CSX Assessing Southeast Tunnel

Last night, a public scoping meeting was held in conjunction with the commencement of a District Department of Transportation (DDOT) and Federal Highway Administration (FHWA) Environmental Assessment (EA) of the CSX Transportation Virginia Avenue Tunnel project, a nearly $160-million rehabilitation of the tunnel between 2nd and 11th Streets in Southeast under a section of Virginia Avenue. Starting now, people will be able to officially lodge their comments/questions/concerns about the project, up until October 14th. Further down the line, another meeting will be held to reveal more specifics of the project, and to consider alternatives based on information gathered from impact statements and studies. 

 The project's immediate concern, the EA process - to access any potential impacts of the project - is in compliance with the National Environmental Policy Act (NEPA), and could take approximately one year to complete. If all goes well, the 4-to-6-year improvement project, announced in 2009, will unearth and re-construct the now buried, century-old freight line; proposed improvements have been stated as being done "to address current infrastructure needs as well as community and safety concerns" and allow for double-stack intermodal container freight trains. This past May, CSX committed to an additional $160 million investment - nearly the amount needed to get the Virginia Avenue Tunnel project off (or more literally, into) the ground - bumping up CSX's total investment in the greater National Gateway initiative to around $575 million. The entire National Gateway project is an $850-million public-private partnership being done to improve freight transportation between the Mid-Atlantic ports and the Midwest and Gulf of Mexico - a massive project which got its land legs a year earlier, in May of 2008. 

Washington D.C. real estate development news

Maryland Lags in Delivering its Share of Bike Trial

DC bicyclists got their chance to "meet the Met" (i.e. 1.5 miles of the newest section of the Metropolitan Branch Trail) earlier this month at a hula-hoop and dance-laden event hosted by the Rails-to-Trails Conservancy. But it will likely take residents and smart growth advocates in Maryland upwards of eight years before they get to make the acquaintance of their own little piece of hiking and biking heaven.

The Metropolitan Branch Trail (MBT) is an eight-mile stretch of off-road trail that runs from Union Station (almost) to Silver Spring, Maryland. Built atop the old B&O Railroad corridors, the MBT will provide the area's walkers and bikers with their own car-free connections to neighborhoods and Metro stations.

Jennifer Kaleba, Vice President of Communications for the Rails-to-Trails Conservancy, a group dedicated to converting "unused railway corridors to biking and hiking corridors," hoped the "Meet the Met" event would give residents on both sides of the Maryland-DC border a taste of what an "integral bicycle beltway" connecting DC to Silver Spring would feel like.


A look at the 2011 Operating Budget - newly approved by the Montgomery County Council on May 27th - shows that the Trail's funding has now been doubled from its original $6 million price tag. Via the 2011-2016 Capital Improvements Program, $12.1 million will now be allotted toward the design and construction of Phase 1 and the design of Phase 2.

The bad news? Despite the 1,000 person turn-out at the DC event and the funding increase, folks on the Silver Spring side of the MBT will have to wait about nine years to take advantage of their portion of the integral beltway. And that's the new, accelerated timeline.

Just this past February, Montgomery Councilmember Valerie Ervin complained that "this project's lack of progress may signal to residents that the County is uncommitted to non-automotive modes of transportation" in a letter to Montgomery County Department of Transportation Director Arthur Holmes.

In an email to DCMud, Richard Romer, Policy Analyst for Councilmember Ervin's office, explained the Councilmember's frustrations that "So little was occurring in Montgomery County" to build the trail. "After discussion, the Council allocated funding for programming design, land acquisition, and construction of the first phase of the Silver Spring Transit Center to east of Georgia Avenue (including a new bridge over Georgia Avenue), and the design of the second phase from east of Georgia Avenue along the CSX tracks and King Street to Takoma Park."

But with design concepts for the trail still in their infancy and negotiations with track land owners expected to carry on through 2014, the most optimistic estimate coming out of County work sessions is that the final trail will not be available to non-motorists until late 2018/early 2019. Washington DC, on the other hand, has been aggressively completing its share of the bike trail and expects completion within two years.

