Union Station MaSter Plan - Amtrak

U n i o n S tat i o n Master Plan Amtrak Wa s h i n g t o n , D C

P r epa r ed by Pa rs o n s B r i n c k er h o f f | HOK

Executive Summary | July 25th 2012

© 20 12 Nat io n a l Ra i l road Pa s s en g er Co r p o r at io n . A l l R ig h t s R es erv ed

July 25th 2012 | Union Station Master Plan, Washington D.C.

Contents Ov erview

The Master Pl an Challenge

A G r o w i n g U n i o n Stat i o n

A M u lt i mo d a l Fa c i l i t y

A New Urban Pl ace

Imp l e m e n t i n g t h e P l a n

Conclusion

a m tra k .co m

Page ii | © 2012 National Railroad Passenger Corporation. All Rights Reserved

Union Station Master Plan, Washington D.C. | Executive Summary

Ov e r v i e w

The Challenge

Realizing the station’s potential for growth

Designed by Daniel Burnham and opened in

must be accomplished within the existing

1907, Washington Union Station instantly

station footprint, preserve the iconic existing

became one of the pre-eminent passenger

Union Station, limit negative impacts on

rail facilities in the world, and a national

surrounding neighborhoods, and respect the

landmark. Today, with renewed growth in rail

historic legacy of Daniel Burnham’s original

travel, it has emerged as one of the nation’s

station design and Washington’s city plan.

busiest transportation hubs and a model for

View of the historic station, train shed and air rights development from the southwest. Image courtesy of Akridge/SBA.

multimodal transportation centers across the

T h e So l ut i o n

country. The station is the second busiest

Amtrak and other stakeholders, including

in the Amtrak system, hosting 100,000

Union Station Redevelopment Corporation

passenger trips per day. Eight Amtrak long-

(USRC), United States Department of

distance and regional train lines serve the

Transportation (USDOT), Maryland Transit

station, in addition to Amtrak’s Acela Express

Administration (MTA), Virginia Department

and Northeast Corridor routes, MARC and

of Rail and Public Transportation (VDRPT)

Virginia Railway Express (VRE) services, the

and the Washington Metropolitan Area

Metrorail’s Red Line, local, region, tour, and

Transit Authority (WMATA), among others,

intercity bus lines, and two bicycle facilities.

have engaged in a collaborative planning

Streetcar service is soon to arrive, with a

process, creating a world-class master plan

new line currently being constructed that

that addresses existing deficiencies and

will connect the station with surrounding

provides for future growth. The Washington

neighborhoods. Located in a vibrant business

Union Station Master Plan (Master Plan)

district, and a retail and tourist destination in

creates a framework for capital investment

its own right, Union Station is an engine for

that will provide numerous local, regional,

sustainable economic growth, and its ability

and national benefits. The plan is practical,

to expand and thrive is essential to continued

with phased construction that can be

regional vitality.

accomplished incrementally.

While Union Station has served the region

The plan will improve the primary functions

well for over 100 years, it is now operating

of the station, focusing on the core needs

beyond its capacity, especially during rush

and customer experience of a multimodal

hours and peak travel periods. Queues of

transportation center, by increasing:

departing Amtrak passengers form a halfhour before boarding begins and routinely

Capacity to triple the passengers in the

extend into the public concourse, blocking

station and double the train service, moving

flows. Additionally, the tracks and platforms

towards more sustainable transportation.

do not comply with modern design standards, including the requirements of the Americans

Quality to improve the passenger and visitor

with Disabilities Act (ADA) and the

experience as commuters and travelers move

emergency egress standards of life safety

swiftly and efficiently across all modes of

codes. The mixing of train servicing activities

transportation.

with passengers – both concentrated at the same end of the platforms – creates

Vitality in the surrounding area by providing

circulation bottlenecks that will worsen as

transportation and economic growth to

passenger volumes increase. Many of the

support Washington as a nexus of cultural,

station’s support facilities are obsolete and

political, and business opportunity in the

inadequate for modern railroad operations.

region and nation.

Prepared for Amtrak by Parsons Brinckerhoff & HOK | Page 1

p bwo rld .c o m | h o k .c o m


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6

5

2

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Diagrammatic view of the master plan from the southwest.

1

Concourse A

2

Concourse B

3

Concourse C

4

West Concourse

5

Central Concourse

6

Market Passage

7

Metro

8

Main Hall

9

Columbus Plaza

The Master Plan creates a vision that

the train station and its neighborhood. The

celebrates the renaissance of rail

planted vegetated roof of the train shed will

transportation in the United States,

retain rainwater, and temper the interior

expanding the truly wonderful station that

environment.

serves millions each year – rail passengers, transit riders, area workers and residents,

New passenger concourses will be

tourists and the general public.

seamlessly integrated with the existing historic station building, enabling passengers

Pl an Elements

and visitors to spread throughout the

The power of the Master Plan lies in its

station complex in light-filled spaces with

ability to create a high-functioning and well-

significant retail and passenger amenities.

integrated multimodal transportation hub, as

Two north-south public concourses will form

well as a wonderful new urban neighborhood

the backbone of the circulation system – the

– all within a relatively confined space. The

Central Concourse on the north-south axis of

Master Plan matches the quality and vision

the historic station, and the West Concourse

of the original, iconic Union Station design,

connecting to Metro and the business district

while creating a world-class transportation

on the west side. These public concourses

hub and preserving Union Station as an

will connect new passenger spaces with the

architectural treasure. The further appeal of

existing station, including a series of new

the plan is its ability to create critical station

street entrances along 1st and 2nd Streets.

space on multiple levels below the tracks and platforms. The Union Station Master

The existing Concourse A, which currently

Plan combines significant new passenger

serves both intercity and commuter rail

features with new connections to the city and

passengers, will be one of the first areas

a practical approach to phased construction.

of improvement. This important passenger space will be substantially widened

a m tra k .co m

The heart of the plan is the creation of a new

and opened vertically, fitted with a new

train shed that will welcome passengers to

glazed roof to increase natural light and

Washington, bring natural light to station

spaciousness. This concourse will have

spaces, and symbolically organize the

a direct line of sight to the tracks and

connections of all transit modes. The new

platforms, and will be the primary Amtrak

train shed will become the nexus for vertical

waiting and boarding concourse. Amtrak’s

connectivity to the commercial development

passengers will have a seamless experience

above and horizontal connectivity between

extending from an improved taxi operation,

Page 2 | © 2012 National Railroad Passenger Corporation. All Rights Reserved


Drivers

Pa ss e n g e r g r o w t h s tat i o n us a g e e xc e e ds c a pa c i t y

a i r - r i g h t s d e v e l o pm e n t

T r a ck & P l at f o r m d e f i c i e n c i e s

I n c r e a s e d Pa r k i n g & B us d e m a n ds

supp o r t fa c i l i t i e s i n a d e qu at e

g a r a g e c o l um n s l i m i t p l at f o r m c a pa c i t y

Pa ss e n g e r g r o w t h

m e t r o r a i l r e d l i n e at c a pa c i t y

D D o t S t r e e t c a r i mp l e m e n tat i o n

r a i l g r o w t h e xc e e ds t r a ck c a pa c i t y


n e c H i g h sp e e d r a i l g r o w t h

Actions

1

2

3

4

Phase 3 - west side & tr ain shed 2 0 2 3 -2 0 2 8

P h a s e 1 i m m e d i at e a c t i o n 2 0 13 - 2 0 17 E x i s t i n g C o n c o u r s e i mp r o v e m e n t s

