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Ferry Boat Feasibility Study

Executive Summary

The Virginia Department of Transportation conducted a Passenger Ferry Boat Feasibility Study, from November 1, 1999 to February 28, 2000, to determine the feasibility of operating high-speed passenger ferry boat service on the Potomac River.

United States Congressmen Frank Wolf and Tom Davis sponsored legislation in October 1998 for grant funding to study the development of a high-speed passenger ferry boat service on the Potomac River between Woodbridge, Virginia and the District of Columbia. This grant initiative was based on continuing interest in utilizing the Potomac River for transportation service, the desire to alleviate significant impacts on motorists during the I-95 Springfield Interchange and Woodrow Wilson Bridge reconstruction over the next 10 years, and the potential for private ferry operators to access public funding.

The proposed area for service operations includes Virginia, Maryland, and the District of Columbia, and extends from Cherry Hill, Virginia on the south to the District of Columbia on the north. Feasibility is determined by a number of factors, including: potential market for this service, the impact of a ferry operation on existing transit services, landside/waterside infrastructure, and funding needs. The study accounts for the existing travel conditions in Northern Virginia, ongoing construction activities, and documented projections of increased travel in the corridor. It also explored the role of passenger ferry boat service as an integral and economically sustainable component of the region’s transportation system.

A phased implementation plan is recommended that provides for public activities to facilitate establishment and operation of a private ferry venture.

Previous Ferry Initiatives

Organizations, private operators, and local, state, and federal agencies have studied the feasibility of instituting high-speed passenger ferry boat service on the Potomac River since 1964. However, high-speed passenger ferry boat service has not been implemented as a result of these initiatives.

Study Corridor

The study corridor was defined over a 40-mile length of the Potomac River between Washington, DC and Quantico, Virginia. On the water, high-speed passenger ferry boat service along the Potomac River would involve the Anacostia River, Occoquan River, and several inlets along the Potomac River. The river aligns in a north-south direction with four major roadways: I-95/I-395 and Route 1 in Virginia and Route 210 Indian Head Highway and I-295 in Maryland. These major roadways are interconnected with other radial arterials providing additional north-south roadway commuting capacity.

The study corridor is currently served by a variety of public transportation alternatives:

  • Metrorail/Metrobus Service,

  • VRE Commuter Rail Service,

  • PRTC Express Bus Service,

  • Fairfax Connector Bus Service,

  • Commercial Van Pools,

  • Park-and-Ride lots, and

  • Private bus companies.

Study Corridor Growth

The overall population and households are expected to show significant growth along the I-95/Route 1 corridor over the next decade. An increase of 23% is expected with respect to the existing 63,000 households. A 10% increase (population and household) is projected for the Route 210 corridor in Maryland. At the same time, Washington, DC will experience significant growth in employment, with the addition of 48,000 jobs by 2010. Growth throughout the corridor in the next 10 years will increase traffic volumes and significantly impact congestion, most notably in the I-95/Route 1 corridor.

The severe traffic congestion throughout the Washington metropolitan area occurs primarily during morning and evening peak periods. Data collected by the Northern Virginia Transportation Coordinating Council (TCC) for their 2020 Transportation Plan predicts a 50% growth in person-work trips from the study corridor to the DC core from 1990 to 2020. The analysis also indicated that traffic volumes on I-95/I-395 would continue to exceed the capacity of the facility through 2020.

Alternatives Studied

An initial list of destination docking sites, or termini, was identified from sites considered in previous studies and field visits. Also, an opinion survey of 600 residents in the Study Area was conducted. From these data, a first screening resulted in the development of six alternative ferry routes for further evaluation. After comparing estimated travel times by competing transit modes, the six routes were reduced to four alternatives. Measures of effectiveness for evaluating the alternative routes were established and a screening of the four alternatives further reduced the number of routes to two:

  • Woodbridge to the Navy Yard and

  • Fort Washington to the Pentagon.

The key measures utilized in selecting these alternatives included connectivity with other transit modes, travel time advantages, and gross indicators of market potential based on the proximity of households and employment. Capital costs for the origin docking sites were estimated, including automobile access, parking improvements, pedestrian improvements, and dock improvements. Cost estimates for ferry vessels were also provided for each alternative route. Environmental considerations were examined for each docking site. It was determined that existing speed restrictions on the Potomac, Anacostia and Occoquan Rivers would increase ferry travel times to a point that the service is not competitive with other travel modes. Therefore, for the purposes of developing a ferry plan, it was assumed that waivers could be secured from the Washington, D. C. government and the State of Virginia.

