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Virginia Avenue Tunnel Project Shows Its Alternatives
T
he CSX Railroad Company held its last meeting before the release of the draft environmental impact statement that would outline the full scope of the project in late fall. The meeting presented several construction alternatives and the impact that they would have on the surrounding Southeast neighborhood. As the inevitable construction comes closer, the National Environmental Protection Act (NEPA) review process is slowly revealing to residents what can be expected during and after construction. The current tunnel is a 108-year-old single track tunnel that runs from 15th and M St. SE to 2nd St. and Virginia Ave. SE. CSX plans to put in two tracks while raising the height of the tunnel to accommodate trains with double stacked containers. The tunnel is a part of the National Gateway project throughout the Eastern corridor that updates infrastructure for these taller, but more efficient, trains. By enlarging the tunnel and adding another track, CSX will be able to increase freight while also eliminating a choke point in this route.
The Alternative Plans
by Dana C. Bell 66 months. An important distinction between the alternatives (besides cost and duration) is the location of the active train during construction. Alternative 2 is a single tunnel with two tracks. During construction, the train would run in an open trench while the larger tunnel was being constructed. Alternative 3, however, would result in two separated tunnels. The
Rebuilding a working tunnel in a residential neighborhood will take multiple phases of construction. CSX will build raised cross streets across the construction going over Virginia Avenue that will be fully functional, multi-modal streets for cars, bikes, and pedestrians. Alleys, town-home driveways, and the senior center, will also see construction of curbside access from the cross streets so that cars and emergency vehicles can get through to these residential areas. Curb access will also be constructed for businesses facing the construction. The ramp from 395 will also be directed under the highFROM TOP way onto the north side of Virginia Avenue. 1. Project Officers and Residents Look Over a Map of the Potential Once the pre-construction phase is com- Alternative Construction. Photo Credit: Dana Bell plete, one of three alternatives will be impleAlternative 3 Offers Two Tunnels with No Trains Running through an mented. There are technically four construction 2. Open Trench. Photo Credit: DDOT and CSX alternatives, but Alternative 1 is “no-build” and is included as a mandatory consideration of the first step in this alternative is to build a new, covered NEPA process. The three building alternatives range in price tunnel for the trains while a second tunnel is conand length, although both are still subject to review structed. Alternative 4 also builds two tunnels, but and are likely to change. Currently Alternatives 2 separates the construction from the running train and 3 cost $175 million and $168 million, respec- using “movable shield over portion of existing track tively, and will take 30-42 months. Alternative 4 is and construction,” according to CSX’s presentation. Alternative 3 appeals to many residents because, projected to cost $208 million and would last 5446 H HillRag | October 2012
as one CSX presenter pointed out, “some people perceive it as a benefit because the trains are never in an open trench,” prompting one resident to yell out, “I perceive it as a benefit!” But the choice among the options is not always so clear. “I have no idea what to think,” says Ben Martin, a resident of a new town home off I Street, right across from the scheduled construction. Martin bought his home a year ago, and learned about the construction right after signing. “I have dogs with health problems, so I’m just concerned about them.”
Historical Impact
The impact of this project also means that CSX and partners must consider the impact not just on residents but on historic buildings and landmarks over fifty years old in the area—which includes the tunnel itself. There will need to be some mitigation measures taken into account that will document the importance of the tunnel before it is destroyed to comply with Section 106 of the National Historic Preservation Act. Conclusions about noise, traffic, and potential archeological sites will dictate how the project will respond. If the study shows that the construction has adverse effects on the characteristics of a particular historical site, CSX must consult to determine ways to avoid, minimize, or mitigate the effects.
After Construction
CSX offered up a glimpse of the streetscape after construction: bike and pedestrian paths; a redeveloped I street that would connect to another I Street development further west; a park. “There can be new street infrastructure from what you have today,” said Steve Flippin of CSX. “You’re adding parks, you’re adding options.” Martin was skeptical. “I’m a cynic by nature, so I see it as a bit of a public relations move,” he said. But David Garber, an ANC Commissioner for the neighborhood, was more optimistic about the possibilities after construction. “Down the road we want to be left with a Virginia Avenue that works better than it does today,” he said, “ and if this is the way to get there, we’ll use [the construction] to do whatever we can to improve it.” H