Maryland passes gas tax increase - good news for Purple & Red Line

[Ryan]

2 good reasons not to do that:

1. Nowhere to stop and turn a train at either one of those stations, and no good reason not to serve WAS, Halethorpe, W. Baltimore and BAL.

2. The transfer from Amtrak to light rail involves a bus ride, and then the light rail is SLOW into downtown. It's much faster to just stay on the MARC train and take it the rest of the way into Baltimore.

 

[Anderson]

Unsurprisingly, I agree completely with T29.
I would think that you would only need more equipment to handle that kind of volume. You have it now during the rush hour peaks, I'm not sure if 3 tracks could handle that at the same time in both directions though. A 4th track would be an expensive affair to be sure.

That's what I was thinking. Equipment has a cost, but the potential damage there is limited, especially since you can often pool orders with someone else (i.e. NJT, SEPTA, etc.). But as you noted, I'm not sure that you could handle those frequencies in both directions simultaneously.

I'm also wondering about equipment storage. How much spare space is there at BAL (or WAS) to stash additional sets, and would some frequencies need to get extended just to accommodate the turns without clogging platforms? In the same vein, I can't help but wonder if adding some parking to accommodate that level of service wouldn't be necessary.

 

[battalion51]

Well don't forget with higher frequencies usually come shorter sets. Sure you'll need to buy some more road power and cab cars, but you wouldn't need every set to be six to eight cars long if you have frequent trains. You could probably get away with running three or four car sets if you're going to run trains every 20 minutes. Additionally if you take advantage of running more trains to Perryville or Martin Airport there is a lot more room there to create a large layover facility. Even if you had hourly service to one of those spots you'd be able to free up a lot of room at BAL for overnight storage.

 

[Anderson]

True, though you'd probably need at least a few cars on top of that to handle rush-hour service (I could see going to 5-6 car sets at the peak and 3-4 car sets outside of it. It does seem likely that frequent service will beget a good deal of casual demand, to say nothing of added flow to/from the expanding metro systems.

Of course, one way to deal with the equipment demands would be to work a deal with the VRE to run a set or two out of WAS, letting them either seriously look at using their last slot or extending one or more of the existing trains.

 

[afigg]

Extending the green line to BWI would interesting as you could link Baltimore and Washinton with Subway/Light Rail.

I agree with the posts that it does not make sense to do this. I measured the distance from the Greenbelt Metro station to the BWI terminals as around 20 miles, figuring the route would follow the CSX ROW and/or Rt. 1 for most of the distance then cut over to BWI, approaching it from the east or NE to get around the runways to the main terminal. That would be a $5 or $6 billion extension at least, probably considerably more with substantial ROW acquisition costs. The Silver Line is a 23 mile extension with a $5.8 billion price tag, but it follows a route passing through multiple major job centers and residential areas to Dulles (and beyond) which do not have a rail access option. A Green Line extension to BWI would be a long slow expensive way to the airport and to connect to the Baltimore light rail line.

If one looks at the map on the cover page of the 2002 Baltimore Region Rail System report available on this webpage, it shows the MARC Penn Line/NEC as the main higher speed spine the transit lines connect to. The Baltimore Red Line, while changed from the 2002 plan, still connects to the Penn Line at West Baltimore and a new station at Bayview. The Green Line subway would connect to the Penn Line at a new station at Madison Sq and if it is ever extended that far, at Martin State Airport. The plan calls for a Yellow Line extension west from BWI to the BWI MARC/Amtrak station to Columbia MD. Which would make the BWI MARC/Amtrak stop the connection for light rail trips to Columbia, Merriweather Post Pavilion or other stops south of Baltimore. Or a short light rail hop to the airport terminal.

On the DC end, the Purple Line will connect at New Carrolton. Maryland has long planned to make the MARC Penn Line into a regional system with frequent service. There should be state funding coming for incremental NEC upgrade projects. The depressing aspect of the 2002 plan is that the 11 years since then have been spent inching the Red Line project forward which is only now in the later engineering design stages. Progress has been slowed by the lack of adequate state transportation funding, but with the increased tax revenue, MD should be able to consider follow-on transit projects after the Red and Purple Lines are built - if the state leadership is there.

