NEC master improvement plan

[blue streak 1]

Gentlemen something has gone wrong with my computer and would not paste or edit this properly. My appologies 

The Northeast corridor states and RRs + Amtrak have released their master plan to improve the corridor and get infrastructure to a "state of good repair"  (SOGR) 

  http://www.njtransit.com/var/var_servlet.srv?hdnPageAction=HighSpeedNECTo 

The revised NEC infrastructure Master Plan was released as of Thursday May 20. (original pl 2007). The plan is a complete wish list for both 2030 and long rang 2050 needs complied by the states, RR operators, commuter agencies, etc. (All agencies in the main line corridor). This is a very comprehensive plan and has a few surprises and many stats. This plan uses the Amtrak PRIIA Sec 212 report of last October 19^th   (for improving transit times) that Amtrak released but did not submit to the FRA for lack of some environmental and other reports.  The plan also admits that there are some items that the authors have no up to date data. Example the last all modes intra region travel pairs study dates to 1995. (That is: every city area to every city area must be thousands of city pairs). The plan is signed off by all states from Maine to Virginia including DC; Amtrak, Commuter RRs, Freight RRs. I guess you could call it the ultimate wish list however I will only highlight those items that effect Amtrak.

 

A.     This is an application for FRA matching funds for a Programmatic Impact Environmental Statement (PEIS) and Service Development Plan (SDP) for additional studies and to determine what needs to be done after the present “Phased Program” that is being implemented under yearly capital plans and ARRA.(ex: Portal bridge). The original Master Plan (October 2009 last year) was not submitted because the FRA determined that the PEIS and SDP were first needed.

 

1.     The rail lines instead of being defined as hub and spoke are more like “spine and rib”. This has the BOS – WASH – Richmond line defined as the “main line” connecting lines are “branch lines” and the lines mainly                    are “connecting lines”

 

2.     The study milestone costs will be PH I 4.8M, PH II 2M, Ph III 4M, & Ph IV  8M3.     Study anticipates the need for $52B thru 2030 for SOGR and improvements.

 

B.     Ridership forecasts have the  expectation for nearly doubling by 2030 (LIRR increase of only 28% pulls this figure down)

 

1.     (In table 12) Four of Amtrak’s top ten city pairs (2008) are NY – ALB (#5), NY – Wilmington (#7), NY – BWI (#9), & NY – Providence (#10). Of course NY – WASH (#1), and NY – PHL (#2) for almost 49% of passengers in these 2 markets.

 

2.     More importantly the ridership over the NEC is anticipated to be much the same between regional locations. RIC – WASH Not denoted;  Dc/Md/De – Pa 29M, Pa – Nj 36M, Nj – NY 31M, NY – Upstate Ny 14 M: Ny – Ct, CT – Ma, Ct – Ri, Ri – Ma, Ma – NH/Vt/Me – 20 M.

 

3.     This means that many trains can go from BOS – WASH carrying  high loads with an additional  few originating NYP – WASH which can mean a higher utilization of rolling stock.

 

4.     The 14 M to Albany seems to indicate major infrastructure improvements on that route. (more later)

 

5.     One fact is that of the total FY2008 NEC Pass miles totaling 4.99B the Amtrak share is 2.35B with remainder divided up by the commuter agencies. Amtrak 154 trains and commuters running 2118 trains. With that fact the car miles are 48% Amtrak and 52% commuter.

C.     Trip times.  See report’s table 11 for complete breakdown. All new Amtrak rolling stock equipment specified for 160 MPH service.

1.     Four 2 stop Acela expresses NYP – WASH 2:15 other Acela 2:21.

 

2.      BOS – NYP 3:083.     Regional BOS – NYP 4:06; NYP – WASH 3:06; NH – NY 1:34; NYP – PHL 1:164.       D.     Additional services

 

1.     Acela – 15 RTs  BOS – NYP - WASH except some of these O and D NYP. Wonder how the present restrictions BOS – NYP will be resolved?

 

2.     Some Regional BOS – Springfield – NH – WASH. No mention of any O&D BOS North station which I believe is a glaring omission. State of Maine are you aware?

 

3.     31 NYP – WASH regional RTs including 16 going south of WASH. (1/2)

 

4.     Long distance ridership not expected to increase enough to require more trains. (Hmm wonder about Florida services)

 

5.     Additional trains to Greenfield, Ct (Conn river route)

 

6.     More Empire trains  

 

7.     More NYP – PIT

 

8.     Pocono corridor  

 

9.     NYP – RIC – Petersburg – Norfolk

 

10.  Regional  NYP – Dover – Ocean City Md.

E.     Infrastructure imp. Will use the breakdown North – South that is in the report.

1.     BOS south station –  Re establish 3 – 4 Inland route RTs BOS SS – Springfield – NH with some continuing to NYP and south. No trips to North Station but MBTA is (or already bought) buying the Grand Junction Connector from the Worcester route to North Station. SS add 6 station tracks; Do full EIS for North Station -  South station connector track(s); Fill in triple track for 3 tracks from BOS – Attleboro and electrify all tracks including sidings. Also electrify secondary Fairmont line BOS – Readville for future electric commuter operation and make available for Amtrak detours.

 

2.     SLE storage yard near New London to eliminate D/H NH – Old Saybrook. Dual side high level station sidings and track upgrades New London – NH including more 3^rd track. Raise some bridges to eliminate bridge openings and allow an increase of present Amtrak frequencies.

 

3.     NH – New Rochelle: Restore NH – Devon 4^th track. rebuild and maybe raise 4 movable bridges. Possible flyovers for Waterbury, Danbury, and New Cannan branches. Upgrade signals and CAT. Modify curves. Evaluate a New Rochelle flyover.

