Wednesday, May 01, 2013
Step one: try to find a Pittsburgh light rail station. Step two: now to try get to it by foot. Good luck with that!
Thursday, April 25, 2013
The bids are in to build San Francisco’s Central Subway project – and the price tag will be over $100 million more than the city expected.
Wednesday, April 03, 2013
(Sarah Gonzalez - WNYC/NJPR) John Williams says he’s been living at Newark Penn Station for a couple months.
His nails are almost an inch long; his grey beard less groomed than he’d like. But the 60-year-old is dressed sharp in a light brown plaid suit.
“I done had it on for two months,” he said. “I don’t smell and stuff like that but that’s a problem, you got some people in here that really, really smell bad.”
Laws prevent transit police from asking anyone – including the homeless – to leave stations unless they’re breaking rules.
“We can sleep sitting up in here, but if you lay down in here they’re going to wake you,” Williams said. “They take a stick and stick you with it. Or hit on the side of the wall or the bench.”
Inspector Al Stiehler with NJ Transit Police says managing the homeless in train stations takes officers are away from their primary role, which is counter-terrorism and safety.
“Sometimes we’re dealing with the same person two, three times a day,” Stielher said. “They’re intoxicated, they go to the hospital, they come right back. They have a seizure, they go to the hospital, they come right back. Police officers didn’t have the tools to do what they needed. It was just a cycle.”
Since New Jersey Transit can't ask homeless people to leave the waiting areas, they’re trying to offer help instead.
Michelle Walsh is the Community Intervention Specialist with New Jersey Transit. She tries to get the homeless into shelters and connect them to programs that offer food and services. She says the program has two goals.
“Helping the homeless but also making it more comfortable for passengers when they’re riding through,” she said.
Walsh says she engages about 75 percent of the homeless in some way.
“Even if it looks like someone isn’t working with me, we might be working on… getting their birth certificate from a different state which takes time.”
Many of the homeless men and women have mental disorders, Walsh said. Many want to stay at train stations.
And they have the right to be there, according to Ed Barocas, the legal director for the American Civil Liberties Union in New Jersey.
“If someone is simply sitting up on a bench, whether they do it for a half hour or 4 hours that’s their right to do it,” Barocas said. “These are areas open to the public, and people who are homeless are a part of the public.”
The U.S. Department of Housing and Urban Development has given the state $24 million dollars to help with the homeless. And some of that money will go to organizations that New Jersey Transit partners with.
Buying a Ticket to Sleep on the Benches
John Williams says he prefers to stay at train stations where there are a lot of other homeless people – like a station in Summit. He says it makes him feel more comfortable.
And if he wants to sit, or rest his eyes, on the benches for ticketed passengers only, he knows what he needs to do.
“I have a ticket, okay. This is what you need to have to stay in,” Williams says. “If you doesn’t have that you’re going to have to go out in the cold.”
He doesn’t need to buy a train ticket every night in order to sleep on the benches.
“No I don’t buy a ticket every night. I buy a ticket one time, as long as it’s not punched it’s good. As long as it doesn’t have a hole in it. I done had this for two months.”
Once you’re on a train, conductors, which cost taxpayers about 30 million dollars a year, come by with a hole-puncher, manually punching two holes in every passenger’s ticket.
If you never get on a train to get your ticket punched, your ticket will never expire.
Some of the homeless people at Newark Penn Station have been there for years. One has been at the station for 19 years; another for 26 years.
Inspector Al Stiehler says NJ Transit has been tossing around ideas to create a system where tickets would eventually expire, but he says that’s way down the line.
He says train stations attract large homeless populations because they offer amenities the homeless can’t get elsewhere.
“They have access to liquor stores and bars, there’s people around here that can get money, there’s food, and they have 24/7 hour police protection. They’re not going to get that at a shelter.”
John Williams says he shouldn’t have to go to a shelter.
“Because I am a taxpayer,” he said. “Well, I used to be a taxpayer.”
Thursday, March 28, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) On colorful maps spread out over long tables the planned path of the Purple Line, a 16-mile light rail extension to the D.C. area Metro system, was shown to residents and business owners at a ‘neighborhood work group’ meeting Wednesday night. But the maps reveal, progress to some, means bankruptcy fears to others.
While the maps conjure images of what might be if the $2.2 billion rail system supported by transit advocates and real estate developers ever gets built, to some the plans are the harbinger of personal hardship.
“I’m not happy at all,” said Dario Orellana, the owner of a Tex-Mex restaurant in busy Silver Spring. “We’ve been there for 14 years and moving is going to be really hard on us.”
Orellana is one of about a dozen businesses on 16th Street that would be displaced by the Purple Line’s proposed route through Silver Spring, Maryland. Officials from the Maryland Transit Administration (MTA) explained that the planned right-of-way will also absorb part of business-friendly Bonifant Street, making it a one-way street with parallel parking on one side.
“We have to take up a good part of the street, roughly 25 to 30 feet of it, for the Purple Line to come along here,” said Michael Madden, the MTA’s Purple Line project manager. “We work very hard to minimize those impacts.”
Orellana’s lawyer said no matter how much money the state provides his client in compensation for moving his restaurant, he and other entrepreneurs displaced by the Purple Line will struggle to attract the same clientele to new locations.