Besides extending or new Baltimore transit lines, those projects could also include extending Metro lines a couple of stops or a few miles: Orange to Bowie, Green Line to Bowie or Laurel, a Green Line branch to the National Harbor, Purple Line LRT to National Harbor, etc. With National Harbor getting a casino, there will be interest in someday extending a transit line of some sort to it. But 10 or 20 mile extensions of the Metro lines on the MD side are not good investments compared to the NEC and connecting light rail options. On the Virginia side, on the other hand, significant Metro line extensions may make sense.

 

[afigg]

I'm also wondering about equipment storage. How much spare space is there at BAL (or WAS) to stash additional sets, and would some frequencies need to get extended just to accommodate the turns without clogging platforms? In the same vein, I can't help but wonder if adding some parking to accommodate that level of service wouldn't be necessary.

The 2007 MARC Growth & Investment Plan presentation has increased mid-day storage at WAS by 2012 (costing $47 million) to support current service levels, additional storage at BAL, then a new storage and maintenance facility around Edgewood by 2015 (obviously not going to make 2015). There should be space east and northeast of Baltimore for a new maintenance yard in all the abandoned industrial areas and brownfield sites.

The long term objectives in the viewgraphs were to achieve 15 minute headways on the Penn Line for peak service, 30 minutes for off-peak service. To provide that, the NEC would be upgraded with 4 tracks from south of New Carrolton all the way to Perryville with 3 tracks leading into DC Union Station. Yes, that would be a substantial number of upgrade projects, B&P tunnel & bridge replacements, taking many years and dollars to complete.

 

[AlanB]

Spending billions* to extend the Green Line is not the right investment choice. Especially considering the lack of density in northern Prince George's and western Anne Arundel. Running empty trains every 6 minutes on a line that costs billions (and a trip that would probably take longer than the B30 express bus connection does today) doesn't make much sense.

You don't have to run the trains every 6 minutes. It's a pretty simple matter, with a bit of planning, to drop out every other train well before the end of the line and turn it short. DC's Metro does this on the Red line for example.

This is not to suggest that your other points aren't valid, but the 6 minute problem is easily solved.

 

[Tracktwentynine]

Spending billions* to extend the Green Line is not the right investment choice. Especially considering the lack of density in northern Prince George's and western Anne Arundel. Running empty trains every 6 minutes on a line that costs billions (and a trip that would probably take longer than the B30 express bus connection does today) doesn't make much sense.

You don't have to run the trains every 6 minutes. It's a pretty simple matter, with a bit of planning, to drop out every other train well before the end of the line and turn it short. DC's Metro does this on the Red line for example.

This is not to suggest that your other points aren't valid, but the 6 minute problem is easily solved.

I'm well aware of the idea of short-turning trains.

The basic point is that heavy rail is not the appropriate mode for the corridor. And even turning every other train would be a waste, because the ridership still wouldn't be worth it.

Spending over $6 billion to build a line unlikely to generate any transit-oriented development (little return on investment), doesn't run very frequently, and takes an excessive amount of time to cover the distance, especially when there's already fast train service connecting the areas in question is a very silly investment.

The point I was making with the frequency argument was that heavy rail was too investment- and service-intense for the corridor.

Yes, we could reduce the investment by short-turning trains, single-tracking parts of the system, building shorter station platforms (like Bankhead station in Atlanta - 2 cars), and so on. But it would likely still be more expensive to construct and operate, and mean a longer trip for the customer, than it would be to simply improve the MARC system.

 

[Anderson]

Well, to be fair the MARC Penn plan lists at $3 billion, and will likely end up closer to $4 billion when the dust settles from inflation and "standard" overruns while the Camden Line plan is another half-billion as well. But I do see your point (namely, that the extra $1-1.5 billion obviously available there could get you one or two Metro extensions of note).

