Latest update
http://virginiaavenuetunnel.com/sites/default/files/Coffee-with-Chuck-Presentation-FINAL-09-21-16.pdf
Photo album of the whole project to date.
https://twitter.com/VATNews/media
update of photo album
http://www.virginiaavenuetunnel.com/sites/default/files/Coffee%20with%20Chuck%20Presentation%2011-16-16.pdf
The opening for the new bore of the Virginia Avenue Tunnel is scheduled for December 23, 2016.
Once the new bore is opened, the old bore will be closed for it's upgrading.
Never too old to have a happy childhood!
BaltACD The opening for the new bore of the Virginia Avenue Tunnel is scheduled for December 23, 2016. Once the new bore is opened, the old bore will be closed for it's upgrading.
blue streak 1 BaltACD The opening for the new bore of the Virginia Avenue Tunnel is scheduled for December 23, 2016. Once the new bore is opened, the old bore will be closed for it's upgrading. Tunnel bore sure looks good. Is that lighting permanent or is it just for construction finishing work ? Does CSX plan to immediately start domestic double stacks thru that bore or is there any other impediment ? Is all the trackwork completed at CP Virginia ave ? Is there any new crossovers east of the bridge before the anacostia bridge or just the Anacostia junction CP ?
I 'think' the tunnel is the last impediment on the Portsmouth-West routing. Trains to and from there have been running to 14K feet for the past several months.
Configuration of the Anacostia control point remains the same.
Are there any ventilation facilities on the new and/or the old tunnels? Are there any safety man rooms for anyone in the tunnel to get out of the way of the train?
Electroliner 1935Are there any ventilation facilities on the new and/or the old tunnels? Are there any safety man rooms for anyone in the tunnel to get out of the way of the train?
Tunnel is slightly less than 1 mile long. No extra ventilation that I am aware of. CCTV is in place and railroad police monitor it.
BaltACD I 'think' the tunnel is the last impediment on the Portsmouth-West routing. Trains to and from there have been running to 14K feet for the past several months.
Glad to hear that. Vaguely recall reading a couple years or more ago that Long Bridge would not yet clear domestic double stacks but changes would be easy to remediate that restriction.
More pictures from Dec 14th
http://www.virginiaavenuetunnel.com/sites/default/files/Coffee%20with%20Chuck%20Presentation%2012-14-16.pdf
Q135-22 the first Double Stack train to operate through the new bore of the Virginia Avenue Tunnel crossing the Long Bridge over the Potomac River between Virginia and the District of Columbia
Q135-22 passing control point M Street to enter the new bore of the Virginia Avenue Tunnel
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My SPV RR Atlas indicates the line is owned by the NS with trackage rights for CSX. All the talk seems to be of CSX. Is NS still the owner? Are their connecting lines also cleared for double stacks? Who paid for the new tunnel?
MidlandMikeMy SPV RR Atlas indicates the line is owned by the NS with trackage rights for CSX. All the talk seems to be of CSX. Is NS still the owner? Are their connecting lines also cleared for double stacks? Who paid for the new tunnel?
NS has NEVER owned the line. So your SPV RR Atlas is not worth what you paid for it. NS trackage rights were to a abandonded coal fired power plant in Alexandria, VA. NS had trackage rights into the District of Columbia to Benning Yard for interchange purposes, those rights haven't been used for several years.
Double Stacks can now operate between Portsmouth, VA and North Baltimore, OH. To go further East, the Howard Street Tunnel in Baltimore must be modified, for which CSX & Baltimore City have submitted a Fast Track Grant request.
Virginia Ave. construction is not complete. The old tunnel will now be rebuilt for double stack clearance. The National Gateway project has been undertaken as a public-private partnership that benefits the District in having a tunnel system that has been constructed with the latest in engineering expertise rather than late 19th Century construction techniques and that was subject to frequent flooding by mother nature and the failing District of Columbia infrastructure.
As info, CSX has been operating 14K feet single stack intermodal trains between Portsmouth & North Baltimore. Double stacking should shorten these trains OR permit on double stacked 14K foot train in place of two single stacked 14K foot trains.
SPV Atlas' are the best thing around short of official railroad records, but they're not perfect, esp. for small details/ nuances on things like this. I'd say they're right about 80 - 90% of the time, which is way better than I'd do without making it a 2nd career.
- Paul North.
I have long understood that map publisherswill deliberately have an error here or there to catch copyright abusers in their theft.
In another atlas (I, at the moment, do not remember which one) is a note: "former coarse of river," which I at first thought was a spelling error on the part of the map preparer and then decided it was one of those little "gotchas."
I had not noticed the mislabeling, perhaps because I knew, long before I saw my first SPV atlas, who owns the track down to RO/South End..
