How is drpt structured? Talk about similarities between vdot & drpt

ASHE Potomac Dinner

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  Todd Horsley, Director of Northern Virginia Transit Programs for the Virginia Department of Rail and Public Transportation
  

1. 
   How is DRPT structured? Talk about similarities between VDOT & DRPT.
   

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  DRPT and VDOT are what we call sister agencies.
  
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    VDOT is the big sister with approximately 7,500 employees while DRPT is the little sister with 56 current employees.
    
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  VDOT has 9 district offices. DRPT only has its headquarters office in Richmond and a regional office in Northern Virginia, which is housed at the VDOT building on West Ox Road in Fairfax.
  
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    DRPT has approximately 50 employees in Richmond and the rest work in Northern Virginia.
    
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    The reason DRPT has a Northern Virginia office is that approximately 72% of state transit operating funding and 78% of state transit capital funding is spent in NOVA.
    
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  Both the VDOT Commissioner and the DRPT Director are appointed by and report to the Governor but do so through the Secretary of Transportation. Both are also non-voting members of the Commonwealth Transportation Board, or CTB.
  
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  Like VDOT, DRPT develops a Six Year Improvement Plan, or SYIP, that is approved each year by the CTB.
  
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  One of the most important distinctions between VDOT and DRPT is that DRPT is a planning and funding agency, whereas VDOT is a planning, funding and implementing agency. DRPT does not construct and operate transit systems like VDOT does with roads and bridges. DRPT provides funding and planning and technical assistance to local transit systems who implement their own projects. In some circumstances, DRPT has contracted with VDOT to manage projects on its behalf.
  
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  DRPT’s involvement in rail and transit in the Commonwealth consists primarily of:
  
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    Administering funding for projects and programs
    
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    Providing leadership, advocacy, technical assistance
    
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    Conducting statewide rail and public transportation studies
    
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    Planning and programming new services and capital improvement projects
    
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    Assessing feasibility and environmental impacts of new and expanding services
    

2. 
   If DRPT had similar issues as WMATA, what could you have done differently or the same to improve the system?
   

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  WMATA is a transit service operator. It operates Metrorail, Metrobus and Metro Access. DRPT does not operate transit service so it’s impossible to answer this question as phrased.
  
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    Some of the issues that have led to the current problems at Metro are well known and should have been addressed a long time ago:
    
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      Lack of a dedicated regional funding source rather than reliance on annual appropriations
      
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      Neglect of preventive maintenance to the current system
      
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      Expansion beyond capacity to operate…hours of service, rail line expansions, Rosslyn tunnel bottleneck
      
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  DRPT’s involvement with WMATA primarily involves the provision of capital and operating funding and federally mandated, and newly strengthened, state safety oversight in conjunction with DC & Maryland
  
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  A common misconception is that the Commonwealth of Virginia is a member of the WMATA compact like DC and Maryland. In reality, five local jurisdictions in Virginia are members of the compact instead of the Commonwealth. Those include the City of Alexandria, Arlington County, the City of Falls Church, the City of Fairfax and Fairfax County. Loudoun County will become an active member of the compact when Silver Line Phase 2 service begins in a few years.
  
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  Even though the Commonwealth is not a member of the WMATA Compact, a few years ago, legislation was passed that gives the Commonwealth a voting member of the WMATA Board. The other current voting member of the WMATA Board from Virginia is from Fairfax County. Arlington County and the City of Alexandria have non-voting alternates who sit on the WMATA Board.
  
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  Because Virginia is not a member of the WMATA Compact, DRPT provides funding to WMATA through the Northern Virginia Transportation Commission, or NVTC, which is an organization comprised of WMATA compact members
  
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  NVTC receives the state funding from DRPT and transfers it to WMATA. DRPT will provide approximately $108.6 million in operating assistance and $36.2 million capital assistance to WMATA in FY 17 through NVTC.
  
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  DRPT does provide another $50 million in capital assistance directly to WMATA as match to federal PRIIA funding so the state will actually provide approximately $86.2 million in capital funding to WMATA in FY 17.
  
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  With regard to state safety oversight, until recently, the Tri-State Oversight Committee, or TOC, was the responsible entity. The TOC included staff and executive representation from Virginia, Maryland and DC. Unfortunately, the TOC had no enforcement authority over WMATA so its investigative findings and recommendations for improvement could effectively be ignored, and in many cases were over the years.
  
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  When the USDOT took over daily oversight of WMATA safety last year, it basically abolished the TOC and put the states on notice that they needed to establish a new federally mandated safety oversight agency with enforcement authority.
  
