Tag Archives: News

New Metro Silver Line, like other Metrorail lines, won’t run express trains

Dear Dr. Gridlock:

Has Metro considered an express option for the Silver Line, or any other line where service duplicates that of another line?

For example, could the Silver Line (when it finally opens) offer local service through theTysons Corner stops to where it merges with the Orange Line, and then go to express mode until, say, Foggy Bottom?

Silver Line riders needing stops in Virginia could switch at the merge, but those bound for the District could — in theory — save substantial amounts of time. As the Silver Line extends farther into western Fairfax and Loudoun counties — and even for those boarding in Reston — this could provide a needed incentive for single-occupant vehicles to park and ride.

— Jeff Wiese, Reston

No express service for the Silver Line or any other line. Neither the original system nor the new 11-mile extension to the Reston area was built with an extra track, which would allow trains to skip stations and bypass local trains.

This is not an unusual design for a U.S. subway system. These things aren’t cheap or easy to build.

Metrorail’s original construction costs and the disruptions of neighborhoods often threatened its completion. With the Silver Line, cost was a constant concern. In 2008, theFederal Transit Administration threatened to withhold funds because of the Silver Line’s cost.

A third track for the Silver Line would be real nice. So would a tunnel through McLean and Tysons Corner. So would an underground station near where the airplanes are at Dulles International Airport. None of those things are happening, because the cost was deemed too high.

Still, it’s easy to see Wiese’s point about the benefits of express trains. Wiese, who lives a long walk from the temporary end of the Silver Line at the Wiehle-Reston East station, expects to find many people coming in from western Fairfax and Loudoun counties as they transfer to rail for the last part of their D.C.-bound commute.

Metro and Fairfax planners also expect to see that. The garage at the Wiehle Avenue station, which can accommodate 2,300 cars and 150 bicycles, is the only one built for the five new stations.

Many bus routes will be adjusted to funnel travelers into the Wiehle Avenue station. Metro will halt its Rush Plus service on the Orange Line and shift those peak-period trains to the Silver Line so that the Silver Line can operate every six minutes during rush hours.

But Metro calculates the normal travel time between Wiehle Avenue and Metro Center at 41 minutes. That’s a fairly long time on a train. Shady Grove to Metro Center is 36 minutes. Vienna to Metro Center is 29 minutes.

The Silver Line travel times reflect the varied missions of this project. Among them: Move commuters, offer a one-seat transit link between the region’s center and the airport and provide focal points for transit-oriented development. They’re all important, but they don’t always mesh smoothly.

An air traveler bound for the District would prefer an express from Dulles to the District. A commuter who boards at Wiehle Avenue and works at the Pentagon or Crystal City wants a stop at Rosslyn for a switch to the Blue Line.

Neither of those riders will be interested in the four stops in Tysons Corner, each stop two minutes apart.

The service plan that Metro developed over the past several years is consistent with the Silver Line’s environmental impact statement, which dates to 2002. That document previews the shifting of Orange Line trains to the Silver Line, with the resulting decline in rush-hour service between Vienna and West Falls Church.

It does not make a case for express trains. Even if that could be done within Metro’s existing structure, it would require a significant cut in service for commuters waiting at stations from Ballston through the District.

As Metro’s planners look ahead to 2025 and beyond, they’re still not thinking of express tracks along existing lines, as travelers find on the New York subway. But they are looking at several other possibilities that would help move people across Northern Virginia and into the District.

A key element in the 2025 plan is a proposal to either add a track at Rosslyn to create a new link between the Blue Line and the Orange and Silver lines or open a second Rosslyn station for the Blue Line. In either case, transit staffers say, it would allow Metro to push more trains through Rosslyn and cut waiting times.

Either one would cost about $1 billion.

Beyond that, the planners are talking about the possibility of creating an inner loop of stations to add capacity in the region’s core by 2040. That would include another Potomac River crossing for trains at Rosslyn.

Add many billions more for that plan, if it someday gets approved by the region’s governments.

This is why our big plans progress like our train rides: one stop at a time.

Dr. Gridlock also appears Thursday in Local Living. Comments and questions are welcome and may be used in a column, along with the writer’s name and home community. Write Dr. Gridlock at The Washington Post, 1150 15th St. NW, Washington, D.C. 20071, or
e-mail .

Metro Transit Police arrest alleged “cell phone flasher”










An accused “cell phone flasher” has been arrested by Metro Transit Police in connection with several recent incidents on the Metrorail system.

