Washington, DC Tram

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tram
Washington, DC Tram
image
The DC Streetcar logo
Basic information
Country United States
city Washington, DC
opening May 17, 1862 (old) ;

February 27, 2016 (new)

operator RATP Développement
Infrastructure
Route length 3.9 km (in operation) , 60 km (planned)
Gauge 1435  mm
Power system 750 V DC overhead line
Operating mode Bidirectional operation
Stops 8 (in operation)
Depots 1
business
Lines 1 (in operation) , 5 (planned)
vehicles 6th
Network plan
A low-floor - articulated cars from the production of United Streetcar

The Washington, DC tram, known as DC Streetcar in English , is the tram network of Washington, DC , the capital of the United States of America, that is currently being built . It is the second tram operation in the District of Columbia after the old tram was shut down in 1962. In 2009, the construction of two lines began, which will run through underdeveloped business districts in order to contribute to urban renewal . The infrastructure is owned and managed by the District of Columbia Department of Transportation (DDOT) , with RATP Développement selected as the operating company. Passenger operations began on February 27, 2016 with the H Street / Benning Road Line.

Previous system

The history of the streetcar in Washington, DC began as early as the 19th century when the first streetcar opened in the capital in 1862. Although the mode of transport was of great importance for passenger traffic, it was shut down from the beginning of the sixties and replaced by bus routes. The last tram cars were withdrawn from service on January 28, 1962.

First plans

In the late 1990s, the administration of the Washington Metropolitan Area (Metro for short) considered the establishment of express bus routes , a light rail or tram network in order to cope with the impending traffic problems caused by the rapid population growth in the greater Washington, DC area and new means of transport in the to establish inner-city and regional traffic. A first project was planned for the city of Alexandria in Virginia . In January 2002, a study was started by the District of Columbia to determine the economics and potential costs of a 53.1 kilometer tram network through the city. The project received support from the Metro administration. The District Department of Transportation examined both a city-wide, coherent network and the option of introducing the tram with one or more individual lines. The fact that a tram connection in the Anacostia district was also included in the study was mentioned separately.

First suggested route

The DDOT submitted a positive final economic assessment report, and a $ 310 million investment was approved by the District of Columbia City Council in 2002 . The first line to be built was to run through Anacostia over a length of 11.6 kilometers. The advantage of the tram over a rapid transit system is the quick and comparatively inexpensive connection between the district and the city center.

Initially, the plan was to run the route from Minnesota Avenue station of the Washington Metro along the tracks of an abandoned industrial line to Anacostia metro station and from there via 11th Street Bridges to the Navy Yard - Ballpark and Waterfront stations. Diesel multiple units from the manufacturer Colorado Railcar were to be used , which would have been the first rail vehicles to be produced in this form and approved by the responsible Federal Railroad Administration in the United States.

Funding problems

The financing of the line soon turned out to be problematic: after the District of Columbia had agreed to support the project in the same month, the administration of the Metropolitan Area changed the strategy in the area of ​​traffic development. Investments of $ 12 billion were now planned to implement express bus services, light rail vehicles and tram projects in the entire metropolitan area within ten years . Half of the amount was earmarked for the construction of the Washington, DC tram line, the completion of the Washington Metro's Silver Line , a tram line along Columbia Pike in Arlington County, Virginia, and the Purple Line light rail line, a planned tangential line north of the capital, be kept ready. However, it was not possible for the central government and the individual municipalities along the route to contribute their part to the investment and therefore the plans were initially put back to the files.

As a result, the District of Columbia decided to build the first parts of the tram network in the capital at its own expense. Therefore, a shortened variant of the line was proposed by Anacostia, which would have been only 4.3 km long and would have had 4 stations. It was to be run from Bolling Air Force Base via the Anacostia metro station to the Minnesota subway station . In July 2003 the DDOT began a review of the profitability of the newly planned route. The Metropolitan Area administration approved the project, the $ 45 million cost of which would now be borne entirely by the District of Columbia. Construction of the tram line should begin in November 2004 and be completed in 2006.

Supervisory authority

In December 2009, Jim Graham, a member of Washington City Council, proposed to set up a joint supervisory authority for the DC Circulator urban bus system and the future tram. The authority should organize and manage the establishment of new lines and the determination of fares. To find out if the local business community would support the tram project, investors and entrepreneurs from the area around the new line visited Portland Streetcar , the tram system in the city of Portland, Oregon . The aim was to investigate to what extent a tram would have positive effects on the local economy and whether investments would pay off. Local media reported that the District of Columbia delegation was positively surprised by the tram's impact.

H Street / Benning Road Line

The H Street / Benning Road Line is the only operating tram line in the city. It connects Union Station with the eastern core city with eight stops.

announcement

In 2003, then Mayor Anthony A. Williams published a development strategy that included the revitalization of six derelict neighborhoods, including the area on H Street and Benning Road. A tram line was also included, which would connect the urban development area with the city center and which should be completed within five to ten years. The following year the plan was made formal. The project met with rejection from the residents and retailers concerned, as they feared traffic jams and a risk to pedestrians in the area exposed to heavy traffic.