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  In 2012, the Moving Ahead for Progress in the the 21^st Century Act, or MAP-21, was passed, which included statutory requirements to create more robust state safety oversight organizations throughout the US with legal and financial independence as well as enforcement capabilities, and in March 2016, a corresponding State Safety Oversight regulation – 49 CFR 674 – was issued, requiring all states that currently oversee rail transit systems such as WMATA Metrorail, to be compliant by March 2019.
  
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  Given the continuing safety issues surrounding WMATA, in February of 2016, the USDOT and FTA accelerated the March 2019 deadline for the formation of the new Metro Safety Commission (MSC) for WMATA to February 8, 2017, and attached a repercussion of each state losing 5% of its annual Urbanized Area Formula Grant funding in the event that they are unable to establish the MSC by that deadline.
  

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  Virginia, DC and Maryland have since been formulating legislation to be sent to their respective legislatures in 2017 to create the MSC as a MAP-21 compliant, financially and legally independent entity. All three legislative bodies must approve identical legislation, which has proven challenging.
  

3. 
   How tightly are your projects connected to VDOT projects? Can you share some facts and perhaps challenges? 
   

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  DRPT is currently working on several projects with VDOT.
  
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  A very recent example of collaboration between VDOT and DRPT the successful application for $165 million in Federal FASTLANE grant funding, leveraged with state and private dollars, for a $1.4 billion multimodal program of projects known as the Atlantic Gateway, primarily in the I-95 corridor.
  
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    The Atlantic Gateway program includes components covering new rail lines, improvements to rail infrastructure, extensions of express lanes, additional highway capacity along I-95, and implementation of transportation technologies.
    
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    It is the single largest investment in the history of the Commonwealth.
    
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    The Commonwealth’s FASTLANE Grant was the largest single award and represented 20% of the entire grant program.
    

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  DRPT contracts to VDOT, and works with transit providers to contract, the actual construction of some DRPT funded projects.
  
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  For example, VDOT is constructing the parking lot expansion at the Staples Mill Amtrak Station in Richmond, and is overseeing construction of the Greater Richmond Transit Company’s bus rapid transit project, the Pulse.
  

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  In addition, our funding programs are tied together, and there are some state revenue streams that are shared by both agencies
  
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  DRPT is also able to assist VDOT in annual obligation of its Federal-aid highway funds, so that Virginia as a whole is eligible for USDOT’s annual bonus obligation for meeting its obligation limit.
  

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  Since the creation of HB2, now known as Smart Scale, VDOT and DRPT work together to evaluate applications for funding for transportation projects across Virginia
  
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  Often times, these projects include elements that do not fall under just one agency’s purview, necessitating our close partnership to ensure the project’s stated benefits to the Commonwealth are being adequately evaluated and scored
  

4. 
   We saw a list of rail, transit and commuter projects online and we would like to hear about some of the projects, in particular the I-66 project? 
   

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  As background, the overall project is a…
  
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    $2.1 billion project to improve a 25-mile stretch of I-66, from the I-495 Capital Beltway west to U.S. Hwy. 15 in Haymarket.
    
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    Construction will begin in 2017 and is scheduled to be complete in 2021.
    
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    The project will:
    
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      Add two 24-hour express lanes in each direction from I-495 to University Parkway in Gainesville and extend HOV lanes to Haymarket
      
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        The I-66 express lanes will be like the I-495 express lanes with bollards separating the express and general purpose lanes rather than the I-95 express lanes that are reversible
        
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        The I-66 express lanes will be free to transit and HOV-3+ vehicles; SOV & HOV-2 can use the express lanes by paying a variable toll that will require an E-Z Pass transponder; no toll booths
        
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      Maintain three general purpose lanes in each direction, which will be free to all traffic so there will be at least five lanes of traffic in each direction between I-495 and Gainesville
      
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      Include new and expanded peak-hour, point-to-point commuter bus service that will utilize the express lanes to guarantee predictable travel times
      
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      Add 4,000 new Park & Ride spaces in four new Park & Ride facilities and one expanded Park & Ride Lot; the Park & Ride facilities will have direct access to/from the express lanes; commuter bus service will originate from these Park & Ride facilities
      

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  Benefits of the project include:
  
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    Moving more people via more modes in the AM and PM peak periods
    
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    Reducing the duration and severity of congestion in the AM and PM peak periods
    
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    Improving speeds on the I-66 corridor and reduces travel times
    
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    Improving existing safety issues and bottlenecks
    

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  The DRPT component of this project is the enhanced commuter bus service in the corridor, including the new Park and Ride facilities.
  
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  Along with a consulting team and a Regional Stakeholder Technical Advisory Group, DRPT developed a transit plan that will enhance existing commuter bus service in the I-66 corridor by adding service to existing routes and implementing several new routes.
  
