http://www.progressiverailroading.com/csx_transportation/news/CSX-train-passes-through-new-DC-tunnel--50465?
Never too old to have a happy childhood!
BaltACD, I recently read where CSX is also going to work on improving clearance in the Howard Street tunnel in Baltimore and is working with the State of MD and the Feds to secure some grants for a portion of the work. When that gets done will CSX be cleared for doubleststacks up the Eastern seaboard from Miami and Tampa to Boston?
kgbw49 BaltACD, I recently read where CSX is also going to work on improving clearance in the Howard Street tunnel in Baltimore and is working with the State of MD and the Feds to secure some grants for a portion of the work. When that gets done will CSX be cleared for doubleststacks up the Eastern seaboard from Miami and Tampa to Boston?
No! Only as far as the Port of Baltimore. Boone Tunnel just TT West of control point 58th Steet is the next impediment, there may be others in the Philadelphia area. While Q190 & Q191 handle double stacks out of Philadelpia to points East of Philadelphia, they utilize a NYSW route to North Bergen, not a fully CSX route.
Quoting Balt "There are also numerous locations where two carriers own tracks that are parallel to each other and the tracks are operated as double track with one carrier dispatching the double track territory.
The B&O & PPR had a pair of these situations. Between JO Tower in Akron and Warwick each carrier owned one track and the PRR dispatched it under PRR rules. Between Newark, OH and Columbus each carrier owned one track and the B&O dispatched it under B&O rules." I know of another: between Joliet and Pequot, Ill.; the Santa Fe and Alton had the same kind of agreement , which was continued under new ownerships. So, when I traveled between St. Louis and Chicago, I did not know which road I actually was on between these two points.
Johnny
Deggesty I know of another: between Joliet and Pequot, Ill.; the Santa Fe and Alton had the same kind of agreement , which was continued under new ownerships. So, when I traveled between St. Louis and Chicago, I did not know which road I actually was on between these two points.
The UP does not run trains over that route anymore. When the GM&O supplied the southern Illinois coal to Commonwealth Edison Joliet generating Station, the unit trains used that route from the south and the ComEd's coal dumper was located adjacent to it. But when the station switched to lower sulfur Wyoming coal, the unit trains came from the North through Joliet via the EJ&E. The track from Coal City was sold to BNSF. Looking at Google Maps at Coal City where the AT&SF went West while the GM&O went south, one can see that the line is severed.
https://www.google.com/maps/place/Coal+City,+IL/@41.2960907,-88.266081,133m/data=!3m1!1e3!4m5!3m4!1s0x880e8264fa12137b:0xcd9a368c07fd6526!8m2!3d41.2878096!4d-88.2856185
Also, UP has extended their siding North into Braidwood and has discussed plans to extend double track from Braidwood North to Joliet.
Actually the joint track in the Akron, Ohio area was between Arlington (a little north of JO per PRR timetable direction) and Warwick. When I was in Youngstown, Ohio and had this territory the Conrail dispatchers (former PC/PRR) working for me had this territory. We ran more B&O's than Conrails. Although the description that PRR/PC/Conrail owned one track and B&O the other is correct, I recently found out that it's a little bit more complicated than that. In the original agreement (you can find it in one of the volumes of the Corporate History of the Lines West of the PRR), the PPR company, the CA&C, sold an undivided 50/50 ownership interest in the right of way to the B&O. The agreement consumes many pages with a lengthy title description. Essentially the property underneath the tracks was owned 50/50 by PRR/PC/Conrail and B&O per that agreement.
The joint track of the IHB/BOCT is from Blue Island to McCook (Superior) and stems from an 1896 Agreement made between the BOCT predecessor, Chicago & Calumet Terminal Railway - later Chicago Terminal Transfer Railway - then BOCT - and the IHB predecessor, Chicago Hammond & Western - later Chicago Junction - then sold by the CJ to the newly formed IHB in 1907 - for the CH&W to operate the line. Newspaper articles at the time initially had the CH&W claiming it was going to build its own line parallel to the C&CT. Those statements were shortly followed by the October, 1896 Agreement.
BaltACD
BALT: The dispatcher's display is very revealing. Questions.
The 2 main tracks from LaEnfant thru Long bridge to RO are often cited as the limiting factor for the number of trains thru put. There is approximately 8 - 10 miles from WASH Union station and the south end of AF ? Would more trains be possible if high density signaling was installed on that segment ? Amtrak's installation of high density thru the North river tunnels and beyond enabled increase in trains by some 2 - 4 trains per hour.
LaEnfant does complicate the problem due to VRE only having one useable station track there. Do you know how many intermediate signals and spacings are on the segments between the various CPs ? Would another CP some where along this portion help ? Of course Amtrak and Virginia DOT would need to pay for any of these improvements.
