LONG BRIDGE - PRESENT & FUTURE: A MULTIMODAL ANALYSIS Review of the Potomac River Crossing a Rail Resource for the Washington, DC Region and Beyond Presenter: Edward La Guardia P.E. Michael Baker International
Two track multi-span railroad bridge crossing the Potomac River between Washington, DC and Arlington VA. Significant history of construction, modification and rehabilitation. The current bridge was constructed in the late 19th and early 20th centuries.
The only railroad access connecting the District of Columbia and the Commonwealth of Virginia (Virginia). All rail traffic from AMTRAK, Virginia Railway Express and CSX freight along with Norfolk-Southern (NS) through trackage rights utilize this bridge.
1809: Opened 1814: Burned and restored to service in 1816 1850s: Freight drawn by horse 1863: Parallel structure built for locomotive use 1870: Federal government ceded control of Long Bridge to the Pennsylvania Railroad 1904: New structure built and after 1906 the 1863 structure was demolished 1918: Pennsylvania Railroad officially became the owner 1942: Current Upgrades and improvements as dictated by World War II 1962: Last Time Swing Span opened (struck by lightning in 1978) 1968: Combined ownership with merger of New York Central and Pennsylvania Railroad, which formally became Conrail in 1976 1999: CSX Transportation, Inc. acquired ownership * National Park Service owns the landings and riverbed **Navigable channel maintained by the U.S. Coast Guard
Facts related to bridge in service: Bridge length 2,529 feet 22 through girder spans and a double span swing truss for a total of 24 spans Two tracks approximately 36-6 wide (narrows to ~28-8 at the swing trusses) The vertical clearance is limited to 21 at the swing trusses
Evaluation included extensive stakeholder/public involvement, purpose and need of improvements, selection/evaluation different rail and non-rail alternatives. Additional multimodal options include high-speed and intercity passenger rail, commuter rail, freight rail, transit, vehicular, bicycle and pedestrian traffic.
1. Track Configuration 2 existing rail tracks, rehabilitated 2 existing + 1 new rail track 2 existing + 2 new rail tracks 2 existing + 2 new rail tracks + streetcar/transit 2. Modes Freight Passenger/Intercity/Commuter High Speed Rail (HSR) Streetcar Bus/Rapid Transit General-Purpose Bicycle/Pedestrian
3. Distance/Travel Market Local Regional Long Distance 4. Footprint Existing Footprint Expanded Footprint New Footprint 5. Alignment Options southeast of existing bridge Options northwest of existing bridge
6. Span Types Bascule Swing Vertical lift Retractable Low level fixed High level fixed 7. Bridge Types Deck Arch Through Arch Suspension Truss Cable Stay Girder Bi-level Bridge Tunnel Extradosed/Cable-stayed 8. Aesthetics and Architecture Pier Treatments Deck Treatments
ALT 8 (A) Streetcar Connection to Maryland Avenue SW ALT 8 (A) Streetcar Connection to Maine Avenue SW Streetcar connection to Long Bridge Park, Convention Center, and Columbia Pike streetcar line Bike/Ped pathway to Park General Purpose Street Tidal Basin/SW Waterfront Bike/Ped Mt. Vernon Trail Bike/Ped Ohio Drive Bike/Ped
Deck Arch Tied Arch
Through Arch Extradosed Cable-Stayed
Rail service options are developing further into VA. VRE, AMTRAK, increasing freight demands and future High Speed Rail service. L'Enfant Plaza Station Crystal City Station
Scenario Tracks Daily Freight Trains Daily Passenger Trains Daily Trains Typical Delay% Passenger Freight Passenger On-Time Performance Existing 2-Track 23 56 79 1.5% 30.7% 99.0% 2020 3-Track 29 108 137 1.1% 30.1% 99.0% 4-Track 0.9% 5.1% 99.0% 2-Track 3.4% 72.1% 97.0% 2040 3-Track 34 132 166 3.3% 45.3% 98.2% 4-Track 1.8% 6.4% 98.5% Typical Delay and On-Time Performance under optimal conditions without any introduction of randomized incidents or delays
Virginia Waterfront Potomac Park L Enfant Plaza Southwest Waterfront Long Bridge structure
Along with the existing two track bridge structure capacity of rail infrastructure rail systems on both sides of river crossing Increased local area development requiring passenger rail access Interlocking improvement considerations for better freight movement through area
Improvements in DC interlocking changes island platform passenger station at the existing L Enfant Plaza
Complexity of tracking construction to accommodate right-of way restrictions KEY EXISTING BRIDGE PROPOSED BRIDGE EXISTING TWO-TRACKS PROPOSED TWO-TRACKS
CSX interlocking and sidings in Virginia south of the bridge Land directly south of bridge - National Park Service passenger station access at Crystal City Station Island Platform
The environmental review and resource identification process provided identification of the following: Sensitive resources per current regulatory requirements Review potential fatal flaws for any of the build alternatives Possible future studies needed to obtain environmental clearances per NEPA requirements & related environmental regulations and executive orders Areas identified are the same as the typical NEPA process
Land Use Community Facilities and Services Environmental Justice Air Quality Noise and Vibration Hazardous Materials Section 106 Historic Resources Section 4(f) and 6(f) Resources Aesthetics Water Resources Protected Species and Critical Habitat Federal Action and Permits
Study/Analysis options; Current & future freight, passenger rail, other modal needs Bridge - Major study results: Important resource for local, regional, and national passenger & freight traffic Existing Long Bridge requires inspection and maintenance, and future major rehabilitation to remain in service The existing bridge poses operational challenges. The structure width and condition limits any expansion
Future service considerations: accommodate double-stacked trains. accommodate electrified trains. provide service for future high-speed rail routes Multiple modes were studied to consider meeting the current and future high transportation demand generated throughout the study area. Potential non-rail modes will require safety provisions/physical separation/separate bridge spans.
Long Bridge is adjacent to the District s monumental core. Future designs should complement the District s historic and monumental context/architecture. The Long Bridge is located within several sensitive environmental resources. The national parks, historic landmarks/areas, and water bodies, requiring analysis. Any future extensive improvements, reconstruction, or replacement, including tunnels would require substantial funding.