Metro Transit Police today announced new charges against Steven Andrew Slaughter, 22, of Washington, DC, for alleged lewd acts and an assault that occurred in January.

Starting in mid-January, Metro Transit Police detectives became aware of a series of incidents in which a male subject would approach female passengers on the Metrorail system and show them a lewd photograph of himself on his cell phone screen.  In some cases, the suspect would approach victims claiming that he was raising money for a youth organization.

Slaughter was identified using Metro’s high-definition video surveillance footage, as well as witness statements and reports.

At the time of the incidents, between January 14 and 23, Slaughter was on pre-trial release for a several cases in DC Superior Court, including a charge of lewd, indecent or obscene act for masturbating aboard a Red Line train, and a second charge of simple assault from an alleged incident at Woodley Park Station in which he lifted a woman’s skirt.

The judge in the prior cases ordered Slaughter to stay off Metro, except for travel to court or case-related activity.

On January 24, Slaughter pled guilty to the earlier charges.  On February 7, he was sentenced to one year of supervised probation.

In the recent cases, Slaughter is charged with two counts of contempt because the alleged incidents took place while the “stay away” order was in effect.  In addition, he is charged with one new count of simple assault for allegedly spitting on a Good Samaritan who attempted to intervene when a victim was being harassed aboard a Red Line train.

“This case shows a clear pattern of disturbing and unacceptable behavior,” said Metro Transit Police Chief Ron Pavlik.  “Sexual harassment, inappropriate touching and lewd behavior have absolutely no place on Metro, and we will use all tools at our disposal to arrest those who commit such acts.”

Metro Transit Police offers several ways for riders to report harassment or sexually inappropriate activity.  An online web form – wmata.com/harassment – sends important information to Metro Transit Police detectives.  In addition, riders can contact Metro Transit Police 24 hours a day via text message to MyMTPD (696873) or by calling (202) 962-2121.  Victims can remain anonymous if they wish.

In addition, Transit Police remind all passengers that solicitation of donations is illegal on Metro.  Most reputable organizations, such as the Boys and Girls Club, do not use so-called “on-foot” peddlers.

Slaughter is being held pending a detention hearing scheduled for Friday, February 14 at 9 a.m.


Flyover bridge unveiled in Southeast D.C.


WASHINGTON – A new flyover bridge on Interstate 695 was quietly unveiled by the District Department of Transportation on Friday in Southeast D.C.

The new bridge provides a smooth connection between the eastbound Southeast Freeway and the outbound span of the 11th Street Bridge.

The 11th Street Bridge Project, the District’s largest road improvement project to date, is more than halfway complete. The new configuration sets the outbound side of the road in its final alignment on its approach toward the Anacostia River.

Additionally, a new on-ramp from 8th Street SE, pictured right, will allow traffic from the Barracks Row to merge onto the new bridge in the coming weeks.

Prior to Friday, eastbound drivers relied on a temporary traffic pattern, using a newly constructed inbound bridge. The inbound bridge is now closed. From the 11th Street Bridge, inbound drivers will continue to use an older flyover ramp to access the westbound Southeast Freeway.

DDOT hopes to have this ramp open within four to six weeks.

Chronic delays caused by the temporary traffic pattern have plagued morning commuters since the project began several years ago. By March, crews hope to have the freeway in its final alignment with a total of six lanes open to traffic.

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Metro Silver Line closer to an opening date this spring

This is the plaza level where riders will cross from the 2,300-space parking garage to a pedestrian bridge at the new Wiehle-Reston East Metro station. The station will be the terminus of the first phase of the Silver Line and the only Silver Line station to offer parking until the second phase opens. (WTOP/Max Smith)
This is the plaza level where riders will cross from the 2,300-space parking garage to a pedestrian bridge at the new Wiehle-Reston East Metro station. The station will be the terminus of the first phase of the Silver Line and the only Silver Line station to offer parking until the second phase opens. (WTOP/Max Smith)

WASHINGTON — After months of delays, the Silver Line is finally taking a big leap closer to opening in Northern Virginia.

The contractors building Phase One of the Dulles Rail Project say they have reached “substantial completion” Friday of the new stretch from East Falls Church to Wiehle-Reston East.

The Metropolitan Washington Airports Authority says they will immediately begin their 15 day review of the project to confirm that has reached “substantial completion.”

Once they do that, they can turn the project over to Metro for the first time.

Metro says it has up to 90 days from accepting the project to begin running passenger service.

Metro will run its own tests and train employees before opening the line, and several safety certifications are also required.