“I am looking at the map right now and a number of these businesses will probably have to go somewhere. They are right there in the way of the line,” said attorney Dmitri Chernov.
No one will have to move their businesses anywhere if state lawmakers currently in session in Annapolis fail to approve additional funding to replenish Maryland’s transportation trust fund.
“This is the make or break year, so we know that we need additional revenue, the state needs additional revenue in the trust fund to actual build the Purple Line,” said Madden. “So far we are optimistic, based on the discussions going on, that will happen.”
Madden said the MTA is also preparing to negotiate a permanent federal funding agreement because the Purple Line has been accepted into the Federal Transit Administration’s New Starts program.
“We have planned and designed the project so that it meets all the federal requirements,” Madden said.
A federal grant would provide matching dollars splitting the bill with the state on a 50/50 basis each year of construction, which Madden hopes will begin in 2015 and wrap up in 2020.
“We would not start the project until we know we would have the assurance of sufficient funding to complete the project,” he said.
The Purple Line may be years from carrying its first passengers but the state is close to completing both its preliminary engineering and environmental impact statement, which are due this fall.
The 16-mile light rail system would be powered by overhead cables between Bethesda in Montgomery County to New Carrollton in Prince George’s County, connecting to WMATA’s Red Line’s east and west branches and crossing over Connecticut Avenue. Rider estimates are 74,000 per day by 2040, Madden said.
Some residents at Wednesday night’s meeting – after taking in the MTA’s pretty topographical maps – focused on what they viewed will be the Purple Line’s negative effects on downtown Silver Spring.
“It’s going to take away parking on one side of the street and on Saturdays and Sundays around here on Bonifant Street everything is packed solid,” said Bob Colvin, the president of a local civic association.
Colvin was not impressed with the rail system’s potential to reduce car dependency, thus mitigating the loss of road. “I think people are still going to drive. They are going to come from afar and I’m sure this Purple Line is not going to cover all venues from wherever these people come from.”
Follow Martin Di Caro on Twitter @MartinDiCaro
Wednesday, March 20, 2013
(Matt Bush -- Washington, D.C., WAMU) An independent report on the yet-to-be-opened Silver Spring Transit Center shows the transit hub is plagued by flaws that will render it unfit to open unless fixed.
The transit hub, which will connect commuters to rail, Metro, buses, bikes and cabs, was scheduled to have opened two years ago, but has been dogged by construction errors and cost overruns. After seeing cracks in the concrete last year, Montgomery County commissioned a report on the SSTC from structural engineering firm KCE.
And now that report concludes the problems with the center go far beyond cracked concrete.
In a statement, county executive Isiah Leggett says the center as currently constructed is "severely compromised." According to his statement: "The facility contains significant and serious design and construction defects, including excessive cracking, missing post-tensioning cables, inadequate reinforcing steel, and concrete of insufficient strength and thickness. These deficiencies not only compromise the structural integrity of the facility but could also begin to impact the Transit Center’s durability far earlier than expected, thus shortening its useful life. At worst, if no changes are made, some of the facility’s elements may not withstand the loads they are intended to support – thereby putting the many users of the center at potential risk."
Read the full report here.
Earlier this year contractor Foulger-Pratt said the county has needlessly delayed the opening of the center as it awaited this report.
At this time, there is no timetable as to when the center will open.
Follow Matt Bush on Twitter.
Wednesday, March 13, 2013
By Kate Hinds
New Jersey Transit is putting together a more than $1.2 billion request for federal aid to help it recover from Sandy and prepare for future storms.
Earlier this week, the agency's post-Sandy project list was approved by the North Jersey Transportation Planning Authority, a regional authority that has to sign off on federal funding requests. Of that $1.2 billion request, $450 million is direct cost from Sandy damage. (See photos of the damage here). The remainder would help the agency resist damage from future storms.
The largest chunk of money, $565 million, would go to resiliency funding devoted to upgrading its rail facilities and creating two new storage yards in Linden and New Brunswick. Agency spokesman John Durso Jr. said those yards would be built to withstand a storm at least as strong as Sandy.
The agency doesn't want a repeat of last year's flooding at storage yards in the Meadowlands and Hoboken, which surprised the agency and damaged nearly a quarter of its rail fleet. According to the NJTPA document, those facilities "will require evacuation in future impending storms."
Speaking Wednesday at a NJ Transit board meeting, executive director James Weinstein said if the Linden yard clears a vetting process, the agency hopes to have it in place as the default safe haven in time for this year's hurricane season.
But that's not all NJ Transit has to do. Included in the project list:
- $194 million to replace wooden catenary poles with steel ones along the Gladstone Line, constructing sea walls along the North Jersey Coast Line, elevate flood-prone substations, and raise signal bungalows
- $150 million to upgrade the Meadowlands Maintenance Complex in Kearny, including building flood walls
- $150 million for flood mitigation at its facilities in Hoboken and Secaucus and to provide crew quarters "to ensure the availability of crews post-storms"
- $26.6 million to improve the resiliency of the Hudson-Bergen light rail and the Newark city subway.
"If you think about it," said Weinstein, "what Sandy has created (is) a billion dollar-plus capital program overnight, basically. And that billion dollar-plus capital program has to be evaluated, implemented, executed and completed, under some very strict guidelines that were enacted by Congress."
