica has connections to almost all Long Island Railroad trains, three subway lines, and JFK Airport. The New Haven Line is the busiest commuter line in the country but has no through service south of New York except for about 21 Amtrak roundtrips. The Clocker would almost double that to 36 roundtrips. 

The Clocker would use a bilevel, electric multiple unit trainset like NJT just ordered from Bombardier. While Amtrak’s trainsets are locomotive-hauled, the electric multiple units' better acceleration would help the Clocker make more stops without losing significant travel time. While the NJT coaches carry as many 142 passengers, Clocker coaches would seat up to 121 passengers (60 on lower level, 59 on upper level, and 2 on midlevel plus 1 accessible seat). The midlevels would have large luggage racks and two bathrooms. While Amtrak trainsets have a dedicated food service car, Clocker’s short trips and fast turnarounds will not likely warrant food service. Similarly, business class would not be offered as demand would likely be low for a short trip. A six-car Clocker trainset would carry 736 passengers, more than double a Northeast Regional trainset, and have cabs at both ends, allowing for quick turns in congested stations. About 25 trainsets of 6 cars each would be sufficient for a four train per hour schedule (175 railcars). 

One of the reasons for rail's low modeshare is high fares. Combining a high capacity trainset without offering expensive services such as food and business class should result in low operating costs as just two staff would be required, a conductor and an engineer. Seats could be reserved ahead of time or be bought onboard for a surcharge. Commuter fares could be offered too. While some trains may be profitable, the goal of the service is to shift people out of cars so a subsidy may be required. 

The largest markets would see immediate increases in rail's modeshare. Even some of the smaller markets where the Clocker would serve indirectly such as Connecticut to Long Island would still provide new, one transfer connections at Penn Station instead of a multi-station, multi-subway transfer today. Instead proposing billions in infrastructure upgrades for the Northeast Corridor, why not try running more service? Bringing back the Clocker would dramatically boost rail's modeshare and better connect our country's largest travel markets. 

Metro Express

Merging our two commuter railways, Virginia Railway Express (VRE) and Maryland Area Regional Commuter Train (MARC), would create a region-wide Metro system, Metro Express. Similar Metro, the system would transform our transportation options, reduce pressure on housing, and connect people across our vast region far faster than driving.

Background

Parisian commuter trains used to stop at one of 12 stations and turn around, requiring commuters to transfer to the crowded Paris Metro. Over the past 50 years, the city has carefully connected its commuter rail lines to allow them to run through the city center to the other side, creating the Réseau Express Régional (RER). The system dramatically cut travel times for long trips across the region, in most cases beating travel times by driving and as a result, carries more people than our entire Washington Metro.

Similar to Paris in the 1970’s, both of our commuter rail systems terminate at Union Station. Their primary ridership market is people who work in downtown Washington, DC. Each system is funded by their respective states and while passengers may transfer from one train to another free of charge for some trains, each railroad operates largely independent of the other.

One key constraint on both systems neither own the track upon which they operate trains. Both MARC and VRE have operating agreements with CSX and Norfolk Southern freight railroads. MARC also has an agreement with Amtrak to use the Penn Line. Any expansion requires cooperation of all of those entities.

Final Metro Express Network

While there many plans for expanding commuter rail service in each state and DC, none specify the level of passenger service which would result from a combined system.

I merged VRE's Manassas Line with MARC's Camden Line to create the Cyan Line as both of their current schedules align more than the other lines and allows trains to run straight through Washington, DC. Similarly, I merged the VRE's Fredericksburg Line with MARC's Brunswick Line to create the Black Line as they are geographically in a relatively straight line. Both services would use diesel locomotives and run express past most of the inner suburb stations which would reduce travel times for people living in far away stations.

I extended MARC's Penn Line to create the Pink Line which would terminate in Alexandria instead of Union Station which puts more jobs within a one-seat ride. Pink Line trains would skip every other stop to reduce travel times. The Brown Line would connect Germantown with Broad Run and Woodbridge. Electrification of the passenger tracks would extend from Union Station to Alexandria and beyond, allowing both trains would use electric multiple units (EMUs). EMU's have faster acceleration times than diesel trains which allow stops at all inner suburb stations which the diesel trains would skip.