d e m o l i sh g a r a g e

2 n e w t r a cks & p l at f o r ms

S t ub - E n d t r a ck & p l at f o r m i mp r o v e m e n t s

C r e w b a s e r e l o c at i o n

t r a i n sh e d c o n s t r uc t i o n Phase 2 - east side 2 0 18 - 2 0 2 2

P h a s e 4 - f u t u r e c a pa c i t y 2028+

E a s t s i d e t h r u t r a ck & p l at f o r m r e c o n s t r uc t i o n

New Metror ail line

n e w b e l o w g r a d e pa r k i n g

l o w e r l e v e l t r a cks & n e w c o n c o u r s e

a dd e d t r a ck c a pa c i t y

through enlarged waiting areas and onto

accessibility requirements and the rigorous

wide and open platforms.

emergency egress standards required in transit facilities.

Complementing the renovated existing

(above) New train shed as seen from H Street. (lower) The Concourse A looking northwest showing the waiting areas, skylights and mezzanine bridges.

Concourse A, two new commuter concourses

The new Union Station complex will be a

will efficiently connect rail passengers to

multi-level facility, with new development

the city. These new passenger concourses

above the tracks creating a new

will be located one level below the tracks

street network and neighborhood, and

and platforms, with Concourse B, at

complementing the transportation functions

approximately the center of the platforms,

below. Public spaces at the H Street level

and Concourse C at the north ends of the

air rights development will focus on the new

platforms. While commuters will be able

train shed with multiple, sky-lit atria that will

to use all three concourses, Concourses B

bring both light and passengers to the station

and C will see primary commuter use. An

below. The air rights development will

east-west pedestrian connection directly

provide a number of new entrances to Union

beneath H Street, called the Market Passage,

Station, crowned by a new northern entrance

will interconnect with the other public

into the train shed, connecting the streetcar

concourses, offer more opportunities for

line, public plazas and passenger concourses

retail uses, and help to re-weave the urban

with retail, hotels, offices and residences.

fabric of the city below the tracks and

Complementing the open space system,

platforms.

a new linear park will connect NoMa ’s1 planned park improvements at L Street with

Union Station currently has 20 usable rail

landscaping and the northern continuation of

platform tracks, served by a combination

the Metropolitan Bike Trail.

of high-level and low-level platforms. All of these platforms are less than 20 feet wide

Imp l e m e n t i n g t h e P l a n

and are only accessible to passengers at

The Master Plan envisions a phased

their southern ends. Many are interrupted

construction effort over a 15-20 year

by columns supporting the parking garage

period, designed to efficiently implement the

or the H Street Bridge. Capacity growth and

plan and minimize disruption to the station

safety standards cannot be achieved without

users and the surrounding neighborhoods.

realigning and re-spacing the station tracks;

It incorporates a construction approach

Station. The District of Columbia City Council approved

the Master Plan creates platforms that are

that is conducted in three phases of

creation of the NoMa Business Improvement District

wider, longer and straighter – and capable

implementation:

in 2007. Development has ushered in a number

of handling more passengers per train

of prominent commercial businesses, government

and more trains per hour than the existing

Phase 1 includes early action projects to

organizations, and retail establishments.

platforms. The new platforms will meet ADA

facilitate subsequent construction phases

1

“NoMa” refers to a DC neighborhood north of Union




Central Concourse as viewed from the south showing waiting areas, reconstructed tracks and platforms, the first class lounge & retail opportunities.

and relieve existing passenger and train

be built first, and allowing the air rights

and double the number of trains within the

congestion and significant improvements to

development platform and below-grade

existing station footprint. Commuters will

Concourse A.

levels to be constructed simultaneously, or

be able to move expeditiously through the

afterwards. Creating the foundations and

station to their connections. And the plan

Phase 2 includes reconstruction of the east

support structure for the reconfigured train

will create significant public spaces that can

side of the rail yard - providing all new tracks

station will require a higher initial investment,

be enjoyed for decades to come, knitting

and platforms (with two tracks added to

but this up-front construction creates the

the city of Washington together in a way

capacity), new passenger concourses, and

opportunity for the construction of three

that has not been possible for 100 years.

replacement parking below.

million square feet of air rights development

Union Station itself will strengthen its role

above coupled with six million square feet of

as a destination, a magnet for commercial

station development below.

and cultural events, and the region’s most

Phase 3 includes the renovation of the west

significant transportation hub. Finally,

side of the rail yard, including the terminal stub end tracks and construction of the

Cost and Benefits

the investment also makes possible the

train shed that will be the centerpiece of

The preliminary estimated cost for the

extension of high-speed rail service into the

the passenger experience and the urban

station reconstruction and terminal

Southeastern United States.

development above.

capacity expansion is between $6.5 and $7.5 billion (2012 dollars). This provides for

Conclusion

Phase 4 provides for further expanded

the construction of Phases 1, 2, and 3, and

The Master Plan is a visionary, yet practical

tracks and platforms on a lower level

includes contingencies and allowances for

way to meet the region’s transportation

and the creation of a new Amtrak lower-

design and other ancillary costs associated

needs for the next century. The Master

level concourse, and provides the basis

with implementation. When combined with

Plan creates capacity, provides the highest

for extension of expanded high-speed

an estimated $1.5 billion (2012 dollars) for

quality passenger experience, and stimulates

rail service south to Virginia and the

the air rights development, this spending

economic vitality for the National Capital

Southeastern United States.

is estimated to have an impact on the

Region. The plan provides and facilitates

Washington area economy of between $13.5

the local, regional and national travel

The phased construction allows major

to $15 billion in gross regional product over

capabilities to support Washington as the

investments in new capacity to occur

the same 15-20 year construction period.

political, cultural, and business capital of the

as needed, with the scope and timing of

Additionally, expenditures by arriving Amtrak

country. It is a practical way to rebuild Union

future investments based on travel demand

passengers at Union Station, currently at

Station because it uses a phased approach

and the availability of resources. Phased

approximately $900 million, are projected

and is designed with the budget realities of

construction leverages the available

to grow to approximately $2.75 billion, an

today’s world in mind. We have a once-in-a-

untapped real estate that exists beneath

increase of $1.85 billion, or 200%.

generation opportunity to secure the longrange transportation and economic future

the tracks and platforms, which is important as station facilities can not be expanded

By making this investment in Washington

of the Washington region and the Northeast

upwards or laterally. The construction will

Union Station, the city and region receive

mega-region by equipping Union Station for

be implemented in a top-down approach,

enormous benefits. There will be room to

its second century of outstanding service to

permitting the tracks and platforms to

comfortably triple the number of passengers

the traveling public.