 

[afigg]

Well, to be fair the MARC Penn plan lists at $3 billion, and will likely end up closer to $4 billion when the dust settles from inflation and "standard" overruns while the Camden Line plan is another half-billion as well. But I do see your point (namely, that the extra $1-1.5 billion obviously available there could get you one or two Metro extensions of note).

Maryland of course would be looking for a lot of federal funding for NEC upgrades to cover the majority of the $3+ billion in MARC Penn Line upgrades. However, to put $3 billion into perspective, the current projected costs in Year of Expenditure (YOE) dollars for the Baltimore Red Line is $2.5 billion and the Purple Line is $2.2 billion. If MD can pay for 1/2 the cost of the 2 LRT lines with the FTA picking up most of the other half, putting up a billion plus spread over 10-12 years for NEC upgrades should be manageable. If MD provides 25% - 35% for NEC/Penn Line projects, then they can look for a mix of Amtrak, federal grants and maybe a NEC funding pool paid into by all the NEC states to provide the rest. Having Senator Mikulski (D-MD/Baltimore) as the Chair of the Senate Appropriations Committee should be a big advantage when MD comes looking for federal infrastructure funds.

Another comparison is the DC Metro Silver Line which has a projected YOE cost of $5.8 billion. The FTA is only providing $900 million for Phase 1. No federal funding for Phase 2. The state, local governments, local commercial property tax assessments, the MWAA (airport authority) and the Dulles toll road users are paying for the rest. There are ways to pay for $3 and $4 billion dolor transportation projects, if there are revenue streams to tap.

The bids were recently announced for the core part of Phase 2 which provides insight into the actual cost of Metro line extensions. The announcement of the Intent to Award for Phase 2 construction for the low bidder at $1.17 billion. This is for 11.4 miles of track, power, and 6 stations (with about 3 miles of elevated track through Dulles Airport and the rest in the median strip of the highway). This does not include the storage and maintenance yard, the parking garages at the stations, or rolling stock. So the core cost of a Metro line extension with stations every ~1.5 miles is about $100 million a mile excluding property acquisition, engineering studies & design, utility relocation, local road rebuilds, parking garages, etc. A 3-4 mile extension of one of the Metro lines out a highway ROW that does not require a new rail yard or a lot of additional rolling stock could possibly be done for $600 to $800 million.

 

[Ryan]

More details on the good stuff (by our very own Tracktwentynine):

http://greatergreaterwashington.org/post/18903/omalley-announces-first-projects-using-new-gas-tax-money/

Transit projects:
$100 million for MARC enhancements, including Penn Line weekend service, 2 new Camden Line weekday roundtrips, and new locomotives.

Since we're just done buying MP36's, I wonder if new locomotives means we're going to tag onto the ACS-64 order after all...

 

[jis]

If MARC is serious about providing SEPTA like service they really ought to consider getting EMUs for the Penn Line. You can only put so much lipstick on a pig, but you can never get with push pull what you can with 125mph EMUs which are not that hard to get these days.

 

[Tracktwentynine]

I'd love to see some MARC ACS-64s. But I also know that MARC management would prefer to have a uniform fleet of locomotives (meaning all MP-36s).

On the other hand, I don't think there's any way MARC can get the accelleration it needs for corridor ops with those MP36s. And, yes, I do know that they run some MP36s on the corridor, but I think those tend to be off-peak

But I also agree with jis that MARC needs to start thinking about MU trains.

 

[Ryan]

That's an interesting thought... MARC has already tagged onto the NJT MLV car order - aren't some of the ones that NJT getting powered EMUs?

Maybe Maryland can get on that bandwagon instead...

 

[afigg]

Good news for transit in Maryland. Already stated in the GGW blog posts that the new locomotives are to be diesels, according to a handout at the signing ceremony.

As for MARC going with EMUs, they have the same constraint that MBTA has, although with far fewer lines with 1 electrified line and 2 that are not. EMUs would be limited to the Penn Line and limit fleet flexibility. The Governor's press release states that MD will review project needs and issue a new 6 year transportation budget. Maryland DOT and MARC have to update and revise their 2008 long term plans in the light of current NEC planning and what CSX is willing to allow.