 

4.     New Rochelle – NYP: 3^rd track curve mods. Const tension CAT. Harold intersection ( now under const by LIRR including bypasses both east and west bound). Study additional east river tunnels. 6 additional tracks at NYP and Moynihan

 

5.     For the mileage from New Rochelle to West portal of North River tunnels a separate study will be initiated for: 3^rd track Hell Gate line; Harold bypasses, additional east river tunnel(s); NYP additional 6 platform tracks, Moynihan station platform lengthening; additional North River tunnel(s).  All items interrelated .

 

6.     4 tracks + from west portal of North River tunnels thru Newark. New Portal bridge; Grade separate Raritan line. 5^th track Newark thru and including the Elizabeth curve straightening. SEPTA storage yard NE of Trenton at Barracks yard.

 

7.     Straighten Trenton -  PHL

 

8.     PHL station track configuration is subject to a further study.

 

9.     PHL – Claymont: general improvements

 

10.  Claymont – Newark, De all 3^rd track.

 

11.  Newark, De: MARC anticipates 36 RTs north of BAL and 75 RTs south of BAL requiring 4 tracks to WASH. Amtrak from 40 – 55 RTs

 

12.  Replace 3 bridges in MD (Gunpow, Susquehanna, & Bush). Additional tunnel at BAL  (B&P).  A separate MARC document envisions 4 tracks from Claymont, De -  Wilmington – New Carrollton and 3 tracks there to WASH. This will allow 150 trains / day BAL – WASH with 30 min intervals thru day and 15 Peak trains. Additional storage yards at WASH, BAL, Edgewood, Newark, De.

 

13.  Wash Union station requires a separate study to decide on interlocking changes, upper level platform lengthening and lower level configurations including more tracks for thru trains of Amtrak, MARC and VRE. No mention of an additional 1^st Ave tunnel (from union station to Virginia Ave.)

 

14.  WASH – Richmond: Additional Virginia Ave tunnel to improve CSX fluidity and allow double stackers. 4 tracks from Va. Ave to AF interlocking including a new and replaced Long Bridge. Station platforms on both sides of tracks. At least 3 tracks to Richmond; Acca yard bypass; Main St station improvements and eventually reconnections for Petersburg trains. Improvements where possible for 110 MPH service, Passenger equipment storage yard at old SAL Brown St. Yard.

 

15.  PHL – Harrisburg: Possible speeds above 125 MPH when final grade crossings eliminated & ACSES signaling included.

 

16.  NYP – Albany: Double track all segments NYP – Spuyten Duyvil including the bridge; Eliminate pole line signaling all the way to Albany; 3^rd track to Poughkeepsie; Albany – new track and extended platforms, increase yard capacity, and a biggie – Replacement needed for the Livingston Ave deficient single track bridge over the Hudson with a new double track bridge. Complete double tracking to Schenectady and maybe to Hoffman’s Jct.

 

17.  Double track NH – Springfield with 3^rd track sidings for Amtrak and Conn DOT 36 trains with ½ hr peak service intervals and electrify entire route to 25Kv 60Hz for 36 CDOT and 28 Amtrak trains a day. Add additional Amtrak service on the Conn river line north of Springfield to Greenfield (knowledge corridor). Replace Hartford viaduct. Upgrade and/or eliminate all grade crossings. 13 interlockings to minimum of #20 turnouts. Rebuild shore Line interlocking. ACSES signaling. Improve Hartford and Springfield stations. (Restoration is a hoped for at Springfield but I have my doubts).

 

[billio]

Thanks for posting, Streak.  This is where the big bucks for high speed rail should have gone instead of wasting on Ohio, Illinios, Florida and other places where the riding population is augmented by gophers and lizards.

[aegrotatio]

Two-Stop Acela Expresses!!

Didn't they try something like that already and ridership didn't demand it?

 

[blue streak 1]

aegrotatio

Two-Stop Acela Expresses!!

Didn't they try something like that already and ridership didn't demand it?

 

I believe it was a 1 stop in PHL only. Of course none of this can happen until there is more equipment. More Acelas? probably not before 2018. This Master Improvement Plan does not address the rolling equipment or should it. The plan is only infrastructure related. Maybe the 2 stop was mentioned as a referrence for infrastructure improvements.

One item that was not mentioned is the FRA is proposing an increase in cant deficiency operations to 0.15 gravity from 0.10 G. They did not propose a further increase of superelevation and in fact said all equipment will have to have no less than 60% (?) of its flat track weight on the high side whenever equipment is at rest. That may change a lot of items. Probably the reason it was not mentioned was that FRA proposal was just issued and is not a rule yet.

 

[blue streak 1]

aegrotatio

Two-Stop Acela Expresses!!

Didn't they try something like that already and ridership didn't demand it?

 

 

Also marketing is much more focused than it used to be, ridership is way up from when it was tried before, and although the rideship figures are closely held Amtrak probably has a much better idea of exact ridership during peak periods. I would expect the stops to be PHL and BAL/Wilmington?

 

[aegrotatio]

Yeah, the train ambles so slowly through Baltimore it might as well stop, anyway.

 

[Anonymous]

billio

Thanks for posting, Streak.  This is where the big bucks for high speed rail should have gone instead of wasting on Ohio, Illinios, Florida and other places where the riding population is augmented by gophers and lizards.

The fundamental problem with a government run railroad is politics.  Instead of concentrating capital investment where there is a compelling market for the service, as a business would do, a politically motivated organization (Amtrak) has to bow to many political winds.  In the case of passenger rail, this means the monies are spread around to sooth the politicians as opposed to being concentrated where there is a high probability of success.