a m tra k .co m



Th e M a s t e r P l a n Challenge

The Master Plan connects a modernized rail

Streetcar, taxis, parking, pedestrian

infrastructure with the city – infrastructure

systems, and bicycles.

necessary to move millions of passengers a year through Union Station to jobs, homes,

Pa s s e n g e r E x p e r i e n c e

schools, cultural facilities and tourist

The existing station tracks and platforms

destinations. With its unparalleled location,

must be reconstructed to meet code

Union Station has the potential to surpass

requirements, improve passenger service

its peers around the world as a high capacity,

and operational efficiency, and enable future

efficiently functioning rail terminal, with

growth in the number of passengers per train

extraordinary economic, social, and cultural

and passengers per hour. Station platforms

benefits. However, realizing the station’s

do not meet the current requirements of the

St. Pancras Station, London

potential for growth must be accomplished

Americans with Disabilities Act (ADA) – level

within the existing station footprint,

boarding of trains is not possible with low

Go a l s O f t h e Stu dy

preserve the iconic existing Union Station,

platforms or high platforms that are too

Increase Capacity

limit negative impacts on surrounding

short; excessively steep ramps and parking

Improve Passenger Experience

neighborhoods, and respect the historic

garage columns result in unacceptable

legacy of Daniel Burnham’s original station

platform edge clearances. Overcrowding

design and Washington’s city plan.

and congestion are daily occurrences at

Enhance Vitality

Union Station, with concourse, gate areas C a pa c i t y G r o w t h

and Metro entrances routinely congested

All three railroads – Amtrak, MARC and VRE

and long, uncontrolled boarding queues of

– achieved record levels of ridership in 2011,

Amtrak passengers extending into the public

and the train station is now close to the

concourse.

limits of its practical capacity, struggling to accommodate 8,000 rail passengers during

To provide the highest quality passenger

weekday peak hours. Demand for other

experience, the Master Plan must

transit modes at Union Station will continue

incorporate lessons learned from comparable

to grow, and plans for the introduction of

domestic and international stations,

high-performance high-speed rail, intercity

including: St. Pancras and King’s Cross in

bus, and streetcar service will add tens of

London, Puerta de Atocha in Madrid, Gare

thousands of additional daily occupants.

du Nord in Paris, Antwerpen-Centraal, and

Over the long term additional station

the Berlin Hauptbahnhof. These facilities

capacity will be needed to accommodate

are inspirational in the ways they provide for

this growth, and deferring action is not an

passenger capacity, interconnect rail with

option. The millions of people each year that

other transportation modes, integrate with

will move through the station will require

their surroundings, and become places of

seamless transfers between intercity and

civic and national pride, and destinations in

commuter trains, Metrorail, Metrobus,

their own right. All of these stations achieve




Diagrammatic view of the reconstructed Concourse A in Phase 1.

extraordinarily high passenger capacities within facility footprints similar to Union

fulfill its role to transform the Washington metro area and the mega-region that

Station.

stretches from North Carolina and Virginia

Eco n om i c V i ta l i t y

regional roadways become more congested

Union Station’s surrounding environment

and fuel prices continue to rise, increasing

is rapidly changing. Multiple plans for the station vicinity will affect the station’s growth, including the emergence of the vibrant NoMa district surrounding the station and the three million square feet of mixed use development planned for the station’s air rights. The retail at Union Station is already

through New England, and beyond. As

numbers of people will live in locations easily accessible to rail service. Making travel easier and journey times shorter, Union Station will ultimately shape the spatial development of the region, influencing decisions of people and companies about where they locate.

being redeveloped and offers significant potential to further shape the character and appeal of the station vicinity. On a broader scale, the challenge of the Master Plan is to enable Union Station to

View of station looking southeast showing midday a m tra k .co m


storage of equipment on active platforms


A Growing Union S tat i o n

The train shed looking southwest showing the

The power of the Master Plan lies in its

exists to create both a high-capacity train

vegetated green roof.

ability to create a high-functioning and well-

station and a compact, efficient and well-

integrated multimodal transportation hub, as

connected hub for multiple transportation

well as a wonderful new urban neighborhood

modes.

– all within a relatively confined space. The Master Plan matches the quality and vision

New Tr ain Shed

of the original, iconic Union Station design,

For many international visitors, Union

while creating a world-class transportation

Station is one of their first impressions of the

hub and preserving Union Station as an

Nation’s Capital. Therefore, the Master Plan

architectural treasure. The further appeal of

has foreseen a new design of a world-class

the plan is its ability to create critical station

transportation hub worthy of a great nation.

space on multiple levels below the tracks and

The heart of the plan is the creation of a new

platforms. At Union Station, the opportunity

train shed that will welcome passengers to



EEN SPACE

V ERTICA L CIRCUL ATION

TOTA L TR K S

25K

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B U S T E R M I N A L & PA R K I N G

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METRO

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the historic station, will (+20 tie all parts of the - +42 .5’ )

above and horizontal connectivity between

multimodal hub together: the historic building

2

Master Plan July 17 , 2012 Concourse B Washington Union Terminal the train station and its neighborhood. The

3

Concourse C

planted vegetated roof of the train shed will

neighborhood, passenger concourse, and

4

West Concourse

retain rainwater, and temper the interior

transit connections. The Central Concourse

environment.

will consist of a 50-foot wide and 100-foot

5

Central Concourse

6

Market Passage

and the new rail infrastructure, the H Street

high pedestrian passage linking all three The new train shed features a modern green

arrival and departure concourses, and be

ribbon roof design. It matches the quality

lined with retail and public amenities. The

and vision of the original, iconic Union

connection of the Central Concourse to the

Station design, while creating a world class

existing station will become the new central

transportation hub.

hub of the station and will have dramatic views into the train shed. This intersection

N e w P u b l i c a n d Pa s s e n g e r

will also represent a symbolic joining of the

C o n cou r s e s

historic Burnham building to the south and

The Master Plan addresses the challenges

the future of rail to the north. The Central

of passenger crowding and confusion by

Concourse will be entirely covered with

both enlarging the existing Amtrak and

an iconic skylight that is one of a series of

commuter rail concourse and also providing

undulating forms that are an integral part of

new public and passenger concourses that

the train shed.

are convenient to use and easy to access.

a m tra k .co m

Pedestrian circulation in the station will be

A new West Concourse will supplement

organized around two major north-south

the north-south circulation capacity of the

concourses located one level below the

Central Concourse, running the length of

existing tracks and platforms at the 1st

the station complex and linking the Metrorail

Street level. Both of these public concourses

Red Line station with the NoMa district

will have natural light since the tracks above

to the north. The West Concourse will be


NE

NE

Concourse A (level above)

The Central Concourse, on the axis of

connectivity to the commercial development

EET

EET

NE

PH AS E I FIRST STREET LEVEL train shed will become the nexus for vertical

TR K S

R I ST

down to the concourse level. ET

will be re-positioned to provide openings

spaces, and symbolically organize the connections of all transit modes. The new

1

TRE H S

Washington, bring natural light to station E T N

below the tracks and platforms.

