Agenda Item 8-A
Action Item
To:
Chairman Cook and the VRE Operations Board
From:
Doug Allen
Date:
February 20, 2015
Re:
Recommend Authorization to Execute an Amendment to
the Rail Enhancement Fund (REF) Agreement for the
VRE Gainesville-Haymarket Extension Phase II Environmental Assessment and Preliminary Design
Recommendation:
The VRE Operations Board is asked to recommend the Commissions authorize the
VRE Chief Executive Officer (CEO) to execute the Second Amendment to the REF
Agreement Number 76509-02 for the VRE Gainesville-Haymarket Extension Phase
II – Environmental Assessment and Preliminary Design and to authorize the CEO to
execute any future amendments to the scope or schedule on behalf of the
Commissions. The second Amendment modifies the Scope of Work and the
Milestone Schedule for the environmental and engineering services that will be
completed using the grant. The Total Project Budget of $4,285,714, covered by the
agreement, remains the same.
Background:
VRE was awarded a Rail Enhancement Fund (REF) grant in 2009 to complete
environmental analysis and preliminary engineering for the VRE GainesvilleHaymarket Extension. Grant agreement 76509-02 was executed on November 12,
2009. The first Amendment, executed on May 27, 2010, extended the REF grant
expiration date to April 30, 2013.
The Total Project Budget for the work to be completed under the grant was
$4,285,714 with 65% of the budget or $2,785,714 coming from the Commonwealth
of Virginia and a 35% local match contribution in the amount of $1,500,000. In
VRE’s original REF grant application to the Department of Rail and Public
Transportation (DRPT), Norfolk-Southern (NS) was anticipated to provide the
$1,500,000 local match contribution as in-kind engineering services and other
project services. After going through multiple iterations of a VRE-NS In-Kind
Services Agreement, by February 2013 the two parties were unable to come to
terms on a final agreement.
VRE submitted an application to the Northern Virginia Transportation Authority
(NVTA) as part of their FY 2014 Call for Projects for $1,500,000 to be used as an
alternate source of the local match for the Gainesville-Haymarket Extension REF
grant. The NVTA Board approved the funding request on July 24, 2013. A Standard
Project Agreement (SPA) was approved by the NVTA Board on July 24, 2014 that
formalized the NVTA funding commitment.
With the NVTA funding commitment in place as match to the REF grant, VRE staff
began working with DRPT staff to amend the REF agreement to reflect the updated
Scope of Work and Milestone Schedule to complete the environmental and
engineering services for the Gainesville-Haymarket Extension. The second
Amendment, attached, reflects the revised scope and extends the grant expiration
date to December 31, 2020.
Once the second Amendment is executed, all funding will be in place to proceed with
planning and preliminary engineering work for the VRE extension. Procurement is
currently underway to select a Consultant to assist VRE in that work. Consultant
proposals are due February 18, 2015. It is estimated the VRE Operations Board will
be requested to award a contact at its March 2015 meeting.
Fiscal Impact:
There is no fiscal impact associated with executing the amendment to the REF
agreement.
Funding for the VRE Gainesville-Haymarket Extension Phase II is included in the
FY2016-2021 Capital Improvement Program.
2
Virginia Railway Express
Operations Board
Resolution
8A-02-2015
Recommend Authorization to Execute an Amendment to the Rail
Enhancement Fund (REF) Agreement for the VRE Gainesville-Haymarket
Extension Phase II - Environmental Assessment and Preliminary Design
WHEREAS, DRPT and VRE entered into REF Agreement number 76509-02 on
November 12, 2009 for funding of environmental and engineering services for the
VRE Gainesville-Haymarket Extension; and,
WHEREAS, the agreement was amended on May 27, 2010 to extend the grant to
April 30, 2013; and,
WHEREAS, VRE was unable to obtain a commitment of the required local match
contribution by that date and the grant subsequently expired; and,
WHEREAS, VRE has now obtained a commitment from NVTA to provide the local
match for the REF grant; and,
WHEREAS, DRPT and VRE have reached agreement on the terms for an amendment
of the REF Agreement to reflect the current Scope of Work and the Milestone
Schedule for the environmental and engineering services that will be completed
using the grant;
NOW, THEREFORE, BE IT RESOLVED THAT, the VRE Operations Board does
hereby recommend the Commissions authorize the VRE Chief Executive Officer
(CEO) to execute the Second Amendment to REF Agreement Number 76509-02 for
the VRE Gainesville-Haymarket Extension Phase II – Environmental Assessment and
Preliminary Design, and to authorize the CEO to execute any future amendments to
the scope or schedule on behalf of the Commissions.
Approved this 20th day of February 2015
______________________________
John C. Cook
Chairman
____________________________
Paul Smedberg
Secretary
3
Agenda Item 8-B
Action Item
To:
Chairman Cook and the VRE Operations Board
From:
Doug Allen
Date:
February 20, 2015
Re:
Authorization to Award a Supplemental Task Order for
Electrical Service Installation
Recommendation:
The VRE Operations Board is asked to authorize the Chief Executive Officer to award
Supplemental Task Order 27A for Electrical Services Upgrade at Broad Run. This is a
supplemental task order to NV Enterprises (NVE) Task Order 27 under the facilities
maintenance contract. Task Order 27 was executed in the amount of $125,000. We
are seeking authorization of Supplemental Task Order 27A for an additional amount
of $130,150 ($118,000 plus $12,150 contingency,) for the combined total amount
(Task Order 27 plus Task Order 27A) not to exceed $255,150.
Background:
Electric power for the Broad Run crew building, Broad Run station and a portion of
parking lot lighting is currently supplied from an electric service adjacent to the
Service and Inspection building by means of an electrical duct bank underneath the
yard’s storage tracks. An investigation conducted by NVE in response to a power
outage affecting these facilities revealed significant damage to this duct bank.
Similar power outages have occurred over recent years, and repairs were made by
pulling new wiring through the duct bank. However, the investigation indicated the
damage has increased in severity and pulling new wiring is no longer an option. As
the duct bank is located directly below active tracks, a conventional open cut repair
is also infeasible.
In June of 2014, the Operations Board authorized the award of Task Order 27 to
NVE and a sole source contract to Dominion Virginia Power for a project re-routing
the current electrical services to the affected areas and abandoning the existing duct
bank. The authorization to award a sole source contract to Dominion Virginia
Power was for a total amount not to exceed $118,000. Since that time, Dominion
Virginia Power has determined NVE can perform the work previously identified by
Dominion Virginia Power as their portion of the project; therefore a separate
contract with Dominion Virginia Power is not needed.
Approval of this supplemental task order will allow work to commence for the final
installation of the new electrical services providing electrical power to the affected
facilities (Broad Run crew building, Broad Run station and a portion of the parking
lot) and the proper abandonment of the damaged duct bank.
Fiscal Impact:
The total cost of this project is funded in the FY 2015 Operating budget for Facilities
Maintenance, which includes $400,000 for non-routine station maintenance.
2
Virginia Railway Express
Operations Board
Resolution
8B-02-2015
Authorization to Award a Supplemental Task Order
for Electrical Service Installation
WHEREAS, damage to an existing electrical duct bank underneath the Broad Run
yard storage tracks has caused several power outages affecting yard, station and
lighting facilities; and,
WHEREAS, conventional repair methods are infeasible due to the severity of the
damage and the duct bank’s location under the tracks; and,
WHEREAS, VRE received Board authorization in June 2014 to execute Task Order
27 with NV Enterprises in the amount of $125,000 for the installation of a new
electric service; and,
WHEREAS, VRE received separate Board authorization in June of 2014 to execute a
sole source contract with Dominion Virginia Power for installation services that
analysis has shown should be performed by NV Enterprises; and,
WHEREAS, this supplemental ask order will allow NV Enterprises to perform the
work necessary to re-route the current electrical services and abandon the existing
duct bank;
NOW, THEREFORE, BE IT RESOLVED THAT, the VRE Operations Board does
hereby authorize the Chief Executive Officer to award supplemental Task Order 27A
under the facilities maintenance contract to NV Enterprises for electrical services
associated with the installation of a new electric service at the Broad Run yard in an
amount of $130,150 ($118,000 plus $12,150 contingency,) for the combined total
amount (Task Order 27 and Task Order 27A) not to exceed $255,150.