On January 20, 2006, the District Department of Transportation announced it was planning a $ 13 million tram route from Union Station via H Street NE and Benning Road to the Minnesota Avenue metro station, which is in the boroughs beyond Anacostia Rivers is located. The route corresponds roughly to the former line of the Columbia Railway Company, which opened in 1870. The construction work for the route, which will also completely redesign the road space, should begin in spring 2007 and be completed in 2009.

Track laying

Construction of the H Street / Benning Road Line in October 2009

In 2008, the bridge over the Anacostia River to Minnesota Avenue Station was removed from the plans. At the inner-city end point, in turn, preparatory work should be carried out for an extension of the line through the city center, on which corridor the DC Circulator bus lines currently operate.

From July 2009, tracks were laid as part of the road renewal, although the plans for the tram had not yet been completed. Among other things, decisions had to be made on electrification, turning options and the placement of the vehicles.

Additional extension

In April 2010, DDOT announced plans to extend the line for $ 74 million to include two miles of the Benning Road metro station. For this purpose, $ 25 million federal grants have been requested from the capital district. At the other end, the line was to be routed on an independent track below the railway line to Union Station and thus closer to the metro and Amtrak trains.

Discussion about electrification

A pantograph on an Anacostia Line tram

Local interest groups such as the Committee of 100 on the Federal City and regional planning authorities, including the National Capital Planning Commission (NCPC), spoke out against a common power supply in which a pantograph on the tram draws power for the motors from an overhead line . An alternative electricity system was to be used in Georgetown and the historic city center. The NCPC called for an overhead line to be dispensed with in Anacostia and on the 11th Street Bridges. Instead, battery operation or a power rail , which should be embedded in the ground below the tracks, would have come into question. The District of Columbia countered this by stating that the overhead lines were not visually conspicuous and that an alternative system was too expensive and that frequent failures could also occur due to the humid climate in the capital.

Employees of the planning authorities also brought a hybrid form of the two systems into play, in which overhead lines were to be dispensed with in the city center, but one would have been installed outside the historical buildings. On May 31, 2010, 12 of 13 District of Columbia councilors signed a bill exempting the H Street Line from the 1888 and 1889 bills that did not allow overhead lines to be built in the city center. The law asked the mayor's office to draw up a city-wide plan of additional points in the city center where overhead lines could be approved. The Committee of 100 on the Federal City also supported the conditions specified in the law. On June 29, 2010, the law was passed by the city council.

However, the chairman of the National Capital Planning Commission, L. Preston Bryant Jr., wrote a letter to the Federal Transit Administration calling on the NCPC and the city government to find a solution to the conflict over the overhead lines, since the federal government would otherwise use the promised funds withhold $ 25 million. The NCPC stated that they were on the legally safe side as only the United States Congress had the ability to restrict the laws of 1888-89. However, the council members who negotiated with the agency felt that the NCPC's actions were a sign of false confidence in the talks. DDOT director Gabe Klein ruled that the NCPC is blackmailing the city council and exceeding the limits of its tasks as an exclusive advisory authority. Klein asked Bryant to withdraw the demands. He expressed anger that the NCPC was trying to prevent the city's project to electrify the lines with overhead lines by making false claims such as claims that overhead lines are being installed near the National Mall or Congress, and alleged that that the H Street Line is not included in the law. Klein also cited two cases that demonstrate that the city council has the ability to restrict 19th century legislation. On July 13, 2010, the council passed new law approving overhead lines along Benning Road and H Street NW. The law specifically banned overhead lines in the National Mall area and along Pennsylvania Avenue from the White House to the Capitol, and allowed citizens to be interviewed and / or consulted other sources to determine where additional overhead lines could be placed elsewhere in the city.

Financing problems in 2010

Cab of a tram on the H Street NE line.
Interior of a tram car on the H Street NE line, Washington.

In 2010 the financing of the tram became problematic. Mayor Adrian Fenty budgeted between $ 60 million and $ 70 million in 2011 to complete the H Street Line and purchase the six trams needed. The aim was to put the line into operation in spring 2012. The remaining lines should be financed if the city council was convinced of the line's success. In addition, Fenty published a joint study by the Downtown DC Business Improvement District (DIB), the independent economic Brookings Institute, and the Reconnecting America group, an association of public transportation advocates . As a result, it was announced that DC Streetcar could enable economic growth of $ 1.1 billion along the H Street Line.

The mayor planned to impose a traffic tax on businesses along the line, which would have subsidized the operation of the tram with $ 375 million. On May 25, 2010, however, the city council reduced the investment to build the tramway by $ 49 million. The reason was an expected budget deficit of $ 550 million. Tram advocates complained to Sarah Champball, the city council's finances officer, about the cancellation of the investment, citing she was a member of the Committee of 100 on the Federal City , which opposed current tram plans. DDOT director Gabe Klein also criticized the city council for abandoning the tram project. Champball denied this allegation. The Washington Post reported that this funding conflict may have been sparked by Councilor Vincent C. Gray, who wanted to challenge incumbent Adrian Fenty in the September 2010 internal party nomination for mayor. After hundreds of calls were received the following day from indignant residents, the city council withdrew the decision and agreed to a loan.