E TRE G S

Plan of 1st Street Level showing new concourses


primarily used by transferring commuter rail

concierge-style customer service, and will

passengers, but will also serve as an amenity

provide these amenities at the entrances

to the entire Union Station area with many

from the public concourse into the waiting

connections to 1st Street and lined with

and gate areas, with reception desks

retail.

staffed by Amtrak personnel, providing train information, handling ticketing transactions,

The existing rail concourse, shown as

directing passengers to other services within

Concourse A in this plan will be expanded,

the station, and checking the validity of

doubling its present capacity, and revitalized

tickets for passengers entering the waiting

with new architectural finishes and a skylit

area. Concourse A will become the heart

roof that will allow sunlight to fill and enliven

of intercity rail passenger service at Union

the space. The taxi roadway above the

Station.

existing concourse will be relocated, further Passenger information signage

opening up the volume of space within the

Two additional east-west concourses will

concourse. Concourse A will be the primary

be constructed one level below the existing

area used for departing Amtrak passengers,

tracks and platforms. Concourse B will be

and will also be used by all arriving

located at the mid-point of the platforms

passengers - both intercity and commuters.

and will become a commuter concourse for MARC and VRE passenger services,

Two large waiting areas within Concourse A

including ticketing, train information and

will provide seating for departing passengers

seated waiting areas. The northernmost

and queuing space at the gates leading to

Concourse C will have access to all platforms

the train platforms. Amtrak is improving the

at their northern ends, and will provide a

passenger experience with e-ticketing and

convenient pedestrian route to and from

Central Concourse as viewed from the south showing waiting areas, reconstructed tracks and platforms, the first class lounge & retail opportunities.



EEN SPACE


TOTA L

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W 1S T S T R EE T G R E E N WAY & B I K E T R A I L

W

O P E N TO B E LOW

RR

3 TICKETING

COLUMBUS CIRCLE

1

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O P E N TO B E LOW

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R E A PA R K I N G LOT

2 RR

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The Master Plan provides for new tracks and

3

West Side Stub End Tracks

departing and arriving passengers, providing

4

Main Hall

access to every platform in the station and

and future project rail planning standards

maximizing the operational flexibility of

and all safety and accessibility requirements.

both intercity and commuter rail. Arriving

The new platforms will be substantially wider,

passengers will be able to exit the platform

longer and straighter and capable of handling

to any of the three concourses, which will

double the passengers per train and more

minimize the time required to clear the

trains per hour than the existing platforms.

platforms of passengers following train

These widened platforms are particularly

arrivals. The multiple concourses also will

important for the large passenger loads of

help evenly distribute passengers throughout

commuter trains. A key component in the

the station.

Master Plan is the proposed removal and

5

Central Concourse (below)

platforms at the station that will meet current

replacement of the existing parking deck

a m tra k .co m

T r a c ks a n d P l atfo r m s

that was constructed in the 1970’s and

The Master Plan will replace or modernize

later expanded by the USRC. Presently a

virtually all of the elements of railroad

revenue source for USRC, the parking deck

infrastructure within the terminal limits –

provides bus access and parking for 2,200

tracks, structures, electric power systems,

cars at the station. Unfortunately, the

signaling and train control systems and

constricted column grid of the deck at the

rolling stock storage and maintenance

platform level prevents the current tracks

facilities. Switches within the station

and platforms from being reconstructed with

area will be upgraded to better geometric

the configuration and dimensions necessary

standards, and configuration of tracks and

to accommodate future passenger capacity.

switches in the terminal will be adjusted to

The Master Plan team studied numerous

facilitate better train movement into and

alternatives to the removal of the parking

out of the station. The Master Plan will

deck, and concluded that replacement of the


NE

NE

Washington Master Plan July 17 , 2012 East Side Run-Thru Tracks Union Terminal Concourses A, B, and C will primarily serve

EET

the eventual new fleet of high-performance,

after exiting the platforms. rolling stock. M AIN L E V EL (+58.5’high-speed )

TR K S

of longer trainsets and a larger fleet, and

transfer to Metro without a change in levels

EET

will have convenient, direct access to

PH AS E I LEVEL 0 Concourse A

R I ST

requirements for storage and maintenance NE

2

accommodate commuter railroad and Amtrak

station. Passengers using these concourses

ET

1

the neighborhoods lying to the north of the E T N

tracks and platforms and the historic train station.

TRE H S

Main Level plan ofA Lthe station reconstructed FED ER J U DICI A L CENshowing T ER

E TRE G S

T H U RGOO D M A RS H A L L B UIL DIN G /


parking capacity to a below-grade facility

equipment, that are only able to unload and

is critical to meeting rail infrastructure

load passengers from a low level boarding

needs, and will also allow the highest and

platform. All tracks will be equipped with an

best possible use of the parking garage site

overhead catenary system to accommodate

for redevelopment and creation of a public

electric locomotives.

amenity. The west side stub-end tracks will be Service access to the platforms will be

reconstructed with six high level boarding

provided via a series of new elevators located

platforms and twelve stub-end tracks. These

near the mid-points of the platforms to

tracks will be spaced to open the north-south

minimize interference with rail passengers.

axis of the Central Concourse to natural light

The service elevators will link to a below-

and the activity of the train shed.

grade network of service corridors. T e r m i n a l C a pa c i t y E x pa n s i o n

The east side run-through tracks (which

The track and platform reconstruction and

travel under the station through the 1st

passenger concourse improvements will

Street tunnel to points south) will be

increase Union Station’s rail passenger

reconstructed to provide eight platform

handling capacity. However, additional

tracks and five platforms, including three

investments in terminal capacity rail facilities

tracks with low level boarding platform

will be needed to enable MARC, VRE and

edges, to accommodate bi-level commuter

Amtrak rail service to keep growing to meet

trainsets, as well as Amtrak’s Superliner

future demand. These investments include

Interior view of the train shed looking north showing the reconstructed track and platforms at the main level




8

8 3

MARC D I E S E L T R AC KS

4

METRO

2

PA R K I N G

1 5

7 6

WA S H I N G TO N U N I O N S TAT I O N

Diagrammatic cross section looking north showing the reconstructed tracks and platforms, train shed, air rights development and replacement parking.

1

the expansion of mid-day storage capacity

handling, commissary, and rail support

for commuter trains and expansion of Amtrak

functions in space below the station tracks,

fleet storage and maintenance facilities. The

thereby providing secure facilities that do

plan will enhance the capacity available for

not conflict with the public and passenger

mid-day storage of commuter trains within

spaces above. Station servicing and loading

the existing limits of the terminal. However,

dock facilities will be provided on the lowest

at some point in the future, the capacity of

level of the station complex, connected via

the existing facilities will be reached and the

service passageways to the existing station

PH AS E I EAST-WEST SECTION

East Side Run-Thru Tracks

2


3

Train Shed

Washington Union Terminal Master Plan development of a new commuter storage yard on a new parcel of land will be required.

