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Metro Momentum: How Can Metro Serve The Growing Maryland Suburbs In The 21st Century?
- 1. Washington Metropolitan Area Transit Authority
- 2. What If There Were No Metro? • More cars on the road • New beltways • More lanes for river crossings • More parking spaces • More congestion • More money spent on auto expenses • Poorer air quality 4
- 3. Keeps the Region Working • Businesses near Metro- better access to employees and customers • Job growth: four times higher at Metro stations than region • 54% of the region’s two million jobs are within ½ mile of Metro • Proximity to Metrorail increases property value by 7-9% 3
- 4. Metro Generates Tangible Value • Maryland – Jurisdictions recognize $355M in annual property tax revenue from Metro-adjacent property, of which $23M is directly attributable to Metro – Maryland’s Metro riders save $185M per year on average because they take public transit – Without Metro, Maryland would spend $1.2B on roads
- 6. Rebuilding the Foundation Metro Forward: $5 billion, six-year investment program 2
- 7. What If We Do Nothing? • More delays, service disruptions and crowded conditions • More congested highways as regional growth will outpace Metro investment • Reduced overall quality of life • Harms region’s competitive advantage –talent, jobs, and investment dollars 5
- 8. What If We Do Nothing? 5 Metro is integral to the success of the region’s current transit investments. If these projects get built and Metro cannot keep up with growth, do they deliver as promised?
- 9. What If We Do Nothing?
- 10. Animation…
- 12. 12 Longest possible trains to provide more seats More cars + power improvements and maintenance facilities to operate all 8-car trains during rush hours Improved flow through major stations More escalators, stairs and mezzanine space added at transfer Stations to accommodate more riders more comfortably More reliable, faster bus service Bus-only lanes along major corridors, additional limited-stop and express service, and more buses will upgrade bus service Momentum Delivers Metro 2025
- 13. Momentum Delivers Metro 2025 13 Increase rush hour service on the Blue Line New track connections or a new station at Rosslyn will allow for more frequent Blue Line service during rush hours Improve reliability of rail system New connections will allow trains to more easily be routed around delays and get back on-time more quickly More timely, reliable customer information Metro will provide a network for region-wide transit information and fare collection, giving customers information when and how they want it
- 14. Without Eight-Car Trains… 60 70 80 90 100 110 120 130 140 150 160 2012 2020 2025 2040 PeakHourPPC(Max) Year Estimates for Crowding Across All Lines RED YELLOW GREEN BLUE ORG+SIL
- 16. 60 70 80 90 100 110 120 130 140 150 160 2012 2020 2025 2040 PeakHourPPC(Max) Year Estimates for Crowding across All Lines with and without 100 Percent 8-car Trains RED YELLOW GREEN BLUE ORG+SIL RED 100% YELLOW 100% GREEN 100% BLUE 100% ORG+SIL 100% With Eight-Car Trains
- 18. Championing the Regional Rider
- 19. Between the Farraguts 19 2025 • 2004 study forecasted 37,000 daily and 4,800 morning peak hour trips in the tunnel in year 2030. • Transfers within Metro Center Station would be reduced by 10 percent. • Travel time savings (tunnel vs transfer) would be 2 minutes, becoming 360,000 annual hours saved in 2030.
- 21. Gallery Place 21 2: 2022 1: 2020
- 23. Supports our Economic Future 1,476 1,609 1,400 1,450 1,500 1,550 1,600 1,650 No Investment Metro 2025 New Jobs by 2040 ('000s)
- 24. Endorsers
- 25. Endorsers
- 26. Endorsers
- 27. 13
Editor's Notes
- Mr. Chairman, Members of the Board, Regional Leaders, Chuck – thanks for inviting us to discuss a regional investment of utmost importance. We at Metro are delighted that our longstanding partners, COG is committed to championing regional needs and bringing together the regional jurisdictions to rally around a common cause.