Any studies ?
blue streak 1 BaltACD BALT: The dispatcher's display is very revealing. Questions. The 2 main tracks from LaEnfant thru Long bridge to RO are often cited as the limiting factor for the number of trains thru put. There is approximately 8 - 10 miles from WASH Union station and the south end of AF ? Would more trains be possible if high density signaling was installed on that segment ? Amtrak's installation of high density thru the North river tunnels and beyond enabled increase in trains by some 2 - 4 trains per hour. LaEnfant does complicate the problem due to VRE only having one useable station track there. Do you know how many intermediate signals and spacings are on the segments between the various CPs ? Would another CP some where along this portion help ? Of course Amtrak and Virginia DOT would need to pay for any of these improvements. Any studies ?
If passenger was the only traffic between Virginia and RO a shortened distance between intermediates would increase the maximum traffic potential - passenger IS NOT the only traffic - CSX's 14K foot freights operate through this territory also and they need the intermediates spaced out account of their braking distances. CSX is currently operating 4 scheduled manifest trains in each direction as well as 4 scheduled intermodal trains in each direction as well as coal and empties on a irregular basis, there is also a round trip of a trash train between Sealston, VA and Jessup, MD on a daily basis.
BALT: Thought that reduced spacing would require more aspects on signals especially advanced approach. Freight train speed limits might be able to have a slower speed than a passenger train when approaching anything other than clear signal ?
There is a lot of talk that CSX is increasing its signal spacing to reduce costs of more signal locations ? We have one spacing here of 5.1 miles. It even requires a repeater ( no signal ) bungalow at about 1/2 of distance. Any train in that block causes proceeding signal to display restricting until end of train clears that 5 + miles. So a train following a 2 mile train will have its loco 7 miles behind proceeding train. That certainly does not appear to be required for stopping.
blue streak 1 BALT: Thought that reduced spacing would require more aspects on signals especially advanced approach. Freight train speed limits might be able to have a slower speed than a passenger train when approaching anything other than clear signal ? There is a lot of talk that CSX is increasing its signal spacing to reduce costs of more signal locations ? We have one spacing here of 5.1 miles. It even requires a repeater ( no signal ) bungalow at about 1/2 of distance. Any train in that block causes proceeding signal to display restricting until end of train clears that 5 + miles. So a train following a 2 mile train will have its loco 7 miles behind proceeding train. That certainly does not appear to be required for stopping.
I don't know what they are doing on the A&WP any longer. On the RF&P the intermediates are being respaced to a nominal 3 miles from the former 2 miles.
When I was last associated with the A&WP it was signalled 'dark' territory with absolute permissive block signalling. Trains moved with 'proceed blocks' issued by the Train Dispatcher on signal indication. The RF&P is CTC all the way except for the Sealston Branch from Dahlgren Jct to the Birchwood Power Plant at Sealston, which is dark without signals.
2 mile trains on CSX are so '20th Century' - the new standard is 14K +/- and if they get to 15K it is no big deal.
BaltACD I don't know what they are doing on the A&WP any longer. When I was last associated with the A&WP it was signalled 'dark' territory with absolute permissive block signalling. Trains moved with 'proceed blocks' issued by the Train Dispatcher on signal indication. 2 mile trains on CSX are so '20th Century' - the new standard is 14K +/- and if they get to 15K it is no big deal.
When I was last associated with the A&WP it was signalled 'dark' territory with absolute permissive block signalling. Trains moved with 'proceed blocks' issued by the Train Dispatcher on signal indication.
On the A&WP the intermediates are still ~2.1 miles apart with full CTC. Since your time two 10,300 sidings were added with the CTC for the BNSF double stack haulage trains. So from East point there are now 3 10k sidings a 20 k siding at Palmetto still one 7000 ft north of Lagrange. Plus several industrial sidings. The siding at LaGrange is now #2 MT about 3 miles long. That is to handle the Lineville sub diversions since the bow line downgrade.
As the track went from ABS the rail was 112# welded relay to 131# new and now 141# new. But whole sub still 50 MPH MAS all trains due to substandard sub grades. .
Long trains run about 9600 feet. An exception might be an occassional 14k empty unit or bare table only. Now there is some new signaling going in on the LaGrange 2 MT and Lineville sub 2MT there. Spacing still the same..
BaltACD On the RF&P the intermediates are being respaced to a nominal 3 miles from the former 2 miles. 2 mile trains on CSX are so '20th Century' - the new standard is 14K +/- and if they get to 15K it is no big deal.
That seems very counter productive on a 2 MT route over the Long bridge. That would seem to require a following train to be at least 6 miles behind a proceeding train. May be wrong but if spacings were about 1 mile then following trains could get a clear 3 miles behind, advanced approach 2 miles behind, approach 1 mile. What gives ? Does VRE and Va DOT know this is the case ?
This whole thing reduces the number of rush hour trains that can pass any point in an hour.