4

West Concourse

The Master Plan identifies potential sites

5

Central Concourse

the terminal’s approach tracks and junctions

6

Parking

that will also be required to increase the

7

Service

Washington (and between Union Station and

8

Air Rights Development

for these functions, and improvements to

volume of trains that can operate to and from the servicing facilities at Ivy City). Stat i o n Suppo r t Fa c i l i t i e s

The Master Plan includes a detailed program of support uses at the station today and projected space needs for the future. Projected space needs vary based upon function, but overall space needs to support train growth are generally expected to double during the 15-20 year life of the plan. A number of near-term opportunities for support space are identified in the plan and will be studied moving forward, including acquisition or lease of space adjacent to the station. Ultimately, full development of all phases of the plan will provide for the ability to locate all crew base, baggage

a m tra k .co m


May 18 , 2012

and to the service elevators leading to the platforms.

(LO


8

8 3

R B U I L D W I T H P L AT F O R M E L . + 9 1. 5 ’

2

MARC D E I S E L T R AC KS

MAIN LEVEL EL . +58.5’

1

1S T S T R E E T LOWER LEVEL EL. +42’

METRO

PA R K I N G E L . +2 0 ’

4

5

PA R K I N G EL . +8.5’

9

PA R K I N G E L . -3 ’

6

PA R K I N G E L . - 14 . 5 ’

7

SERVICE E L . -2 9 ’

WA S H I N G TO N U N I O N S TAT I O N

Diagrammatic future Phase 4 cross section looking

F utu r e P o s s i b i l i t i e s

north showing lower level tracks and platforms.

a bored tunnel from Union Station northeast

While the Master Plan improvements will

to the vicinity of the Anacostia River. An

allow Amtrak and the commuter railroads

additional tunnel would connect the station

to maximize the existing rail infrastructure

with new train storage and maintenance

at the terminal, demand for rail service will

facilities in the Ivy City area. Additionally,

someday rise to the level where the practical

the plan provides that future tracks from

capacity of these facilities is reached. This

the lower level of Union Station could be

could happen as early as 2030, depending

extended to the south, enabling extension

overall rail system capacity. To provide for

service to Virginia, North Carolina, and the southeastern United States.

1

PH AS E II EAST-WEST SECTION

East Side Run-Thru Tracks

2


3

Train Shed

Washington Union Plan inMarch 28 , 2012of high-performance high-speed rail on the paceTerminal of growth Master and investment

4

West Concourse

this future capacity the Master Plan allows

5

Central Concourse

tracks and platforms in a zone beneath the

Collectively, all of the improvements envisioned in the Master Plan would generate

for the development of a new lower level of

6

Parking

west side stub tracks that can be excavated

7

Service

to create six additional station tracks (or up

a quantum increase in the capacity of the

to nine if needed for additional capacity).

terminal, setting it up to serve local, regional,

8

Air Rights Development

9

Lower Level Tracks

and national transportation needs through The lower-level development would provide

the 21st Century.

space for a new concourse for Amtrak, in-between the upper and lower platform levels, with dedicated facilities for Amtrak passengers including a reception area, ticketing, baggage claim, waiting areas, and first class lounges. This new Amtrak concourse would be beneath the central skylights of both the Central Concourse and the train shed, allowing abundant natural light. The areas available for Amtrak passengers would be ample enough to support a potential four-fold increase in the volume of peak hour intercity traffic. The lower track level would be connected to the Northeast Corridor main line by means of



(LOO


Escalators down to the Central Concourse in the train shed. The vegetated roof and Air Rights development can also be seen.

a m tra k .co m



A M u lt i m o d a l Fa c i l i t y

Already a major regional transportation hub,

routes for commuters to travel between

Union Station’s importance will grow as the

trains and the Metro.

level of rail and transit ridership increases in the future. As many as 100,000 rail

Metror ail

and transit passenger trips are made daily

Currently WMATA’s busiest station, 68,000

through Union Station, making it one of the

metrorail passengers utilize Union Station

nation’s busiest rail stations. The station

each weekday. Today, the greatest points

is a true multi-modal facility with access

of congestion within the station surround

to intercity and commuter rail, Metrorail,

the Metrorail’s access points. The Master

intercity, commuter and local buses, taxis,

Plan incorporates Metrorail’s near-term

cars, pedestrians, bicycles and, in the near

station improvements at the north mezzanine

future, a streetcar line.

and provides a new pedestrian network at the Metrorail mezzanine level that

Union Station originally had a simple

offers convenient connections to all of the

arrangement of public spaces that was

passenger concourses and to 1st Street

well understood by passengers, but the

and NoMa via the West Concourse. The

station has become complex and unclear

Master Plan also recognizes that at some

with changes over time. Today there are

point in the future the Metrorail Red Line

unmarked station entrances, intersecting

will reach its capacity at Union Station, and

and conflicting paths of travels, and

anticipates new Metrorail capacity serving

safety concerns related to small carts and

Union Station. WMATA, operator of the

electrified service vehicles. Recognizing

Metrorail, has initiated long-range planning

the problems that currently exist, the

for a possible new line serving Union Station,

USRC is in the process of implementing a

but a preferred alignment has not yet been

comprehensive and coordinated system of

identified, and thus the Master Plan allows

signage and graphics to assist pedestrians.

for future pedestrian connections to a new

The Master Plan builds upon this system

Metrorail station in any of several possible

and employs spatial planning principles that

configurations.

focus on axial concourses that utilize natural light where possible.

St r e e tc a r

The District of Columbia Department of The Master Plan improves passenger flows

Transportation (DDOT) has planned a

and relieves congestion within the station

network of streetcar tracks that will connect

by spreading people over a much larger area

Union Station along H Street and Benning

of the station complex. The plan increases

Road to the east, and along K Street to

the size of concourses, waiting areas and

Georgetown to the west. The Master Plan

vertical circulation elements and more evenly

addresses both long-term and interim goals

distributes railroad passenger loads among

for the streetcar program. To address the

multiple concourses, with several possible

long-term goal, the Master Plan assumes



EEN SPACE


TOTA L TR K S

25K

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CN N CA R E

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5 PA R K I N G

AMTR AK SUPPORT

AC C E S S F R O M

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FUNCTIONS

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2ND

STR

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ASS

PA R K I N G /

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CENTR AL CONCOURSE

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TA X I S TAG I N G

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CA PITO L P L ACE

in front of the main station entrance on .5’ ) (+20 - +42

NE

NE

PH AS E I FIRST STREET LEVEL Metrorail Parking

could descend directly down the H Street

Washington Union Terminal Master Plan July 17 , 2012 underpass concourse. An interim plan for the

Columbus Plaza, adding to congestion

and disrupting the visual imagery of Union

3

Taxi

streetcar has been developed that provides

4

Intercity Bus

permits construction of the Master Plan. The

The Master Plan addresses the need for buses in two ways. First, a new off-street

Station from Capitol Hill.

easy access to Union Station and also

5

Tourist Bus

Master Plan provides efficient and seamless

6

Metrobus

connections between the streetcar and

bus terminal that can both meet today’s

all other modes of transportation at Union

demand and allow for future growth is

Station.