The other significant transit funding in the announcement is for final design with $170 million for the Baltimore Red Line, $280 million for the Purple Line, and $100 million for the Montgomery County Transitway BRT. For the Red and Purple Lines, that is a lot of money for final design, so it likely includes funds for property acquisition, maybe ROW preparation, initial utility relocation? Enough money that the Red and Purple LRT projects have become real.

Busy day for transit news in the DC region as MWAA announced the official award of the major construction contract for Phase 2 of the DC Metro Silver Line for the extension to Herndon, Dulles airport and Ashburn to be completed by 2018. Phase 1 should start revenue service in December.

 

[jis]

That's an interesting thought... MARC has already tagged onto the NJT MLV car order - aren't some of the ones that NJT getting powered EMUs?
Maybe Maryland can get on that bandwagon instead...

Not those ones. They are all trailers. But NJT does have a scheme of doing a separate order for a bunch of what they call Multi-level Power Cars, which when combined with these trailers can form EMU units, that can then be connected together to form longer trains.
The specification says that an MPC should have enough power to operate with two trailer MLVs and perform as well as EMUs in the New York area.

That whole project is currently stalled by recovery from Sandy.

 

[Ryan]

Already stated in the GGW blog posts that the new locomotives are to be diesels, according to a handout at the signing ceremony.

That wasn't in the comments earlier, that's disappointing. I understand the drive for uniformity, but diesels under catenary aren't my idea of a good time. No point in having 125 MPH capable passenger cars if you don't have any motive power that'll pull them that fast.

 

[Ryan]

The articles says that it could start as early as next year.
I think that it'll be a hit, I know that I'll be on it pretty frequently.

By "early next year", I really meant THIS DECEMBER!!!

http://www.baltimoresun.com/news/maryland/baltimore-city/south-baltimore/bs-md-red-line-20130903,0,7808835,full.story

Gov. Martin O'Malley plans to announce $1.5 billion in new state funding for the Baltimore Red Line and more than a dozen other transportation projects in the area Wednesday, officials said, outlining for the first time how the state's gas tax increase will be tapped to improve local infrastructure and mass transit here.
O'Malley also plans to discuss the state's interest in attracting public-private partnerships to help fund the Red Line project, and a Dec. 7 start date for weekend MARC train service between Baltimore and Washington, which has never been offered before.

 

[afigg]

The report in the Washington Post was that MARC service would be 9 trains on Saturday and 6 on Sunday. So it will be a long way from a hourly service but it is a start. With all the funding MD is committing projects for the next 6-8 years, may not be that much left to be a major contributor for NEC upgrades in MD.

The major news is that MD is committing $519 million for construction of the Baltimore Red Line in addition to the $170 million set aside previously for final design and property acquisition. Will need to line up more funding and possible private-public partnerships to offset the upfront costs, but $689 million says the state is serious about advancing the Red Line LRT project.

 

[Anderson]

Well, there will also likely be federal funding for the Red Line...and it also seems possible that the state might issue some bonds secured with that tax revenue to cover construction as well.

 

[afigg]

Well, there will also likely be federal funding for the Red Line...and it also seems possible that the state might issue some bonds secured with that tax revenue to cover construction as well.

The Baltimore Red Line won't be built without federal funding from the FTA. IIRC, Maryland is likely to seek for close to 50% federal funding for the $2.6 billion Baltimore Red Line.

The most recent number mentioned for the Purple Line were around $800 million or close to 40% federal contribution. But the Purple Line federal portion might be reduced if MD goes with a full private-public arrangement with 1 company or consortium responsible for building, operating, and maintaining the entire Purple Line under a 20 to 30 year contract. That is a viable option for the Purple Line because it will be a self contained line. The Baltimore Red Line is more expensive and will be connected via a pedestrian tunnel to the Baltimore Metro line, so MD is not looking at a single company to build and operate it.