Should NJ Transit receive funding from the federal government, work would have to be completed within two years from the date of funding notification.
These are "hard core infrastructure projects," said Weinstein.
But he added that it may not be enough: "whether you can prevent boats from washing up on your bridge, I don't know of an engineering principle that would do that. But what we're trying to do is make sure that the structural integrity of this infrastructure doesn't get undermined in the future."
Wednesday, February 13, 2013
By Kate Hinds
New Jersey Transit says it could be next fall before service is restored to pre-Sandy levels. And the cost of its damage is now pegged at $450 million -- a $50 million increase over previous estimates.
Speaking Wednesday at a board meeting, NJ Transit executive director Jim Weinstein said the agency was still assessing the damage and putting together its request for federal aid. The $450 million figure includes approximately $100 million in damage to rail cars and locomotives, as well as approximately $20 million in lost revenue. Weinstein said insurance will be covering the damage to rail cars and locomotives, and the agency is also submitting a request to the Federal Transit Administration for funding.
But full recovery will take more than money. During the storm surge, replacement parts for rail cars and locomotives were damaged. And these are not off-the-shelf items. So Weinstein says bringing service back to pre-Sandy levels will take some more time. “All of the equipment back? I mean we're talking the better part of a year,” he said.
Right now, service is at about 94% of pre-Sandy levels. Weinstein said that number will increase further in March, when repairs are complete at Hoboken’s electrical substation, allowing the electric trains that ply the Gladstone and Morris & Essex Lines to operate again. Right now those lines must use diesel locomotives, which are slower than electric.
Also on the agency’s agenda: finding a more flood-proof rail yard. During Sandy, trains and equipment were stored in low-lying rail yards. Officials have maintained there was no need to move them because the areas had never flooded before. But now, the agency is looking to expand a rail yard south of New Brunswick to provide a safe harbor for trains and equipment during future storms. When asked if the new storage facility would be in place in time for hurricane season, Weinstein answered tersely.
"No, I don't want it to be in place by the next hurricane season," he said. "It will be in place by the next hurricane season."
Thursday, February 07, 2013
By Martin DiCaro : WAMU
(Washington, D.C. - WAMU) Local officials are asking Maryland's Department of Transportation not to divert funding from the Purple Line, the proposed light rail line that would connect Montgomery and Prince George's counties.
The agency is considering reallocating $41 million dollars in Purple Line design funding to other sources if state lawmakers fail to pass a transportation revenue increase in this legislative session. The move would put the rail project on hold, which would be "unacceptable," according to Montgomery County Council President Nancy Navarro. She sent a letter voicing her concerns to MDOT's acting secretary this week.
"Montgomery County, specifically, is relying on these projects to continue our economic development strategies through our different redevelopment projects," Navarro says. "Many of the redevelopment projects that we have already adopted, all the master plans that we have adopted will mostly likely not be realized."
MDOT agrees, says agency spokesman Jack Cahalan -- which is why it believes the legislature should approve more money.
"The bottom line is, without a revenue increase, the state will simply not have the money to construct any new highway or transit projects," says Cahalan. "That's the reality."
The 16-mile Purple Line carries a $2.4 billion dollar price tag. Montgomery County officials say engineering funding for the Corridor Cities Transitway, a proposed bus rapid transit system, is also on the line.
Monday, January 28, 2013
Two more links in the New Jersey commuter rail network will return to pre-Sandy levels today.
Hoboken terminal station will reopen and PATH service will run on pre-Sandy overnight levels with the restoration of Newark-World Trade Center service. The dual announcements from Northern New Jersey's two commuter rail agencies come after criticism of the slow pace of service restoration and just days before the three month anniversary of Sandy, which poured 10 million gallons of water into PATH train tunnels, and washed out dozens of miles of NJ Transit track among other damage.
NJ Transit trains have been running from Hoboken, but the station building has been closed, leaving passengers to wait in the cold without access to bathrooms. NJ Transit Executive Director James Weinstein is marking the occasion by greeting passengers at the Historic Hoboken Terminal, pictured here before and after the storm. "The waiting room, which is opening a day earlier than expected, will provide a heated shelter and temporary seating for customers as the agency continues with remediation work to address storm-related flood damage," an official statement says.
The Hoboken Terminal had reopened in mid-November only to be shuttered less than a month later when mold was discovered. State Senator Paul Sarlo had been threatening to hold hearings on the delay last week.
Hoboken is served by both NJ Transit commuter rail and PATH. PATH tunnels under the Hudson to lower Manhattan were particularly hard hit. It took seven weeks to restore PATH service to Hoboken at all, and one line from the city is still out. Round the clock service has been offered since earlier in the month on some lines while repairs on others continued.
Starting tonight, the agency announced, the route connecting Newark and World Trade Center will run 24-hours.
The statement reads:
"Service on the Newark-WTC line had only been running weekdays between 5 a.m. and 10 p.m. since service resumed on the line after the storm. Return of the Newark-WTC PATH line overnight on weekdays, in addition to the ongoing overnight service from Journal Square to 33rd Street via Hoboken, means PATH’s overnight schedule during the week has returned to pre-Sandy status.
"Exchange Place and World Trade Center Stations remain closed weekends from 10 p.m. Fridays through 5 a.m. Mondays during the month of February to allow crews uninterrupted time to complete necessary repairs.