planned for the below-grade zone at the

7

Pedestrian Entrance

a m tra k .co m

north end of the station complex. Locating Bu s e s

the Bus Terminal at the northern end

Intercity, Circulator, Metrobus, commuter

of the station complex helps to better

and tour buses serve Union Station. Buses

distribute pedestrians within the complex

can be accessed from the Bus Deck on the

and provides a northern “anchor” for the

lowest level of the parking garage and in the

Central Concourse. Bus passengers will

front of the Station in Columbus Plaza. Tour

have direct access to concourses lined with

bus activity peaks in the spring and summer

shops, cafés and restaurants that have

seasons with 23 buses per hour and 1,300

vitality and sunlight from skylights, as well

passengers in the afternoon. With the recent

as direct pedestrian connections to all other

addition of Megabus and BoltBus services,

transportation modes. Secondly, those

there are expected to be a peak of forty-

local and commuter bus services that remain

three buses per hour and 3,200 to 4,400

at the street level will be better organized,

passengers, adding further congestion to

consolidated and routed to a more limited

the over-capacity station concourses. Local

number of bus stops around the perimeter

Metrobus and express bus routes operate on

of the station site, with improved pedestrian

Massachusetts Avenue, North Capitol Street

connections to and from the station complex.

and H Street with multiple stops serving

The specific solution for local bus service and


NE

tourist bus services operate at the curb

In inclement weather, streetcar passengers

EET

between bus routes. Additionally, several

Street via the train shed station entrance.

EET

intermodal connections and connections

Bridge with access to the station from H

TR K S

R I ST

Union Station – providing relatively poor

positioned on the crest of the H Street

ET

2

TRE H S

1

a streetcar station at Union Station E T N

of transport.

E TRE G S

1st Street Plan showing connection to various modes

EEN SPACE


TOTA L

Union Station Master Plan, Washington D.C. | Executive Summary 25K NE

NW

NE

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TR H S

TRE G S

NOR

IT CAP

CN N CA R E

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PL A Z A

T N W

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TR AIN SHED

K-TOW E R

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S EN AT E S TAT I O N P L AC E

SQUA R E 2ND

STR

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CA PITO L P L ACE

the queues of taxicabs from the surface roadways surrounding the station. Removing

2

Greenway

3

Bicycle

must navigate their way from the trains to

the visual and environmental impacts of

4

Taxi

the single taxi stand located at the front of

the taxi operation in that area, and allow an

the station. Passengers with baggage must

alternative vision for Columbus Circle would

travel over 2,000 feet if they are seated in

be a pedestrian friendly public plaza free of

the northern most train car and traverse a

vehicles.

5

Pedestrian Entrance

taxis from Columbus Plaza would also reduce

maze of passageways and halls to the taxi stand. At peak conditions, the queue for

Pa r k i n g

today’s taxi service can extend around the

The existing Union Station parking garage

station through the bus deck onto the H

provides approximately 2,200 parking

Street Bridge. Similarly, queues for arriving

spaces for visitors to Union Station, and

passengers can extend from the taxi pick up

general neighborhood parking, and currently,

stand to the eastern end of the arcade at the

only a small percentage of Amtrak and

front of the station.

commuter rail passengers drive and park at the station. With the improved multi-modal

In the short term, operational changes can be

connections provided by the Master Plan, the

made with limited operating costs to alleviate

percentage of passengers getting to or from

this condition. Over the long term, providing

the station by private auto is expected to

multiple taxi stands and pick up points would

drop even further – making Union Station one

reduce wait times and queue lengths. The

of the top rail stations in the U.S. in terms of

Master Plan considers multiple taxi stand

the share of passengers using transit. Even

locations near the new station entrances.

so, the total future requirement for parking

It is also possible within the Master Plan to

at Union Station will increase to 5,000 cars,

bring the taxi staging and primary drop-

including Amtrak and retail requirements,



NE

NE

Washington Union Terminal Master Plan July 17 , 2012 Currently, business and leisure travelers

NE

Ta x i s

EET

to the passenger concourses and removing

TR K S

passengers to access taxis directly adjacent

next phase of master planning.

EET

levels of the station complex, enabling rail

detailed traffic study to be undertaken in the

PH AS E I ROOF PL AN Streetcar

R I ST

off and pick-up functions within the lower

the station will be determined as a result of a

ET

1

vehicular traffic in general in the vicinity of E T N

connections and air rights development.

TRE H S

Preliminary H Street FEDER A L J UPlan DICI A showing L CEN T ER multimodal

E TRE G S

T H U RGOO D M A RS H A L L B UIL DIN G /


The Greenway as seen from 1st street looking north with the air rights development office & hotel buildings. Image courtesy of Akridge/SBA.

rental cars, taxi queueing, and parking for the

bikestation located at the southwest corner

new commercial and residential space in the

of the historic building with storage for 150

air rights development.

bicycles; and a bikeshare station located at the southeast corner of station. The

The Master Plan provides for this parking in

Master Plan promotes the use of bicycles by

several locations: below the new east side

extending the existing Metropolitan Branch

tracks and platforms, above the tracks in a

bike trail approximately one mile from its

single level of parking below the air rights

current terminus at the NOMA-Gallaudet U

development, and ideally, south of the station

(New York Ave) Metrorail station to the Union

below lots controlled by other stakeholders.

Station bikestation. The new bike path will

The plan calls for 2,500 parking spaces

be part of a proposed Greenway along the

below the east side tracks in a garage that

west edge of the Union Station complex.

would have immediate access to the Central

Bikesharing facilities also might be added

Concourse. In the southern location the

along the Greenway corridor, providing full-

plan identifies a potential for 1,500 parking

service opportunities for bicyclists.

spaces in a multi-story parking garage below Columbus Plaza and in lots controlled by the Architect of the Capitol. If the southern parking locations prove infeasible, the below station option could be expanded to allow for required parking growth. B i c yc l e s

Washington DC and surrounding jurisdictions have been in the forefront nationally in promoting a sustainable and healthy form of transportation - the bicycle. At Union Station there are two bicycle facilities: a

a m tra k .co m



A New Urban Pl ace

The Master Plan sees Union Station as

development envelope at the H Street level

much more than just the region’s premier

to include approximately three million square

transportation gateway and passenger rail

feet of mixed-use space, in addition to the

station; but also as an invigorated urban

train shed.

center and a destination unto itself for tourists, visitors, workers and residents.