If Metro used the full 90 days, the Silver Line would open in late May, but several people connected to Metro have indicated that they hope not to need the full testing and training period.

Metro loses about $2 million each month that the Silver Line is not open.

When it does open, Silver Line trains will run from Wiehle-Reston East to East Falls Church via the four new stations in Tysons corner. The trains then follow the Orange Line tracks to Stadium-Armory, before following the Blue Line tracks to Largo Town Center.


Far Beyond Rush Hour: The Incredible Rise of Off-Peak Public Transportation

Far Beyond Rush Hour: The Incredible Rise of Off-Peak Public Transportation

Take a look at the above photo of a New York City subway platform and guess what day and time it was taken. If your snap glance absorbed only the crowd, you probably guessed a weekday rush hour. But look more closely. You don’t see grey-haired men in flannel suits with solemn faces, you see All The Young Dudes in jeans just kind of slouching there, dude-like. You don’t see businesswomen striding for the stairs, you see ponytails and a lime green T-shirt that wouldn’t fly even on the most casual of Fridays.

This is not the picture of a platform at morning or evening rush on a weekday in Manhattan. It’s the picture of a platform at half past one. In the morning. On a weekend. In Brooklyn. It’s also a sign of things to come.

The growth of midday, evening, and weekend transit use is not unique to this particular stop on the New York City subway. More critically, the rise of off-peak ridership is not unique to New York City or to subway systems, either. Metropolitan areas across the United States — whether their primary mass transit system is a metro rail or a commuter train or a bus network — are recognizing that city residents can’t get by on great rush-hour service alone. They need frequent, reliable transit all hours of the day and long into the night.

“The growth in transit ridership is happening in the off-peak hours,” says transportation planner David King of Columbia University. “It’s strange. You get on a train at five o’clock in morning and it’s jammed.”

Take the New York City subway in a broader sense. Since 2007, ridership on the weekends has grown at a much greater rate than ridership on the weekdays. During the period from 2007 to 2012, weekday ridership grew at just under 7 percent. During that same stretch, weekend ridership grew at just over 10 percent. A planning director at the Metropolitan Transportation Authority told the New York Times in 2011 that to find a similar explosion in weekend subway use you’d have to go back to a time when people worked six days a week.

“The New York City subway has seen tremendous growth on the weekends over the years,” says MTA spokesman Aaron Donovan. “Weekend growth has outpaced regular growth.”

Now head to the Midwest and take the bus system in Minneapolis-St. Paul. There, too, off-peak service demand has outpaced rush-hour growth along some bus corridors. In response, the Metro Transit agency in the Twin Cities expanded evening and weekend service last summer. Some off-peak frequencies have tripled — down to a bus every 20 minutes instead of one every hour. That puts service ahead of where it was even before the Great Recession. In other words, this isn’t just the economy recovering, it’s ridership surging.

“There’s many routes where the off-peak ridership is growing faster than the peak ridership,” says John Levin, director of service development at Metro Transit. “We’re always going and finding where we can free up resources and where we need to add resources, and it tended to be that we’ve seen the most need during the off-peak, in terms of the overall scale.”

And go to Los Angeles, where even commuter rail — the transport mode created specifically for rush-hour riders — has seen an off-peak and weekend bump in some metro areas. Metrolink spokesman Jeff Lustgarten says weekend ridership in May 2013 hit 21,315, a jump of nearly 30 percent on the year before. He says that while weekday ridership is steady, weekend growth has been in the double digits. In response to this off-peak demand, Metrolink began promoting weekend rides and recently doubled some Sunday service.

“Certainly commuter-based travel is always going to be a core component of overall ridership, but people who have recreational trips … they’re taking advantage of the system on the weekends,” says Lustgarten. “Generally speaking, people are looking for alternative means of getting around town.”

Looking for it on a weekend. In spring and summer. In Los Angeles.

•       •       •       •       •
Transit experts have been making the case for off-peak service expansion for years. It’s oftencost-efficient. (Many drivers needed for rush hour get paid to sit around during the midday hours.) It’s always great for society. (Lower-income people use off-peak transit at much higher rates than wealthy people; a 2003 study found that 60 percent of off-peak riders made under $40,000 a year.) And there’s enormous growth potential. (Two-thirds of transit trips are notwork commutes, as the Commuting in America, 2013 chart below shows, making them strong candidates to occur outside rush hour.)