Crews continue to work around-the-clock to return weekday Hoboken to World Trade Center service and weekend service between Newark and the World Trade Center. Those are the final segments of service yet to be restored."
Wednesday, January 23, 2013
By Martin DiCaro : WAMU
Commuters are skeptical that congestion pricing will reduce traffic in the metropolitan Washington area and raise revenues to fund transportation projects. Instead, they favor alternatives to driving -- commuter rail, express bus service, or bicycling/walking.
A report released Wednesday by the National Capital Region Transportation Planning Board (TPB) weighed the attitudes of 300 area residents who participated in five forums: two in Virginia, two in Maryland, and one in the District of Columbia. The participants were asked to consider three scenarios: 1) placing tolls on all major roadways, including interstate highways; 2) charging a per-mile fee measured by GPS systems installed in cars; and 3) creating priced zones similar to a system in London that would charge motorists to enter a designated area.
These attitudes are being probed at a delicate time for transportation funding in the region: Virginia's governor is proposing the elimination of the state gasoline tax -- while Maryland is looking at increasing theirs. Meanwhile, the area's largest transit project, the Silver Line, has yet to be fully funded.
But the funding scenarios posed to study participants received tepid support.
“This study shows people are cautiously open to concepts of congestion pricing, but they really need to see if it’s going to work, and they have doubts about that,” said John Swanson, a TPB planner.
“They really want to make sure that there are clear benefits, that [congestion pricing] is going to fund new transportation alternatives… particularly transit and high quality bus [service],” he added.
Scenario one – charging tolls on all major roadways – was supported by 60 percent of study participants, who engaged in extended exchanges of ideas and opinions. Scenario two – using GPS to track miles traveled – was opposed by 86 percent, even though drivers’ actual routes would not be tracked, only the number of miles.
“I don’t want to discount privacy concerns,” Swanson said. “I don’t think, however, the concerns were simply the classic ‘big brother’ concerns. There was a lot of code language for broader anxieties. It was a complicated proposal that was hard to understand. It seemed to be hard to implement. A lot of people said it looked like it would be expensive to implement and, frankly, they are right.”
The study participants spoke of congestion in personal terms -- family time robbed, the stress of dealing with incessant traffic. Most commuters said driving is not a choice.
“The availability of other options besides driving—such as transit, walking and biking—increased [the] receptiveness to pricing. Participants also spoke favorably of proposals that would maintain non-tolled lanes or routes for those who cannot or do not want to pay,” the report said.
Transit advocates say the report shows shaping land use strategies to improve access to transit and create walkable, densely built environments is the best way to mitigate the region’s traffic jams.
“Newcomers to the region are very frequently choosing the city or a place near transit rather than a place where they have no option but to drive,” said Stewart Schwartz, the executive director of the Coalition for Smarter Growth.
“What’s most interesting about this report is that it was an effort to seek public support for congestion pricing, but what it documented was the much stronger support for transit and improvements in how we plan land use in order to give people more choices to get around,” Schwartz added.
The study’s authors – the TPB partnered with the Brookings Institution – found most participants were unaware the federal gas tax (18.4 cents per gallon) hasn’t been raised since 1993. However, they also favored raising the gas tax as an easier, fairer alternative to implementing a congestion pricing program.
Support for increasing the gas tax increased over the course of the sessions -- from 21 percent when the study convened to 57 percent upon its completion.
The gas tax “is a hidden fee,” said Swanson. “We learned that people actually like that. There is a general sense of the invisibility of the gas tax being a problem and potentially a benefit, something that’s strangely attractive to people.”
Eighty-five percent of study participants identified transportation funding shortfalls as a critical problem, yet expressed doubts the government would make the right choices if additional revenues were made available through congestion pricing.
TPB board member Chris Zimmerman, who's also a member of the Arlington (VA) County Board, took exception to the wording of the study’s questions using the word “government” because he felt it provoked a negative response.
“If you are trying to interpret what people say, you have to be careful of what question you ask them,” Zimmerman said. “I think people get that there is a lack of funding. They also get the fact there are a number of other problems. There aren’t alternatives. For many in this region, they drive not because that’s what they are dying to do, but because they have no choice.”
Zimmerman, who background is in economics, said it should be no surprise people are lukewarm about congestion pricing proposals, given the lack of alternative modes of transportation in some places. He is also unsure congestion pricing will work.
“The way roads are run is there is basically no pricing of them at all. Even if you are paying a gas tax it’s not related to your use of any particular road. An economist looks at that and says of course you are going to get inefficiency and congestion,” Zimmerman said.
“You are not talking about going from the current situation to instantly pricing everything perfectly. You are talking about implementing costs on particular segments of roads and that gets a lot more complicated because there are secondary effects," Zimmerman said. "We price one thing and many people shift to some other place. Well, where is that some other place?”
“In practice, implementing that is very difficult.”
The Washington region saw two major highways shift to congestion pricing in 2012. Maryland's Inter-County Connector charges variably priced tolls; the 495 Express Lanes charge dynamically priced tolls and offer free rides to HOV-3 vehicles.
In the case of the Express Lanes, the state of Virginia will not receive toll revenues for 75 years as per its contract with its private sector partner, Transurban, and it remains to be seen if the new toll lanes will ultimately reduce congestion in the heavily traveled corridor. The ICC also has its critics, who say the recently constructed highway was a waste of money.