A N e t w o r k of P u b l i c Spa c e s

This requires that the development above

The Master Plan incorporates a vision for the

the tracks and platforms be completely

air rights development that will complement

integrated with the transportation functions

and enhance the public infrastructure

below, and also with the surrounding

proposed in the plan, and has been developed

neighborhoods. The air rights development

as a collaboration between USRC, Amtrak,

plan focuses on a sequence of public spaces:

Akridge and other stakeholders. The

the new train shed, public plazas and streets

geometry of the buildings at H Street

surrounding the train shed, an open space

is driven by extension of a planning grid

network north of H Street, and the proposed

from surrounding streets, the overarching

bicycle and pedestrian greenway on the west

requirement for daylight, and access to the

of the site. At street level, a new network

public and rail passenger concourses below.

of entrances will connect to the station

The focal point of H Street is a grand plaza

concourses and serve an important civic

and a new northern entrance to Union Station

function as extensions of the public realm.

which has dramatic views of the concourses, trains and platforms below. To the north

T h e A i r R i g h t s D e v e l opm e n t

of H Street, this plaza will provide a vibrant

In 2006, the Federal government sold the

public space with retail and restaurants, and

air-space above Union Station’s tracks and

connect to quiet neighborhood parks.

platforms as a redevelopment opportunity to Akridge, a local, Washington based

An overarching theme of the Master Plan

commercial real estate firm. The sale

is connectivity, and this applies not just

provided for fourteen acres of potential

to connections between transit systems,

developable area, separated into two parcels

but also the connectivity between the

north and south of the H Street bridge.

transportation systems and the surrounding

After several years of work by the District of

city. Pierre L’Enfant’s 1791 plan for the

(lower) The reconstructed K Tower as a destination

Columbia Office of Planning, neighborhood

City of Washington depicted Delaware

bar/restaurant in the air rights development. Images

stakeholders, and Akridge and its design

Avenue as an axial boulevard beginning at

courtesy of Akridge/SBA.

team, the DC Zoning Commission rezoned

the Capitol and heading northeast. As part

the air rights property in 2011. The new

of the 1901 McMillian Plan for Washington,

zone established general parameters

Daniel Burnham sited Union Station and the

including acceptable building heights,

new railroad embankment directly on this

uses, and design criteria, and established

axis, which consolidated the railroads at a

a multiple-stage public review process for

single terminal and removed the train tracks

future applications within the air rights

from the National Mall. Unfortunately, this

space. The Master Plan envisions the

decision cut off the boulevard at the front of

(above) View of Delaware Avenue looking south from H Street with the new north entrance to Union Station and residential buildings.




Aerial View of air rights development, historic station and train shed as seen from the east with a view looking down H Street. Image courtesy of Akridge/ SBA.

a m tra k .co m



The Greenway as seen from 1st street looking north with the air rights development office & hotel buildings. Image courtesy of Akridge/SBA.

the station and separated the neighborhoods

right-of-way, connecting NoMa to the north

on both sides of the railroad from each

with Union Station, Metro, and Capitol Hill,

other. The Master Plan places the Central

providing a dramatic civic amenity and linear

Concourse along the main axis of the historic

park. The proposed greenway will run along

station, evoking the original idea of Delaware

the west edge of the air rights development

Avenue, and connecting Columbus Plaza and

and will be used by station passengers,

the historic Capitol Hill neighborhood to the

workers, residents, cyclists, and visitors to

south and east with NoMa and the air rights

the Union Station district. The greenway is

development above. The West Concourse will

planned as a beautifully landscaped outdoor

enhance the west edge of the station, linking

space providing a raised extension of the

the Union Station Metro with 1st Street

Metropolitan Branch Trail bike path and

and NoMa. These two public north-south

pedestrian walkway, and connecting with

concourses will also connect vertically to the

the NoMa- Gallaudet U Metrorail Station and

H Street level at multiple locations.

NoMa’s planned park at L Street.

The H Street level is envisioned as a network of urban streets and blocks, with vehicular access from the crest of the H Street Bridge into the northern and southern portions of the air rights development. The visual alignment of 1st Street NE extends into the site, with an axial view corridor from the north that provides vistas of the new grand train shed. A mix of commercial buildings, offices, residences and hotels form a perimeter around the edge of the site arranged around well-landscaped public plazas of varying sizes and configurations. The lowest level of each building will have rich and vibrant retail activities that will further invigorate the public plazas. K Tower, an original Burnham brick structure currently housing the terminal’s train control center, will be relocated onto the deck and repurposed as a bar/restaurant when the train control functions are moved to another location. T h e G r e e n way

The Master Plan also proposes the construction of a greenway above the Metro




Imp l e m e n t i n g t h e P l a n Drivers

Pa ss e n g e r g r o w t h s tat i o n us a g e e xc e e ds c a pa c i t y


T r a ck & P l at f o r m d e f i c i e n c i e s

I n c r e a s e d Pa r k i n g & B us d e m a n ds

supp o r t fa c i l i t i e s i n a d e qu at e

g a r a g e c o l um n s l i m i t p l at f o r m c a pa c i t y

Pa ss e n g e r g r o w t h

m e t r o r a i l r e d l i n e at c a pa c i t y

D D o t S t r e e t c a r i mp l e m e n tat i o n

r a i l g r o w t h e xc e e ds t r a ck c a pa c i t y


n e c H i g h sp e e d r a i l g r o w t h

Actions

1

2

3

4

Phase 3 - west side & tr ain shed 2 0 2 3 -2 0 2 8

P h a s e 1 i m m e d i at e a c t i o n 2 0 13 - 2 0 17 E x i s t i n g C o n c o u r s e i mp r o v e m e n t s

d e m o l i sh g a r a g e

2 n e w t r a cks & p l at f o r ms

S t ub - E n d t r a ck & p l at f o r m i mp r o v e m e n t s

C r e w b a s e r e l o c at i o n

t r a i n sh e d c o n s t r uc t i o n Phase 2 - east side 2 0 18 - 2 0 2 2

P h a s e 4 - f u t u r e c a pa c i t y 2028+

E a s t s i d e t h r u t r a ck & p l at f o r m r e c o n s t r uc t i o n

New Metror ail line

n e w b e l o w g r a d e pa r k i n g

l o w e r l e v e l t r a cks & n e w c o n c o u r s e

a dd e d t r a ck c a pa c i t y

Phasing

relocation of crew and rail support facilities

The strategy for implementation of the plan

that will increase crew efficiency and

includes a phased approach to construction,

promote employee welfare.

with costs and benefits carefully balanced throughout the implementation period. The

Phase 2 includes reconstruction of the east

Master Plan envisions a phased construction

side of the rail yard - providing all new tracks

effort over a 15-20 year period, designed to

that run through the 1st Street tunnel to

minimize disruption to the station users and

Virginia and points south of DC. The eastern

the surrounding neighborhoods, and create

portions of the Concourses A, B, and C will

tremendous flexibility by incorporating a

be constructed and put into service, as

top-down construction approach. The four

well as a portion of the Central Concourse.

phases of implementation include:

New below-grade parking that will provide immediate access to the station concourses

Phase 1, includes early action projects to

will be constructed, replacing and expanding

facilitate subsequent construction phases

the existing parking in the USRC structure,

and relieve existing passenger and train

and allowing its removal in Phase 2. The

congestion. Significant improvements to

Phase 2 construction will also allow for

Concourse A will be undertaken, and the

construction of the east half of the air rights

construction of two new tracks and one new

development.

platform on the west side of the rail yard

a m tra k .co m

completed. This will provide the capacity

Phase 3 introduces the new train shed to

needed for rail operations to continue during

Union Station, with the renovation of the

the remaining construction phases, as the

west side of the rail yard, including the

tracks and platforms can then be taken out

terminal (stub end) tracks. To accomplish

of service while they are reconstructed.

this, the parking structure is removed and

Phase 1 also includes modernization and

the train shed is constructed, along with



completion of the Central Concourse, the

allowances for design and other ancillary

west halves of Concourses B and C, and the

costs associated with implementation. In

West Concourse.

addition to the railroad infrastructure and train station improvements, the cost will

View of the historic station, train shed and air rights development from the southwest. Image courtesy of Akridge/SBA.