“There’s long been a recognition here that frequency improvements — especially off-peak frequency improvement — more than pay for themselves in terms of ridership,” says Metro Transit’s Levin. “When we doubled the frequency on one of our core routes a few years ago, we more than doubled the ridership.”

Best of all, the benefits of full-day service create a cycle that perpetuates more transit use across the board. That’s the main takeaway of a recent off-peak service analysis made on the Pascack Valley line of New Jersey Transit commuter rail. The agency introduced non-rush hour trains on that line in October 2007 — seven inbound and six outbound where there’d been no off-peak service before. In June 2010, Devajyoti Deka of the Alan M. Voorhees Transportation Center began conducting surveys and on-board focus groups with off-peak and peak riders alike, to see how the service change had influenced their behavior.

Without question, the addition of off-peak service on the Pascack Valley line took cars off the road. In a recent issue of Transportation, Deka and coauthor Thomas Marchwinski of NJT report savings of at least 12 million vehicle miles a year. More fascinating was the way off-peak trains affected rush-hour ridership. Roughly 5 percent of surveyed riders started using more peak trains once the off-peak service was introduced. And of all the passengers who said they’d go back to driving if off-peak service were cancelled, three in five were peak riders.

Deka believes that there’s a psychological element to off-peak service that transit agencies fail to appreciate. If people know a train can take you back anytime you need, they’re more willing to take the train in during rush hour in the morning. “They have this thing in the back of their mind that if they have to come back early they can come back early, or if they have to stay late they can stay late,” says Deka. “So there is this indirect benefit which you will not notice in ridership data.”

(As for that ridership data, Pascack Valley weekend ridership was up more than 20 percent in the first quarter of 2013 over the year before, while weekday was up 8 percent [PDF]. That trend held true across the whole NJT system: weekends up 12 percent, weekdays 3 percent.)

Considering the rationale for off-peak service has been around for years, the big question is why transit agencies are only now seeing enough fresh demand to do something about it. Some agencies point to changing travel habits among Millennials. Some experts see a broader but related shift in American auto dependency, with an increasing number of urban households living car-free. That’s true even in places without great transit systems — Detroit experienced a 5 percent increase in car-free households from 2007 to 2012 — suggesting economic roots.

Immigration might play a role in off-peak demand, too. Last year, Governing reported that immigration had surpassed domestic population growth in 135 U.S. metro areas, according to Census data. Such demographic shifts could have a big influence on the nation’s transport network, because low-income immigrants are much more likely to commute off-peak than their American-born counterparts (see evening rates below), says planning professor Michael Smart of Rutgers, who studies immigrant transportation patterns. They’re also more likely to use transit for the types of non-work trips that often occur off-peak; for instance, says Smart, they’re five times more likely to take transit to get groceries.

“It’s definitely true that immigrants are more likely to be using transit to get to work in odd hours,” he says. “But even more than that, they’re much more likely than the U.S. born — particularly low-income or low-skilled foreign-born people — to use transit for things that are not about a job.”

Then there are changing work patterns themselves. The rise of telecommuting means people traveling at non-traditional times for both labor and leisure. Such shifts, in turn, mean service workers must travel at off times to get to their jobs. The result, says David King, the Columbia planner, is a bifurcation of the labor market in which neither high-skill nor low-skill workers are tethered to a 9-to-5 workday — or a 9-to-5 transit system — as strongly as they used to be.

“That will dramatically change how we travel,” says King. “What that means for future investment priorities is also important.”

•       •       •       •       •
Bay Area Rapid Transit is already weighing what off-peak demand might mean for tomorrow’s transit investments. BART has long been considered a hybrid commuter rail and metro core system: serving downtown San Francisco but also the suburban Bay area. The plans for 2025 and beyond, dubbed “Metro Vision,” call for tipping this balance toward the core end [PDF]. That means trains running every 15 minutes or better middays, late nights, and weekends — true “show up and go” service.

“That gets us less out of the commuter rail mindset and more to the metro mindset of frequent service for 18 hours a day, rather than just frequent service during the peak,” says Tom Radulovich, head of the BART board of directors. “Metro Vision, just the name of the project implies that at least the BART planners think we’re more of a metro than commuter rail. And this is what metros do — run frequent off-peak service.”

The ridership trends certainly point in that direction. Off-peak ridership on BART has grown steadily since mid-2011, often outpacing rush-hour rates. In October 2012, for instance, peak ridership grew 10 percent on the year before while weekday off-peak grew 14 percent, Saturday grew 21 percent, and Sunday grew 13 percent. The agency made off-peak expansions several years ago only to cut them during the recession, but it’s started making them again on what Radulovich calls the “shoulders of the peak.” Those first few trains after rush-hour service ended were just too crowded.