Tuesday, January 22, 2013
By Julie Caine
After eleven years of construction, the Bay Bridge’s new eastern span is set to open to traffic this fall.
Meanwhile, the Regional Oral History Office (ROHO), part of University of California-Berkeley’s Bancroft Library, is soliciting stories from people who were there when the original Bay Bridge opened in 1936.
Sam Redman, a ROHO historian, recorded a number of interviews with folks who remember that time. He shared excerpts with KALW’s Steven Short.
"The clips that I’m sharing today are from people who happened to be in the Bay Area at the time," said Redman, "people who were working on the bridge—Rosie the Riveters or tow truck drivers and engineers and other people that worked on the Bay Bridge."
Redman played a few soundbites from the World War II generation who actually watched the bridge as it was actually constructed.
Like Ralph Anderson.
“It was going to be wonderful. I didn’t realize that the ferries wouldn’t be there anymore. But to go across the bridge on the Key System trains, the whole lower deck was trucks and trains. And that worked out great, I thought that was a good system. And to go across the bridge for a quarter, I was impressed and pretty soon the bridge was going to be paid for and you wouldn’t have to pay anything.”
(Currently tolls on the Bay Bridge are between $4 and $6 dollars, depending on the time of day).
Yes, you read that right: the lower deck of the Bay Bridge, as it was initially constructed, carried rail. The Key System operated from 1938 to 1958.
"One of the interesting thing about this series," said Redman, "is learning about some of the failed proposals that we’ve had for bridges, including a span that would have run similar to the Bay Bridge from Alameda, south of the current Bay Bridge into San Francisco to alleviate some of that traffic congestion that was building up early on on the Bay Bridge. It exceeded all traffic projections almost right away."
Redman said one of the things that amazed him while conducting the Bay Bridge's oral history project is "the way people have worked have changed on the bridge since time it actually started. Like Bay Bridge painters, for example. New rules and regulations mean that for their actual work it takes longer to paint the Bay Bridge, but that’s to actually keep the Bay that’s beneath them healthy. Before, the paint would just go directly into the Bay."
Here's a remembrance from Berkeley resident Norma Grey:
“In 1936, they just summarily announced that we were going to California. And it was precisely because my dad could not find a job. And so he borrowed $100 from his brother, put his three little girls and what possessions he could put in a Model T Ford and drove across the country. He stopped in Berkeley. Their plan was San Francisco, but it cost 25 cents to go across the new Bay Bridge.”
"Twenty-five cents would have been enough to buy a meal for the evening for the family," said Redman. "I think that puts in context how hard times really were. And it gives us a little insight into the folks who worked on the Bay Bridge. Job openings at the Bay Bridge or the Golden Gate Bridge would have looked pretty appealing at that time, even though they were pretty dangerous jobs."
Redman added that the working conditions at the time helped keep construction costs down -- compared to today.
You can see differences in terms of safety, in terms of pay, in terms of all sorts of workplace conditions changes. In the course of building new bridges, people will look at the old Bay Bridge and the Golden Gate Bridge and say, gee, these were completed on budget and on time. But it’s because of a remarkable range of changes in labor that are actually good changes in many respects.
Monday, January 07, 2013
Transportation Secretary Ray LaHood wrote on his blog:
"The $4.3 mile Blue Line extension will link downtown Sacramento with the growing South County corridor offering commuters an alternative to driving and connecting the faculty, staff, and students at Cosumnes River College with the shops, restaurants and other businesses in the heart of the city."
From the funding announcement the DOT is envisioning some form of transit oriented development.
"New stores and services, new employers, and new housing will combine with the light rail extension to create communities where people can live and shop closer to where they work... Extending the Blue Line will improve access to the area’s major employers and encourage new retail and residential development in specially zoned areas. According to Sacramento Regional Transit, which operates the line, the extension project will generate 1,000 jobs or more over the next two years."
Last year the Sacramento light rail system saw in increase in ridership of 7. 4 percent over 2011. Much of the projected population grown in the region is expected to come along the South County Corridor.
The money will come from the Federal Transit Administration's capital investment program.
Tuesday, December 18, 2012
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Friday, December 14, 2012
By Martin DiCaro : WAMU
The first three streetcars to roll downs tracks in the District of Columbia since 1962 will be ready for testing next spring, DDOT officials said at a news briefing on Thursday.
The district is building a track in Anacostia to test its streetcars with the goal of launching them into service late next year or early 2014 on the planned H Street/Benning Road corridor, a two-mile, ten-stop segment of a planned 22-mile trolley system that will take five to eight years to complete -- barring further delays.
“From a safety standpoint, we have to start what we call burning in the cars, to get them used to the traffic systems,” said DDOT chief engineer Nick Nicholson. “We have to make sure everything, especially the emergency response, is working well. Sometime after that we complete that burn-in period and get a safety certification, we will begin revenue service.”
Fares and operating hours have not been decided, but officials said they are looking into seamless fare payment technologies, including using Metro’s SmarTrip cards. The final pieces of infrastructure have to be completed, too, on H Street/Benning Road.