Approved this 20th day of February 2015
______________________________
John C. Cook
Chairman
____________________________
Paul Smedberg
Secretary
3
Agenda Item 8-C
Action Item
To:
Chairman Cook and the VRE Operations Board
From:
Doug Allen
Date:
February 20, 2015
Re:
Acceptance of Title VI Service Standards and Policies
Monitoring Results
___________________________________________________________________________________
Recommendation:
The VRE Operations Board is asked to accept the results of the Title VI Service
Standards and Policies monitoring and forward them to the Potomac and
Rappahannock Transportation Commission (PRTC) for inclusion in PRTC’s Title VI
submittal.
Background:
As prescribed in Federal Transit Administration (FTA) Circular 4702.1B, “Title VI
Requirements and Guidelines for Federal Transit Administration Recipients” FTA
requires transit providers to monitor the performance of their transit system
relative to their system-wide service standards and service policies (i.e., vehicle
load, vehicle assignment, transit amenities, etc.) not less than every three years.
The results of VRE’s Service Standards and Policies monitoring must be submitted
as part of PRTC’s Title VI submittal due March 31, 2015.
VRE staff has conducted the monitoring, the results of which are attached along with
the VRE Title VI Service Standards and Policies.
Fiscal Impact:
No Fiscal impact.
Virginia Railway Express
Operations Board
Resolution
8C-02-2015
Acceptance of Title VI Service Standards and
Policies Monitoring Results
WHEREAS, FTA requires transit providers to monitor the performance of their
transit system relative to their system-wide service standards and service policies;
and,
WHEREAS, VRE must submit results of the monitoring of its system-wide service
standards and service policies to PRTC for inclusion in PRTC’s Title VI submittal;
NOW, THEREFORE, BE IT RESOLVED THAT, the VRE Operations Board does
hereby accept the results of the system-wide service standards and service policies
monitoring and forwards them to the Potomac and Rappahannock Transportation
Commission (PRTC) for inclusion in PRTC’s Title VI submittal.
Approved this 20th day of February 2015
_______________________________________
John C. Cook
Chairman
___________________________________
Paul Smedberg
Secretary
2
Attachment 8C.1
VRE SYSTEM-WIDE SERVICE STANDARDS AND POLICIES
The Virginia Railway Express (VRE) System-Wide Service Standards and Policies address
how service is distributed across the system, and ensures that the manner of the
distribution affords users access to these services. Service policies also ensure that service
design and operations practices do not result in discrimination on the basis of race, color,
or national origin.
These standards and polices are required by Federal law, as described in Federal Transit
Administration (FTA) Circular 4702.1B, “Title VI Requirements and Guidelines for Federal
Transit Administration Recipients”, which became effective October 1, 2012. The Circular
requires any FTA recipient that operated 50 or more fixed route vehicles in peak service
and are located in urbanized areas (UZA) of 200,000 or more people to develop service
standards and policies and to monitor performance of service with respect to these
standards and policies at least once every three years. The service standards and policies,
as well as evidence of service monitoring, will become a portion of the Title VI Plan which is
submitted to FTA every three years.
Quantitative standards are required to be developed for vehicle load, vehicle headway, ontime performance, and service availability. Service policies are required to be developed for
distribution of transit amenities and vehicle assignments. Additional standards or policies
may be developed as appropriate.
SERVICE STANDARDS
A. Vehicle Load
Vehicle load or load factor is expressed as the ratio of passengers per vehicle, or the ratio of
passengers to the number of seats on a vehicle, at the vehicle’s maximum load point. It is
used to determine the extent of likely overcrowding, to assign equipment (e.g.,
number/type of rail cars), and to make subsequent adjustments by lengthening or
shortening trains.
VRE’s goal is not to exceed a seated load plus no more than 15 standees per car for the midweek average on any single train passing the maximum load point in the peak direction in
the peak hour. Ideally, a seat should be provided for every VRE passenger on all regularly
scheduled trains. However, this is not always possible because of the limitations on
available equipment. Therefore, a maximum load factor of 1.11 per train has been
designated to allow for up to 15 standees per passenger coach on VRE trains based on
typical consists currently being operated (Table 1).
The maximum load point on the Fredericksburg Line is between the Lorton and
Franconia/Springfield stations. On the Manassas Line, the maximum load point is between
1
Attachment 8C.1
the Backlick and Alexandria stations. An off-peak load factor has not been designated
because VRE operates nearly all of its trains in the peak commuting periods and peak
direction.
Table 1: VRE Passenger Capacity By Train
Quantit
y
Car Type
Number of
Seats
Standee
s
Total
Passenger
Capacity
Maximum
Load
Factor
14
Gallery Trailers I & II (Legacy Coach)
150 Seats
10
160
1.07
21
Gallery IV Cab Cars
123 Seats
15
138
1.12
28
Gallery IV Trailers With a Restroom
132 Seats
15
147
1.13
30
Gallery IV Trailers Without a Restroom
144 Seats
15
159
1.10
VRE operates its trains in sets of four to eight cars to accommodate the level of ridership on
each train. An eight-car train is the largest consist that VRE currently utilizes due to storage
limitations in VRE storage yards at the terminus of each line and the mid-day storage yard
used by VRE in Washington, D.C. Train consists typically include a cab car and three to
seven trailer coaches, and at least one coach includes a bathroom.
Reviews and adjustment of train sizes are initiated when passenger loading exceeds or falls
below established load point factors. Adjustments are also made to train length when
atypical ridership is expected prior to a holiday, impending weather event or other special
circumstance. Loading guidelines may be relaxed during temporary surges in demand or
for special event trains.
B. Vehicle Headway
Vehicle headway is a measure of the amount of time between two successive vehicles
traveling in the same direction on a given line or combination of lines. It is a general
indicator of the level of service provided along a line or route. A shorter headway
corresponds to more frequent service.
VRE peak headways are generally about 30 minutes for each line. VRE schedules peak
service and determines vehicle headway based upon an analysis of ridership and
commuter demand, and the operating windows and slots allowed in the operating contract
with its host railroads (i.e. Norfolk Southern for the Manassas Line, CSX Transportation
(CSXT) for the Fredericksburg Line, the shared line between Alexandria and Washington,
D.C. Union Station, and Amtrak for access to D.C. Union Station). Since VRE operates within
a mixed traffic environment and shares the tracks with freight and Amtrak trains, the
amount of time between any two trains is based on how those trains fit into the overall
schedule. Train schedules also take into account the merging of the Fredericksburg and
Manassas Line trains, as well as other trains on the railroad, into one line at Alexandria.
2
Attachment 8C.1
VRE’s operating agreements also limit the ability of VRE to add service at will and/or
expand its operating territory. Any service additions or changes in schedule must be
approved by the host railroad before they can be implemented. Currently, VRE trains
operate primarily during the morning and evening peak travel periods in the peak
direction of travel. The Manassas Line has some limited reverse-flow service that primarily
serves to position equipment for subsequent peak service. Each line has one mid-day train
departing the Washington, D.C. central business district.
C. On-Time Performance
On-time performance (OTP) is a measure of runs or trips completed as scheduled. VRE’s
OTP standard is that trains shall arrive at their final destination at or within five minutes of
their scheduled arrival time, and that no revenue train is allowed to leave an intermediate
station before it is scheduled to depart unless noted otherwise on passenger timetables.
VRE’s fiscal year (FY) 2016 target for OTP is greater than 90%. VRE sets an annual target
for OTP as part of its budget process. Factors considered in setting the target include
operational safety, preventive maintenance scheduled for the right of way provided by the
host railroad, ability to meet the current schedule factoring in VRE rolling stock reliability
and efficiency testing, and projected impact on service because of weather or other
variables.
VRE calculates OTP for each line and for the system as a whole; OTP is calculated as a
percentage of total scheduled revenue trains. The denominator for the OTP percentage
calculation shall be the number of revenue trains scheduled during the reporting period for
the appropriate line. The numerator for the calculation shall be the number of scheduled
trains less the number of trains that are considered late. Trains cancelled or annulled due to
force majeure events (e.g., flooded right-of-way, government shutdown, etc.) are excluded
from the calculation of OTP.