Radulovich sees a number of reasons for the rise in off-peak demand. Tech companies keeping unusual hours. Service workers returning to the job market on swing shifts. A declining rate of car-ownership among riders. Perhaps above all, a rise in residential and business development in and around BART stations — and not just those located downtown. Altogether it amounts to a culture of residents less reliant on the automobile for whatever trip purpose, at whatever trip time.

“I think those folks are going to want BART to run more frequently and be more convenient at more hours of the day,” he says. “They’re going to be interested in off-peak trips, they’re going to be interested in Saturday and Sunday frequency, they’re going to be interested in evening frequency, they’re going to be interested in late-night service, in a way that our traditional park and ride suburban constituency is not.”

Of course, if it were easy to build a full-scale all-day transit system, more cities would have done it. The challenges generally break down into money and politics (what doesn’t?). On the economic side, there’s a reluctance to shift resources away from rush-hour because that’s where ridership, and thus revenue, is more certain. Off-peak service means new operating costs, in the form of drivers and maintenance, and perhaps even new capital expenses. Since most fleet maintenance is done on weekends and nights — in a word, off-peak — some systems will need more vehicles to expand service into those periods.

At the cultural end, the low-income riders who stand to benefit most from increased off-peak service often have the weakest political voice. Some politicians carry a vehicle bias: they will see empty midday buses and trains and blast off-peak expansion as wasteful, even as they endorse highway lanes full of single-occupancy cars. Others have a rush-hour mindset: they come to work at that time, so everyone else must, too. These counterarguments aren’t always off-base. Most people do drive most places, and the biggest commute shares do occur at the peaks [PDF].

“The peak tendency has been amazingly consistent,” says Steven Polzin of the University of South Florida, co-author of the Commuting in America, 2013 series on commute trends. “One of the intriguing things is there’s been a decline of the ‘peak of the peak’ commuting, but not a lot.”

What that means is that the early adopters of tomorrow’s all-day transit systems are likely to be big agencies in major cities. That’s not to say smaller areas lack the popular demand or the institutional desire to go off-peak. Just recently Jacksonville, North Carolina, population 70,000,expanded bus service to the shoulders of the peak so more commuters could get to and from work. It’s more to say that “somebody has to change the tradition,” as Deka puts it, “and the big agencies are in a better position, I think, to change the tradition.”

Top image: Nolan Levenson courtesy Rudin Center / NYU.

This article is part of ‘The Future of Transportation,’ an Atlantic Cities series made possible with support from The Rockefeller Foundation.

Pothole causes problems on Clara Barton Parkway

tire pothole (WTOP/Kathy Stewart)

WASHINGTON – Drivers Monday morning encountered what they didn’t expect in the rain — a huge pothole on the Clara Barton Parkway near Glen Echo, Md.

At least seven drivers ended up with flat tires as they hit the pothole, which is close to the pump station, just north of the Maryland-D.C. line.

Drivers described the pothole as “huge” to WTOP.

One cab driver, who was taking a passenger to Georgetown University Hospital, said he couldn’t see the pothole. He gave up waiting on a tow truck and opted to change his tire in the pouring rain.

The pothole was about 1 1/2 feet wide, 15 feet long and 6 inches deep, according to WTOP’s Kathy Stewart, who was on the scene.

Police have blocked off the pothole with a police cruiser and a cone.

Drivers are urged to use caution along the Clara Barton Parkway.

Sarles addresses questions on Metrorail service

Metro General Manager Richard Sarles took questions from travelers on Monday about a wide range of concerns about current and future transit service. I’ve picked out a few that are frequently asked questions about Metrorail service. See the full transcript of the Sarles Q and A here.

Q, Blue Line cutbacks
After the Rush Plus cutbacks, the Blue Line is often dangerously crowded during the morning and afternoon rush, which will only get worse when the Silver Line opens. For many of us, the Yellow Line isn’t a reasonable alternative (such as for the many Pentagon to Rosslyn/Foggy Bottom/Farragut West commuters, like myself). Will there actually be 8-car Blue Line trains (not perfect, but better than nothing)? How can you justify charging us for peak service when there is actually no difference in train frequency between rush hour and not?