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  The transit services will be point-to-point commuter bus service between park-and-ride lots in Fairfax and Prince William Counties and regional employment centers such as Washington, Tysons, Arlington, the Pentagon and the Dulles area
  
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    By 2025, there will be 13 new/expanded routes with up to 10,000 forecasted daily riders
    
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    By 2040, there will be 20 new/expanded routes with up to 13,400 forecasted daily riders
    
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    The new/expanded routes will be operated by the Fairfax Connector and the Potomac and Rappahannock Transportation Commission (PRTC) through its OmniRide system.
    
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    Services optimized to move more people along the corridor in expanded peak periods
    
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    Commonwealth will have the ability to monitor and measure performance of new service and adapt to changing travel patterns
    
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    4,000 new parking spaces in five Park and Ride Facilities by 2021; DRPT assisted in the selection of the locations for these facilities
    

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  A somewhat unique feature of the Transform I-66: Outside the Beltway project is that the new transit service will be paid for with funding returned to the Commonwealth by the private concessionaire who will be selected to Design, Build, Finance, Operate and Maintain the facility in the form of an annual transit payment each year from 2020 to 2066.
  
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  Over 47 annual payments, the concessionaire will provide approximately $1,558,500, in nominal dollars, to the Commonwealth to pay for the enhanced commuter bus service on I-66.
  

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  The concessionaire will provide $42.5 million in 2020 during the construction period and then an annual operating payment beginning at $6.5 million in 2021 and escalating to $67 million by 2066
  
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  Payment is for capital and operating expenses of new and enhanced commuter services as well as TDM programs that are part of the project
  
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  Agreement allows enough flexibility for Commonwealth to reexamine transit services within the corridor over time
  
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  Payment plan is based on a robust transit service plan included in the project’s NEPA study. Cost estimates included future capital replacement needs and operating costs.
  
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  As of right now, VDOT is nearing the end of the procurement phase of the project for a private concessionaire to design, build, finance, operate and maintain the project.
  
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  If a fair financial arrangement cannot be reached with the concessionaire then VDOT may choose to publicly finance the project and deliver it through a design-build delivery.
  
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  Two remaining teams competing for the contract.
  
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  The Commonwealth’s business terms require the private sector to finance the majority of the project, transferring most of the risk from the Commonwealth and taxpayers; provide funding for transit; and minimize impacts of construction.
  
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  Assumes $600 million in public funding available for the project
  
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  I-66 Outside and Inside the Beltway projects are in the region’s next Constrained Long Range Plan. This is necessary step to receive federal funds.
  
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  Key dates:
  
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    September 2016 – Private sector partner chosen; comprehensive agreement signed by end of year. To make sure the commonwealth is in a position of strength in negotiations, we will keep the public financing option on the table until a contract is signed.  
    
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    Early 2017 – Design public hearings.
    
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    Late 2017 – Construction begins.
    
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    Late 2020/early 2021 – Project opens to traffic.
    

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  There are two VDOT construction activities associated with this project:
  
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    Installation of toll gantries along the portion of I-66 between I-495 east to Hwy. 29 in Rosslyn.
    
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    Widening of I-66 from 2 to 3 lanes from the Dulles Connector Road east to Ballston.
    
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      Not technically part of the Transform I-66: Inside the Beltway project, but hard to separate from it
      
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      As a result of a bipartisan compromise in the 2016 General Assembly Session, the four mile stretch of I-66 eastbound from the Dulles Connector Road to Ballston will be widened from two to three lanes. This will be done in the existing right of way with no impacts to homes or businesses. Work on an environmental assessment is under way.
      
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      Construction starts in 2018 and wraps up in 2019. Cost is $140 million – funds will not come from toll revenues or the House Bill 2 program – now called Smart Scale, but will be funded with increased revenues from the recently passed federal transportation funding bill.
      

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  VDOT will own and operate the tolling infrastructure and will collect tolls.
  
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  This road is the only one in the country that is restricted to HOV use during rush-hours and there is a high violation rate of solo drivers. Managed lanes will help to resolve that, better spreading the traffic and making the most efficient use of the existing space.
  
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  Beginning summer of 2017, solo drivers are able to legally use the lanes during rush-hours by paying a variable toll.
  
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  Carpoolers with two or more people will continue to use the lanes for free just as they do today. HOT-3 is scheduled to take effect in 2021 when I-66: Outside the Beltway is completed.
  
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  Tolling hours: 5:30 a.m to 9:30 a.m. eastbound, and 3:00 p.m.to 7:00 p.m. westbound, Monday through Friday. These are expanded hours for Inside the Beltway. The lanes will remain free to all traffic during the off-peak periods and on weekends.
  

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  Construction of tolling gantries began this summer. The tolling system is expected to cost $50 million to build, and an additional $10 million will be allocated to fund the first group of multimodal improvements, implemented in 2017. Toll revenues will be re-invested in multi-modal improvements directly benefiting the corridor.
  