D. Service Availability
Service availability is a general measure of the distribution of routes within a transit
provider’s service area. For a commuter rail agency, service availability can be expressed as
the number or density of residents who are potential riders within a certain driving
distance of the stations.
VRE’s service area encompasses the nine Virginia jurisdictions that are signatories to the
VRE Master Agreement: Arlington County, City of Alexandria, Fairfax County, Prince
William County, City of Manassas, City of Manassas Park, Stafford County, City of
Fredericksburg, and Spotsylvania County.
VRE operates trains along two lines that run within existing railroad right-of-ways.
Currently, there are six origin stations along the Manassas line and seven origin stations
along the Fredericksburg line. Origin stations are located two to 11 miles apart. The
3
Attachment 8C.1
population1 of the catchment areas for the origin stations varies from 100,000 – 150,000 on
the Manassas Line, and 50,000 – 125,000 on the Fredericksburg Line. System-wide, there
are five destination stations. The destination stations are collocated with Metrorail stations
providing VRE riders with access to the greater Washington, D.C. metro area.
VRE’s operating agreements with the host railroads, CSXT and Norfolk Southern, affect
VRE’s ability to add service at will and/or expand its operating territory, including adding
stations to a line or extending a Line. New stations or extensions are undertaken in
cooperation and coordination with the local jurisdiction where the station or extension will
be located. New stations or service extensions must be approved by the host railroad
before they can be implemented.
Factors considered in determining service availability of new infill stations or service
extensions include:
 Transit Demand/Ridership Potential
 Proximity to existing stations, both VRE and other regional transit hubs
 Operational Feasibility
 Passenger Transit Access
 Parking Availability
 Capital Funding Availability
 Community Impact
 Environmental Impact
SERVICE POLICIES
A. Vehicle Assignment
Vehicle assignment refers to the process by which transit vehicles are assigned to either
line on the VRE system.
VRE’s locomotive fleet consists solely of standard four-axle diesel-electric locomotives with
similar horsepower ratings, tractive effort, and appearance. As none of VRE’s territory is
electrified through the use of overhead catenary wire, there is no difference in propulsion
power requirements throughout the system. All of VRE’s locomotives were put into service
in 2011 and are uniformly compatible with VRE’s passenger coach fleet. Locomotives are
distributed based on need and positioning for service.
VRE’s passenger coach fleet consists of four types of coaches as indicated previously in
Table 1. None of the passenger coaches are self-propelled. Coaches are not assigned to
trains or routes specifically but are assigned as needed to the Manassas or Fredericksburg
lines depending on demand/required seating capacity, routine and non-routine
maintenance needs, and inspection cycles. The typical December 2014 vehicle assignment
is shown in Tables 2 and 3.
1
2010 population based on Metropolitan Washington Council of Governments Round 8.2 Land Use Forecasts
4
Attachment 8C.1
VRE is in the process of completing a fleet replacement program that will result in the
replacement of all legacy Gallery coaches with new Gallery IV-style coaches. Due to
equipment incompatibilities when operating a mixed consist, the legacy coaches are
deployed as a full train consist along with a newer cab car. In December 2014, the consist
containing legacy coaches was assigned to the Fredericksburg line.
It is VRE’s goal to lengthen shorter consists currently in service to six cars, and eventually
eight cars. Having standard size consists will enable greater operational flexibility in
assigning train sets from the maintenance and storage facilities, and provide additional
seating capacity as ridership grows. Mid-day storage constraints have prevented this from
taking place; one five-car and one four-car consist remain in operation on the
Fredericksburg Line.
Table 2: Typical Fredericksburg Line Consists (December 2014)
Train Pair
1
2
3
4
5
6
300 / 305
GC
G
G
G
G
G
302 / 313
GC
G
G
G
G
304 / 309
GC
G
G
G
G
G
G
306 / 303
GC
G
G
G
G
G
G
308 / 307
GC
G
G
G
G
G
G
310 / 311
GC
LG
LG
LG
LG
LG
312 / 301
GC
G
G
G
GC = Gallery Cab
G = Gallery Coach
7
8
G
LG = Legacy Gallery Coach
Table 3: Typical Manassas Line Consists (December 2014)
Train Pair
1
2
3
4
5
6
322 / 321 / 332 /
333
GC
G
G
G
G
G
324 / 335
GC
G
G
G
G
G
326 / 331
GC
G
G
G
G
GC
G
G
G
GC
G
G
G
328 / 325 / 336 /
329
330 / 327/ 338 /
337
7
8
G
G
G
G
G
G
G
G
G
G
5
Attachment 8C.1
GC = Gallery Cab
G = Gallery Coach
B. Distribution of Transit Amenities
Transit amenities are items of comfort, convenience, and safety made available to VRE
passengers making use of VRE trains and passenger stations.
All VRE coaches are equipped with onboard amenities such as heating and air conditioning;
interior lighting; baggage racks; and public address systems.
The USDOT requires that transportation vehicles and transportation facilities be readily
accessible and useable by individuals with disabilities consistent with the requirements of
the Americans with Disabilities Act (ADA), and that access for individuals with disabilities
is provided in the most integrated manner possible. That includes providing individuals
who use wheelchairs access to all accessible cars available to passengers without
disabilities in each train. VRE consists using Legacy coaches include a cab car equipped
with an onboard lift to accommodate passengers unable to use the interior coach stairs to
access the train. The newer cab cars and trailer coaches all have onboard lifts. Coaches
purchased in the future to replace the Legacy coaches or expand the fleet will all include
onboard lifts.
All cab cars and approximately a third of the trailer coaches have bathrooms. Coaches are
deployed among trains so that there is a minimum of one cab car and one trailer coach with
a bathroom on each consist. Planned coach purchases to complete the fleet replacement
program or expand the fleet will include bathrooms.
Amenities available at VRE stations include but are not limited to: seating/benches;
shelters and/or platform canopies; informational amenities such as system maps,
schedules/timetables, and public address systems; intelligent transportation systems (e.g.,
electronic fare payment equipment and variable message/vehicle arrival information
displays); elevators and escalators; waste receptacles; public telephones; and park-andride facilities.
There are two types of stations maintained by VRE: Autonomous VRE stations and JointUse stations (see Table 4). Autonomous VRE stations were constructed by VRE for the
primary purpose and use of accessing VRE train service. Although agreements allowing
select Amtrak trains to make stops at some autonomous stations exist, they are subject to
change. For the purposes of this document, these station locations are not deemed as “jointuse” locations, as described below. Generally, all autonomous VRE stations are provided the
same set of amenities.
Joint-use stations have access to another regional rail-based transit system. They were
originally selected as VRE stations primarily based on the availability and/or proximity to
existing transit and regional rail services, and the density of surrounding development to
support commuter rail service. Generally, joint-use stations existed prior to the formation
of VRE and may contain amenities available to passengers that are not installed within
6
Attachment 8C.1
autonomous VRE stations. In many cases, VRE has added amenities to the joint-use stations
for use by VRE passenger through access and joint-use agreements.