It was not noted in this thread, but MD committed $400 million to the Purple Line a month or so back in addition to $280 million for final design and property acquisition. So the Purple Line has $680 million in state funding commitments. Which is almost the same as the total for the Baltimore Red Line as Gov. O'Malley is obviously working to keep both the Red and Purple Line backers satisfied.

edit PS. With the big announcement by Gov. O'Malley, the state transportation department posted their 6 year budget projection. Skimmed the transit budget section. The state is planning on $900 million in federal funding for each project, the Red Line and Purple Line. The question is whether the FTA with the federal budget cuts will have enough to cover both projects at the same time.

 

[Andrew]

How will this impact a new Baltimore Tunnel for Amtrak and MARC Trains?

 

[afigg]

How will this impact a new Baltimore Tunnel for Amtrak and MARC Trains?

At this point, has little to do with it. There is a $60 million HSIPR stimulus funded project to perform the preliminary engineering (PE), design, environmental studies for the B&P tunnel replacement, although it really more of a new 2 track tunnel for NEC traffic. The scope of the work, I believe, was expanded to include the PE for the rebuild/refurb of the B&P tunnel after the new tunnel is complete to provide 4 tracks from Baltimore Penn Station to West Baltimore. The PE and environmental work is all that is funded at present. This is a tunnel under a city, so I expect the study includes core samples, geological surveys, analysis of the building structures, search for utility and water tunnels to make sure there are no surprises when the tunnel is dug or bored out.

AFAIK, the engineering and environmental study project has started, but is still in the very early stages. Once there is a design, EIS, and a valid cost projection, then the discussions can begin on how to and who pays for the new tunnel.

 

[The Davy Crockett]

Greater Greater Washington has an article - linked here - about the Purple Line and the status of 'finishing' the Capital Crescent Trail. a hiker-biker 'rail trail' which follows the former Georgetown Branch off CSX's Metropolitan Sub.

From the article:

The Purple Line is necessary to finish the Capital Crescent Trail, which currently ends over a mile west of its planned terminus at the Silver Spring Metro station. But if CSXT doesn't agree to give up the land where the trail would go, Maryland may simply give up on it. Last week, the Maryland Transit Administration released its final environmental impact study (FEIS) for the Purple Line, explaining in detail how the light rail line between Bethesda and New Carrollton will work and what impacts it will have.

And

The FEIS raises a major issue about completing the Capital Crescent Trail into downtown Silver Spring that has not drawn much attention before. Today, the trail runs between Georgetown, Bethesda and Lyttonsville, 1.5 miles west of the Silver Spring Metro station, with an interim trail along local streets for the rest of the way. Current plans call for building the Purple Line alongside the trail between Bethesda and Lyttonsville, then extending the trail to Silver Spring along the east side of the [metropolitan sub and Metro's] Red Line tracks. Most of the land required for this is already publicly owned, but there are a few sections where it would need to use CSXT owned right-of-way. However, CSXT's general policy is to not allow trails in its right-of-way. MTA sent CSXT a letter last November requesting that they make an exception for this project, but CSXT has still not granted one to date. The FEIS says that if CSXT doesn't want to let the state use the right-of-way, the CCT won't be built.

The article goes on to propose an alternative route, with a couple of nice up-close-and-personal photos of the building Mrs. Crockett and I lived in for over 20 years! We had a great view of the metropolitan sub, as we lived on an upper floor at the southwest corner of the building most of that time. Sigh. :wub: How I miss hearing the loaded freights starting up from a red signal at 3AM - especially the ones going up grade! :wacko: :blink:

At least most folks here understand that! :giggle:

^_^

 

[Ryan]

And we have schedules!

http://mta.maryland.gov/marc-begins-weekend-service-december-2013

9 roundtrips on Saturday, 6 on Sunday. Trains leave Baltimore from 7:35AM to 9:15PM on Saturday, 9:15 to 5:30 on Sunday.

Also, better Holiday service:

Holiday Service: MARC will operate this Saturday schedule on the following “observed” holidays, Memorial, Independence, Labor, Columbus, Veteran’s, Thanksgiving and the Friday after Thanksgiving day.

Holiday Service: MARC will operate this Sunday schedule on the following "observed" holidays, Martin Luther King Jr. Day and Presidents Day.