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  Toll revenue from Transform 66: Inside the Beltway will be used for multimodal improvements that will:
  
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    Move more people through the corridor
    
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    Benefit toll paying users of I-66 Inside the Beltway
    
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  NVTC will directly receive toll revenues for I-66 Inside the Beltway, and will select projects based on their plans and with the approval of the Commonwealth Transportation Board.
  
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  Eligible projects include:
  
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    Enhanced bus service and Metrorail improvements
    
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    Vanpool and carpool improvements
    
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    Roadway improvements on parallel routes
    
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    Roadway operational improvements
    
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    Transportation systems management
    
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    Park & Ride Lots
    

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  Benefits:
  
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    Smoother, more predicable trips since the lanes will be managed and free-flowing at all times
    
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    Improved ride-share planning and park-and-ride lots will help carpooling.
    
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    Over time, improvements expected to eliminate 26,000 person hours of delay a day, improve speed reliability to 45mph+ as compared to 20mph to 6mph, and move an additional 40,000 people per day.
    

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  At its June meeting, the Northern Virginia Transportation Commission (NVTC) selected its list of multimodal projects for funding from $10 million in advance revenues from the Commonwealth. CTB voted to allocate funding for the projects at its July meeting.
  
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    10 projects in five jurisdictions, including bus service expansions, new Capital Bikeshare expansion to Falls Church, TDM, technology and accessibility improvements
    

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  DRPT’s involvement in this project was the development of the 2012 & 2013 I-66 Multimodal Study, which identified transit and TDM projects that are needed to move more people through the corridor. Projects eligible for toll funding will likely be from the list in the I-66 Multimodal Study.
  
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  DRPT also advises NVTC during the project selection process and recommends the NVTC-selected projects to the CTB.
  

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  Similar to I-66 ITB
  
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  Add 1 express lane to 2 existing HOV lanes; convert to HOT; similar to I-95; reversible; dynamic tolling; concessionaire
  
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  Improvements at Pentagon/Eads Street
  
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  Construction in 2017; toll day one in 2019
  
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  Minimum $15 million annual transit investment for transit/TDM improvements in corridor
  
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  Projects selected from Transit/TDM study now underway
  
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    Study will identify transit services and TDM program enhancements that can be funded by the Annual Transit Investment payments
    
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    Projects eligible for funding will increase mobility and person throughput along I-95 and I-395 and must benefit toll payers in the I-395 corridor
    
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    Types of projects that will be eligible for funding include new bus and rail service, park-and-ride lots and TDM program enhancements
    
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    Study kicked off in April 2016 and will be complete in December 2016
    
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    Key Stakeholder Group:
    
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      City of Alexandria
      
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      Arlington County
      
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      Fairfax County
      
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      City of Fredericksburg
      
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      Prince William County
      
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      Spotsylvania County
      
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      Stafford County
      
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      NVTC
      
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      PRTC
      
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      VRE
      
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      WMATA
      
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  Decision maker on projects selected for funding still to be determined
  
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    Utilize “ladders of opportunity” criteria, such as improving connectivity to underserved populations, as one criteria for selecting projects
    

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  DRPT and the FRA continue to study the future of higher speed passenger rail as a viable transportation option on the corridor for Virginians for generations to come.
  

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  DC2RVA will increase rail capacity parallel to I-95, as highway congestion continues to worsen and travel times unreliable for all modes of transportation.
  
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  This increased capacity will provide additional passenger rail service, VRE commuter rail service, as well as freight capacity for the major growth of cargo volume resulting from increased trade in and out of the Port of Virginia
  

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  The project team is currently working on the Alternative Technical Report and Draft Environmental Impact Statement (EIS) which is expected to be complete in late fall 2016.
  

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  The project is expected to cost approximately $50 million, with half funded by the state and other half financed by Transurban.
  
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  Construction will begin in 2016, and is estimated to take two years to complete.
  
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  The southern terminus of the 95 Express Lanes will be extended by approximately 2.2 miles beyond the current flyover exit ramp at Garrisonville Road in Stafford County.
  
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  A reversible single lane will be built, splitting into northbound and southbound merge ramps between the express lanes and general purpose lanes.
  
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  Construction will occur mainly in the median of I-95 and within the existing right of way. No residential or business properties will be directly impacted by right of way.
  
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  A new sound wall is proposed along the southbound general purpose lanes within VDOT right of way.
  

5. 
   What are some recommendations you have for the consultants and contractors?
   

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  Continue to stay informed about our ongoing and upcoming projects and opportunities for consideration for eligible contractors by visiting our website at: http://www.drpt.virginia.gov/
  
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  More information can be found by contacting our Procurement Manager, Melissa Myers, at 804-225-3745