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Take action now on new rail corridors

March 19, 2009 1:55 am

THE FREDERICKSBURG region and the Greater Washington metropolitan area have an opportunity gain from the realignment of existing rail corridors and the establishment of new rail corridors. National security, transportation efficiency, and land use--how we grow our communities in the future--would benefit from a new rail corridor.

Creating and realigning major rail corridors is a long-term investment in our future. Although this project will require many years to complete, application of "stimulus funds" toward expedited planning and rights-of-way acquisition would be a prudent investment and generate more tangible returns than alternative uses.

The act of squeezing 10 pounds of tomatoes into a 5-pound can is a vivid image of our transportation system today. Interstate 95 is congested during most hours, as are the arterial highways. Existing rail lines through our area cannot accommodate both freight and passenger services efficiently or safely.

For instance, for seven miles the main line of CSX traverses through Washington, D.C. The distance from the Capitol and a rail line carrying hazardous material is a mere four blocks.

Homeland Security is rightfully concerned about biological, nuclear, and chemical threats. But chemicals and substances used on an everyday basis have the potential to become deadly. A railroad carries those substances through what is referred to as the "Monumental Core" of the District. This core is not just the platform from where our democracy functions, but a collection of history and national symbols: It is iconic. Allowing this dangerous situation is not just fodder for terrorists but a potential tragedy: benign neglect coupled with the greater probability of railroad accidents.

In April 2007, the National Capitol Planning Commission, with cooperation from the District of Columbia, Maryland, and Virginia, produced the document: "Freight Railroad Realignment Feasibility Study." It detailed the reasons to pursue a new rail corridor.

THE GOLDEN CRESCENT

The transportation infrastructure necessary for increased population is significant. In October 2006, the U.S. population reached 300 million. In another 34 years, the population is predicted to grow to 400 million. Bob Burn- ley, director of the Virginia Department of Environmental Quality, projects that Virginia will grow from 7.2 million (in 2000) to more than 9 million by 2020, and to more than 10 million people by 2030. An area arcing northward from Hampton Roads, through Richmond, Fredericksburg, and Washington, culminating at Baltimore, is known as the Golden Crescent. It will have to accommodate many of these extra people.

Fortunately, we are beginning to realize the link between land use (zoning, subdivisions, development) and transportation. A few feeble laws have been enacted to promote responsible development--to encourage smart growth and transportation-oriented development. Unfortunately, in second- and third-tier growth areas, "transportation-oriented" means fronting upon an already clogged arterial highway system or at an exit for an equally congested interstate highway.

Intermodal transportation, linking rail options for vehicle users, is bound by the limitations of an existing rail line with too many conflicting demands between passenger and revenue-generating freight service. We are at a dead end without major improvements to carry greater numbers of people and goods.

DAHLGREN LINE

It is predicted that the rail line from Fredericksburg toward Jessup, Md., along the existing CSX line would be the domain of passenger traffic. Through freight traffic would be dedicated to the "Dahlgren line." The rail corridor designated for freight traffic would originate near Jessup, traverse toward La Plata, cross the Potomac River near Dahlgren and eventually run parallel--not over--to the Dahlgren Railroad Heritage Trail. It would then run northwest to a crossing of the Rappahannock River into Spotsylvania, and eventually into an existing RF&P leg of CSX.

Competing demands between freight and passenger service for track at bottlenecks at the Long Bridge and Virginia Tunnel in Washington would be ameliorated, resulting in faster, more reliable passenger train service. Another benefit is more capacity for a variety of passenger services ranging from commuter lines between Fredericksburg and Washington to regional lines between the cities in the Golden Crescent.

High-speed--or bullet--trains would operate between major cities over longer distances. Freeing up track for dedicated passenger service would be a watershed event for smart growth and transportation-oriented development. Virginians for High Speed Rail is a nonprofit organization sharing this vision.

Success in creating a new rail corridor will come from an honest approach that involves all stakeholders. Compensation and mitigation must be sufficient to the point where communities would embrace the project. Landowners should be compensated over and beyond the value of their property. Earthen berms and design standards should reduce noise and protect people and wildlife from train traffic. The corridor should include buffers and room to accommodate future technologies and communications.

Local governments should arrive at compensation packages to buy development rights, to create open space, and protect endangered wildlife habitat. Economic development should be funded and enhanced to create a higher quality of life in communities impacted.

Creating a new rail corridor is vital for national security, and to move freight and passenger traffic more efficiently and safely. The use of stimulus funds for study, design, and rights-of-way acquisition presents a timely opportunity to further hone the vision. Time is of the essence.

Alexander Long IV is a land and commercial real estate broker and land-use planning consultant. He is pursuing an M.B.A. at the University of Mary Washington.