While all VRE stations are ADA-compliant, for the purposes of ADA, the following VRE
stations are designated Key Stations:
 Washington Union Station
 Woodbridge
 L’Enfant
 Fredericksburg
 Crystal City
 Burke Centre
 Alexandria
 Broad Run/Airport
7
RESTROOM
ENCLOSED/INTERIOR
WAITING ROOM
BENCHES/ EXTERIOR
SEATING AREA
AUTONOMOUS (A) OR
JOINT-USE (J) STATION
FREDERICKSBURG
(FRED) OR MANASSAS
(MAN) LINE
FREDERICKSBURG (FBG)
FRED
J
√
LEELAND ROAD (LLR)
FRED
A
√
BROOKE (BKV)
FRED
A
√
RIPPON (RIP)
FRED
A
√
QUANTICO (QAN)
FRED
J
√
√
WOODBRIDGE (WDB)
FRED
A
√
√
√
LORTON (LOR)
FRED
A
FRANCONIA/SPRINGFIELD
FRED
A
√
(FRS)
BROAD RUN/AIRPORT (BRU)
MAN
A
√
MANASSAS (MSS)
MAN
J
√
√
√
MANASSAS PARK (MPV)
MAN
A
BURKE CENTRE (BCV)
MAN
A
√
ROLLING ROAD (RRV)
MAN
A
BACKLICK ROAD (BLV)
MAN
A
ALEXANDRIA (ALX)
FRED/MAN
J
√
√
√
CRYSTAL CITY (CCV)
FRED/MAN
A
√
L’ENFANT (LEF)
FRED/MAN
A
√
WASHINGTON UNION STATION FRED/MAN
J
√
√
√
(WAS)
* Paid parking provided by others and available to VRE passengers
** Bicycle parking provided by others and available to VRE passengers
*** Bicycle lockers managed by Fairfax County
VRE STATION
(WITH ALPHA CODE)
√
√
√
√
√
√
√
√
√
√
√
ELEVATOR OR AND/OR
ESCALATOR
√
PEDESTRIAN
OVER/UNDERPASS
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
EXTERIOR SHELTERS/
WINDSCREENS
√
√
√
√
√
√
√
√
PLATFORM CANOPY
Table 4: VRE Station Amenities (December 2014)
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
SIGNAGE/SYSTEM MAPS
AND SCHEDULES
PUBLIC ADDRESS
SYSTEM
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
VARIABLE MESSAGE
SIGNS
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
TICKET VENDING
MACHINES
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
WASTE RECEPTACLE
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√
Attachment 8C.1
PUBLIC TELEPONE
√
√
√
√
√
√
√
√
PARK-AND-RIDE LOT
√*
√
√
√
√
√
√
√
√
√
√
√
√
√
√*
BIKE RACKS
8
√**
√
√
√
√
√
√
√
√
√
√
√
√
√
√
√**
√***
√***
BIKE LOCKERS
Attachment 8C.1
RESULTS OF THE MONITORING PROGRAM
Per the Federal Transit Administration (FTA) Circular 4702.1B, VRE is required to monitor
its performance using the quantitative Service Standards and qualitative Service Policies
established for the VRE system. Monitoring and assessment of service is intended to
compare service provided in areas with a percentage of minority population that exceeds
the percentage of minority population in the service area, or “minority routes”, to service
provided in areas with a percentage of minority populations that is below the percentage of
minority population in the service area, or “non-minority routes”. However, since VRE only
has two routes, i.e. the Fredericksburg Line and the Manassas Line, it is not possible to
designate minority and non-minority routes. Monitoring was conducted for each route and
for the system as a whole.
SERVICE STANDARDS
A. Vehicle Load
The maximum load factor designated for VRE trains is 1.15. Tables 1-4 show the load
factors for the VRE trains on four mid-week days in October 2014, the most recent month
with typical ridership. Load factors were below 1.0 for the vast majority of trains,
indicating that there were seats for all passengers onboard that train at the maximum load
point. A few trains had standees, but the load factor met the service standards set for VRE.
Train number 305 exceeded the maximum load factor on October 14 and 22, 2014. On
October 22, 2014 the train was delayed following Amtrak Train 125, probably resulting in
additional passengers waiting for the next VRE train boarding train 305.
9
Attachment 8C.1
Table 1: VRE Vehicle Loads By Train on Monday, October 6, 2014
Fredericksbur
g Line
Train
Number
of Seats
Passengers at
Maximum
Load Point
Load
Factor
Manassas
Line Train
Number
of Seats
300
302
304
306
666
807
942
1071
942
502
509
658
751
691
0.75
0.63
0.70
322
324
326
328
774
831
1086
1095
942
Passengers
at
Maximum
Load Point
436
672
875
809
839
873
543
543
1071
807
942
503
362
126
849
882
884
774
1095
942
774
1095
942
714
15
6
4
151
920
942
873
666
817
397
257
942
1086
774
831
1095
990
972
646
396
144
308
310
312
301
303
305
307
309
311
313
0.70
0.73
0.58
0.67
0.23
0.79
1.09
0.94
0.87
0.45
0.39
330
332
336
338
321
325
327
329
331
333
335
337
Load
Factor
0.56
0.81
0.81
0.74
0.89
0.92
0.01
0.01
0.01
0.14
0.98
1.05
0.90
0.83
0.48
0.13
Table 2: VRE Vehicle Loads By Train on Tuesday, October 14, 2014
Fredericksbur
g Line
Train
Number
of Seats
Passengers at
Maximum
Load Point
Load
Factor
Manassas
Line Train
Number
of Seats
300
302
304
306
308
310
666
622
572
715
760
761
561
438
322
324
326
328
330
332
795
798
921
1071
942
873
543
0.93
0.72
0.78
0.71
0.81
Passengers
at
Maximum
Load Point
529
831
1095
1095
942
795
1095
610
774
833
884
657
4
543
1071
798
942
921
873
176
934
907
795
888
575
942
795
1095
942
1095
1095
7
4
158
884
970
1111
666
280
795
831
942
714
408
119
312
301
303
305
307
309
311
313
0.64
0.81
0.32
0.87
1.14
0.84
0.96
0.66
0.42
336
338
321
325
327
329
331
333
335
337
Load
Factor
0.67
0.73
0.71
0.76
0.94
0.83
0.00
0.01
0.01
0.14
0.94
0.89
1.01
0.90
0.49
0.13
10
Attachment 8C.1
Table 3: VRE Vehicle Loads By Train on Wednesday, October 22, 2014
Fredericksbur
g Line
Train
Number
of Seats
Passengers at
Maximum
Load Point
Load
Factor
Manassas
Line Train
Number
of Seats
300
666
798
742
599
322
795
831
930
1071
942
846
543
543
782
1079
606
591
297
111
1.11
0.75
0.84
1.01
0.64
0.70
Passengers
at
Maximum
Load Point
501
719
1095
1095
942
795
1095
942
766
890
885
643
8
8
1071
798
942
930
846
666
981
989
977
925
601
227
795
1095
942
1095
1095
795
2
145
870
1159
1218
657
831
942
461
139
302
304
306
308
310
312
301
303
305
307
309
311
313
0.55
0.20
0.92
1.24
1.04
0.99
0.71
0.34
324
326
328
330
332
336
338
321
325
327
329
331
333
335
337
Load
Factor
0.63
0.87
0.70
0.81
0.94
0.81
0.01
0.01
0.00
0.13
0.92
1.06
1.11
0.83
0.55
0.15
Table 4: VRE Vehicle Loads By Train on Thursday, October 30, 2014
Fredericksbur
g Line
Train
300
302
304
306
308
310
312
301
303
305
307
309
311
313
Number
of Seats
666
798
942
1071
Passengers at
Maximum
Load Point
678
593
729
750
942
873
543
543
1071
798
762
492
397
168
847
728
942
942
873
666
921
904
548
262
Load
Factor
1.02
0.74
0.77
0.70
0.81
0.56
0.73
0.31
0.79
0.91
0.98
0.96
0.63
0.39
Manassas
Line
Train
322
324
326
328
330
332
336
338
321
325
327
329
331
333
335
337
Number
of Seats
795
831
1218
1095
Passengers
at Maximum
Load Point
481
705
910
913
933
795
1095
933
795
1095
835
673
1
4
4
172
933
1095
1218
795
831
933
894
1036
1095
658
477
178
Load
Factor
0.61
0.85
0.75
0.83
0.89
0.85
0.00
0.00
0.01
0.16
0.96
0.95
0.90
0.83
0.57
0.19
11
Attachment 8C.1
B. Vehicle Headways
VRE peak headways were about 30 minutes for each Line. The current schedule is shown
below and went into effect on July 19, 2010.