Revised concept

On October 23, 2010, traffic officials published a revised plan for the DC Streetcar system, announcing that the H Street / Benning Road Line and the Anacostia Line would open in March or April 2012. However, this also included a significant shortening of the latter line, whose northern terminus should now be at the Anacostia metro station. The plan put the cost of building the two lines at $ 194 million. Operating costs were estimated at approximately $ 8 million a year. The DDOT assumed 6350 passengers a day in the first year of operation, who would pay one dollar per trip. It expected an increase to 23,450 daily passengers in 2015. The trams would be equipped with a reader for SmarTrip cards, but not with ticket machines. Those switching from the metro would not have to pay any extra charge on their journey. The tram should be operated seven days a week during the operating hours of the metro at intervals of 10 to 15 minutes.

Funding for the two lines remained unclear, with the DDOT applying for a federal grant of $ 110 million. A grant of $ 18 million had already been rejected by the central government. Meanwhile, urban planners tried to inject money into the project from a $ 180 million fund to reduce the debt of the Metropolitan Area, proposed the establishment of business improvement districts with increased taxes along the routes, or spoke out in favor of a public-private partnership ( PPP), in which contractors bear part of the investment costs and in return would have received tax advantages and concessions for the route. The controversy over overhead lines remained unresolved, including battery- powered vehicles . Finally, the plan ordered a third-party provider to be selected for operation, although it is unclear whether this could also be the public sector itself. Financing problems also became a cause for concern in other areas: the rising costs also became a problem for the re-election of Councilor Tommy Wells, as his constituency is on H Street and therefore also on a future tram line. The city council heard the new plan on November 16. Five days later, disgruntled businessmen in the area called for tax refunds and deferrals approved. They cited the work on the line as the reason for this, which means that fewer customers visit the shops along the route. Sales have declined by up to 70%, prompting councilor Jim Graham for $ 7 million in compensation to be paid to retailers.

Announcements and other delays in 2011

On August 22, 2011, the DDOT announced that the first tram would run on the H Street Line in summer 2013.

In January 2012, the city's planning authority released a report that if the tram system was completed, up to 7,700 new jobs could be created with economic growth of $ 8 billion over ten years. The system could also increase the value of the adjoining real estate by $ 5.8 billion in the retail sector and by $ 1.6 billion in the residential sector, which would represent 600% to 1000% of the taxpayers' money invested. The study also said that between 4,000 and 12,000 households would move to the District of Columbia from the surrounding area, tripling the population along the tram lines. Chris Leinberger, a fellow at the Brooking Institute, told the Washington Post that the streetcar could shift economic development from the city's northwest quadrant to the underdeveloped northeast and southeast. However, there were not only positive comments on the tram. The report also noted that the worsening of the traffic situation on Benning Road SE, Columbia Road NW, Florida Avenue NW and Florida Avenue NE, Georgia Avenue NW and K Street NW would not ensure the existence of smaller shops along the lines.

New working group

In response to the poorly managed project and the loss of support from the population, Councilor Mary Cheh initiated a vote to found a new working group to find out whether the project could be transferred from the responsibility of the DDOT to an independent tram authority.

2012 financial plan

Tram on H Street during testing in October 2015

In March 2012, Mayor Vincent Gray planned a six-year financing package of $ 237 million to further expand the tram. However, district officials determined that the operating costs of the first two lines would be $ 64.5 million for the first five years - the city was only able to fund 58% of that cost. Nonetheless, the city held firm to opening the H Street Line in 2013 while also announcing that it was about to redeem an option for two more $ 8.7 million trams with Union Streetcar subsidiary of Oregon Iron Works. Another controversy over the future development of the tram network arose in June 2012 when the independent Cato Institute published a study which showed that the authorities are planning tram systems that are too costly, inefficient and do not allow economic revitalization .

Procurement

In the middle of June 2012, the city signed a contract with the Dean Facchina LLC consortium of MC Dean, Inc. and the Facchina Construction Company to design the depot, power supply and turning systems for the H Street Line. Mayor Vincent Gray said it was a sign that the city would stick to the opening in summer 2013. But a few days later, Councilor Marion Berry sparked a paper war that could hold off the city council's approval of the agreement for 45 days. They argue that too much money is being paid for a system that carries too few passengers. A few days later he withdrew his objection when the mayor assured him that local residents would be employed to build the facilities.

More controversy

Depot construction site on the corner of Benning Road and 26th Street NE.

The financing of the tram caused further controversy in June 2012. Mayor Gray opened a city office in Shanghai to help Chinese trade and invest in the District of Columbia. In conversation with Chinese trading partners, he discussed taking out a loan from the China Exim Bank to finance construction costs. In doing so, they expressed astonishment that it would take the city twenty years to complete the system and suggested that they take over the full amount of $ 1.5 billion in exchange for all or part of the revenue receive. After the meeting, Gray told the media that an independent financial institution was needed to fund the tram. Even if Gray continued to use the city administration for the construction and operation of the trams, the DDOT published an official request to the responsible construction and transport companies about the schedule, costs and construction supervision. The inquiry came to the result that in order to privatize the entire network by the city, a contract with a term of 30 years would have to grant the companies unlimited access to the construction, financing and construction of the tram, with the city continuing to determine the fare in the last instance could. Councilor Tommy Wells said he would reject any privatization proposal. He argued that a private company would try to increase fares, reduce the number of lines and offer lower quality of service in order to maximize profit. He also criticized the fact that a private company would not build a route to Ward 8 , which is where the poorest and therefore most dependent on public transport population live. The DDOT countered with the cost of the tram, which would already amount to $ 1.2 billion including the purchase of 50 trams, but the operation would only cost $ 65 million per year compared to the DC Circulator metro bus system with operating costs of 70 million $ Operating costs. The authority also stated that the request was only initiated to provide information about the market offer and was not a tender.