“You will start seeing us build our switches in so we can switch the cars from track to track. You will see power plants starting to come in to run the cars. You will see the upgrades of the overhead wires and reinforcement of the Hopscotch Bridge to be a stop for the streetcar and we will build a maintenance facility,” said DDOT director Terry Bellamy.
Between now and the day the first passengers climb into a D.C. streetcar in fifty years, DDOT will employ a public awareness campaign to help businesses in the emerging H Street corridor.
“We think pedestrians will probably be used to streetcars because they are used to buses. Our real concern is the automobile driver, because he is used to having the road to himself,” Nicholson said. “Those cars in the district that like to double (park) or just stop and wait, in a streetcar path they're going have to move on.”
Nicholson said delivery trucks will have to alter their schedules or find alleyways to idle because the fixed-rail streetcar system cannot swing around them like buses. The streetcars will flow from the H Street’s median to pick up passengers outside the parking lane.
The district’s ambitious vision for a trolley system that will help residents and visitors efficiently move within the city, as opposed to Metro’s outside commuter-oriented design, foresees streetcars crossing east-west from Benning Road to Georgetown and from Buzzard’s Point to Anacostia, and north-south from Takoma to Buzzard’s Point.
D.C. Mayor Vincent Gray has pointed to the transformation of Portland, Oregon by a new streetcar line as a model of economic growth, and district officials are depending on the H Street/Benning Road line to increase property values and enhance shopping and entertainment options in the corridor.
Progress may have a cost. A study by the Dukakis Center for Urban and Regional Policy at Northeastern University found that neighborhoods that get new rail transit systems like streetcars experience a significant increase in housing prices -- leading to renters and low-income households getting priced out.
In a prior series, WAMU examined the relationship between transit and gentrification in D.C.’s Ward 7, where a plan to extend the H Street/Benning Road streetcar line east of the Anacostia River is under consideration.
To learn more, check out D.C. Streetcar's latest media briefing here.
Thursday, December 13, 2012
(Corey Moore - Southern California Public Radio, KPCC) Southern California's Gold Line light rail extension is years away from being complete. But the finishing touches are being put on the bridge that will carry it over the 210 freeway in Arcadia.
When completed in 2015, the light rail line will cross the bridge to travel the 11.5 miles between Pasadena and Azusa. Meanwhile, drivers can ponder the bridge's California touches: a design that incorporates both Native American basketry, and hatch marks similar to the patterns on a Western Diamondback snake.
Gold Line Construction Authority CEO Habib Bailan said the Authority didn’t want to build a regular, boring bridge. “You know, I’m so tired of seeing civil projects for governments built in a way that really don’t reflect society or any artistic or aesthetic value," he said. "And we had this opportunity [to] ... do it for minimal cost to enhance the bridge with better architecture and some artistry.”
The supporting section runs perpendicular to the main bridge, and at either end sits a 25-foot high basket made out of woven concrete pieces. Each piece is six feet long and weighs 900 pounds. At the top of each basket are 16 concrete reeds, ranging from two to ten feet high.
British-born designer Andrew Leicester calls the bridge “sculptural history.” He said he created it to honor the native peoples and animals of the San Gabriel Valley.
“One layer, all upon another, all about transportation, moving people and moving goods," he said. "And the baskets serve this function. They’re kind of an ancient, one of the earliest vessels for carrying goods back and forth.”
Wednesday, November 28, 2012
By Kate Hinds
NJ Transit says it's in the home stretch of making repairs to one of its hardest-hit rail lines and will begin running test trains on Friday.
“While every NJ TRANSIT rail line sustained damage as a result of Sandy’s wrath, the Gladstone line was particularly hard-hit, with the heavy damage and unique challenges making repairs more timely and more difficult,” said NJ Transit Executive Director James Weinstein. “I would again thank our customers for their patience and understanding during this difficult time.”
As a result of Hurricane Sandy, five 90-foot catenary (overhead wire) poles snapped and had to be replaced -- as did more than five miles of overhead wiring along the length of the Gladstone Branch.
Crews also removed 49 trees that were on the tracks and are in the process of finalizing repairs to the line’s infrastructure, such as signals and switches.
The agency says Friday's test trains are needed to ensure all of the systems are operating as intended and to remove the rust build-up along the lines.
Until service resumes, the transit agency is running free shuttle bus service to meet Midtown Direct trains and selected Hoboken-bound trains departing Summit. To learn more about the shuttle buses, visit NJ Transit's website.
To see a slideshow of NJ Transit's storm damage, click below.
Monday, November 26, 2012
By Kate Hinds
In the days following Hurricane Sandy, when New York's regional transit systems were either completely shut down or barely limping along, commuters still found a way to work -- by biking more, embracing ferries, temporary "bus bridges" and HOV lanes, even leveraging social media to find rides or temporary office space.
"In many U.S. cities, which are limited to cars, buses or other singular transportation modes," the report states, "the disruption caused by Hurricane Sandy would have, at least temporarily, crippled the economy." Not so in New York, where residents "displayed impressive inventiveness to maintain their mobility. Individuals created new routes and combinations of modes to get to work, using a variety of systems."
The report surveyed 315 commuters about modes of transport and commute times. That's a small sample considering the millions of people affected. And asking a commuter to estimate how long they took to get to work can invite exaggeration, the Rudin report is an impressive attempt to quantify the chaos of ad-hoc mobility choices during the storm.