12
Attachment 8C.1
Fredericksburg Line
NORTH
Days of Operation
M-F
M-F
300
M-F
302
M-F
304
M-F
306
S
M-F
308
M-F
M-F
M-F
M-F
M-F
M-F
310
312
*AMT
*AMT
*AMT
*AMT
S
S
86
174
84
94
S
*AMT 66
Fredericksburg
5:05a 5:15a
5:40a
6:05a
6:30a
7:15a
7:40a
7:00a
8:10a
8:58a
12:04p
7:57p
Leeland Road
5:12
5:22
5:47
6:12
6:37
7:22
7:47
--
--
--
--
--
Brooke
5:18
5:28
5:53
6:18
6:43
7:28
7:53
--
--
--
--
--
Quantico
--
5:40
6:05
6:30
6:55
7:40
8:05
7:19
8:32
9:17
12:24
8:22
Rippon
--
5:49
6:14
6:39
7:04
7:49
8:14
--
--
--
--
--
Woodbridge
5:40
5:56
6:21
6:46
7:11
7:56
8:20
7:30
8:45
--
--
--
Lorton
--
6:03
6:28
6:53
7:18
8:03
8:27
--
--
--
--
--
--
6:11
6:36
7:00
7:26
8:11
8:35
--
--
--
--
--
Alexandria (L)
6:07
6:24
6:49
7:12
7:38
8:23
8:47
7:47
9:14
9:50
1:00
8:51
Crystal City (L)
6:15
6:34
6:58
7:21
7:48
8:32
8:55
--
--
--
--
--
L'Enfant (L)
6:23
6:44
7:06
7:29
7:56
8:40
9:02
8:03
9:24
--
--
--
Union Station
6:29a 6:52a
7:14a
7:37a
8:04a
8:47a
9:09a
8:15a
9:44a
10:15
1:35p
9:20p
Franconia/Spfld(L)
SOUTH
Days of Operation
M-F
M-F
M-F
301
303
S
S
305
M-F
M-F
307
309
M-F
M-F
311
S
313
M-F
M-F
*AMT 67
M-F
M-F
M-F
*AMT
*AMT
*AMT
*AMT
95
125
93/83
85
S
Union Station
12:55p
3:35p
4:10p
4:40p
5:15p
6:00p
6:40p
7:30a
2:30p
3:55p
5:50p
7:05p
L'Enfant
1:01
3:43
4:18
4:48
5:23
6:08
6:47
--
--
4:01
5:56
--
Crystal City
1:07
3:50
4:25
4:55
5:30
6:15
6:53
--
--
--
--
--
Alexandria
1:15
3:57
4:32
5:03
5:38
6:22
7:00
7:49
2:45
4:15
6:07
7:23
1:25
4:08
4:43
5:14
5:49
6:33
7:11
--
--
--
--
--
Lorton
1:32
4:15
4:50
5:21
5:56
6:40
7:18
--
--
--
--
--
Woodbridge
1:40
4:23
4:57
5:29
6:03
6:47
7:25
--
3:04
4:32
--
7:41
Rippon
1:45
4:28
5:02
5:35
6:09
6:52
7:30
--
--
--
--
--
Quantico
1:54
4:38
5:12
5:45
6:19
7:02
7:39
8:17
3:17
4:47
6:36
7:54
Brooke (L)
2:12
4:52
5:25
6:00
6:32
7:15
7:52
--
--
--
--
--
Leeland Rd (L)
2:20
5:01
5:34
6:11
6:40
7:23
8:00
--
--
--
--
--
Fredericksburg
2:26p
5:09p
5:42p
6:19p
6:47p
7:30p
8:08p
8:35a
3:39p
5:13p
6:58p
8:18p
Franconia/Spfld
13
Attachment 8C.1
Manassas Line
NORTH
Days of Operation
M-F
M-F
322
M-F
324
M-F
326
M-F
M-F
M-F
328
330
332
S
S
S
S
M-F
336
M-F
338
*AMT
176
Broad Run Airport
5:05a
5:45a
6:15a
6:40a
7:20a
7:50a
2:45p
5:10p
--
Manassas
5:11
5:51
6:21
6:47
7:26
7:56
2:51
5:16
10:19a
Manassas Park
5:16
5:56
6:26
6:53
7:31
8:01
2:56
--
--
Burke Centre
5:28
6:08
6:38
7:05
7:43
8:13
3:08
--
10:36
Rolling Road
5:33
6:13
6:43
7:11
7:48
8:18
--
--
--
Backlick Road
5:40
6:20
6:50
7:18
7:55
8:25
--
--
--
Alexandria (L)
5:52
6:34
7:02
7:28
8:08
8:37
3:30
5:52
11:05
Crystal City (L)
6:01
6:43
7:13
7:41
8:18
8:48
--
--
--
L'Enfant (L)
6:10
6:53
7:23
7:49
8:26
8:58
--
--
11:14
Union Station
6:18a
7:00a
7:30a
7:55a
8:35a
9:05a
3:55p
6:25p
11:20a
SOUTH
Days of Operation
M-F
M-F
321
M-F
M-F
325
327
S
S
M-F
329
M-F
331
M-F
333
M-F
335
S
M-F
337
*AMT
S
171
Union Station
6:25a
1:15p
3:45p
4:25p
5:05p
5:30p
6:10p
6:50p
4:50p
L'Enfant
--
1:21
3:51
4:31
5:11
5:36
6:16
6:56
4:56
Crystal City
--
1:26
3:57
4:37
5:17
5:42
6:21
7:01
--
Alexandria
6:42
1:33
4:04
4:44
5:25
5:49
6:28
7:08
5:11
Backlick Road
--
1:44
4:15
4:55
5:37
6:00
6:39
7:19
--
Rolling Road (L)
--
1:51
4:22
5:02
5:46
6:07
6:46
7:26
--
Burke Centre (L)
-
1:56
4:27
5:07
5:51
6:13
6:52
7:31
5:30
Manassas Park (L)
--
2:11
4:42
5:22
6:07
6:28
7:07
7:46
--
Manassas (L)
7:30
2:19
4:50
5:30
6:15
6:36
7:15
7:54
5:49
Broad Run Airport (L)
7:40a
2:28p
5:00p
5:39p
6:24p
6:45p
7:24p
8:03p
--
(S) = Special schedules for holidays and snow days
(L) = Indicates train may depart when station work is completed regardless of scheduled time.
(*AMT) = Restrictions apply. See Amtrak Cross-Honor Agreement
14
Attachment 8C.1
C. On-Time Performance
VRE’s on-time performance (OTP) for FY 2014 is shown by each line and for the system as
a whole in Table 5. The system’s Fiscal Year on-time performance was 93.1%, which met
the VRE Budget Goal of 92% OTP that was in effect for FY 2014.
Table 5: On-Time Performance for Fiscal Year 2014
FY 2014
OTP
Month
Fredericksburg Line
Number
Number
of
of Trains Trains
Operated Delayed
OTP
Manassas Line
Number
Number
of
of Trains Trains
Operated Delayed
Combined
OTP
Number
Number
of
of Trains Trains
Operated Delayed
OTP
July-13
302
31
89.7%
344
7
98.0%
646
38
94.1%
August-13
September13
308
3
99.0%
352
14
96.0%
660
17
97.4%
280
18
93.6%
320
5
98.4%
600
23
96.2%
October-13
November13
December13
316
23
92.7%
360
23
93.6%
676
46
93.2%
260
10
96.2%
296
10
96.6%
556
20
96.4%
258
21
91.9%
288
18
93.8%
546
39
92.9%
January-14
296
15
94.9%
333
24
92.8%
629
39
93.8%
February-14
346
16
95.4%
267
10
96.3%
613
26
95.8%
March-14
274
20
92.7%
312
17
94.6%
586
37
93.7%
April-14
308
21
93.2%
352
20
94.3%
660
41
93.8%
May-14
294
62
78.9%
336
31
90.8%
630
93
85.2%
June-14
294
54
81.6%
336
41
87.8%
630
95
84.9%
Annual
Average
3536
294
91.7%
3896
220
94.4%
7432
514
93.1%
15
Attachment 8C.1
D. Service Availability
VRE has defined catchment areas for each origin station based on data collected through
customer surveys on the home locations of riders. The populations of the catchment areas
for VRE’s origin stations, as well as the percentage of minority population, are shown in
Table 6. Fredericksburg Line stations are shown in red and Manassas Line stations are
shown in blue. While the overall population and minority percentage for each Line are
similar, station catchment areas vary widely throughout the system.