Proposed frequency of trains
Trains per hour	Line name	Origin	Destination	Trainset type
1	Cyan Line	Broad Run	Baltimore Camden	Diesel
1	Cyan Line	Haymarket	Baltimore Camden	Diesel
1	Black Line	Spotsylvania	Frederick	Diesel
1	Black Line	Spotsylvania	Martinsburg	Diesel
2	Pink Line	Alexandria	Elkton	EMU
2	Pink Line	Alexandria	Baltimore Penn	EMU
2	Pink Line	Alexandria	Baltimore Camden (Via Penn Line)	EMU
2	Brown Line	Broad Run	Germantown	EMU
2	Brown Line	Woodbridge	Germantown	EMU
2	Clocker	Alexandria	Philadelphia/Wayne Jct	EMU
2	Amtrak south of DC
18	trains per hour

Projects

Creating Metro Express would require building new infrastructure projects such as additional track, a new Long Bridge, and electrifying existing lines. Unlike Paris RER, Metro Express would not require lots of expensive tunnels and would use existing track right of ways. I detailed the projects in this Google Map.  

Long Bridge

In order to run substantially more service, a new bridge is required and would be used exclusively for passenger trains. While current plans call for a new span independent of the current bridge, mine uses some of the existing spans over Ohio Dr and Washington Channel to reduce construction impacts and save money. This bridge would also include a new bike path across the Potomac but unlike current plans, mine extends the path across East Potomac Island directly to L'Enfant Plaza, using new spans which would have to be built anyways. Electrification should be included in order to eliminate disruption later on. 

Station rebuilds

VRE was designed cheaply to carry commuters into Washington and its platforms in Crystal City and L'Enfant Plaza only serve one train at a time. To run trains in both directions at the same time, new platforms are necessary. VRE has plans to rebuild both stations. Unlike VRE's plan, my L'Enfant Plaza station does not require new train bridge spans across 6th and 7th streets to save money. Instead, I use the existing 5 track bridge over 6th St and move the current platform off of the 7th St bridge to save money. The only new bridge span would be one for a platform which could be built after the project is complete (initially trains would not open doors for the car over that span). Electrification or provisions for easier electrification should be included in both projects. Notably, these new platforms would be four feet above the rail (high platforms) instead VRE's low platforms which would allow level boarding. This allows people to get on and off much faster and makes loading people with mobility impairments much easier. Alexandria's low platforms would also be raised as would most of Union Station's lower platforms. 

Track work

Adding more tracks is necessary to expand service. Some plans are already in the work as a 4th track from Long Bridge to Alexandria, funded by the Atlantic Gateway project, while other track work is planned but not funded. Key is negotiating with CSX to allow for additional service while maintaining freight service.

For Black Line service (ex-Fredericksburg Line), one section of 3rd track was recently completed with stimulus funding and a 3rd track from Springfield to Lorton is funded by the Atlantic Gateway project. Connecting those tracks would require new bridges over the Occoquan River, Neabsco Creek and Powells Creek. Extending the 3rd track through Fredericksburg would require three more bridges over Aquia Creek, Potomac Creek, and the Rappahannock River. Since the track is owned by CSX, negotiations over these improvements should include at least 2 commuter trains and 1-2 intercity trains per hour as the third track would substantially boost capacity. Brown Line  service to Woodbridge with electrification may require some passing tracks. Brown Line  service in Maryland would also require an electrified 3rd track. Running the Black Line through to Frederick and Brunswick would likely require a 3rd track also and double track along the entire Frederick branch.

For Cyan Line service, Norfolk Southern only uses the line to serve some local industries and rarely runs freight trains through Washington, DC. Metro Express should offer to buy the Manassas Line in exchange for allowing offpeak freight service. Owning the track would speed up improvements, allow for easy electrification, and ensure passenger trains run on time. In addition, CSX would likely require improvements for their Camden Line such as a 3rd track or passing sidings to allow more passenger trains. 

For Pink Line service, Amtrak is better at allowing commuter trains but additional improvements will likely be necessary. For example, a 4th track is planned for BWI Station and to allow frequent service, a fourth track along the entire line from Baltimore to Washington, DC is likely necessary. I propose constructing a spur line from the Penn Line into Camden Station to connect downtown Baltimore directly to Washington, DC.

Great Circle Tunnel

The Baltimore & Potomac Tunnel was completed in 1873 and is in need of total rehabilitation. The two track tunnel has a 30mph speed limit and replacing it with a new tunnel would save two minutes for all DC bound trains. The stimulus funded preliminary engineering for a new tunnel, called the Great Circle Tunnel, which would create up to four new passenger tunnels. I propose building two track tunnels first. That way, the old B&P Tunnel could be rehabilitated as a one-track tunnel or traded to CSX for its Howard St Tunnel which would then be rebuilt for Baltimore's light rail service. 

The Washington Metro took 25 years to build. Metro Express could be built in a similar phased fashion. Dramatically reducing travel times would connect more communities to more jobs, particularly Baltimore, which would reduce pressure on housing in the inner suburbs and intercity while boosting demand in the outlying communities. Merging MARC and VRE into Metro Express should be the first step towards creating this transformative system.