Johnny
DeggestyI have long understood that map publisherswill deliberately have an error here or there to catch copyright abusers in their theft.
There's a movie showing on the premium channels right now called "Paper Towns," which refers to those very "mistakes."
Pre-Internet, a publisher of frequency directories pointed out that there were one or more errors in their documents for the same reason.
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...
Below is the CADS screen that the CSX BD Train Dispatcher uses for territory from M Stree to Lorton on the RF&P Sub. The screen is arranged in the so called Z format. M Street at the top Left of the screen is the North End, Lorton at the bottom Right is the South end of this screen. The RF&P is a North-South railroad and directly connects to the Capital Sub of the BC Train which is a East-West railroad. The RF&P is unique in that its Main Tracks are numbered 2 & 3. In current-of-traffic days, #2 was the Northward Main and #3 was the Southward Main. Today all Main Tracks on the RF&P are signalled in both directions and Automatic Train Control is in effect.
The trackage between control point M Street and Capitol are nominally the ends of the Virginia Avenue Tunnel. The 'top' track is #2 track and is the track segment that was placed in service December 23, 2016 with the passage of the first Double Stack train Q135-22 from Portsmouth to North Baltiomre, OH. The 'bottom' track is #3 and is the original Virginia Ave Tunnel that was removed from service with the opening of #2 track.
The control point Virginia is where the tunnels into Washington Union Station diverge from the CSX Mains. Trains that have passenger stops at L'Enfant (both selected Amtrak and all VRE) must work the station on #3 track. Amtrak and VRE can work Alexandria station (just North of the control point AF) on either #2 or #3, there is a fence between #1 & #2 tracks at Alexandria station that limits the ability of making passenger stops on #1 track. South of AF most VRE stations are only configured to handle passenger stops on #2 track from AF to Fredericksburg - both Northward in the morning and Southward in the evening. The VRE Manassas bound trains leave CSX at AF onto NS trackage. The connection on the bottom of the screen is known as 'The Horn" and at the top of the AF control point is known as 'the pass'.
Very interesting graphic. Thanks. What was the reason for RF&P's track numbering system? What happened to #1?
[quote user="matthewsaggie"]Very interesting graphic. Thanks. What was the reason for RF&P's track numbering system? What happened to #1?[/quote]
There are locations on the territory where #1 and #4 tracks exist - both exist on this screen in fact. #1 track from RO to Franconia (Its above #2 track). #4 track exists between Virginia and L'Enfant (Its below #3 track).
I am guessing the the logic dates from the time the PRR had 4 tracks. The 'outside' tracks (#1 & #4) were for locals and station work. The 'inside' tracks #2 & #3 were for the 'high speed' through trains that would not be stopping at stations. With 'plant rationalization' over the years, some existing #1 and #4 track segments that existed 60-70 years ago were removed. Within the past 10 years, #1 track has been extended from AF to Franconia. #4 track has been added between Virginia and L'Enfant. Around Fredericksburg #1 track has been extended between control points Crossroads and Fredericksburg. There is a current project to extend #1 track between the control points of Arkendale and North Possum Point. The track changes North of Crossroads are being done at the request of and with the assistance of the State of Virginia for the benefit of Virginia Rail Express.
Historically railroads are very reluctant to change track names from whatever they were initially named. Tracks in the 'New Yard' may be over 100 years old, however, that particular part of the overall yard is geographically newer than the adjacent areas of the yard/
BaltACDHistorically railroads are very reluctant to change track names from whatever they were initially named.
The current station track at Syracuse is #7. Even with NYC's old four track set-up, there's a couple of tracks missing (there are three there now). I'm sure there's an explanation - I don't know what it is.
And the current station is not all that close to any of the original stations. In fact, I think it's located on what was the freight bypass...
In a similar vein, the freight main of UP(C&NW) between Chicago and Milwaukee is referred as the New Line, even though it is over 100 years old. It just happens to be newer than the passenger main, no passengers north of Kenosha, though.
Similarly, a bridge on the South Shore in Gary is referred to as the Pennsylvania Overhead even though the PRR tracks underneath became PC in 1968, Conrail in 1976 and have since been abandoned.
Is the RF&P using 2 and 3 all the way to Richmond? Did it anticipate quad tracking some time in the future?
matthewsaggieIs the RF&P using 2 and 3 all the way to Richmond? Did it anticipate quad tracking some time in the future?
#2 & #3 are the Mains today - I am not a RF&P historian and have no idea what their plans may have been, nor do I know what their history was in the first half of the 20th Century.
The deliberate mis labeling of ownership has an example at this location. A old National Geographic map labels the 1st street tunnel track from Virginia CP to Union station as owned by SOU RR. Anyone know who Amtrak got it from ?
blue streak 1The deliberate mis labeling of ownership has an example at this location. A old National Geographic map labels the 1st street tunnel track from Virginia CP to Union station as owned by SOU RR. Anyone know who Amtrak got it from ?