- 1 million more auto trips per day would be made$6.4 billion for more than 1,000 lane-miles of new pavement on highways and arterials would be needed, which is the equivalent of two new Beltways. All river crossings would need four to six additional lanes. 200,000 more parking spaces in the core would be needed, which would be the equivalent of 166 blocks of five-story garages. Congestion would increase by 25%, costing more than $1.5 billion annually in wasted time and fuel. Households would spend an additional $342 million/year in auto expenditures due to increased car ownership, operating, and maintenance costs. This includes using an additional 40.5 million gallons of fuel annually. Air quality would worsenEmployers would have access to a much smaller pool of employees and residents would have fewer jobs within an acceptable commuting distance.Commercial and residential development opportunities would be lost. Existing neighborhoods would be fragmented or stagnate.We are now at a crossroads for making some key decisions just as we were 35 years ago
- Metro was a game-changer for the entire Washington metropolitan region.Metro is the backbone of the region. Economic activity resulting from Metro is critical to the prosperity of the region. Businesses locate near Metro stations to gain better access to employees and customers.Two million, or 54%, of the region’s jobs are within a ½ mile of all Metrorail stations and bus stopsMetro also moves employees of 277 federal agencies daily. This workforce represents 35% of the AM rush hour commutersIn addition to moving people within the region, Metro supports the development of the real estate market and generates tax revenues. An analysis of property tax assessments for land ½ mile of Metrorail stations shows:$235 billion of property value is from land near rail stations;This land generates $3.1 billion annually in property tax revenues;This land represents 28% of the jurisdictions’ property tax base but only 4% of their land; andProximity to Metrorail increases property values by 7-9%.
- MD residents save $762M per year because Metro reduces traffic congestion overall, saving fuel costs and increasing productivity.
- Rebuilding the Foundation:Over the last couple of years, Metro has been focused on literally rebuilding the system and restoring safe and reliable operations for our customers.Metro Forward- $5 billion-dollar, 6-year investment program: Nearly 600 new and rebuilt busesProduction of new 7000 series rail cars461 new MetroAccess vehicles Better system performanceRail on-time performance— up to 92%Bus on-time performance— up to 80.5%Cleaner and cooler railcars Improved escalators- 93% availabilityCooler, better-lit stationsMore signageBetter customer information This rebuilding allows us to “catch up” and get back to a steady state of good repair. But catching up is not good enough and here’s why.
- Region is already #1 most congested area in the country. If we do nothing, the region could become unlivable: Metro will degrade quickly- visible progress will be lostThreats to reliability and safety- will not meet future needsResidents would have fewer jobs within an acceptable commuting distance.Increased congestion on trains, buses and platformsRegional growth will outpace Metro investment, placing more burdens on roadsReduced overall quality of lifeHarms the region’s competitive advantage for talent, jobs and investment dollarsEmployers would have access to a much smaller pool of employeesWe have to anticipate future needs and solidify our priorities to ensure our region remains livable and prosperous. There will be challenges that accompany our choices so we’ll have to make some tough decisions regarding costs and benefits.
- Purple Line, Streetcars, and BRT lines all connect to Metro. In many cases, they connect to lines that are already overcrowded and feed riders into stations that are already beyond capacity.If the region wants its transit investments to deliver on performance, then the region also needs to make sure that the backbone of the system – Metro – can keep up with the increased workload.
- In June, the Metro Board approved the new strategic plan, Momentum. It has a Metro 2025 element, which is designed to continue Metro Forward to rebuild and maintain the existing system, and at the same time, to maximize and squeeze every last bit of capacity from the core system. Metro 2025 will prepare the system to keep up with regional investments, such as those being undertaken by local jurisdictions in the next 10 years, and help the region maximize ROI. Metro is seeking $6B for Metro 2025. During rush hours, Metro will run the longest possible trains (eight cars) to provide more seats, which will ultimately reduce crowding for our riders. This expansion results in a 35% increase in capacity. Trains will carry 35,000 more passengers per hour during rush hour – the equivalent of building 18 new highway lanes into DC. By building more stairs, escalators, and mezzanines we will improve the customer flow at stations that are already at capacity, such as L’Enfant Plaza, Gallery Place, Metro Center and Union Stations . New underground pedestrian connections between the Farragut Stations or Metro Center/Gallery Place will also enable customers to walk between stations rather than transfer by train, which will be more convenient, save time and relieve crowding at the major transfer stations.Half of the six billion dollars of Metro 2025 will be for the operation of all-eight car trains and for the related station capacity improvements. Without the additional cars, passengers per car will reach extremely crowded levels.Another way we can address congestion is by expanding the Metrobus Priority Corridor Network (PCN), which will enable buses to move 50% faster, use 12% less fuel, and remove an additional 100,000 trips from roadways each day
- In response to our customers who want more information and want it faster, Metro will take the lead on upgrading communications systems in order to provide transit riders in the region with better, more accurate, and audible information in our system and on any device. Regardless of the transit system, we want transit customers to be able to get information from a regional network.While it is not something that customers will readily see, but we can improve the reliability of their rail trips and recover faster from disruptions by building some key connections within the rail infrastructure, such as pocket tracks. And we will work to restore peak hour service for our Blue Line riders between Pentagon and Rosslyn.The cost of Metro 2025 in 2012 dollars is $1 billion per year to reconstruct and rehabilitate our system; and an additional $500 million per year to expand the core and capacity. This is a projection that will be refined through the budget and business plan process.The return on investment:We’ll take 135,000 cars off the roads and save $130 million a year in time wasted sitting in traffic. Trains will be less crowded, and the region will save $675 million by not needed to build 30,000 parking spaces.Buses will move as much as 50% faster, and save passengers 3 to 4 minutes a trip on the bus priority services.Regardless of the regional provider, customers will be able to plan, pay for and take a transit trip seamlessly and effortlessly with information literally at their fingertips.