After viewing the results of the inquiry, the DDOT announced it had signed a five-year, $ 4 million contract with RATP Dev McDonald Transit Associates (RDMT) to operate the H Street Line. This contract also awarded the company the testing and maintenance of the workshop.

Future in danger

In September 2012, the future of the H Street Line was called into question. The DDOT had planned for a long time to have the car hall built on the premises of Spingarn High School. However, the Kingman Park Civic Association and the DC Historic Preservation Review Board drew up a proposal to declare the school a monument. As a result, the DDOT would have to find a new piece of land for the car hall. On October 8, 2012, DDOT Director Terry Bellamy informed the city council that the civic association's request would postpone the opening of the H Street Line to early 2014, even if the school would not be granted historic monument status. He optimistically promised the line would open anyway, and reported that the DDOT was already planning to expand to Minnesota Avenue. He added the city was still working on plans to open the Anacostia Line in Ward 8. The councilors, however, were dismayed by the apparent lack of strategic plans for the network. They were skeptical about whether the DDOT would continue planning and solving problems like this one that would continue to plague the trams for lack of planning.

Test drives and fares

Provisional car shed on the premises of the tram depot

In April 2014, the DDOT announced that the H Street Line would open in the fall of 2014. A provisional car shed should be completed in July on the site of the former Spingarn High School. The system's testing phase would take another weeks before the tram is finally tested for operation by the Federal Transit Administration, which takes 60 to 80 days. The delivery of a sixth tram had to be awaited before the test phase could begin.

In spring 2014, the DDOT also started the debate about the level of fares. Mayor Gray proposed a fare of $ 1, which would bring annual revenues of $ 4.65 million to operating costs of $ 5.1 million. However, on April 29, DDOT Director Terry Bellamy recommended that a ride should cost $ 1.50 for SmarTrip card holders and $ 2 for cash payments. This corresponds to the fares of the Matrobus system DC Circulator.

Councilor Marion Berry threatened to cut all subsidies for the remaining lines, as he considers the subsidies for too high and the planned $ 800 million should be better invested in the maintenance of roads and schools.

Installation

A tram in regular service

On December 17, 2012, authorities announced that only 20 percent of the H Street line was still under construction and that the first trams are expected to run in October 2013. On December 13, 2013, the first tram was put on the tracks of the line. Testing on the H Street line began in August 2014 with a scheduled opening date in late 2014 (or possibly early 2015 if there were any delays in testing).

After further delays, the authority provisionally announced January 2015 as the opening date. Instead, the DDOT director, Leif Dormsjo, announced on January 16 that he would no longer specify any further dates and that the management level of the project group would be newly appointed. When problems with the point heating became public in an article in the Washington Post on July 9, 2015, Dormsjo said it could be months before the tram line would open.

On February 21, 2015, the electronics briefly ignited on a tram in test operation. A report by the American Public Transportation Association , however, confirmed that the technology did not have any serious deficiencies, so that the opening could continue.

Dan Mauloff, an author of the Greater Greater Washington website, reported July 10, 2015 that a review for the DDOT identified 33 potential causes of further delays. He said none of the reported issues were considered because they were not classified as serious.

The DC tram's H-Street line finally went into operation on February 27, 2016 as the first line of the new tram network.

Anacostia Line

Tram cars for operation on the Anacostia Line

Parts of the line have been built since 2004, but the whole line has not yet been completed. It will connect the Anacostia metro station with the district of the same name.

start of building

The groundbreaking of the Anacostia Line took place on November 13, 2004, at the same time an extension with two stops was added to the planned four stops. The district office decided against diesel multiple units and for electrical operation via overhead lines. This electricity system had to be approved on the Anacostia Line, as the district is located outside the historic city center, where no overhead lines are allowed to disturb the street scene. In 2005 the corresponding tram cars were ordered from Inekon.

Suspension of work

Ten months later, however, all work on the line was stopped and DDOT and Metropolitan Area put all previous plans on hold. Because two days after the groundbreaking ceremony, the CSX railway company, on whose branch line along Anacostia the tram should partially run, announced that it would cease rail operations, but that the city would not be able to use it for the tram project without further ado. Those responsible at the DDOT originally assumed that only the city and CSX were the legal owners of the property on the railway line, but a review revealed that not only the railway company is the only private owner. So the city withdrew from plans to let the line run over the tracks to avoid paying usage fees and rents to third parties. The CSX denied these inferences on the grounds that it had the sole right to lease the track system to the city for an indefinite period, for which the city was to make a one-off payment of $ 16 million. Despite this offer, the DDOT decided to let the tram line run in the street space instead of on the mainline route, which was met with immediate criticism from residents, who feared traffic jams, the elimination of parking spaces and poorer development by bus routes.

