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