- The system is already busting at the seams - Using COG’s own forecasts, Metrorail ridership is projected to grow by over 50 percent by 2030.The red and purple areas on the chart show where rail cars will be above our Board-adopted service threshold by then. You can see that even the Silver Line, which hasn’t opened yet, is forecasted to be extremely crowded. Many of the stations that these trains run through have been over capacity since 2005. Clearly this is not the way to keep the region working.This impacts the system in at least three ways:Maintaining on-time performance becomes challenging when platforms and mezzanines get crowded because it takes longer to unload and load passengers.Riders who would otherwise take transit become frustrated and move back to the roadways – adding to roadway congestion.Our ability to support economic development becomes constrained – there becomes a maximum amount of passengers that can reasonably be served by the system itself.This will put increased pressure on the existing lines and the key transfer stations. Within Metrorail stations, the key transfer stations in the core (Metro Center, Gallery Place, L’Enfant Plaza, and Rosslyn) are forecast to have a 64 percent increase in the number of transfers compared to the existing conditions. This significant increase in transfers coupled with future growth in passenger entries and exits at these stations will result in overcrowding. While it may seem limited to focus on crowding, relieving crowding is necessary to ensure safe and reliable travel for Metrorail customers, provide adequate system capacity for future ridership growth, and improve passenger comfort.
- Getting to 8-car trains on all lines means that each line has sufficient capacity to run without overcrowding conditions through the middle of the next decade.
- This image is from the 2004 feasibility study as are the statistics.
- This is an ambitious solution for Metro Center Station. Depicted is a mezzanine bridge above the Red Line between the east and west entrances with connections to new escalators leading to the north and south mezzanines, adjacent to the escalators leading to the lower platform.Metro would start formal environmental and engineering studies in 2016 and open the project in 2021.
- Every since Metro has stopped its trains at the end of the platform, this Gallery Place Red-Line platform has endured extreme congestion. The solution, which is fully funded, is to construct a diagonal 'short-cut' tunnel between the westbound Red Line platform and the north mezzanine and adding a pair of elevators from the new tunnel to the corner of 8th and G Street NW. and later, but unfunded,to extend the east mezzanine to the north and south with additional escalators and an elevator at each end.Metro would start formal environmental and engineering studies in 2015 and open both projects by end of 2022.
- Since many of the Triangle workers and residents use Union Station, we show its solution.Expand the north mezzanine to add vertical circulation between the mezzanine and the Amtrak concourse above and between the mezzanine and the platform below.Relocating the First Street Entrance.Completing the pedestrian passageway and vertical circulation to H Street.This project is fully funded via Metro’s Capital Improvement Program. Metro would start formal environmental and engineering studies in 2015 and open the project by end of 2020.
- DC area workers spend almost two weeks each year not just on the roads, but literally stuck in traffic. And far from being just inconvenient, we now have proof that congestion slows down job growth. Metro 2025 alleviates congestion by taking more than a hundred thousand cars off the road each and every day – in all it saves 25 million person hours per year in congestion. Keeping the region working means keeping job growth at the levels that our current forecasts suggest is possible – but only if we do our part to make smart choices about transportation and mobility.Over the next thirty years, then, the cost of saying “no” to Metro 2025 and other congestion-reducing investments means saying “no” to approximately 133,000 jobs. That’s more jobs than in 80 of the nation’s 100 largest downtowns. Put another way, if all of those jobs were office jobs, that would be the equivalent of 20M square feet of office space, which if valued conservatively at $500/SF, translates into $10B in real property value.
- That’s why so many of you have already endorsed Momentum. Alexandria, Arlington, Fairfax County, Falls Church, Montgomery County, Prince George’s County, to name a few.
- The business community has also voiced its support for Momentum. The Greater Washington Board of Trade, Destination DC, regional BIDs, and various chambers of commerce have all signed on to endorse the plan.
- And other organizations and community groups, such as AAA, and the Sierra Club, as well as companies like Zipcar and Monday Properties, have all endorsed Momentum.
- Just as it always has, the momentum to rebuild, sustain, and grow Metro to support the region requires the backing of all stakeholders. And their regional leaders. COG was here to begin this regional effort and now we’re counting on COG to finish the job and to commit the resources necessary to move the region forward into continued prosperity through this century.