Maryland Real Estate and Development News

The Joy of CSX: Capitol Hill Braces for Big Dig

Thanks to expansion of the Panama Canal, Capitol Hill may be about to get its own Big Dig - a $174 million capital improvement project that will unearth the long-buried tunnel south of the Capitol Building to widen and deepen the antiquated freight line. For those that miss the obvious connection between Panama and DC, the $5 billion overhaul of the Big Ditch in Panama will now make it easier to ship cargo from Asia to the Gulf of Mexico, and from there into the midwest via rail lines, beating out formerly dominant west coast ports as the cheapest point of entry into the American interior. That is, if the rail lines can handle the increased cargo. Which brings us back to Capitol Hill.

In 2008, freight-hauling giant CSX, which owns the tracks that cross the Potomac and mole beneath the Capitol, launched its National Gateway project to improve the capacity of its rail lines, one of which happens to lie under Virgina Ave in Southeast DC. CSX plans to unearth the narrow tube from 2nd Street to 11th Street, beginning in 2011 and continuing for an estimated two to three years. Surely Bostonians are smirking sympathetically, but area residents and business are bracing for the worst.

According to officials from the company, the CSX rail lines that disect DC are some of the most congested on the line. According to the National Gateway website, a variety of factors lead to the decision to expand and renew the current freight system. Population growth, energy costs, and environmental factors will mean increased demand for freight. According to CSX, the current system of tracks, bridges and tunnels is outdated, hence the new plan to widen the tunnel and lower the tracks to allow for double-stacked trains, but in order to access the tunnels for construction, its Virginia Avenue ceiling will need to be removed.

In the late 1800's Congress authorized the B&O Railroad, now CSX, to build the tunnel and own the area below ground, while the federal government retained ownership of Virgina Avenue at grade. As with any major project in D.C., a spiderweb of authorities will have their say over the planned construction. According to National Capital Planning Commission (NCPC) Senior Planner David Zaidain, since CSX is applying for federal TIGER Grants to fund a portion of the project, the company will have to comply with the National Environmental Protection Act and the National Historic Preservation Act. NCPC has oversight because Virginia Avenue is technically federal land and is inside the L'Enfant City plan. NCPC will review the concept and give final approval to the public space effects of the project during and after construction. For good measure, the District Department of Transportation will be working with CSX to evaluate impact on traffic.

Assuming CSX obtains the federal grant money and jumps sufficiently through the various oversight hoops, residents on Capitol Hill can expect an extended period of construction and all its attendant pleasures. Among the joys of CSX: new traffic patterns - including temporary bridges connecting the numbered streets and diverted flows from Virginia onto G Street - construction noise, and the unmasked noise of trains running through the Capitol Riverfront neighborhood. For three years. Or more. And that's before planners start getting ideas about what other infrastructure goals could be accomplished while they're at it.

The project is particularly irksome to residents and businesses such as EYA's Capitol Quarters housing development. The new townhomes line the streets near Virginia Avenue and the proposed CSX plan is giving some future homeowners a (possibly justified) case of buyers' remorse. Some would-be buyers have backed off when they caught wind of the area's construction future. EYA Partner AJ Jackson had this to say about the Capitol Quarter community and CSX, "EYA has been in contact with CSX and will be working with the company as well as the District government to ensure that Capitol Quarter continues to be a great community if CSX’s National Gateway proposal goes forward. Our goal is to ensure that any proposal that’s considered includes the needs and concerns of the Capitol Quarter." Like moving massive amounts of freight from the gulf to the north and west. At least Hill residents can console themselves that this will save alot of fossil fuel consumption. And Bostonians will tell them that this too shall pass. But not soon.

Images from the NCPC and DDOT Freight Railroad Realignment Study.

Washington DC real estate news

MBT Bike Trail Construction to Resume

In an announcement that cyclists have long anticipated, the District of Columbia held a press conference this morning to proclaim the imminent construction of the MBT - the Metropolitan Branch Trail - an eight-mile bike/jogging trail that will run from Union Station to Silver Spring. In his announcement this morning, Mayor Fenty stated that the District had reached an agreement with PEPCO to donate property adjacent to the CSX railroad lines, land currently worth (they are telling the IRS) $3.3m. The new trail will connect the New York Avenue Metro to Franklin St., NE. The agreement represents a key parcel of real estate, stretching through NoMa and Eckington, and the city's resulting ability to add a crucial connector.

