TheOneKEA wrote: ↑Mon Jul 05, 2021 12:45 pm
I’ve always felt that the MTA really needed to try harder to run more electric hauled services on the Penn Line and this discussion only confirms my thoughts. It feels like a missed opportunity for the MTA to not throw in some funds to the ACS-64 order to allow for some additional locos to run their services.
I have several questions about the tunnel replacement that I’d like to add to the discussion:
- Will the existing four tracks from WINANS to FULTON be reworked into a paired-by-direction layout, with MARC on the outside and Amtrak on the inside?
- How could FULTON be redesigned to provide for a proper 4-into-2 junction to the new tunnels and for later expansion when the other two are built?
- If the existing B&P tunnels are retained, will they be singled during refurbishment to allow for taller freight?
- Will Amtrak make the necessary provision for any expansion of the 138kV transmission lines during/after the new tunnels are built?
- Who will pay for Martins Yard to be electrified, so that MARC can start/end their electric services there instead of at Penn?
WINANS would need to be rebuilt from a "Start Track A" interlock to a full track switch interlock, which would actually help with getting Amtrak trains to BWI Airport station's current layout. Right now, northbound trains have to go 2-1 at GROVE, service BWI, then continue on to BRIDGE where all the tracks merge down to two (MARC switches at WINANS to track A for two MARC stations). Upgrade WINANS and southbound trains can travel on 2 from BRIDGE down to it before switching 2-3 to service BWI.
FULTON is basically just inside the B&P tunnel. You're talking about BRIDGE, which is configured for that.
For the rest, there's no info available. I do know Martins would be hard to electrify due to some storage tracks being under a bridge... but that's for the Sister thread on the DC area forum