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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Capital Squeeze Still Produces a Silver Line-ing</title>
      <link>https://trid.trb.org/View/1314010</link>
      <description><![CDATA[The Dulles Corridor Project was the 2013 Railroad Construction Project of the Year. The project proves that large construction projects that are conducted in adverse conditions can be completed on time and on budget when there is a strong safety culture in place. The project work area was located in the heart of one of the nation's most popular areas, with constant traffic that made access to the project sites a very big obstacle.The track was located in the median of the Dulles Toll Road and on an elevated structure over Tyson Corner, Va. The traffic throughout the project sites was very congested and it took many hours of coordination to keep the project moving and keep the public safe. The strong safety record the contractor achieved is noteworthy, especially considering the congested location with difficult access and tight schedules. The contractor's coordination with multiple partners and stakeholders, along with its' commitment to safety, greatly contributed to the overall success of the project.]]></description>
      <pubDate>Tue, 01 Jul 2014 09:20:46 GMT</pubDate>
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      <title>Excuse the reach</title>
      <link>https://trid.trb.org/View/1104324</link>
      <description><![CDATA[Larry Cloyed, senior project manager for the Virginia Department of Transportation (VDOT), discusses the complexities of having two major teams constructing bridges in and around each other in order to complete two significant projects simultaneously on an expedited schedule. Completing I-495 High Occupancy Toll (HOT) Lanes would ordinarily be a demanding project on its own, but having the Dulles Corridor Metrorail Project (owned by the Metropolitan Washington Airports Authority) in the vicinity requires the full experience of a veteran engineer such as Cloyed. Issues include avoiding work during the region's heavy-volume rush hour, as well as handling large and heavy equipment in the constricted surroundings of the urban setting of Tysons Corner. Cloyed's previous experience managing the Springfield (VA) Interchange has put him in good stead for managing this project, which requires constant communication and coordination between the two projects' teams, including weekly on-site meetings to ensure smooth operations. Safety is also a high priority, as the team from the Dulles job uses lessons learned from a fatal accident during construction of the Maumee River Crossing in Toledo, Ohio in 2004. Six months of preplanning before construction started is also credited to the projects' success thus far.]]></description>
      <pubDate>Tue, 19 Jul 2011 08:10:15 GMT</pubDate>
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      <title>FTA Oversight of Capital Transit Projects- New Starts (NS), Small Starts (SS) and Very Small Starts (VSS)</title>
      <link>https://trid.trb.org/View/917484</link>
      <description><![CDATA[New Starts Projects consist of a new fixed guide-way system or an extension to an existing fixed guide-way system. Federal Transit Administration (FTA) New Starts Funding is provided through Section 5309. In accordance with 49 CFR, Part 633 entitled “PMO Final Rule”; FTA defines any project with a budget over $100 million as a “Major Capital Project” (MCP). Projects with a total cost over $250 million are categorized as New Starts Projects and projects with a total cost over one Billion dollars are categorized as Mega New Starts Projects. Mega Projects have a somewhat higher level of scrutiny and oversight. Examples of New Starts Projects are the recently completed VMR Light Rail Project in Phoenix, Arizona and the Dulles Rail Project in Washington, DC. Oversight for these projects is managed by FTA Headquarters and Regional Staff with the assistance of Project Management Oversight Contractors (PMOC).]]></description>
      <pubDate>Mon, 24 May 2010 14:08:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/917484</guid>
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      <title>Geography of Public Participation: Using Geographic Information Systems to Evaluate Public Outreach Program of Transportation Planning Studies</title>
      <link>https://trid.trb.org/View/777232</link>
      <description><![CDATA[How effective are public involvement programs in reaching a representative and sufficient sampling of public input for a planning study? While evaluations of public involvement programs are traditionally qualitative, this paper shows how geographic information systems (GIS) can provide an appropriate and productive means of quantitatively evaluating the effectiveness of an agency’s outreach program. This study used both mailing list and comment data from the Dulles Corridor Rapid Transit Project Environmental Impact Statement of the Virginia Department of Rail and Public Transportation to evaluate the agency’s outreach program. The data were analyzed to determine the project’s effectiveness in informing and receiving feedback from potential stakeholders. The analysis showed that 50% of the mailing list members lived within 1/2 mi of the proposed project. “Inclusion rates” were calculated, with household participation rates in census block groups near the project ranging from 0 to 82%. The Tysons Corner segment of the project, where the proposed