In April 2006, DDOT and the city announced that work on the revised line would resume in a few months. The completion of the line, which should now cost $ 10 million with a length of 1.7 kilometers, was scheduled for spring 2008. A year earlier, in the spring of 2007, the $ 3 million tram cars were completed and tested on the Ostrava tram in the Czech Republic and parked there for an unlimited period of time. In November 2007, work on the power supply was in full swing; the line had since been rescheduled and should now be 2.1 kilometers long at a cost of $ 30 million. The laying of the tracks did not begin until spring 2008 and was to be completed in 2009. Commissioning was therefore postponed to the end of 2009.

Re-planning

In August 2008, the DDOT opened a tender to build tracks and stops on the Anacostia Line, now valued at $ 45 million. The city had planned to transfer $ 10 million, which was actually to be made available for the demolition of the 11th Street Bridges, to the tram project, but postponed this plan due to the delays in the project. The DDOT deleted an extension over Good Hope Road SE to the Minnesota Avenue subway station from the plans. In March 2009, the targeted costs could be reduced to $ 25 million, but changes to the construction of the 11th Street Bridges would allow an extension of the line to the future tram lines on 8th Street SE and 11th Street SE. First of all, the contract to lay the tracks had to be awarded. Fort Myer Construction Corporation finally won the tender in December 2008.

It was forecast that 1400 passengers would use the line every day, which should take 10 minutes to travel from end point to end point.

In April 2009 the DDOT announced that the tram line would open in 2012 at the earliest. The delays had already expired the manufacturer's warranty for the trams, and the annual cost of storage was $ 860,000. The construction of the first section from the Bolling Airforce base to the Anacostia metro station was originally supposed to begin in February 2008, but no agreement could be reached with the municipal authority for drinking water and wastewater on the scheduling and the necessary permits. In September, the first tracks could finally be laid, on which the first trams should run in autumn 2012. Sent to America by the DDOT, the three trams reached their future location on December 12, 2009.

Another construction stop

The construction work on the line caused great difficulties. Since the available financial resources have already been fully exhausted in the last two years and the city has not yet been to expand the contract or to award it to an additional company, the traffic authority had to order a construction freeze on August 26, 2010. The construction progress was bad: at the intersection of Firth Stirling Avenue SE and Suitland Parkway, the tracks had been paved over the rails, and the tracks at South Capital Street and Bolling Airforce base were overgrown with weeds. The DDOT promised to have the project completed by December 2012, but preferred a postponement to the second phase of building the tram network. In this variant, the line would have been completed at a later date together with the trams on Rhode Island Avenue NE, Florida Avenue NW, U Street, Calvert Streets NW and to Georgetown. On the other hand, the order should be put out to tender again. The authority denied that the project had been put on hold, but admitted that there had not yet been a new tender.

In the revised master plan for the tram network in the District of Columbia of October 24, 2010, the northern end of the line was now the Anacostia metro station; a continuation to the 11th Street Bridges was no longer planned. The DDOT now assumed very low passenger numbers, as the line had been shortened to a length of just 1.21 kilometers.

There were also major deficits in information policy. Both the DDOT and the Federal Transit Administration held information events independently of each other. In 2014, the DDOT planned to invest $ 64 million in the expansion to 11th Street Bridges. Another $ 16 million is to be paid for the acquisition of the sidings to the Airforce Base, and $ 15 million for the construction of a tram depot. For this purpose, federal grants of $ 20 million should be applied for at.

Alternative planning

In 2013 an alternative project was developed by the tax-funded Capitol Riverfront Business Improvement District , which is responsible for urban development on the north bank of the Anacostia. It is said to be a light rail system that will connect St. Elizabeth's Hospital, further south, with Union Station in the city center. This would run through Anacostia and the urban development areas of the Bolling Airforce Base and Capitol River Front. There would be a direct connection from the city center to the Department of Homeland Security, which is to be built next to the hospital. It is not yet clear whether the line will be integrated into the tram or developed as an independent means of transport.

Vehicle use

Current vehicles

A tram during a test run on the H Street Line

The six trams of the District of Columbia, which are used in the tram network, were made by two manufacturers in almost identical designs.

The first three trams with the numbers 101 to 103 were manufactured in 2007 by Inekon Trams in the Czech Republic for use on the Anacostia Line. Due to delays in the construction of the line in Washington, they were parked by the manufacturer until December 2009. The vehicle model is referred to as the 12 Trio. The second series with the vehicle numbers 13-001 to 13-003 was manufactured in 2013 in the United States by United Streetcar in Oregon under license from Škoda Transportation based on the Škoda 10T , which was designed together with Inekon. Therefore, the two vehicle types are very similar. The only difference in appearance is the different fronts of the cars.

Since December 2009, the three Inekon trams have been parked in the Greenbelt depot. The vehicles are 2,438 meters wide, 20.12 meters long and consist of three articulated units. It is therefore an articulated railcar .