The MBT began as a concept in the early '90's, several segments have already been built. When completed, the MBT and its contributing paths are envisioned to run from the Mall to Silver Spring, northwest into Bethesda, where it will connect to the already completed Capital Crescent Trail. The MBT portion will later add a spur from the Ft. Totten Metro to West Hyattsville. The section of the trail announced today will connect the recently completed New York Avenue Metro station on NoMa's north end, running over Florida Avenue, under New York Avenue, and over Rhode Island Avenue at the Metro station, where the trail will take the form of roadside bike lanes until it reaches the Brookland-Catholic University Metro.

Officials involved with the project project that design work will begin immediately, with construction to start hopefully by year end. With this latest acquisition, the MBT still has numerous issues to work through at the Ft. Totten Metro station, including a land acquisition from WMATA.

Eric Gilliland, Executive Director of Washington Area Bicyclists Association, which has worked with the District in support of the trail, extolled the virtues for both bikers and Metro riders, projecting that the newest leg will increase access to the New York Avenue Metro - a station that is currently cut off by Florida and New York Avenues, an interchange Gilliland called "really terrible for pedestrians." Gilliland predicted that connecting remaining pieces within the District would take and additional two and a half to three years, but that the Silver Spring to Bethesda section was waiting on plans for the Purple Line.

DDOT will be in charge of construction. To date most of the costs have been paid for with federal dollars, though the project will undoubtedly be a boon for a few neighborhoods like Eckington that will be suddenly be connected along the the railroad tracks that once condemned them to relative isolation.

Changes to Eckington Project to be Decided Tonight

Tonight, NoMa West Residential I LLC will request a Planned Unit Development modification for the design plans for 618,000 s.f. of development on a 190,000-s.f. parcel in Eckington (or NoMa, depending on whether you are marketing the project or already live there). The vacant site at Eckington Place and Harry Thomas Way, NE, which falls within the NoMa BID, had already been approved for development as of October 2006, but since then both the applicant, Fairfield Residential, and the initial proposal, have changed. The new P.U.D. application seeks construction of only 1,000 s.f. of retail and a total 617,318 s.f. of residential space to be split amongst 600 units in three separate buildings.

Initial plans for the site were drafted by Fairfield (FF Realty, LLC) on behalf of the site-owner CSX Realty Development Corporation back in 2006. The Zoning Commission subsequently approved the P.U.D., signed June 22, 2007. Unfortunately for FF Realty, a new developer has stepped into their shoes, changing the design plans and ultimately the scope of the development.

Under the old plans, three large residential buildings, 27 townhouse units and five, four-story single family townhouses were to be constructed over 4.3 acres, with Q Street dissecting the property in order to "establish [a] street grid," according to a Zoning Commission summary. In total, a maximum of 636 residential units comprised of 739,951 s.f. of residential area would have been created combined with 15,084 s.f. of retail space for a total cost of $150 million. The modified P.U.D. reduces the amount of residential space by more than 120,000 s.f. and cuts the retail portion of the site by 90%.

The only remaining design from FF Realty's old plan will be the three mammoth buildings and the Q Street dissection. The first structure, Building 100, will have about 120,000 s.f. of floor area measuring 57 feet in height; Building 200 will house 250,000 s.f. of space at 64 feet and Building 300 will also have about 250,000 s.f. of space and will measure 61 feet in height. In addition to shaving the townhouses off of the plan, the new developers have also proposed to rezone the site from its approved C-3-C District, which allows 100% lot occupancy and permits building heights up to 90 ft, to C-3-A which reduces lot occupancy to 75% and allows a height of no more than 65 ft.

The modified P.U.D. will be considered for final action tonight. Prior to ZC's decision, they have required that NoMa West provide the Construction Management Plan and further detail as to the design changes.