Ferry Service Plan

The Woodbridge to Navy Yard route was selected as the recommended service for initial operation. A ferry service plan was developed for this route. Summary attributes include:

  • 30 minutes headway
  • 45 minute one-way travel time (assumes no speed restrictions)
  • 27 MPH average speed
  • 12 daily trips
    • Morning – 6:00am – 8:30am
    • Evening – 4:00pm – 6:30pm
  • Capital cost - $9.7 million
    • Access Improvements - $590,000
    • Vessels - $9,000,000
    • Floating Docks - $150,000
  • Patronage Projections
    • Base Year (2000) – 345 per day
    • 5 Year (2005) – 600 per day
    • Design Year (2010)– 345 per day
  • Operating Projections
    • Base Year
      • Revenues - $403,257
      • Expenses - $2,026,000
      • Loss - $1,622,743
      • Subsidy Per Passenger - $18.59
      • Percent Farebox Recovery – 19.90%
    • Fifth Year
      • Revenues - $701,316
      • Expenses - $2,154,704
      • Loss - $1,453,388
      • Subsidy Per Passenger - $9.57
      • Percent Farebox Recovery – 32.55%

Conclusions

There is a growing demand in Northern Virginia for actions to help ease traffic congestion, particularly in the I-95 corridor with the reconstruction of the Springfield Interchange and the Woodrow Wilson Bridge.

To attract projected patronage, the ferry service would have to operate at a speed that is competitive with other modes of travel. This speed is not attainable at present due to wake-related speed restrictions. Theoretically, vessels for this type of service are available, however, due to speed and safety concerns, vessels would have to be constructed and tested specifically for operation on the Potomac River.

Prior attempts to implement a high-speed passenger ferry boat service on the Potomac River have not been successful, primarily for economic reasons. Entry into this business requires a significant capital investment.

Precedents exist for the use of public funding in support of mass transit, including ferry service. In Virginia, public support is a local or regional function. The Virginia Department of Rail and Public Transportation coordinates financial and technical assistance.

There are no regulatory barriers to operating a high-speed passenger ferry boat service on the Potomac River. A survey of potential users indicated interest in a high-speed passenger ferry boat service. Two private ventures are attempting a passenger ferry start-up. These ventures have more revenue opportunities than a publicly supported ferry service based on potential tourism and charter activities. One venture has approached the public sector for demonstration funds.

Recommendations

Three implementation recommendations are feasible, based on obtaining speed waivers and implementing service through a private operator.

Recommendation One focuses on VDOT’s departmental resources to facilitate and support implementation by a private operator for high-speed passenger ferry boat service. Such support could include:

  • Posting signage along major roadways to advertise the ferry and direct docking services.
  • Providing assistance though VDOT public information efforts, such as VDOT’s website, public service announcements, or paid advertising.
  • Improvements to existing VDOT administered roadways, intersections, entranceways, and park-and-ride facilities that would enhance access to the docking sites, lighting, and passenger waiting facilities.
  • Assist local transportation agencies with planning and grant preparation for implementation of a commuter ferry service.

Recommendation Two assumes that a local/regional public transit agency will work with a private ferry operator to explore integration of the ferry boat service into the public transportation infrastructure. Several public transit operators in the study area, including PRTC, VRE, and WMATA, currently own and operate transportation systems. Areas for possible integration include:

  • A common fare medium,
  • Alternative service provisions for periods when the ferry cannot operate due to inclement weather, ice, or other factors,
  • Provision of collector/distributor and shuttle bus services to and from ferry termini, and
  • Other operational areas, such as insurance grant application sponsorship or joint advertising/promotion.

Recommendation Three would be considered if a private sector ferry operator is not available to implement service with the assistance described in the previous two recommendations. The third recommendation outlines the phase’s associated with a local/regional grant funded demonstration project. The purpose of the demonstration project would be to further assist the private sector in establishing commuter ferry service by implementing a one-year technical proving and one-and one-half year in-service demonstration project for service between Woodbridge and the Navy Yard. The following phased implementation program could be used to guide project development.

  1. A grant application for 100% funding should be made to the Federal Transit Administration for a demonstration of high-speed passenger ferry boat service on the Potomac River for an 18-month period. Coordination with potential service providers should be undertaken to resolve issues surrounding speed waiver requirements and other general conditions. Operating trials would need to be conducted between the potential service providers, high-speed ferry vessel manufacturers, and local jurisdictions to determine technical viability. This would ensure that the vessel would meet speed requirements. If speed restrictions cannot be raised to allow the ferry to operate on a time-competitive schedule, the demonstration project would end here.
  2. Assuming potential service providers are successful in obtaining speed waivers, a Request for Proposals for operation of the high-speed passenger ferry boat service from Woodbridge to the Navy Yard should be developed. A detailed description of service requirements schedules, performance characteristics for the vessel, and other requirements would form the basis of a bid. The private operators would provide the service using their own vessels and the service requested would meet all agency requirements and specifications.

    An operating plan and budget would be required for the demonstrating agency to provide marketing, financial, administrative, and other necessary activities. Coordination between existing public transportation operations in the corridor and ferry fare collection methods would also be required. A monitoring plan for use during the 18-month demonstration to establish and measure success criteria would be prepared.

  3. The final phase would consist of advertising the Request for Proposals and receiving and analyzing bids. The successful bidder would enter into a contract with the governing agency and service would begin if the bid price were the same, or less per passenger, when compared with VRE and OmniRide services. The service would be monitored and a report on the results of the demonstration project would be prepared.


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Page last modified: Oct. 29, 2006