Table 6: VRE Station Catchment Area Population Characteristics
2
3
Origin Station
Distance
to Next
Station
(miles)
Catchment Area
2010
Population2
Catchment Area
Minority %3
Difference
from System
Wide Average
Fredericksburg
Terminus
121,643
32%
-14%
Leeland Road
3.8
67,626
32%
-14%
Brooke
4.8
72,573
35%
-12%
Quantico
10.7
80,766
48%
2%
Rippon
7.0
101,695
66%
20%
Woodbridge
3.2
104,861
61%
14%
Lorton
4.4
59,358
52%
6%
Broad Run
Terminus
132,107
42%
-5%
Manassas
3.1
149,312
51%
4%
Manassas Park
2.0
102,511
50%
4%
Burke Center
9.1
164,039
41%
-5%
Rolling Road
2.3
110,031
38%
-8%
Backlick Road
4.0
119,059
54%
7%
Fredericksburg Line Origins
608,522
46.6%
0.3%
Manassas Line Origins
777,059
45.9%
-0.4%
System Wide
1,385,581
46.3%
Based on Metropolitan Washington Council of Governments Round 8.2 Land Use Forecasts
Based on American Community Survey 2012 5YR Block Group Level Data
16
Attachment 8C.1
E. Vehicle Assignment
VRE does not assign locomotives or coaches to trains or routes specifically. Equipment is
assigned as needed to the Manassas or Fredericksburg lines depending on
demand/required seating capacity, routine and non-routine maintenance needs, and
inspection cycles. Consists for four mid-week days in October 2014 are shown in Tables 7 10.
Table 7: Vehicle Assignment for Monday, October 6, 2014
Train Nos.
No. of
Coaches
Assigned
Locomotiv
es and
Coach
Cars
322/
321/
332/
333
324/
335
326/
323/
320/
331
328/
325/
336/
329
330/
327/
338/
337
300/
313
302/
305
304/
309
306/
303
308/
307
310/
311
312/
301
6
6
8
8
7
5
6
7
8
7
6
4
V717
V727
V824
V827
V826
V825
V52
V724
V877
V850
V800
V853
V865
V56
V720
V866
V808
V713
V870
V817
V878
V879
V67
V718
V861
V804
V851
V818
V864
V807
V869
V55
V725
V719
V816
V875
V819
V871
V854
V69
V730
V721
V876
V803
V855
V57
V712
V802
V852
V801
V812
V873
V51
V714
V723
V820
V874
V860
V815
V858
V53
V715
V813
V821
V822
V872
V811
V823
V867
V68
V726
V722
V856
V814
V862
V806
V863
V64
V728
V408
V428
V427
V426
V421
V54
V729
V868
V810
V857
V58
Table 8: Vehicle Assignment for Tuesday, October 14, 2014
Train Nos.
No. of
Coaches
Assigned
Locomotiv
es and
Coach
Cars
322/
321/
332/
333
324/
335
326/
323/
320/
331
328/
325/
336/
329
330/
327/
338/
337
300/
313
302/
305
304/
309
306/
303
308/
307
310/
311
312/
301
6
6
8
8
7
5
6
7
8
7
6
4
V713
V859
V824
V827
V826
V825
V52
V724
V877
V850
V800
V853
V865
V56
V718
V861
V804
V851
V818
V864
V807
V869
V55
V720
V866
V808
V805
V870
V817
V878
V879
V67
V725
V719
V816
V875
V819
V871
V854
V69
V730
V721
V876
V803
V855
V57
V712
V802
V852
V716
V812
V873
V51
V710
V714
V723
V820
V860
V815
V858
V53
V715
V813
V821
V822
V872
V811
V823
V867
V58
V726
V722
V856
V814
V862
V809
V863
V64
V728
V408
V428
V427
V426
V421
V54
V729
V868
V810
V857
V68
17
Attachment 8C.1
Table 9: Vehicle Assignment for Wednesday, October 22, 2014
Train Nos.
No. of
Coaches
Assigned
Locomotiv
es and
Coach
Cars
322/
321/
332/
333
324/
335
326/
323/
320/
331
328/
325/
336/
329
330/
327/
338/
337
300/
313
302/
305
304/
309
306/
303
308/
307
310/
311
312/
301
6
6
8
8
7
5
6
7
8
7
6
4
V713
V859
V824
V827
V826
V825
V66
V724
V877
V850
V800
V853
V865
V56
V718
V861
V804
V851
V818
V864
V807
V869
V55
V52
V720
V866
V808
V805
V870
V817
V878
V879
V67
V725
V719
V816
V875
V819
V871
V854
V69
V730
V721
V876
V803
V855
V59
V712
V802
V852
V716
V812
V873
V60
V714
V723
V820
V860
V815
V806
V874
V53
V715
V813
V821
V822
V872
V811
V823
V867
V58
V726
V722
V856
V814
V862
V809
V863
V64
V710
V728
V408
V428
V427
V421
V54
V729
V810
V868
V857
V68
Table 10: Vehicle Assignment for Thursday, October 30, 2014
Train Nos.
No. of
Coaches
Assigned
Locomotiv
es and
Coach
Cars
322/
321/
332/
333
324/
335
326/
323/
320/
331
328/
325/
336/
329
330/
327/
338/
337
300/
313
302/
305
304/
309
306/
303
308/
307
310/
311
312/
301
6
6
8
8
7
5
6
7
8
7
6
4
V713
V859
V824
V827
V826
V825
V66
V724
V877
V850
V800
V853
V865
V52
V61
V718
V861
V804
V851
V818
V864
V807
V869
V55
V720
V866
V808
V805
V870
V817
V878
V879
V67
V725
V719
V816
V875
V727
V871
V854
V69
V730
V721
V876
V803
V855
V59
V712
V802
V852
V716
V812
V873
V60
V714
V723
V820
V860
V815
V858
V874
V51
V715
V813
V821
V822
V872
V801
V823
V867
V58
V726
V722
V856
V814
V862
V809
V863
V57
V710
V426
V408
V428
V424
V421
V54
V729
V810
V868
V857
V68
F. Distribution of Transit Amenities
VRE makes transit amenities available to VRE passengers to the greatest extent feasible to
support their comfort, convenience, and safety on VRE trains and passenger stations. VRE
strives to maintain existing amenities in good repair and installs additional amenities as
the need arises.
18
Agenda Item 9-A
Information Item
To:
Chairman Cook and the VRE Operations Board
From:
Doug Allen
Date:
February 20, 2014
Re:
Summary of VRE Title VI Major Service Change and
Fare/Service Equity Policy Public Review and Comment
At the December 19, 2014 VRE Operation Board meeting the VRE Operations Board
provisionally adopted the VRE Title VI Major Service Change and Fare/Service
Equity Policy and authorized the CEO to seek public comment. The purpose of the
policy is to determine whether potential fare and major service changes will have a
disparate impact based on race, color, or national origin; or disproportionate
burden on low-income populations.
Because the FTA requires the public participate in the formation of these policies,
the Operations Board tasked the CEO with providing the public an opportunity to
review and comment on the policy. The VRE Title VI Major Service Change and
Fare/Service Equity Policy was posted publicly and notice was advertised in
publications to provide for public inspection for a period of more than 30 days and
VRE accepted public comments for 45 days from the date of publication. The policy
was available for review at the front desk of VRE’s offices in Alexandria during our
normal business hours and was also available on our website, as well as PRTC’s and
NVTC’s website.
The notice was published in the following publications: the Washington Post, the
Washington Hispanic, El Comercio, and the Fredericksburg Free Lance-Star.
Summary of Comments:
Only one comment was received requesting basic clarification.
With no substantive comments being received from the public for consideration, the
VRE Title VI Major Service Change and Fare/Service Equity Policy will be considered
permanent unless the Operations Board chooses to take additional action.
The VRE Title VI Major Service Change and Fare/Service Equity Policy will be
incorporated into the PRTC Title VI Program. PRTC is required to submit their Title
VI Program to the Federal Transit Administration (FTA) every three years with the
next submittal due by March 31, 2015. The requirement for these policies became
effective October 1, 2012, after PRTC’s last submittal, so this is the first time PRTC
and VRE have been required to have these policies in place.
