Ferry Boat Feasibility Study

Chapter 3 – Preliminary Development of Ferry Service Alternatives

In order to develop ferry service alternatives within the study area, potential docking sites or termini were identified. The initial list of termini was selected from the sites considered in previous studies and field visits to existing docking sites within the study area. An initial screening of the termini was conducted and six ferry service alternative routes were developed for further evaluation. After comparing estimated travel times by competing modes, the six routes were reduced to four alternatives. Measures of Effectiveness (MOE’s) for evaluating the alternative routes were established and a screening of the four alternative routes was conducted to reduce the number of alternatives to two.

A summary of potential termini from eight passenger ferry proposals between 1964 and 1998 appears in Table 3-1. Maine Avenue, followed by Georgetown and the Pentagon, was identified as the most frequently proposed AM peak period destination. The most frequently cited AM peak period origin was Fort Washington, followed by Woodbridge, and Port America (or National Harbor), and Indian Head. Field review of other possible origins based on proximity to the Potomac River, proximity to the I-95/US1 travel corridor, and accessibility to existing and proposed residential development yielded two additional potential sites, Marumsco Creek and Neabsco Creek. Fourteen (14) termini were identified for consideration in developing alternative ferry routes. The termini are depicted in Figure 3-1.

An early determination of potential routings was performed to identify six linked pairs of origin and destination areas:

• Woodbridge/Belmont Bay to SW/SE Washington, DC

• Woodbridge/Belmont Bay to the Pentagon

• Neabsco Creek to SW/SE Washington, DC

• Woodbridge/Belmont Bay to Alexandria

• Neabsco Creek to the Pentagon

• Fort Washington to SW/SE Washington, DC

These potential routes were further refined by examining preliminary estimates of travel times between the combinations of origins and destinations and comparing them to travel times of other transit modes, including rail transit, HOV, express bus, and LOV (or SOV).

Table 3-1 - Proposed Termini - Previous Ferry Studies

Figure 3-1 - Potential Termini

Travel Time

Travel time comparisons were refined for modal comparisons. Travel times for the ferry routes were modified to reflect both restricted and unrestricted speeds. Research conducted during the study revealed several locations that had speed restrictions. The most notable areas are north of the Woodrow Wilson Bridge, in waters patrolled by the DC Harbor Police. These areas are depicted on Figure 3-3. Other restrictions exist in Maryland near the Fort Washington Marina and in Virginia on the Occoquan River.

The estimated travel times were refined to reflect the additional time needed to pass through the restricted waters. Travel times on the Potomac River, beside the City of Alexandria and along the Anacostia River, to/from the Navy Yard are significantly increased. Figure 3-4 displays the travel times by transit mode versus the ferry travel times.

Capital costs for each of the origin docking sites were estimated. The costs include automobile access, parking improvements, pedestrian improvements (including shelters and ADA related upgrades) and dock improvements. Cost estimates for ferry vessels were also provided for each alternative ferry route. The capital costs estimates are summarized in Table 3-3.

The potential for reducing traffic demand through the Springfield Interchange area and over the Woodrow Wilson Bridge was addressed by conducting a ‘select link’ analysis of these two congested locations. Daily traffic at these locations was examined relative to the possible pairing of origins and destinations by a ferry commuter service. The estimated daily traffic between the potential ferry origins/destinations that would also travel through these two congested areas was low. Table 3-4 summarizes the select link analysis. It is unlikely that all of the traffic would divert to ferry service as an alternative. If a tenth of the demand could be moved to ferry service, 150 daily trips from the Springfield Interchange area and 380 daily trips from the Woodrow Wilson Bridge might be diverted. These represent a fraction of a percentage of the traffic. A tenth of a percent of the 370,000 vehicles per day that travel through the Springfield Interchange area would be diverted under the ten- percent assumption. Approximately two tenths of one percent of the 175,000 vehicles per day that travel over the Woodrow Wilson Bridge would be diverted under the one-tenth diversion assumption.

Figure 3-3 - Speed-Restricted Areas 

Figure 3-4 - Travel Time Comparisons 

Table 3-3 - Estimated Capital Costs

Access Improvements

(1) Assumption: 250-space lot and no land acquisition costs

(2) Assumption: 149-passenger vessel at $3 million each

Table 3-5 - Terminal Accessibility

Table 3-6 - Evaluation Matrix