While almost everyone saw their commutes increase, Staten Islanders fared the worst. For residents of that hard-hit borough, commute times in the days following Sandy nearly tripled.
The report also praises New York's MTA for keeping the public updated about service changes, and recommends the agency maintain its adaptable subway map. But other transit providers don't come off as well: "During the Hurricane, the Port Authority [which operates the PATH train system] and NJ Transit provided remarkably limited information throughout and following the storm about their service."
Wednesday, October 17, 2012
By Martin DiCaro : WAMU
Dennis Martire and the agency he worked for would be paid little attention – if not for the responsibility running one of the largest public transportation projects in the country: the Silver Line Metro rail to Dulles International Airport.
Wednesday morning Martire officially resigned from his position as a member of the board of directors of the Metropolitan Washington Airports Authority (MWAA) after months of criticism directed from high places at both his professional behavior and the conduct of the airports authority itself.
In his first interview since settling a costly legal dispute with Virginia Governor Bob McDonnell's administration and agreeing to resign, Martire -- a high-ranking official with the labor union LiUNA -- defended the agency’s record and denied any wrongdoing.
‘We have a policy that allows us to go to airport conferences. It’s not like we pull out a globe, spin it, and say 'we’re going here today,'” Martire said.
A Washington Post editorial in May accused Martire of spending more than “$38,000 attending five conferences in 2010 and 2011,” including a nine-day trip to attend a 36-hour conference in Sardinia.
“It was a three-day trip [the editorial board] made into a nine-day trip. The conference was only three days. I flew from there to somewhere else on my dime, not on MWAA’s dime,” he said.
In August, the federal Secretary of Transportation Ray LaHood sent MWAA a letter expressing outrage at “ongoing reports describing questionable dealings including the award of numerous lucrative no-bid contracts to former Board members.” MWAA (pronounced "em-wah") has publicized reforms of its spending, travel, and contracting practices, but Martire believes the board of directors and the agency’s leadership allowed their opponents to turn such issues into a distraction from MWAA’s stewardship of the Silver Line.
“The airports authority has handled this project remarkably well,” said Martire, who said a project labor agreement (PLA) -- a pro-union provision voluntarily undertaken by the prime contractor in the Silver Line’s Phase 1 construction -- kept the project on-time, on-budget, and with a strong record of worker safety.
“Compared to other major infrastructure projects in northern Virginia like the Springfield interchange or the Woodrow Wilson Bridge, it’s a model project. Those projects were all hundreds of millions of dollars over budget. The taxpayer is the one who has to eat that money,” he said.
Martire said “it’s a disgrace” that the state of Virginia has provided only $150 million dollars for Phase 2 of the Silver Line, which has an estimated price tag of $3 billion, and he urged the federal government to provide additional funding to bring down the projected toll increases on the Dulles Toll Road. Under the current financing arrangement, those tolls will cover 75 percent of Phase 2’s costs. A full, round-trip toll would rise to $9 in 2015 under current MWAA projections.
“You’re going to have rail to Dulles and beyond, but the tolls are still my major concern. This could be a boondoggle if it’s built out there with $10 tolls,” Martire said.
Martire also shrugged off criticism for supporting the use of a non-voluntary PLA in planning process for Phase 2, accusing its critics of opposing organized labor.
“I do work for a labor union,” Martire said. “There’s no doubt that the governor of Virginia and Congressman [Frank] Wolf, both Republicans, do not like labor. They don’t like what labor stands for.”
Thursday, September 20, 2012
By Bob Hennelly
(New York, NY -- WNYC) The day after the Port Authority of New York and New Jersey released a consultant's report lauding the agency's newfound zeal for transparency and accountability, the public showed up at the agency's monthly Board of Commissioners meeting with a very different assessment.
It was a full house.
A contingent of 9/11 family members used the public comment period to urge the Commissioners to reject a Memorandum of Understanding entered into last week between the bi-state agency and the National September 11th Memorial and Museum. The deal, reached a day before the eleventh anniversary of the terror attacks, cleared the way for work to resume. Construction at the site had halted last year after a funding squabble.
Sally Regenhard, who lost her firefighter son on September 11th, took the Port Authority to task for not sufficiently involving the 9/11 families in the process. "Do not approve this MOU until we can have full public disclosure involving the 9/11 families as well as the community."
Richard Hughes of the Twin Towers Alliance told the panel it was being expedient with their deal with the Memorial and Museum that calls for passing ownership of the former site of the Twin Towers to the non-profit in exchange for adjacent land where the Deutsche Bank building once stood.
"You have eight acres of prime important downtown real estate -- a site that is sacred to all of us -- and you are giving it away or swapping it, but it is really giving it away, without public debate, behind closed doors," Hughes said.
Under the agency's public comment period protocol, Commissioners don't respond directly to the public. But speaking to reporters afterwards, officials defended the deal as breaking a lengthy impasse and insuring the project stays on budget while guaranteeing the site remains a memorial.
Of particular concern to family members at the hearing were the plans to place several thousand of the unidentified remains from the attack in the museum. Boosters of that plan say it will permit work to continue on identifying the remains. The 9/11 families want the surviving families to be polled.