Problems with the tender

The DDOT had offered United Streetcar contracts to manufacture the three trams for the H Street / Benning Road Line. However, the producer refused because the tender was not written properly. In response, Councilor Mary Cheh said the DDOT had lost public trust in managing the tram and would seek the establishment of an independent authority for the tram network. In April 2012, a revised contract for two tram cars was signed by United Streetcar, which was again expanded to three cars in August 2012.

literature

  • Zachary M. Schrag (2014). The Great Society Subway: A History of the Washington Metro , Johns Hopkins University Press ISBN 978-1-4214-1577-2
  • LeRoy O. King (1972). 100 years of capital traction: the story of streetcars in the Nation's Capital , Taylor Publishing Company
  • Peter C. Kohler (2001). Capital Transit: Washington's Street Cars: the Final Era 1933–1962 , National Capital Trolley Museum, ISBN 0-9712936-0-0

Individual evidence

All sources are written in English .

  1. ↑ a b D.C. Picks Firm to Run First Streetcar Line . In: Washington Examiner , June 12, 2012. Retrieved November 6, 2012. 
  2. ↑ a b James Hohmann: Anacostia Streetcar Track Installation Begins . In: The Washington Post , September 20, 2009. Retrieved August 30, 2014. 
  3. ↑ Jonathan O'Connell: Streetcars still desired in DC . In: Washington Business Journal . October 15, 2009. Retrieved December 7, 2009.
  4. ^ A b Jonathan O'Connell: Streetcars Desired . In: Washington Business Journal . November 26, 2007.
  5. ↑ a b c d Derek Kravitz: Details Emerge for DC Streetcars, Set to Begin in 2012 . In: The Washington Post , October 24, 2010. 
  6. ↑ a b Halsey III, Ashley: DC Wants Streetcars to Roll By Mid-2013. In: The Washington Post. , 22. August 2010.
  7. ^ A b Layton Lyndsey, Lisa Rein: Cash-Strapped Local Officials Balk At Metro's Capital Expenditures , Washington Post . November 19, 2002. Archived from the original on July 11, 2015. 
  8. ^ O'Hanlon, Ann: Light Rail Idea Gets Lukewarm Response. , In: The Washington Post. August 26, 1999.
  9. ^ Greenfield, Heather: Trolleys Service for Washington Discussed , In: Associated Press. , January 23, 2002.
  10. ^ A b Layton Lyndsey: DC Transit May Go Retro , Washington Post . January 21, 2002. Archived from the original on July 11, 2015. City Gauges Desirability of Streetcars' Return , Washington Times . January 24, 2002. 
     