2
Agenda Item 9-B
Information Item
To:
Chairman Cook and the VRE Operations Board
From:
Doug Allen
Date:
February 20, 2015
Re:
VRE Public Participation Policy
The VRE Public Participation Policy was updated to comply with the Federal Transit
Administration (FTA) Circular 4702.1B, “Title VI Requirements and Guidelines for
Federal Transit Administration Recipients” which became effective October 1, 2012.
The purpose of this policy is to set public involvement goals, and define when public
hearings are required. The policy identifies the outreach efforts VRE will undertake
to solicit public comment in applicable VRE decision-making processes, and specific
efforts that will be targeted towards minority and limited English proficient
populations.
The VRE Public Participation Policy will be incorporated into the PRTC Title VI
Policy. The PRTC Board is expected to consider the PRTC Title VI Policy for approval
at its March 2015 meeting. PRTC is required to submit its approved Title VI Policy to
the FTA every three years, with the next submittal due by March 31, 2015.
A copy of the updated VRE Public Participation Policy is provided as Attachment
9B.1.
Attachment 9B.1
VIRGINIA RAILWAY EXPRESS PUBLIC PARTICIPATION POLICY
Virginia Railway Express (VRE) is committed to providing opportunities for meaningful
public participation throughout planning processes undertaken for VRE projects,
programs, and policies including fare increases, tariff changes, and facilities improvements.
Public input makes a valuable contribution in the development and implementation of the
final project, program, or policy. Public input also contributes to how these are evaluated
and how decisions are made.
The VRE Public Participation Policy establishes processes and procedures for
communicating with and obtaining input from the public during decision-making processes
described above. The purpose of this policy is to set public involvement goals, and define
when public hearings are required. The strategies and tactics outlined in the policy were
updated in February 2015 to comply with the Federal Transit Administration (FTA)
Circular 4702.1B, “Title VI Requirements and Guidelines for Federal Transit Administration
Recipients” which became effective October 1, 2012. The updated policy includes the
outreach efforts VRE will undertake to solicit public comment for the major service
changes policy, disparate impact policy, disproportionate burden policy, and disparate
impact threshold. It identifies specific efforts VRE will make to encourage engagement by
minority and limited English proficient populations.
Goals and Objectives for Public Participation
Goal 1: Educate and inform the public, and provide opportunities for the public to present its
views on proposed programs, projects, and policies, including fare increases, tariff changes,
and facilities improvements, as required by federal and state statutes, regulations, and
guidance so that these views can be taken into account by the VRE Operations Board prior to
final action.
VRE will strive to:



Provide the public with balanced and objective information to assist them with
understanding the problem, alternatives, opportunities and/or solutions.
Provide adequate and timely notice of public participation activities, use
visualization techniques if appropriate, make information available in electronically
accessible formats when possible, and hold public meetings at convenient and
accessible locations and times.
Coordinate as appropriate with state and local agencies on public involvement
efforts.
Goal 2: Actively engage those traditionally underserved by existing public participation
efforts.
VRE will strive to:
Attachment 9B.1




Encourage active and representative public involvement from the community.
Currently, a range of community members participate in the regional planning
process by attending or serving on committees and contributing input to regional
plans and studies.
Identify where low-income, minority, and limited English proficiency populations
are located using several data sources, including the U.S. Census, the American
Community Survey, and VRE customer surveys.
Provide mailings and/or announcements in appropriate languages, and develop
outreach efforts that actively seek to engage minority and limited English proficient
populations.
Use the help of community organizations, including but not limited to non-profits,
civic associations, faith-based organizations, and local boards and commissions, to
assist with outreach efforts and to communicate with specific groups that may be
under-represented in the process.
Goal 3: Facilitate continuous, collaborative, and comprehensive public participation during
the planning or decision-making process.
VRE will strive to:




Employ a range of traditional and innovative public outreach techniques, including
mailings, public meetings/hearings, and social media, to achieve broad engagement
with the public.
Develop a forum for dialogue and collaboration as warranted by the outreach effort,
including stakeholder groups, project websites, and social media discussions.
Demonstrate consideration of public input received, provide responses as
necessary, and provide additional opportunity for public comment when significant
revisions are made to the originally published versions of plans or policies.
Evaluate the appropriateness and effectiveness of the public participation
procedures and strategies contained in the policy for use in specific projects or
decision-making processes, and develop a plan that ensures a full and open
participation process.
Scope of VRE Public Participation Policy
When VRE initiates development or updates to a project, program or policy that could be
anticipated to have identifiable impacts on one or more populations in the VRE service
area, public involvement will be carefully and systematically included as part of the
decision-making process.
Targeted Public Outreach to Minority and Limited English Proficient (LEP)
Populations
The public participation plan will comply with all applicable federal and state policies, as
well as the VRE Public Participation Policy. The plan will incorporate strategies intended to
Attachment 9B.1
promote involvement of minority and LEP individuals in public participation activities, as
appropriate for the plan, project, or policy in question, and be consistent with federal Title
VI regulations, Executive Order 13166 on Limited English Proficiency, and the U.S.
Department of Transportation LEP Guidance. At a minimum, the strategies will include
holding public meetings in locations that are accessible to transit riders and people with
disabilities, scheduling meetings at times that are convenient for members of the public,
advertising meetings and hearings in English and Spanish, and providing notice of the
availability of language assistance.
Tariff Amendments or Major Service & Fare/Service Changes
Any proposed amendment to the VRE Passenger Tariff involving an increase in fares or
major change in service, as defined in the Major Service & Fare/Service Equity Policy, shall
be open to public comment at a public hearing. Formal public notice of the public hearing
shall be issued no less than 30 days prior to the scheduled date of the VRE Operations
Board meeting at which the amendment will be voted on. Information collected at the
public meetings will be collated and provided to the VRE Operations Board prior to the
vote. Information regarding the proposed change will be posted on VRE’s website and
comment will be received via email, public hearings, letters and faxes. At least one meeting
will be held at a location on each Line.
In limited circumstances, such as changing market conditions, rapidly deteriorating service
quality, significant disruptions due to construction or seasonal events, etc., VRE may
implement temporary service modifications exceeding the thresholds described in the
Major Service & Fare/Service Equity Policy without providing an opportunity for the public
to seek a public hearing. Affected patrons will be given advance notification and VRE will
advertise the temporary service modification. If VRE determines the need to make a
temporary change permanent, VRE will advertise 30 days in advance, and then hold a
public hearing, if requested, no later than six months after the temporary service
modification was implemented.
Advertisement of public hearing or the opportunity for public hearing
a. Advertisements will be published at least once in general circulation newspapers
within the VRE's service area. The 30 days’ notice period shall begin to run on the
first day the notice appears in any such newspaper.
b. Announcements will be made in VRE Operations Board Meetings (as information
item) and on VRE's web-site.
c. All affected VRE jurisdiction members will be informed.
d. Elected officials and pertinent state agencies/personnel will be informed.
e. A notice will be distributed on VRE rail cars, its monthly magazine, or via text or
email messaging to VRE riders.
f. Private operators within the transportation district will be notified.
Requesting Public Hearings
Attachment 9B.1
A Public Hearing is mandatory for adoption of any proposed fare increase or a tariff change
that increases costs. However, the public may seek a public hearing for those subjects
where a hearing is not mandatory.
Public hearings will be held on weekdays (excluding State and Federal holidays), either
during the mid-day or evening depending on the expected ability for affected citizens to
attend. VRE will provide a minimum of 14 days from the date of first advertisement, for
citizens to notify VRE of their desire for a public hearing. If no one requests a public
hearing in situations where a public hearing is not mandatory, none will be held.
Public Comment in the Event a Public Hearing is not Mandatory or Requested
Public comments will be considered in written or emailed form when a public hearing is
not mandatory or requested until as late as 30 days following the date that the advertised
notice soliciting public comment appears in the general circulation newspapers as
specified earlier.