The full board approved the MOU over their objections -- but after the vote, Port Authority executive director Patrick Foye reminded reporters the agency had lost 84 employees in the attack. He said he understood the families' concerns about the remains. "Given the grievous loss those family members experienced that is an issue that resonates with me," Foye said.
But it isn't only how the Port has handled Ground Zero that had members of the public fuming.
Casandra Dock came with residents of of the city of Newark. She chastised the Commissioners for not holding public meetings of the board west of the Hudson in New Jersey.
"I come before this board today -- since this is the Port Authority of New York and New Jersey -- to ask this board to have some of these board meetings over in Newark, New Jersey," Dock said.
In the board's brief public meeting it did move on some items without controversy. John F. Kennedy International Airport will host a animal handling facility that the Port Authority says will be the most comprehensive facility of its kind in the nation. The board also approved the deal with ARK Development LLC to convert a vacant building at JFK into what Foye says will be a state-of-the-art facility that will handle everything from household pets to horses.
"And this facility will provide animal daycare and kenneling services, more efficient animal transport services--a full service veterinary hospital. The facility is expected to serve approximately 70,000 wild and domestic animals a year,"Foye said.
The deal will net the agency more than $100 million dollars in rent over the next 20 years.
The Port also funded a study looking at the feasibility of taking over Atlantic City International Airport. It will also take a look at running its existing PATH train from where it currently ends -- in Newark Penn Station -- out to Newark Liberty Airport.
The latest board actions come as the agency grapples with how to fund some $44 billion dollars in upgrades it says the region's transportation infrastructure will need by 2020.
Wednesday, September 19, 2012
By Martin DiCaro : WAMU
This is the second part in a series of ongoing reports about the metropolitan Washington, D.C. region’s changing neighborhoods. Listen to the radio version of this story here. The first part highlighted Southeast D.C.'s Capitol Riverfront neighborhood.
Columbia Pike stretches three and a half miles through the center of densely populated Arlington County, Virginia just west of D.C. The corridor, extends southwest of Arlington National Cemetery, into an evolving landscape of mixed-use development that builders and community activists alike are hoping to improve into more livable communities. But unlike the nearby Rosslyn-Ballston corridor that was built up around Metro rail, the Columbia Pike has no rail link to attract real estate development. The future does hold plans for a streetcar.
“We’re working toward implementing light rail in the form of the Columbia Pike Streetcar which will connect the density at the west end in Fairfax to Pentagon City and Crystal City in the east end,” said Chris Zimmerman, an Arlington County Board member who has been heavily involved in the county’s transit-oriented planning. He said the county just submitted its application to the Federal Transit Administration for streetcar grant dollars.
The future path of a light rail line is currently used by the busiest bus service in the Commonwealth of Virginia at roughly 15,000 daily riders. While residents have access to transit – a key requirement to be considered a thriving WalkUP in a study by George Washington University professor Chris Leinberger – Columbia Pike’s population is missing some important elements. For one, the corridor needs more people.
“We need more density. Density is sometimes viewed by people as the antithesis of what you want in development, but what density has proven to do in Arlington is create places where you can move around easier,” said David DeCamp, a real estate developer, who accompanied a WAMU reporter on a tour of the pike along with John Murphy, the vice president of the board of directors of the Columbia Pike Revitalization Organization.
The corridor also lacks commercial development.
“Mixed-use has three components: residential, office, and commercial," Murphy said. "The pike sorely misses office right now.”
A streetcar line will not be a cure-all, so county planners implemented two other measures to spur development along Columbia Pike: zoning laws were changed to make development easier, and the housing overlay zone was altered to double the unit density. Landowners will be required to maintain roughly one-fourth of their new apartment units as affordable housing; the county will build a streetcar line so their tenants can move easily up and down the corridor.
The combination of maintaining some affordable housing and expanding access to transit will allow the pike to avoid some of the negative consequences of gentrification, namely population displacement, Zimmerman said.
“Our goal is to make it possible for everyone who lives there today to live there tomorrow,” he said. “We believe it’s possible to accommodate the same number of people who make, say, 60 percent of the area median income or less, if we build it into our planning.”
Zimmerman said thirty years ago, when the county began planning for the Orange Line, it was so focused on attracting affluent residents to the Rosslyn-Ballston corridor it neglected affordable housing units. That lesson is serving Columbia Pike planners today, he said.
“The community is very supportive of this because people understand that a lot of what they like about the Columbia Pike corridor is its diversity,” he said. “We don’t want it to become homogeneous. We don’t want it to become a place that is just for affluent people.”
Arlington County is considered a national leader in urban planning and land use. Although the Rosslyn-Ballston corridor on the Metro's Orange Line covers about 10 percent of the county’s land mass it produces 55 percent of its tax base, according to George Washington University professor Chris Leinberger.
“If you were to look at it 25 years ago you’d say, this may become a slum. All the obsolete strip retail was vacant,” Leinberger said in an interview with WAMU. “Today they have fabulous public schools. It’s a very diverse community and it’s extremely walkable.”
Murphy and DeCamp believe the same will be said for the Columbia Pike corridor.
“I’m excited about the potential of the pike to save the diversity of residents we have here,” said Murphy, who said the goal of zero population displacement is attainable. “They’ve made that happen. It’s going to be an incredibly dynamic, diverse, energetic engine with the streetcar in combination with the housing overlay.”