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.
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.
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