Phase 4 provides the opportunity for

also cover: civil and structural work to

future construction to expand station

create a below-grade structural envelope

capacity significantly, with the provision of

within which multi-modal, multi-purpose

new lower level tracks, platforms, and an

facilities will be located; construction of

Amtrak passenger concourse below the

the deck supporting the planned air rights

west side stub end tracks. While the full

development (though not the buildings on the

realization of Phase 4 is not included in the

deck); and civic improvements, comprising

cost estimate included in this report, the

the proposed greenway, bicycle trail, new

Phase 3 construction and cost does include

station entrances, improvements to the

construction of the foundation and structural

historic station building, a new below-grade

system, and the spacing of the tracks and

bus terminal and taxi staging area, and a new

platforms that will accommodate the future

district utility plant.

Phase 4 of station development. This spending is estimated to have an impact C o n s t r uct i o n M e t h o d

on the Washington area economy of between

Construction will be implemented in a

$13.5 to $15 billion in gross regional product

top-down approach, permitting tracks

over the same 15-20 year construction

and platforms to be built first and allowing

period. By the end of this period, preliminary

the air rights platform and below-grade

estimates indicate nearly 7,000 full-time

levels to be constructed simultaneously,

employees will work at the Washington Union

or afterwards. Creating the foundations

Terminal and Burnham Place Development.

and support structure for the reconfigured

The average annual temporary construction

train station will require a higher initial

employment over the fifteen-year period is

investment, but this up-front construction

preliminarily estimated to exceed 3,000 full-

creates the opportunity for the construction

time employees. Additionally, by increasing

of future tracks and platforms, concourses,

the number of rail passengers arriving at

and station support facilities. The top-

Union Station, the community should expect

down construction method proposed in the

to see a dramatic increase in revenue from

Master Plan allows major investments in new

lodging, food and beverage, entertainment,

capacity to occur as needed, with the scope

retail purchases, and local transportation.

and timing of future investments based on travel demand and the availability of

By making this investment into Washington

resources. Top-down construction leverages

Union Station, the city and region receive

the available untapped real estate that exists

enormous benefits. There will be room for

beneath the tracks and platforms, which

comfortably triple the number of passengers

is important as station facilities can not be

and double the number of trains within the

expanded upwards or laterally.

same Union Station footprint. Commuters will be able to move expeditiously through

Cost and Benefits

the station to their connections. It creates

The projected construction spending for

beautiful public spaces that can be enjoyed

redevelopment of Washington Union Terminal

for decades to come, and knits the city of

and Burnham Place is estimated between

Washington together in a way that has not

$8 and $9.5 billion (2012 dollars), with the

been possible for 100 years. Finally, Union

estimated cost for the station reconstruction

Station itself will become a destination

and terminal capacity expansion between

for the city, a magnet for commercial

$6.5 and $7.5 billion (2012 dollars). This

and cultural events, in addition to the

provides for the construction of Phases 1,

transportation benefits that it brings.

2, and 3, and includes contingencies and




C o n c l us i o n

The train shed looking southwest showing the vegetated green roof.

This Master Plan is the right plan at the

The Master Plan will promote the health

right time for Washington Union Station.

and prosperity of the entire metropolitan

The Master Plan builds facilities for the

region, including Washington, Maryland,

next century for railroad and transit

and Virginia. As the most significant hub in

passengers that are modern, safe, secure

the regional transportation system, Union

and code-compliant. It creates capacity to

Station plays a vital role in connecting jobs

accommodate future service changes and

to people, and is essential to broad-based

ridership growth, provides the highest quality

regional economic growth. By creating

passenger experience and adds vitality to the

station and commercial development that

neighborhood surrounding the station.

is well-integrated with the surrounding neighborhoods and well-connected to the

The Master Plan will allow Washington

multi-modal regional transportation system,

Union Station to expand its capacity to

Union Station will become even more of a

accommodate up to triple the number of

regional destination.

passengers and double the number of trains using Union Station over a 15 to 20

Implementing the Master Plan requires a

year period, within the existing footprint of

major investment and requires decisions

Union Station. An integral part of Amtrak’s

to be made soon to create the institutional

Northeast Corridor investment plan, the

framework necessary to pursue necessary

Master Plan will enable trainsets to be

funding and deliver a series of complex

lengthened, train service frequencies to

capital projects in an efficient and timely

be increased, and new train services not

manner. The project will require funding

currently offered on the Northeast Corridor

beyond the traditional sources from which

to be introduced. It unlocks six million square

capital investments are made by the railroads

feet of station development below and three

and Washington area transportation

million square feet of air rights development

agencies. However, the benefits of the plan

above.

are far-reaching, the need is great, and a collective effort to implement the Master

The Master Plan will enhance the quality

Plan will be more productive and cost-

of the passenger experience by creating a

effective than if each player were to attempt

world-class transportation hub that anchors

to meet its needs individually at separate

the U.S. East Coast passenger rail network

locations.

for the next century. Providing superior performance for the fundamental train

The challenges facing the future of

station and multi-modal transportation

Washington Union Station can be seen

terminal functions, the Master Plan will

as opportunities. We have a once-in-a-

make travel faster and more convenient for

generation opportunity to secure the long-

passengers. The improved station facilities

range transportation and economic future

will celebrate intercity travel, and they will

of the Washington region and Northeast

let commuters find the shortest and most

mega-region by equipping Washington Union

convenient pathways to and from their trains.

Station for its second century of successful service to the traveling public.

a m tra k .co m



Ack n o w l e d g m e n t s

Pl an Funded By

National Railroad Passenger Corporation (Amtrak) Maryland Transit Administration (MTA) Virginia Railway Express (VRE)

C o l l a b o r ato r s

Union Station Redevelopment Corporation (USRC) Maryland Transit Administration (MTA) Virginia Railway Express (VRE) Virginia Department of Rail and Public Transportation (VDRPT) Akridge

C oo r d i n at i n g Pa r t i e s

Washington Metropolitan Area Transit Authority (WMATA) National Capital Planning Commission (NCPC) District of Columbia Department of Transportation (DDOT) District of Columbia Office of Planing (DCOP) United States Department of Transportation (USDOT) Federal Railroad Administration (FRA)

P r of e s s i o n a l C o n t r i b uto r s

Parsons Brinckerhoff (PB) HOK LAB Inc. Shalom Baranes Associates (SBA) Faithful+Gould (F+G) Fore Consulting, Inc.

