MARC/VRE run-through

Even though I feel that running to Alexandria would allow for somewhat better transfer to VRE, I would be fine for either decision of this bill since I assume passengers can just transfer at DC Union station for VRE service.

MARC should be asking for money from VRE (aka the Commonwealth of Virginia) to serve Alexandria, and money from MWAA for service to Reagan-National Airport. It shouldn’t cost Maryland more, and should cost Virginia less than adding more railcars to accommodate solely DC-Alexandria service.

Let's not forget, the real reason for run through is to relive crowding on the Red Line between union station and metro center, and beltway traffic.
It's something that both maryland and Virgina residents would feel the effect of, even if most residents wouldn't use it.

I mean, the *real* reason is to start transforming less useful, peak-only commuter rail into more useful all-day, bi-directional, higher frequency regional rail. Getting the commuter RRs to operate less like RRs and more like transit services.

The existing model simply cannot hold - there's not enough room for mid-day storage at Union Station - nor should there be. The region should be in favor of this because it both has the potential to increase the regional reach of transit as well as relieve core capacity issues on Metro by directly connecting passengers to destinations.

blockski wrote: ↑Thu Jun 11, 2020 10:32 am I mean, the *real* reason is to start transforming less useful, peak-only commuter rail into more useful all-day, bi-directional, higher frequency regional rail. Getting the commuter RRs to operate less like RRs and more like transit services.

The existing model simply cannot hold - there's not enough room for mid-day storage at Union Station - nor should there be. The region should be in favor of this because it both has the potential to increase the regional reach of transit as well as relieve core capacity issues on Metro by directly connecting passengers to destinations.

Also, it's likely post covid 19 that rush hour spike will be flattened, with people traveling at all hours.
So, train service needs to change to reflect this, meaning higher frequency service.

blockski wrote: ↑Thu Jun 11, 2020 10:32 am I mean, the *real* reason is to start transforming less useful, peak-only commuter rail into more useful all-day, bi-directional, higher frequency regional rail. Getting the commuter RRs to operate less like RRs and more like transit services.

The existing model simply cannot hold - there's not enough room for mid-day storage at Union Station - nor should there be. The region should be in favor of this because it both has the potential to increase the regional reach of transit as well as relieve core capacity issues on Metro by directly connecting passengers to destinations.

Yes, it would be very convenient if VRE operated all day long instead of limiting to just rush hour. Weekend service would be nice too. This would help to remove cars off the highway. There are other commuter rails in the United States that run all day long and offer weekend service. Only VRE and ACE in California have the most limited service running only during rush hour. Even the TRE in Texas offers all day and weekend service. The main issue is limited track capacity as CSX needs to run its freight trains. They are not interested in passenger rail service.

davinp wrote: ↑Sun Jun 14, 2020 11:03 am Yes, it would be very convenient if VRE operated all day long instead of limiting to just rush hour. Weekend service would be nice too. This would help to remove cars off the highway. There are other commuter rails in the United States that run all day long and offer weekend service. Only VRE and ACE in California have the most limited service running only during rush hour. Even the TRE in Texas offers all day and weekend service. The main issue is limited track capacity as CSX needs to run its freight trains. They are not interested in passenger rail service.

Rush hour, rush direction. VRE and MARC Brunswick Line. Yes, CSX needs to expand capacity, but no rail road wants to do it (even though it would be to their advantage).

Everybody wants to talk about running trains - be they passenger or freight.

Track and its facilities need maintained - that takes track time for MofW and Signals and everything else that is required to keep the property in shape to run its business.

mmi16 wrote: ↑Mon Jun 15, 2020 9:22 pm Everybody wants to talk about running trains - be they passenger or freight.

Track and its facilities need maintained - that takes track time for MofW and Signals and everything else that is required to keep the property in shape to run its business.

That's just par for the course -- it all has to be maintained, or else it gets mentioned.

Besides, we don't talk about running freight in the First Street Tunnel. CSX runs freight separate via the Alexandria Extension, which continues east from L'Efaunt Plaza and across the Anacostia River, before circling around DC (connecting to the NEC in Chevelrly and CSX's Capital Subdivision in Hyattsville, where it can snake through to F Tower and QN Tower to go west).

STrRedWolf wrote: ↑Mon Jun 15, 2020 6:03 pm

davinp wrote: ↑Sun Jun 14, 2020 11:03 am Yes, it would be very convenient if VRE operated all day long instead of limiting to just rush hour. Weekend service would be nice too. This would help to remove cars off the highway. There are other commuter rails in the United States that run all day long and offer weekend service. Only VRE and ACE in California have the most limited service running only during rush hour. Even the TRE in Texas offers all day and weekend service. The main issue is limited track capacity as CSX needs to run its freight trains. They are not interested in passenger rail service.

Rush hour, rush direction. VRE and MARC Brunswick Line. Yes, CSX needs to expand capacity, but no rail road wants to do it (even though it would be to their advantage).

BNSF has embarked on an expansion capacity program in Kansas for the next several years. Putting down a second main track. They're also adding another bridge span over Lake Pend Oreille in Idaho.

Until the new Long Bridge is within one year of completion and certified all this talk is just talk. It would be much better for all of us to push for that bridge construction to start! That completion will help not only a MARC /VRE but VRE itself, Amtrak, and CSX.

MD HB 1236 had it's veto overridden.

HB 1236 — First Step for MARC Commuters Act — calls for the Maryland Transit Authority to “engage in good-faith negotiations” for a pilot program that would extend MARC service into Arlington and Alexandria. It could one day allow workers at Amazon’s HQ2 to commute in via rail from Baltimore or the Maryland exurbs.

The National Landing Business Improvement District calls the act a good “first step.”

“Passage of the First Step for MARC Commuters Act is significant progress towards realizing a bold vision for a truly regional commuter rail system,” BID president Tracy Sayegh Gabriel tells ARLnow. “Though National Landing is already well served by WMATA and VRE, the addition of MARC service will greatly enhance access to employment and affordable housing opportunities for residents throughout Maryland, Virginia and the District of Columbia.”

(Edit for the mods: We got a few other threads that fall into this. May be worth cleaning up/merging)

https://www.washingtonpost.com/transpor ... -virginia/

Maryland is advancing negotiations to extend MARC commuter trains past Union Station in the District and into Virginia, with the goal of having the service operating across the Potomac River within a few years.

The Maryland Department of Transportation on Thursday said it has reached an agreement with the Virginia Passenger Rail Authority for the potential future expansion of MARC to Alexandria. The agreement outlines the next steps needed to launch service.

The state said it also reached a similar agreement with the Delaware Transit Corp. to close a gap in service between Perryville and Newark, Del. MARC’s Penn Line, which terminates in Perryville, could extend 20 miles to Newark under the plan, providing a service long requested by residents in Maryland’s Cecil County.

Not going to happen until all 4 tracks are fully operational from 1st street to ALX