With phase 1 already under construction, planners now say that phase 2 of Washington’s Dulles Airport rail line will cost almost 50 percent more than previously projected. Of course, the bus-rapid transit project that most people wanted could be running today at a fraction of the cost.
One way to save money, planners say, would be to build the terminus of the project so far away from the Dulles Air terminal that hardly anyone will want to walk to or from the rail line. Of course, if no one rides it, that would also mitigate one of the other problems the rail line is going to cause: congestion on the subway route in downtown Washington.
People below the age of 18 years but make sure that all the ingredients used for the preparation of herbal canada from generic viagra http://icks.org/n/data/ijks/1482456353_add_file_1.pdf pills for male fertility minimizes the action of free radicals and delays aging effect naturally. free viagra prescription However, there could be other physical or psychological conditions responsible for developing ED. One of the best and next viagra mg safest ways to combat this issue as soon as possible. Lack of sleep often cialis soft causes fatigue, stress, anxiety, obesity and blood flow problems. From Rosslyn into downtown, the Dulles line, which will be called the “Silver Line,” will use the same tracks as the Orange and Blue lines. Metro trains must be at least 135 seconds apart, meaning only about 26 trains per hour can use these tracks in either direction. During rush hour, all 26 slots on the Blue/Orange lines are full. That means that, when the Silver line opens, MetroRail will have to cut service on the Orange and/or Blue lines. Since Orange and Blue trains are already filled to capacity during rush hour, some patrons will be turned away.
In short, for every rush-hour traveler gained on the Silver line, MetroRail will lose at least one rush-hour traveler on the Orange or Blue lines (possibly more than one if the Silver line trains are not as full during rush hours). One solution being considered by MetroRail is to build an entirely new Blue line through downtown DC.
So now we have an agency that can’t afford to maintain the system it has today spending billions of dollars building a new line that could actually reduce the capacity of that system with the expectation that someone will come up with billions more to restore that capacity. That’s modern transportation planning.
Yet another example of the planning fallacy.
With phase 1 already under construction, planners now say that phase 2 of Washington’s Dulles Airport rail line will cost almost 50 percent more than previously projected.
I don’t see where planners are saying this at all.
Unless all of a sudden consultants = planners.
DS
I hate it with a passion. Well, okay not a strong enough passion to get out and do something. So maybe I’m mildly irritated by it all.
So how could change ever be effected???
This plan is totally nuts! I ride one of the WMATA lines that will be impacted and I will have my rush hour commute lengthened. Pay more money for less service. NUTS NUTS NUTS
No one is going to ride the train to Dulles. Dulles has a dedicated controlled-access 4-lane highway from the beltway out to Dulles. You can’t get on this highway unless you are going to Dulles. How can a train that has to stop every couple of miles, and the train is so huge that it takes a lot more time to decellerate and accellerate at each stop than any bus or car. GAME OVER, Dulles access road wins everytime. NUTS NUTS NUTS.
A bit off topic but looks like gen Y’ers are not choosing cars.
http://autos.yahoo.com/articles/autos_content_landing_pages/1523/generation-y-giving-cars-a-pass/
“This generation focuses its buying on computers, BlackBerrys, music and software and views commuting a few hours by car a huge productivity waste when they can work using PDAs while taking the bus and train,â€
I suppose the question is, are they willing to pay their own way?
A bit off topic but looks like gen Y’ers are not choosing cars.
I read the article, but couldn’t find the evidence. Where was it hidden?
Follow-up on my previous comment:
Does anyone believe that vague, broad-based classification terms like “Gen Y” are useful for any kind of serious analysis, regardless of whether it is forecasting vehicle sales trends or forecasting patronage for a new metro line?
“Does anyone believe that vague, broad-based classification terms like “Gen Y†are useful for any kind of serious analysis, regardless of whether it is forecasting vehicle sales trends or forecasting patronage for a new metro line?”
Sure, in theory, but this article falls way short on that objective. There is no evidence given, but I saw it when I logged in today. A little pop news for today’s discussion.
I was a full time bike rider in the 70’s, not because I didn’t like cars, but because I just got out of high school and moved out of my parents home and was on a budget.
I believe everyone makes choices based on their income and once I bought my next car it sure opened up a lot of doors for me. Especially the freedom to go anywhere without worrying about what the weather would be or what the bus schedule was. Or thinking about the long ride home after a event or late at night when I was tired and didn’t feel like make the long ride home. OR keeping your clothes dry or free of sweat, depending on where you were going. I still like my bikes for exercise
I’m pretty sure once the gen y’s become more prosperous, most of them will prefer door to door service and the convenience of a private automobile.
Construction of Washington Metrorail, dating back to the 1960’s, is a continuous story of massive cost overruns.
It was supposed to cost $2.55 billion when ground was broken in 1969, and be completed by the “early 1980’s.” Actual cost, over $10 billion, and the Adopted Regional System was not to be finished until 2001.
The Antiplanner wrote:
> So now we have an agency that can’t afford to maintain
> the system it has today spending billions of dollars
> building a new line that could actually reduce the
> capacity of that system with the expectation that
> someone will come up with billions more to restore
> that capacity. That’s modern transportation planning.
Minor comment – the Dulles Rail extension is being built by the Metropolitan Washington Airports Authority (MWAA) and funded by federal taxpayers, commercial property owners along the route (in Fairfax and Loudoun Counties, Virginia), and, above all, by Dulles Toll Road patrons.
Once it is open to “revenue” service, then WMATA will be responsible for operating and maintaining it.
CP…. MWAA is only funding the segment that is on airport property and the station. Thats about $200 million of the $5.2 billion needed. Airports can’t spend money off airport. It’s illegal.
http://www.dullescorridorrail.com/project.htm
surprise
The FAA has learned from experience. Airports clearly should spend money off-site for some of their purposes, but the FAA realized that if they allowed that, then mobs of planners would want to raid their trust fund to pay for projects only marginally related to the airport. That is a good lesson for every user fee and trust fund.
Borealis said: The FAA has learned from experience. Airports clearly should spend money off-site for some of their purposes, but the FAA realized that if they allowed that, then mobs of road planners would want to raid their trust fund to pay for projects only marginally related to the airport. That is a good lesson for every user fee and trust fund.
THWM: What goes around, comes around?