  11. ^ Layton, Lyndsey: Metro Looks for Something Between a Bus and a Train , In: The Washington Post. , February 22, 2002.
  12. ^ Layton, Lyndsey: Light-Rail Project Would Link Anacostia With Southwest DC , In: The Washington Post , September 19, 2002
  13. ^ Layton Lyndsey: DC Assesses Self-Propelled Train , Washington Post . October 6, 2002. Archived from the original on July 11, 2015. 
  14. ^ Layton, Lyndsey: $ 12 Billion Metro Plan Has Trolleys, Rapid Buses. In: The Washington Post. , September 13, 2002.
  15. ^ Layton, Lyndsey: DC to Study 2.7-Mile Light-Rail Line in Anacostia. In: The Washington Post, July 4, 2003
  16. ^ Smith, Candace: Light Rail Closer to Coming to Anacostia. In: Associated Press , February 12, 2004;
    Greenfield, Heather: Metro Decides on Station Openings Plus Future Expansion. In: Associated Press , September 16, 2004;
    Lively, Tarron: Metro Approves Subsidy Increase. In: Washington Times , September 17, 2004.
  17. ^ O'Connell, Jonathan: New Transit Board Would Manage Streetcars. In: Washington Business Journal. , January 4, 2010.
  18. ↑ O'Connell, Jonathan: Streetcar Backers Gather Ammo to Sway Skeptics. In: Washington Business Journal. , November 27, 2009.
  19. ^ Wilgoren, Debbi: New Residences, Stores To Transform H Street. , In: The Washington Post , March 13, 2003.
  20. ↑ Deane, Daniela: H Street NE, The Next Hot Spot. , In: The Washington Post , June 12, 2004.
  21. ↑ Kathryn Sinzinger: Street cars to return . In: The Common Denominator , January 23, 2006. Archived from the original on November 19, 2006. 
  22. ^ Virginia C. Lee: Shaw on the Move Part II: Milestones in Shaw Transportation (PDF). In: Shaw Main Street News , Shaw Main Streets, Winter 2005-2006, pp. 10-14. Archived from the original on March 11, 2016 Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . Retrieved January 11, 2007. @1@ 2Template: Webachiv / IABot / shaw.mightysparklabs.com 
  23. ^ Thompson, Robert: A (Working) Cure for the Trolley Blues. , In: The Washington Post , October 15, 2006.
  24. ^ Sun, Lena H: Streetcars Could Be Running on DC Roads by Late Next Year. , In: The Washington Post , July 13, 2008.
  25. ↑ James Hohmann: Anacostia Streetcar Track Installation Begins . In: The Washington Post , September 20, 2009. Retrieved August 30, 2014. 
  26. ↑ Rein, Lisa: DC Seeks Federal Funds to Extend Streetcar Line. , In: The Washington Post , April 21, 2010.
  27. ↑ Rein, Lisa: Overhead Wires and Red Tape Entangles DC's Bid for Streetcars. In: The Washington Post. , April 5, 2010.
  28. ↑ Rein, Lisa: DC Seeks to Lift Ban on Overhead Wires. , In: The Washington Post. ,1. June 2010.
  29. ↑ DeBonis, Mike: Gray Gets Flak Over late-night flip-flop on Streetcar Funds. , In: The Washington Post. , June 3, 2010.
  30. ↑ Halsey III, Ashley: Dispute Deepens on Overhead Wires for DC Trolley. , In: The Washington Post. July 2, 2010.
  31. ^ O'Connell, Jonathan: Funding for DC Streetcar System at Issue During Overhead-Wiring Dispute. , In: The Washington Post. , June 26, 2010.
  32. ↑ Marimow, Ann E .: Council Clears Tracks For Trolley Cars. , In: The Washington Post. July 13, 2010.
  33. ^ O'Connell, Jonathan: Commercial Property Owners May Be Asked to Pay for Part of Streetcar Costs. , In: The Washington Post. , May 17, 2010.
  34. ^ Norton, Monica: Council Votes to Strip Funds for Street Cars. , In: The Washington Post. , May 16, 2010.
  35. ↑ Craig, Tim and Stewart, Nikita: Gray Reverses Course to Back DC Streetcars After Late-Night Budget Maneuver. , In: The Washington Post. , May 27, 2010.
  36. ↑ Craig, Tim: GOP Hitching Ride on Fenty's Coattails Into Four Council Races. In: The Washington Post , October 28, 2010.
  37. ↑ Rosiak, Luke: Committee Voting on DC streetcars. , In: The Washington Post , Nov. 17, 2010
  38. ^ Douglas, Danielle: H Street Storeowners Seek Tax Relief. In: The Washington Post , November 22, 2010
  39. ^ Ho, Catherine: Study: Streetcars Could Bring $ 8B in Development for DC , In: The Washington Post , January 29, 2012.
  40. ↑ Neibauer, Michael: Benefits of DC Streetcar Network in the Billions of Dollars. , In: Washington Business Journal , Jan. 25, 2012.
  41. ↑ Alpert, David: DDOT Hasn't Earned Public's Trust on Streetcars. In: The Washington Post , February 18, 2012. Accessed 2016-11-03.
  42. ↑ Neibauer, Michael: No New Taxes in Gray's $ 5.85B DC Budget Proposal. , In: Washington Business Journal , March 23, 2012.
  43. ↑ Neibauer, Michael: DC Trying to Figure Out How to Pay for 42% of Streetcar costs. , In: Washington Business Journal March 30, 2012.
  44. ↑ DC to Buy Two Streetcars for $ 8.7 Million. , In: Associated Press ; April 5, 2012.
  45. ↑ McDuffee, Allen: Cato Wages War on 'Streetcar Conspiracy'. , In: The Washington Post , June 14, 2012. Accessed 2016-11-03.
  46. ↑ Craig, Tim: Marion Barry Tries to Halt DC Streetcar Work. , In: TheWashington Post June 19, 2012.
  47. ↑ DeBonis, Mike: DeEvening Left: The Streetcar Rolls On. , In: The Washington Post , June 25, 2012.
  48. ↑ a b Berman, Mark and Craig, Tim: DC Wants Input on Privatized Streetcar System. , In: The Washington Post June 26, 2012.
  49. ^ O'Connell, Jonathan: Gray Looks Abroad for Investment. , In: The Washington Post July 8, 2012
  50. ^ Berman, Mark and Craig, Tim: DC Wants Input on Privatized Streetcar System. , In: The Washington Post June 26, 2012.
  51. ↑ Craig, Tim: Wells No Fan of Private Streetcars. , In: The Washington Post June 26, 2012.
  52. ↑ Halsey III, Ashley and Craig, Tim: DC Tries to Entice Private Sector to Jump Into Streetcar Project. , In: The Washington Post , June 27, 2012