Virginia ave tunnel progress. Note first part of second tunnel roof cap has been poured. Hopefully HH will not interfeer ?
http://virginiaavenuetunnel.com/index.php
blue streak 1 Virginia ave tunnel progress. Note first part of second tunnel roof cap has been poured. Hopefully HH will not interfere?
Virginia ave tunnel progress. Note first part of second tunnel roof cap has been poured. Hopefully HH will not interfere?
Shhhhhhh! Don't give him any ideas....
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
August progress report.
http://virginiaavenuetunnel.com/sites/default/files/Coffee%20with%20Chuck%20Presentation%20August%208-16-17.pdf
Surprised EHH hasn't abolished Chuck's position. Who needs to placate the people in the Nations Capital?
EHH knows if he stops that project he will have a DC rammed so far up his rear end that he will need to open his mouth for the owner of said boot to untie his laces.
Shadow the Cats ownerEHH knows if he stops that project he will have a DC rammed so far up his rear end that he will need to open his mouth for the owner of said boot to untie his laces.
I am not worried about EHH stoping the project - just the company interface with the community.
September progress report
http://virginiaavenuetunnel.com/sites/default/files/Coffee%20with%20Chuck%20Presentation%20September%209-12-17.pdf
october 2017 progress report
http://virginiaavenuetunnel.com/sites/default/files/VAT%20Oct%2017%20Open%20House%20Exhibits_1.pdf
November 17th update and progress report.
http://www.virginiaavenuetunnel.com/sites/default/files/Coffee%20with%20Chuck%20Presentation%20November%2011-15-17.pdf
Jan 24 update pictures
http://virginiaavenuetunnel.com/sites/default/files/Coffee%20with%20Chuck%20Presentation%20January%202018.pdf
Final concrete pour for second tunnel's cover just poured. Starting to close in on installing second track.
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Featured Updates: 1. VAT Team Completes Final Roof Pour
2. Saturday Work, March 24th 3. 3rd Street and 300-block restoration work continues 4. "Coffee with Chuck" Presentation Now Available
Dear Neighbors: Following are updates about current activities throughout the Virginia Avenue Tunnel project area. 1. VAT Team Completes Final Tunnel Roof Pour The Clark/Parsons JV Virginia Avenue Tunnel team this week completed the final concrete tunnel roof pour for the entire VAT project. The team poured over 84,000 cubic yards of concrete for the tunnel, and has completed the effort on schedule. The entire project remains on schedule for completion in Fall of 2018, within the 42-month construction period identified at the project outset.
2. Saturday Work, March 24th CSX expects to conduct construction-related work on Saturday, March 24th, between 7 a.m. and 7 p.m. at locations throughout the Virginia Avenue Tunnel project area. Activities on Saturday may include backfilling of existing excavation areas, demolition and removal of temporary bracing, street restoration work, and concrete construction activities. CSX does not expect any of this to be disruptive, and will implement mitigation measures to reduce the impact this work may have on neighbors. Small groups of workers may be present on the site throughout the weekend to monitor the status of pumps and other essential equipment, but activity will be very limited and is not expected to be disruptive. 3. 3rd Street and 300-block restoration work continues. Work continues to progress on the street and open-space restoration at the intersection of 3rd Street and Virginia Avenue and in the 300-block. New paving, granite curbing, sidewalks, drainage and underground work for streetlights are well underway. In the upcoming weeks, CSX will remove stockade fences and install temporary chain link fencing to allow for final landscaping. CSX appreciates the community’s patience while we complete this important work. 4. "Coffee with Chuck" Presentation Now Available Thanks to everyone who joined us for "Coffee with Chuck" on Wednesday morning, March 21st. Exhibits from the meeting are now posted to the project website. Please plan now to attend our next "Coffee with Chuck" on Wednesday, May 16th.
For more information about the Virginia Avenue Tunnel project, we encourage you to visit www.virginiaavenuetunnel.com , stop by the CSX Community Office or call CSX at (800) 494-1049 . Sincerely,
The VAT Project Team
Last of work being completed. Trees now being planted. Must have missed it but does anyone know if the second tunnel track now in service ?
Thanks for your updates. If have been following them on this interesting project. I was looking at their web site recently and could not figure out what they were doing. I think they must be near the end and are not keeping things up to date. Maybe you could call Chuck and ask him?
blue streak 1 Last of work being completed. Trees now being planted. Must have missed it but does anyone know if the second tunnel track now in service ?
I saw two moving freight trains heading in opposite directions at Virginia two weeks ago, so I'm guessing both tracks are in service now.
NittanyLion I saw two moving freight trains heading in opposite directions at Virginia two weeks ago, so I'm guessing both tracks are in service now.
If so, then Hooray!!
And a project long overdue...
CSX considers the project complete except for a few landscaping items. No more bulletins.
https://iqconnect.lmhostediq.com/iqextranet/view_newsletter.aspx?id=100572&c=csx_connect&plain_text=Y
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