Don't believe the SOU ever 'owned' it. SOU had trackage rights from AF to Potomac Yard (which was jointly owned by B&O, C&O, PRR & SOU in equal shares and operated by the RF&P). Many articles mention the Long Bridge (across the Potomac between DC & Virginia) as being owned by the B&O originally. PRR freights diverted from the NEC at Largo and operated on $4 & #5 Main tracks through Benning Yard across the Long Bridge and into Pot Yard. B&O Freights departed what is now known as the Capital Sub at JD Tower at Hyattsville, MD and operated on single main to Anacostia and operated on the PRR and the Long Bridge in Pot Yard. B&O & PRR were the movers and shakers in the formation of Washington Union Station which was operated by the Washington Terminal Company. My guess is that Amtrak got the tunnels from the Washington Terminal Company when they got Union Station and the rest of the NEC.
Back 'in the day' railroads would set up any number of smaller companies to cover specific projects. While these companies were wholey own by the creating railroad, they provided 'legal cover' to the owning carrier.
From: Southern Railway System (Lines East) Piedmont District Washington Division Time Table No. 81 Effctive 12.01 A.M. (Eastern Time) Sunday, October 2, 1927:
SPECIAL INSTRUCTIONS 1. ...JOINT TRACKAGETrains and engines of
Southern Railway will use the tracks of other railroads in accordance with their timetables, rules, and regulations as follows: between AF Tower and RO Tower-- RF&PRR; RO Tower and VU Tower--PRR; VU Tower and Washington--WT Co.
That tells me who the legal owner of each section was.
DeggestyFrom: Southern Railway System (Lines East) Piedmont District Washington Division Time Table No. 81 Effctive 12.01 A.M. (Eastern Time) Sunday, October 2, 1927: SPECIAL INSTRUCTIONS 1. ...JOINT TRACKAGETrains and engines of Southern Railway will use the tracks of other railroads in accordance with their timetables, rules, and regulations as follows: between AF Tower and RO Tower-- RF&PRR; RO Tower and VU Tower--PRR; VU Tower and Washington--WT Co. That tells me who the legal owner of each section was.
I am guessing VU Tower is what is now known as control point Virginia
BaltACD Deggesty From: Southern Railway System (Lines East) Piedmont District Washington Division Time Table No. 81 Effctive 12.01 A.M. (Eastern Time) Sunday, October 2, 1927: SPECIAL INSTRUCTIONS 1. ...JOINT TRACKAGETrains and engines of Southern Railway will use the tracks of other railroads in accordance with their timetables, rules, and regulations as follows: between AF Tower and RO Tower-- RF&PRR; RO Tower and VU Tower--PRR; VU Tower and Washington--WT Co. That tells me who the legal owner of each section was. I am guessing VU Tower is what is now known as control point Virginia
Deggesty From: Southern Railway System (Lines East) Piedmont District Washington Division Time Table No. 81 Effctive 12.01 A.M. (Eastern Time) Sunday, October 2, 1927: SPECIAL INSTRUCTIONS 1. ...JOINT TRACKAGETrains and engines of Southern Railway will use the tracks of other railroads in accordance with their timetables, rules, and regulations as follows: between AF Tower and RO Tower-- RF&PRR; RO Tower and VU Tower--PRR; VU Tower and Washington--WT Co. That tells me who the legal owner of each section was.
Incidentally, this ETT does not have maximum speeds for trains set; it does have low speeds in various localities shown.
Four pages of SB trains from Washington to Orange, four pages of NB trains back; two pages SB Orange to Monroe and two pages back (first, second, and third class trains); two pages Manassas-Strasburg (three first class and one third class); two pages both Strasburg-Harrisonburg and Calverton-Warrenton--and THREE pages of special instructions.
CSSHEGEWISCH Deggesty From: Southern Railway System (Lines East) Piedmont District Washington Division Time Table No. 81 Effctive 12.01 A.M. (Eastern Time) Sunday, October 2, 1927: SPECIAL INSTRUCTIONS 1. ...JOINT TRACKAGETrains and engines of Southern Railway will use the tracks of other railroads in accordance with their timetables, rules, and regulations as follows: between AF Tower and RO Tower-- RF&PRR; RO Tower and VU Tower--PRR; VU Tower and Washington--WT Co. That tells me who the legal owner of each section was. That's a useful rule of thumb but it isn't always true. As an example IIRC, the IHB/B&OCT main between Blue Island and Franklin Park is owned by B&OCT(CSX) south of 47th Street and by IHB north of that point. The entire line is under IHB rules and timetable.
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
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