rail line would be closest to residences, on average had the highest inclusion rates, with 16.5% of households within 1/2 mi of the proposed stations participating. Of the six block groups meeting the project’s environmental justice thresholds, half had an inclusion rate below 5%. Analysis of commenters showed that those closest to the project were most likely to comment on the study and to express opposition to the project in their comments. This study reinforces many traditional stereotypes in public participation, but, more important, it demonstrates a method by which deficiencies in outreach efforts can be identified and measures taken to improve participation. By using the GIS-generated maps, agencies can readily identify geographic areas that may be affected by the project, yet have low participation rates, and use this information to develop additional outreach tools to target these populations.]]></description>
      <pubDate>Wed, 31 May 2006 07:55:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/777232</guid>
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      <title>Comparison of Bus and Rail Transit Modes for Dulles Corridor, Virginia</title>
      <link>https://trid.trb.org/View/777436</link>
      <description><![CDATA[This paper compares the effectiveness of alternative transit modes to serve the Dulles Corridor, a suburban corridor west of Washington DC region that includes Tysons Corner, a major east coast activity center, and the Dulles International Airport.  The paper describes the current plan to build a 23-mile extension of the Washington Metrorail system and examines whether it is possible to equal or exceed the performance of the proposed rail system at a significantly lower cost.   The paper looks at two alternatives to rail: (1) a dedicated busway; and (2) a toll-managed facility that would be available for buses at no charge and open to other vehicles on a fee-paying basis.  Under both options, new lanes would be constructed in the median of the Dulles Airport Access Road (DAAR) and a median busway would be constructed in Tysons Corner.  Both of the alternatives outperform the current rail plan by a substantial margin.  The paper reaches this conclusion by: (1) calculating annualized capital and operating costs using Federal Transit Administration criteria; and (2) by comparing these costs with estimates of new regional transit trips generated by each transit investment.]]></description>
      <pubDate>Fri, 03 Mar 2006 10:59:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/777436</guid>
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      <title>The Dulles Rail Imbroglio</title>
      <link>https://trid.trb.org/View/760481</link>
      <description><![CDATA[The plans for rail service in the Dulles corridor date back to the mid-1960s.  This paper provides a brief overview of the proposed transit project.  As currently conceived, the rail line would be built in two phases:  Phase One involving an 11-mile extension of the regional Metrorail system through Tysons Corner, an iconic suburban megacenter, to the town of Reston; and Phase Two would extend the rail line by another 12 miles to Dulles International Airport and beyond.  The environmental review process was completed in December 2004 and preliminary engineering of Phase One is scheduled for completion by the end of 2005.  Preliminary engineering for Phase Two is expected to be completed by mid-2006, completion of the first section of the rail line is planned by 2011, and of the second segment by 2015.]]></description>
      <pubDate>Fri, 21 Oct 2005 07:58:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/760481</guid>
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      <title>INVESTIGATING ITS CONCEPTS FOR THE DULLES CORRIDOR RAPID TRANSIT PROJECT</title>
      <link>https://trid.trb.org/View/655596</link>
      <description><![CDATA[The objective of the Dulles Corridor Rapid Transit Project was to identify and define transit Intelligent Transportation System (ITS) technologies, or concepts, recommended for implementation in the Dulles Corridor.  The Corridor is located in the Washington, D.C. region in northern Virginia.  In the project, a comprehensive set of ITS concepts was prioritized and grouped into three categories for deployment - coordinate, implement, and monitor.  The "coordinate" concepts are currently proposed or deployed in the Corridor or are primarily functions of a traffic agency or information service provider.  The "implement" concepts are recommended for implementation as a part of the project and provide the greatest potential for payoff.  The "monitor" concepts are immature technologies that can be implemented beyond the period of the project or may be implemented sooner if the technology matures rapidly.  A technology implementation plan was then developed for the Corridor.  The plan provides implementation phasing, and capital, operations, and maintenance cost estimates for each of the implementation concepts.  The plan also provides qualitative benefits of the ITS concepts.  The paper discusses the project background and process used in prioritizing and grouping the ITS concepts.  It presents the ITS concepts with respect to the three categories (groupings), and discusses those recommended for implementation as a part of the project (the implement concepts).]]></description>
      <pubDate>Tue, 23 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/655596</guid>
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