Evaluation of Public Comments
a. Public comments received through various channels will be summarized and
presented to the VRE Operations Board prior to its decision.
b. The VRE Operations Board and its parent Commissions will account for the public
comment as one factor in the decision making process.
c. Staff will implement changes and modifications to projects, programs, or policies
that have been successfully approved by the VRE Operations Board or the parent
Commissions.
Agenda Item 9-C
Information Item
To:
Chairman Cook and the VRE Operations Board
From:
Doug Allen
Date:
February 20, 2015
Re:
Legislative Update
Virginia General Assembly Legislative Issues:
HB1887 (Jones) Omnibus Transportation Plan
Provides an estimated $40M annually for transit capital to address a 62% projected
drop in funding expected to occur in the next 2-3 years. The Mass Transit Capital
Fund will be increased by reallocating existing transportation funds from the recent
gas tax increase, which will take effect on July 1, 2016. Unfortunately, it also
reallocates $9 million from the Rail Enhancement Fund (REF) to fund structurally
deficient bridges. The bill also directs the CTB to develop a legislative proposal to
“revise the public benefit requirements” of the Rail Enhancement Fund no later than
December 1, 2015. VRE will monitor those discussions closely.
The majority of the Mass Transit Trust Fund capital program is used to maintain
transit systems in a state of good repair, covering necessary expenses like
replacement buses, rail cars, track work, maintenance facilities and technology
needs; only about 13% was used for transit service expansion over the last three
years. DRPT has a prioritization framework for allocating the mass transit capital
funds, considering replacement vehicles as highest priority; infrastructure needs
second and other transit projects third.
The substitute version passed the full House on February 4 on a vote of 96-2. It will
now go to the Senate to be considered in the Senate Transportation Committee.
HB 1470 (LaRock)
This bill requires that the mass transit capital funds that are part of the 70 percent
of the revenues received by the Authority (NVTA) under HB2313 be contained in
the regional transportation plan and go through the HB599 rating process. Because
that process has not been designed for transit projects, the patron agreed to a
delayed enactment date of July 1, 2016.
HB 2170 (Minchew)
This bill would have consolidated the Northern Virginia Transportation Commission
into the Northern Virginia Transportation Authority, a proposal that was considered
in 2012, studied and determined to provide no savings or efficiencies. However, it is
agreed by all parties involved that continued coordination between agencies is a
goal to continue to work toward. This bill was laid on the table for the year.
SB1023 (Stuart)
SB1023 would have subjected all transit funding under the Mass Transit Fund to the
prioritization process developed under HB2. This would include ALL transit
operations, maintenance funding, and funding for state of good repair projects,
which are the majority of DRPT’s capital program. The HB2 process has been
designed to prioritize new capacity projects, such as a light rail or BRT extension. It
is not suitable for the Mass Transit Trust Fund. The patron heard everyone’s
concerns and struck his bill, defeating it for the year.
Budget Amendments to Retain Interest from the Commuter Rail Trust Fund
Eileen Filler-Corn and Senator Chuck Colgan both submitted budget amendments to
strike language allowing for the general fund to retain the interest earnings
generated in the Commuter Rail Trust Fund at the Department of Treasury. Interest
earnings in that Fund are estimated at $68,343 each year. The VRE contributed over
$10M in local funds to the Commuter Rail Trust Fund to pay operations related
claims. Prior to a policy change 2011, VRE received the interest earnings from the
funds invested in the pool.
The Senate included the amendment in their budget that was released on February
8th. The House did not include the amendment which means we will now work to
keep it in the final version of the budget.
Noteworthy Budget Items:
Senate Budget Item 3-3.03. This amendment eliminates the transfer of interest
earnings to the general fund from amounts held in the Commuter Rail Trust Fund as
mentioned above.
House Budget Item 427 #2h. This amendment directs the Department of Rail and
Public Transportation to undertake a comprehensive review of the Rail
Enhancement Fund and its usage. Established in 2005, after 10 years there is a need
2
to review how effective the guidelines governing its use have been and whether any
modifications are required to reflect changes in revenue streams and transportation
needs in the intervening years.
Federal Legislative Update
New Virginia Congressional Delegation Members
Barbara Comstock and Don Beyer were elected to Congressional seats previously
occupied by Representatives Wolf and Moran. Rep. Comstock has been appointed to
the Transportation and Infrastructure Committee which has jurisdiction over all
modes of transportation: aviation, maritime and waterborne transportation,
highways, bridges, mass transit, and railroads. She is the only Virginia
representative on the T&I committee. Staff continues to work with our
Congressional Delegation members on Reauthorization, Commuter Benefits Equity
and federal funding for VRE projects.
Rail Line Relocation & Improvement Capital Grant Program (RLR)
Rep. Sean Patrick Maloney has introduced a bill to help improve rail safety at grade
crossings. H.R. 705 will reauthorize the Rail Line Relocation & Improvement Capital
Grant Program (RLR) at $100 million a year for the next four years.
In order to assist State and local governments in mitigating the adverse effects
created by the presence of rail infrastructure, Congress authorized the Rail Line
Relocation and Improvement Capital Grant Program in 2005 through the Safe,
Accountable, Flexible, Efficient Transportation Act: A Legacy for Users (SAFETEALU). However, Congress first appropriated funding for the program in FY 2008.
From FY 2008 through FY 2011, Congress appropriated a total of $90,104,200 for
the program. Funding has been provided to grantees through both Congressionallydirected spending and competitive grant opportunities. Congress did not
appropriate any funding for the Rail Line Relocation program in FY 2012 and all
available funding has been awarded.
VRE staff will monitor this bill, work with members of the Virginia Congressional
Delegation to support the bill, and report back on its progress.
Obama's Budget Includes 6-Year, $478 Billion Authorization Plan; Allocates $144
Billion for Public Transit
President Obama has included $478 billion for a proposed six-year surface
transportation authorization bill--a reworked version of the four-year GROW
AMERICA Act proposed last year--in the $4 trillion Fiscal Year 2016 budget he
released Feb. 2. The budget includes $94.7 billion in discretionary and mandatory
funding for DOT for FY 2016.
The budget includes an $18.4 billion increase in Federal Transit Administration
(FTA) funding in FY 2016, up from $11 billion in FY 2015, along with $13.9 billion
for Transit Formula Grants and $3.25 billion for Capital Investment Grants (New
Starts, Core Capacity, and Small Starts). The proposal would also fund BRT-style
3
investments through the Rapid Growth Area Transit Program at $500 million and
again recommends the Fixing and Accelerating Surface Transportation (FAST)
program, a TIGER-like performance-based incentive grant program which would be
funded at $500 million in FY 2016.
The budget proposes to rename and restructure the Highway Trust Fund (HTF) as
the Transportation Trust Fund and to add rail accounts that currently are not
captured in the HTF.
4
Agenda Item 9-D
Information Item
To:
Chairman Cook and the VRE Operations Board
From:
Doug Allen
Date:
February 20, 2015
Re:
Update on Renewal of the Amtrak Access and Storage
Agreement
________________________________________________________________
Background
VRE entered into the current Access and Storage Agreement with Amtrak in June of
2010 for a five year term. The provisions of the current Agreement include access
to Washington Union Terminal, storage of VRE equipment during the mid-day,
dedicated staff to dispatch and service VRE equipment, utilization of Amtrak trains
for VRE passengers (Step-Up Program) and provisions for Amtrak to supply rescue
trains in the event of a VRE service disruption. The current Agreement also has
provisions allowing VRE to recover costs associated with Amtrak using VRE
facilities.
Current Status
VRE staff and legal counsel have been meeting monthly for the past year with
Amtrak staff and their legal counsel to review and modify, as necessary, the current
Agreement. The bulk of the discussions and subsequent contract modifications have
centered on the integration of the Passenger Rail Improvement Act of 2008.
Specifically, Section 212 of the act mandates a shared cost methodology for those
who share operations and facilities on the North East Corridor (NEC), of which
Washington Union Terminal is a part of. In the end, the net change in cost to VRE for
continuing with similar services in the new Contract, are projected to be minimal.
VRE staff will return to the Operations Board at the March 20, 2015, meeting with a
recommendation to the Commissions to authorize the Chief Executive Officer to
execute the new Agreement effective July 1, 2015 through June 30, 2020.
2