A. Richard Sarles
First, it is important to note that we are executing on a plan that was developed when the Silver Line was approved for design/construction more than a decade ago. That plan called for base train frequencies of seven minutes during rush hours on Orange, Yellow, Green and Silver (instead of 6 minutes today), and Blue Line trains every 14 minutes. We have worked hard to improve upon this original plan by now running the Silver Line out to Largo Town Center. By doing this, we are able to keep Orange/Yellow/Green/Silver Line trains at every six minutes, and Blue will be a consistent every 12 minutes. We will make every effort to provide additional eight-car trains on Blue to accommodate riders, and we will continue to encourage those who can consider Yellow to do so.

We will need to advance power improvements (currently called for under Metro’s 2025 plan) in order to provide all eight-car trains on the Blue line.

Q. Eight-car trains
Why aren’t all of the Orange and Blue Line trains in rush hour eight-car? Often in Rosslyn you have to wait for two-three trains to go by before you can get on in the morning. It’s going to get worse when the Silver Line starts and Orange service is cut.

A. Richard Sarles
We would like to operate all eight-car trains during rush hour, and that’s the goal we’ve set for ourselves under the Metro 2025 plan. It requires more than just additional train cars, but also upgrades to the power system and additional storage space and maintenance facilities. Funding is key to advance this project. More info is available atwmata.com/momentum

Q. Rush-hour trains that turn around
As a Farragut North to Shady Grove rider, the rush-hour trains that turn around at Grosvenor are a major pain. I really wish this practice would end.

A. Richard Sarles
Metro 2025 calls for all eight-car trains during rush hours, with all Red Line trains running the full length of the line, from Shady Grove to Glenmont. No more turnbacks at Grosvenor or Silver Spring. This requires funding for additional rail cars, power upgrades and yard storage and maintenance.

Q. Weekend service
Why does weekend Yellow Line service frequently only run to Mount Vernon Square? With weekend headways [the gaps between trains], it can’t be THAT hard to set the schedule to allow for turning the trains around at Fort Totten.

A. Richard Sarles
We turn Yellow Line trains at Mt Vernon Sq on weekends only when there is work on either the Yellow or Green line that necessitates it. For example, if the Green Line is single-tracking between Fort Totten and Prince George’s Plaza, Yellow Line service has to turn back at Mount Vernon. This weekend, Yellow Line will operate to Fort Totten.

Q. Green Line
I transfer at L’Enfant Plaza daily. Often two-three Yellow Line trains whiz by, followed by one extremely packed Green Line train. Why the imbalance in train frequency and length when ridership is so heavy on the Green Line? Is there a fix in sight?

A. Richard Sarles
There has been an increase in the number of Yellow Line trains. These are former Blue Line trains that have to be rerouted over the [Potomac River] bridge in anticipation of the arrival of Silver Line. During rush hours, the southbound frequency should be: Green to Branch Ave every six minutes, Yellow to Huntington every six minutes, and Yellow to Franconia-Springfield every 20 minutes (will be every 12 minutes once Silver Line opens).


132 new D.C. speed cams start ticketing today

traffic calvert 39th (WTOP/Kathy Stewart)

WASHINGTON – Today, the 132 newly installed traffic cameras around the District will start issuing tickets.

For the last month, drivers were just getting warnings.

The cameras are part of the Metropolitan Police Department’sStreetSafe initiative to better respond to the safety concerns of D.C. residents.

Read more about automated traffic enforcement on the Metropolitan Police Department’s website. Click here.

See the full map of enforcement camera locations.

The tickets will range from $50 to $300.

Learn more about the breakdown of how many cameras will be deployed to track each offense and the fines associated with those infractions. Click here.

Follow @WTOPTraffic on Twitter.

Gas prices dip again


WASHINGTON – Gas prices are edging lower, but just like the recent weather, it may be the calm before the storm.

AAA Mid-Atlantic says the average price of regular gas in the D.C. metro area is $3.32 per gallon, down 2 cents from last week and down 21 cents from this time last year.

The national average is $3.28 per gallon — 14 cents less than this time last year.

But AAA predicts drivers will start to pay more this month because of refinery maintenance, which can limit supplies. Frigid temperatures can cause refinery issues that push prices higher. But it can also decrease demand, as motorists limit their driving.

2/2/14 Week Ago Year Ago
National $3.28 $3.29 $3.50
Washington, DC $3.53 $3.55 $3.64
DC Only $3.53 $3.55 $3.64
DC Metro $3.32 $3.34 $3.53
Crude Oil $97.49 per barrel (at Friday’s close) $96.64 per barrel (1/24/14) $97.49 per barrel (1/31/13)