  53. ↑ DC fails to make good on promise to open streetcar project by end of year . In: The Washington Post , December 31, 2014. Retrieved January 2, 2015. 
  54. ↑ Neibauer, Michael: On DC Streetcar: Possible Fare, Barry's anxiety, National Harbor's Joy and More on the Launch Date. , In: Washington Business Journal , April 30, 2014.
  55. ^ H / Benning Phase 2 Construction . DDOT. December 17, 2012. Retrieved December 25, 2012.
  56. ↑ Dan Malouff: Streetcar arrives on H Street , Greater Greater Washington. December 16, 2013. 
  57. ↑ Martin Di Caro: DDOT Best-Case Scenario Targets November Opening For DC Streetcar . In: WAMU 88.5 , July 15, 2014. Retrieved August 5, 2014. 
  58. ^ Well, the streetcar works in the snow , Greater Greater Washington. 
  59. ↑ Michael Laris: As costs were cut, DC's streetcars were left frozen in tracks . In: Washington Post , July 9, 2015, p. B1. Retrieved July 10, 2015. 
  60. ↑ Michael Laris: District streetcar line can open following fixes, industry group says . In: The Washington Post , March 20, 2015. Retrieved March 24, 2015. 
  61. ^ Dan Mauloff: 33 things DDOT must fix to open the DC Streetcar , Greater Greater Washington. July 9, 2015. 
  62. ↑ Michael Laris: DC streetcar makes its first voyages on H Street. 'Is it really happening?' . In: Washington Post , February 27, 2016. 
  63. ^ Kahn, Michael W .: Streetcars Returning to DC in Updated Form. , In: Associated Press , Nov. 12, 2004; Groundbreaking for Light Rail in Washington. , In: Associated Press , Nov. 13, 2004; Barnes, Denise: Street Cars to Roll in Southeast. In: Washington Times , November 14, 2004
  64. ↑ Holly, Derrill: Metro New Projects Could Boost City Ridership. , In: Associated Press , March 2, 2005.
  65. ^ Daniel E. Garges (ed.): Laws Relating to Street-railway Franchises in the District of Columbia . Government Printing Office, Washington, DC 1905, p. 299, (Retrieved November 2, 2008).
  66. ^ Commission: DC Streetcars Can't Use Overhead Power Line . In: WJLA-TV , March 7, 2008. Retrieved November 2, 2008. 
  67. ↑ Profiles . Inekon Group. 2006. Retrieved January 5, 2010.
  68. ^ Exile to Main Street. , In: The Washington City Paper. , November 25, 2005
  69. ^ Ginsberg, Steven: DC Shifts Light-Rail Plan From Waterfront to Streets in SE. , In: The Washington Post , April 28, 2005
  70. ^ Gowen, Annie: Fairfax Board on Track To Consider Streetcars. , In: The Washington Post , April 30, 2006; Lively, Tarron: Metro Fares Unlikely to Rise Until '08. , In: Washington Times , May 3, 2006
  71. ↑ Emerling, Gary and Ward, Jon: Streetcars Return to DC , In: Washington Times , January 5th 2007; A Streetcar Named Development in DC , In: United Press International , Jan 5, 2007
  72. ↑ Tramways & Urban Transit (July 2007), p. 275, LRTA Publishing
  73. ↑ Carter, JM: A Capital Idea , In: Tramways & Urban Transit (September 2008) , p. 344, LRTA Publishing
  74. ↑ Thomson, Robert: Dr. G's tips. , In: The Washington Post , February 3, 2008
  75. ^ Heim, Daniel: DC Trolley Cars Take a Ride Through The Czech Republic. , In: Roll Call , April 30, 2008
  76. ↑ a b c Sun, Lena H .: Streetcars Could Be Running on DC Roads by Late Next Year. , In: The Washington Post , July 13, 2008.
  77. ^ Nevola, Molly: Streetcars On Track for Return to DC , In: The Washington Times , March 15, 2009
  78. ^ A b Sun, Lena H: Anacostia Streetcar Plan Runs Into Delays. , In: The Washington Post. , April 2, 2009
  79. ^ Young, Joseph: Street Cars Set to Run Again in the District. , In: The Washington Times August 26, 2009.
  80. ↑ a b Ashley Halsey III: 3 new generation streetcars arrive in Md. For DC project . In: The Washington Post , December 16, 2009. Retrieved July 7, 2013. 
  81. ^ Broom, Scott: DC's Streetcar Project Halted For Now. ( Memento of the original from March 20, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. In: WUSA TV, August 26, 2010 @1@ 2Template: Webachiv / IABot / www.wusa9.com
  82. ^ "Meeting on Anacostia Streetcar Study Planned." Washington Post. January 19, 2012.
  83. ↑ Michael Neibauer: Third Time's A Charm? DC to Again Seek $ 20M in Federal Streetcar Aid . In: Washington Business Journal , May 5, 2014. 
  84. ↑ Sernovitz, Daniel J ". Capital Riverfront BID Proposes Light Rail Link Between Union Station, St. Elizabeth", In: Washington Business Journal , January 17, 2013.
  85. ↑ Czechs trial Washington trams , In: Tramways & Urban Transit , July 2007, p. 278. Light Rail Transit Association (UK).
  86. ^ Taplin, Mike: Washington, DC ", in" New tramways for 2014 , In: Tramways & Urban Transit , February 2014, p. 56.
  87. ↑ Webb, Mary: Jane's Urban Transport Systems 2009-2010 , p. 526. Coulsdon, Surrey (United Kingdom): Jane's Information Group, ISBN 978-0-7106-2903-6 .
  88. ^ MR Taplin: Return of the (modern) streetcar: Portland leads the way . In: Ian Allan Publishing Ltd (Ed.): Tramways & Urban Transit . , Hersham, Surrey, UK October 2001, ISSN  1460-8324 . Retrieved November 14, 2014.
  89. ↑ Neibauer, Michael: DC Cancels Proposed Streetcar deal. , In: Washington Business Journal , Jan. 11, 2012
  90. ↑ DeBonis, Mike: How Many Streetcars Will H Street Get? , In: The Washington Post , February 23, 2012.
  91. ↑ Michael Neibauer: DC strikes new deal for two streetcars . In: The Washington Business Journal , April 5, 2012. Retrieved November 14, 2014. 
  92. ↑ Michael Neibauer: DC buying third streetcar from Oregon Iron Works . In: The Washington Business Journal , August 22, 2012. Retrieved November 14, 2014.